← The Saudi aviation reference, in one place.

14 CFR641 sections

14 CFR Part 121 - Operating Requirements - Domestic Flag and Supplemental

Reproduced for study. Always verify against the official GACAR at gaca.gov.sa.

Ask Captain Adel about this

81 Federal Aviation Administration, DOT Pt. 121

PART 121—OPERATING REQUIRE-

MENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS

SPECIAL FEDERAL AVIATION REGULATION NO.

50–2 [N OTE]

SPECIAL FEDERAL AVIATION REGULATION NO.

71 [N OTE]

SPECIAL FEDERAL AVIATION REGULATION NO.

97 [N OTE]

Subpart A—General

Sec. 121.1 Applicability. 121.2 Compliance schedule for operators

that transition to part 121; certain new entrant operators.

121.4 Applicability of rules to unauthorized

operators.

121.7 Definitions. 121.9 Fraud and falsification. 121.11 Rules applicable to operations in a

foreign country.

121.15 Carriage of narcotic drugs, mari-

huana, and depressant or stimulant drugs or substances.

Subpart B—Certification Rules for Domestic

and Flag Air Carriers [Reserved ]

Subpart C—Certification Rules for Supple-

mental Air Carriers and Commercial Operators [Reserved ]

Subpart D—Rules Governing All Certificate

Holders Under This Part [Reserved ]

Subpart E—Approval of Routes: Domestic

and Flag Operations

121.91 Applicability.

121.93 Route requirements: General. 121.95 Route width. 121.97 Airports: Required data. 121.99 Communications facilities—domestic

and flag operations.

121.101 Weather reporting facilities. 121.103 En route navigation facilities. 121.105 Servicing and maintenance facili-

ties.

121.106 ETOPS Alternate Airport: Rescue

and fire fighting service.

121.107 Dispatch centers.

Subpart F—Approval of Areas and Routes

for Supplemental Operations

121.111 Applicability.

121.113 Area and route requirements: Gen-

eral.

121.115 Route width. 121.117 Airports: Required data. 121.119 Weather reporting facilities. 121.121 En route navigation facilities. 121.122 Communications facilities—supple-

mental operations.

121.123 Servicing maintenance facilities. 121.125 Flight following system. 121.127 Flight following system; require-

ments.

Subpart G—Manual Requirements

121.131 Applicability. 121.133 Preparation. 121.135 Manual contents. 121.137 Distribution and availability. 121.139 Manual accessibility: Supplemental

operations.

121.141 Airplane flight manual.

Subpart H—Aircraft Requirements

121.151 Applicability. 121.153 Aircraft requirements: General. 121.155 [Reserved] 121.157 Aircraft certification and equipment

requirements.

121.159 Single-engine airplanes prohibited. 121.161 Airplane limitations: Type of route. 121.162 ETOPS Type Design Approval Basis. 121.163 Aircraft proving tests.

Subpart I—Airplane Performance

Operating Limitations

121.171 Applicability.

121.173 General. 121.175 Airplanes: Reciprocating engine-

powered: Weight limitations.

121.177 Airplanes: Reciprocating engine-

powered: Takeoff limitations.

121.179 Airplanes: Reciprocating engine-

powered: En route limitations: All en-gines operating.

121.181 Airplanes: Reciprocating engine-

powered: En route limitations: One en-gine inoperative.

121.183 Part 25 airplanes with four or more

engines: Reciprocating engine powered: En route limitations: Two engines inop-erative.

121.185 Airplanes: Reciprocating engine-

powered: Landing limitations: Destina-tion airport.

121.187 Airplanes: Reciprocating engine-

powered: Landing limitations: Alternate airport.

121.189 Airplanes: Turbine engine powered:

Takeoff limitations.

121.191 Airplanes: Turbine engine powered:

En route limitations: One engine inoper-ative.

121.193 Airplanes: Turbine engine powered:

En route limitations: Two engines inop-erative.

121.195 Airplanes: Turbine engine powered:

Landing limitations: Destination air-ports.

121.197 Airplanes: Turbine engine powered:

Landing limitations: Alternate airports.

82 14 CFR Ch. I (1–1–25 Edition) Pt. 121

121.198 Cargo service airplanes: Increased

zero fuel and landing weights.

121.199 Nontransport category airplanes:

Takeoff limitations.

121.201 Nontransport category airplanes: En

route limitations: One engine inoper-ative.

121.203 Nontransport category airplanes:

Landing limitations: Destination airport.

121.205 Nontransport category airplanes:

Landing limitations: Alternate airport.

121.207 Provisionally certificated airplanes:

Operating limitations.

Subpart J—Special Airworthiness

Requirements

121.211 Applicability.

121.213 [Reserved] 121.215 Cabin interiors. 121.217 Internal doors. 121.219 Ventilation. 121.221 Fire precautions. 121.223 Proof of compliance with §121.221. 121.225 Propeller deicing fluid. 121.227 Pressure cross-feed arrangements. 121.229 Location of fuel tanks. 121.231 Fuel system lines and fittings. 121.233 Fuel lines and fittings in designated

fire zones.

121.235 Fuel valves. 121.237 Oil lines and fittings in designated

fire zones.

121.239 Oil valves. 121.241 Oil system drains. 121.243 Engine breather lines. 121.245 Fire walls. 121.247 Fire-wall construction. 121.249 Cowling. 121.251 Engine accessory section diaphragm. 121.253 Powerplant fire protection. 121.255 Flammable fluids. 121.257 Shutoff means. 121.259 Lines and fittings. 121.261 Vent and drain lines. 121.263 Fire-extinguishing systems. 121.265 Fire-extinguishing agents. 121.267 Extinguishing agent container pres-

sure relief.

121.269 Extinguishing agent container com-

partment temperature.

121.271 Fire-extinguishing system mate-

rials.

121.273 Fire-detector systems. 121.275 Fire detectors. 121.277 Protection of other airplane compo-

nents against fire.

121.279 Control of engine rotation. 121.281 Fuel system independence. 121.283 Induction system ice prevention. 121.285 Carriage of cargo in passenger com-

partments.

121.287 Carriage of cargo in cargo compart-

ments.

121.289 Landing gear: Aural warning device. 121.291 Demonstration of emergency evacu-

ation procedures. 121.293 Special airworthiness requirements

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

121.295 Location for a suspect device.

Subpart K—Instrument and Equipment

Requirements

121.301 Applicability.

121.303 Airplane instruments and equip-

ment.

121.305 Flight and navigational equipment. 121.306 Portable electronic devices. 121.307 Engine instruments. 121.308 Lavatory fire protection. 121.309 Emergency equipment. 121.310 Additional emergency equipment. 121.311 Seats, safety belts, and shoulder har-

nesses.

121.312 Materials for compartment inte-

riors.

121.313 Miscellaneous equipment. 121.314 Cargo and baggage compartments. 121.315 Cockpit check procedure. 121.316 Fuel tanks. 121.317 Passenger information require-

ments, smoking prohibitions, and addi-tional seat belt requirements.

121.318 Public address system. 121.319 Crewmember interphone system. 121.321 Operations in icing. 121.323 Instruments and equipment for oper-

ations at night.

121.325 Instruments and equipment for oper-

ations under IFR or over-the-top.

121.327 Supplemental oxygen: Reciprocating

engine powered airplanes.

121.329 Supplemental oxygen for suste-

nance: Turbine engine powered airplanes.

121.331 Supplemental oxygen requirements

for pressurized cabin airplanes: Recipro-cating engine powered airplanes.

121.333 Supplemental oxygen for emergency

descent and for first aid; turbine engine powered airplanes with pressured cabins.

121.335 Equipment standards. 121.337 Protective breathing equipment. 121.339 Emergency equipment for extended

over-water operations.

121.340 Emergency flotation means. 121.341 Equipment for operations in icing

conditions.

121.342 Pitot heat indication systems. 121.343 Flight data recorders. 121.344 Digital flight data recorders for

transport category airplanes.

121.344a Digital flight data recorders for 10–

19 seat airplanes.

121.345 Radio equipment. 121.346 Flight data recorders: filtered data. 121.347 Communication and navigation

equipment for operations under VFR over routes navigated by pilotage.

121.349 Communication and navigation

equipment for operations under VFR over routes not navigated by pilotage or for operations under IFR or over the top.

83 Federal Aviation Administration, DOT Pt. 121

121.351 Communication and navigation

equipment for extended over-water oper-ations and for certain other operations.

121.353 Emergency equipment for operations

over uninhabited terrain areas: Flag, supplemental, and certain domestic oper-ators.

121.354 Terrain awareness and warning sys-

tem.

121.355 Equipment for operations on which

specialized means of navigation are used.

121.356 Collision Avoidance System. 121.357 Airborne weather radar equipment

requirements.

121.358 Low-altitude windshear system

equipment requirements.

121.359 Cockpit voice recorders. 121.360 [Reserved]

Subpart L—Maintenance, Preventive

Maintenance, and Alterations

121.361 Applicability.

121.363 Responsibility for airworthiness. 121.365 Maintenance, preventive mainte-

nance, and alteration organization.

121.367 Maintenance, preventive mainte-

nance, and alterations programs.

121.368 Contract maintenance. 121.369 Manual requirements.

121.370–121.370a [Reserved] 121.371 Required inspection personnel. 121.373 Continuing analysis and surveil-

lance.

121.374 Continuous airworthiness mainte-

nance program (CAMP) for two-engine ETOPS.

121.375 Maintenance and preventive mainte-

nance training program.

121.377 Maintenance and preventive mainte-

nance personnel duty time limitations.

121.378 Certificate requirements. 121.379 Authority to perform and approve

maintenance, preventive maintenance, and alterations.

121.380 Maintenance recording require-

ments.

121.380a Transfer of maintenance records.

Subpart M—Airman and Crewmember

Requirements

121.381 Applicability.

121.383 Airman: Limitations on use of serv-

ices.

121.385 Composition of flight crew. 121.387 Flight engineer. 121.389 Flight navigator and specialized

navigation equipment.

121.391 Flight attendants. 121.392 Personnel identified as flight attend-

ants.

121.393 Crewmember requirements at stops

where passengers remain on board.

121.394 Flight attendant requirements dur-

ing passenger boarding and deplaning. 121.395 Aircraft dispatcher: Domestic and

flag operations.

121.397 Emergency and emergency evacu-

ation duties.

Subpart N—Training Program

121.400 Applicability and terms used.

121.401 Training program: General. 121.402 Training program: Special rules. 121.403 Training program: Curriculum. 121.404 Crew and dispatcher resource man-

agement training.

121.405 Training program and revision: Ini-

tial and final approval.

121.406 Credit for previous CRM/DRM train-

ing.

121.407 Training program: Approval of flight

simulation training devices.

121.408 Training eqipment other than flight

simulation training devices.

121.409 Training courses using flight simula-

tion training devices.

121.410 Airline transport pilot certification

training program.

121.411 Qualifications: Check pilots and

check flight engineers.

121.412 Qualifications: Flight instructors. 121.413 Initial, transition and recurrent

training and checking requirements: Check pilots and check flight engineers.

121.414 Initial, transition and recurrent

training and checking requirements: Flight instructors.

121.415 Crewmember and dispatcher training

program requirements.

121.417 Crewmember emergency training. 121.418 Differences training and related air-

craft differences training.

121.419 Pilots and flight engineers: Initial,

transition, conversion and upgrade ground training.

121.420 Pilots: Upgrade ground training. 121.421 Flight attendants: Initial and transi-

tion ground training.

121.422 Aircraft dispatchers: Initial and

transition ground training.

121.423 Pilots: Extended Envelope Training. 121.424 Pilots: Initial, transition, conver-

sion, and upgrade flight training.

121.425 Flight engineers: Initial and transi-

tion flight training.

121.426 Pilots: Upgrade flight training. 121.427 Recurrent training. 121.429 Pilots in command: Leadership and

command and mentoring training.

Subpart O—Crewmember Qualifications

121.431 Applicability.

121.432 General. 121.433 Training required. 121.434 Operating experience, operating cy-

cles, and consolidation of knowledge and skills.

121.435 Pilots: Operations Familiarization. 121.436 Pilot Qualification: Certificates and

experience requirements.

84 14 CFR Ch. I (1–1–25 Edition) Pt. 121

121.438 Pilot operating limitations and pair-

ing requirements.

121.439 Pilot qualification: Recent experi-

ence.

121.440 Line checks. 121.441 Proficiency checks. 121.443 Pilot in command qualification:

Route and airports.

121.445 Pilot in command airport qualifica-

tion: Special areas and airports.

121.447 [Reserved] 121.453 Flight engineer qualifications. 121.455–121.459 [Reserved]

Subpart P—Aircraft Dispatcher

Qualifications and Duty Time

Limitations: DOMESTIC AND FLAGOPERATIONS ;

FLIGHT ATTENDANT DUTY PERIOD LIMITA -

TIONS AND RESTREQUIREMENTS : DOMESTIC ,

FLAG, ANDSUPPLEMENTAL OPERATIONS

121.461 Applicability.

121.463 Aircraft dispatcher qualifications. 121.465 Aircraft dispatcher duty time limi-

tations: Domestic and flag operations.

121.467 Flight attendant duty period limita-

tions and rest requirements: Domestic, flag, and supplemental operations.

Subpart Q—Flight Time Limitations and Rest

Requirements: Domestic Operations

121.470 Applicability.

121.471 Flight time limitations and rest re-

quirements: All flight crewmembers.

121.473 Fatigue risk management system.

Subpart R—Flight Time Limitations: Flag

Operations

121.480 Applicability.

121.481 Flight time limitations: One or two

pilot crews.

121.483 Flight time limitations: Two pilots

and one additional flight crewmember.

121.485 Flight time limitations: Three or

more pilots and an additional flight crewmember.

121.487 Flight time limitations: Pilots not

regularly assigned.

121.489 Flight time limitations: Other com-

mercial flying.

121.491 Flight time limitations: Deadhead

transportation.

121.493 Flight time limitations: Flight engi-

neers and flight navigators.

121.495 Fatigue risk management system.

Subpart S—Flight Time Limitations:

Supplemental Operations

121.500 Applicability.

121.503 Flight time limitations: Pilots: air-

planes.

121.505 Flight time limitations: Two pilot

crews: airplanes. 121.507 Flight time limitations: Three pilot

crews: airplanes.

121.509 Flight time limitations: Four pilot

crews: airplanes.

121.511 Flight time limitations: Flight engi-

neers: airplanes.

121.513 Flight time limitations: Overseas

and international operations: airplanes.

121.515 Flight time limitations: All airmen:

airplanes.

121.517 Flight time limitations: Other com-

mercial flying: airplanes.

121.519 Flight time limitations: Deadhead

transportation: airplanes.

121.521 Flight time limitations: Crew of two

pilots and one additional airman as re-quired.

121.523 Flight time limitations: Crew of

three or more pilots and additional air-men as required.

121.525 Flight time limitations: Pilots serv-

ing in more than one kind of flight crew.

121.527 Fatigue risk management system.

Subpart T—Flight Operations

121.531 Applicability. 121.533 Responsibility for operational con-

trol: Domestic operations.

121.535 Responsibility for operational con-

trol: Flag operations.

121.537 Responsibility for operational con-

trol: Supplemental operations.

121.538 Aircraft security. 121.539 Operations notices. 121.541 Operations schedules: Domestic and

flag operations.

121.542 Flight crewmember duties. 121.543 Flight crewmembers at controls. 121.544 Pilot monitoring. 121.545 Manipulation of controls. 121.547 Admission to flight deck. 121.548 Aviation safety inspector’s creden-

tials: Admission to pilot’s compartment.

121.548a DOD Commercial Air Carrier Eval-

uator’s Credential.

121.549 Flying equipment. 121.550 Secret Service Agents: Admission to

flight deck.

121.551 Restriction or suspension of oper-

ation: Domestic and flag operations.

121.553 Restriction or suspension of oper-

ation: Supplemental operations.

121.555 Compliance with approved routes

and limitations: Domestic and flag oper-ations.

121.557 Emergencies: Domestic and flag op-

erations.

121.559 Emergencies: Supplemental oper-

ations.

121.561 Reporting potentially hazardous me-

teorological conditions and irregularities of ground facilities or navigation aids.

121.563 Reporting mechanical irregularities. 121.565 Engine inoperative: Landing; report-

ing.

85 Federal Aviation Administration, DOT Pt. 121

121.567 Instrument approach procedures and

IFR landing minimums.

121.569 Equipment interchange: Domestic

and flag operations.

121.570 Airplane evacuation capability. 121.571 Briefing passengers before takeoff. 121.573 Briefing passengers: Extended

overwater operations.

121.574 Oxygen and portable oxygen con-

centrators for medical use by passengers.

121.575 Alcoholic beverages.

121.576 Retention of items of mass in pas-

senger and crew compartments.

121.577 Stowage of food, beverage, and pas-

senger service equipment during airplane movement on the surface, takeoff, and landing.

121.578 Cabin ozone concentration. 121.579 Minimum altitudes for use of auto-

pilot.

121.580 Prohibition on interference with

crewmembers.

121.581 Observer’s seat: En route inspec-

tions.

121.582 Means to discreetly notify a

flightcrew.

121.583 Carriage of persons without compli-

ance with the passenger-carrying re-quirements of this part.

121.584 Requirement to view the area out-

side the flightdeck door.

121.585 Exit seating. 121.586 Authority to refuse transportation. 121.587 Closing and locking of flight crew

compartment door.

121.589 Carry-on baggage. 121.590 Use of certificated land airports in

the United States.

Subpart U—Dispatching and Flight Release

Rules

121.591 Applicability.

121.593 Dispatching authority: Domestic op-

erations.

121.595 Dispatching authority: Flag oper-

ations.

121.597 Flight release authority: Supple-

mental operations.

121.599 Familiarity with weather condi-

tions.

121.601 Aircraft dispatcher information to

pilot in command: Domestic and flag op-erations.

121.603 Facilities and services: Supple-

mental operations.

121.605 Airplane equipment. 121.607 Communication and navigation fa-

cilities: Domestic and flag operations.

121.609 Communication and navigation fa-

cilities: Supplemental operations.

121.611 Dispatch or flight release under

VFR.

121.613 Dispatch or flight release under IFR

or over the top.

121.615 Dispatch or flight release over

water: Flag and supplemental operations. 121.617 Alternate airport for departure.

121.619 Alternate airport for destination:

IFR or over-the-top: Domestic oper-ations.

121.621 Alternate airport for destination:

Flag operations.

121.623 Alternate airport for destination:

IFR or over-the-top: Supplemental oper-ations.

121.624 ETOPS Alternate Airports.. 121.625 Alternate Airport weather minima. 121.627 Continuing flight in unsafe condi-

tions.

121.628 Inoperable instruments and equip-

ment.

121.629 Operation in icing conditions. 121.631 Original dispatch or flight release,

redispatch or amendment of dispatch or flight release.

121.633 Considering time-limited systems in

planning ETOPS alternates.

121.635 Dispatch to and from refueling or

provisional airports: Domestic and flag operations.

121.637 Takeoffs from unlisted and alternate

airports: Domestic and flag operations.

121.639 Fuel supply: All domestic oper-

ations.

121.641 Fuel supply: Nonturbine and turbo-

propeller-powered airplanes: Flag oper-ations.

121.643 Fuel supply: Nonturbine and turbo-

propeller-powered airplanes: Supple-mental operations.

121.645 Fuel supply: Turbine-engine powered

airplanes, other than turbo propeller: Flag and supplemental operations.

121.646 En-route fuel supply: flag and sup-

plemental operations.

121.647 Factors for computing fuel required. 121.649 Takeoff and landing weather mini-

mums: VFR: Domestic operations.

121.651 Takeoff and landing weather mini-

mums: IFR: All certificate holders.

121.652 Landing weather minimums: IFR:

All certificate holders.

121.653 [Reserved] 121.655 Applicability of reported weather

minimums.

121.657 Flight altitude rules. 121.659 Initial approach altitude: Domestic

and supplemental operations.

121.661 Initial approach altitude: Flag oper-

ations.

121.663 Responsibility for dispatch release:

Domestic and flag operations.

121.665 Load manifest. 121.667 Flight plan: VFR and IFR: Supple-

mental operations.

Subpart V—Records and Reports

121.681 Applicability.

121.683 Crewmember and dispatcher record. 121.685 Aircraft record: Domestic and flag

operations.

86 14 CFR Ch. I (1–1–25 Edition) Pt. 121

121.687 Dispatch release: Flag and domestic

operations.

121.689 Flight release form: Supplemental

operations.

121.691 [Reserved] 121.693 Load manifest: All certificate hold-

ers.

121.695 Disposition of load manifest, dis-

patch release, and flight plans: Domestic and flag operations.

121.697 Disposition of load manifest, flight

release, and flight plans: Supplemental operations.

121.698–121.699 [Reserved] 121.701 Maintenance log: Aircraft. 121.703 Service difficulty reports. 121.705 Mechanical interruption summary

report.

121.707 Alteration and repair reports. 121.709 Airworthiness release or aircraft log

entry.

121.711 Communication records: Domestic

and flag operations.

121.713 Retention of contracts and amend-

ments: Commercial operators who con-duct intrastate operations for compensa-tion or hire.

Subpart W—Crewmember Certificate:

International

121.721 Applicability.

121.723 Surrender of international crew-

member certificate.

Subpart X—Emergency Medical

Equipment and Training

121.801 Applicability.

121.803 Emergency medical equipment. 121.805 Crewmember training for in-flight

medical events.

Subpart Y—Advanced Qualification

Program

121.901 Purpose and eligibility.

121.903 General requirements for Advanced

Qualification Programs.

121.905 Confidential commercial informa-

tion

121.907 Definitions. 121.909 Approval of Advanced Qualification

Program.

121.911 Indoctrination curriculum. 121.913 Qualification curriculum. 121.915 Continuing qualification curriculum. 121.917 Other requirements. 121.919 Certification. 121.921 Training devices and simulators. 121.923 Approval of training, qualification,

or evaluation by a person who provides training by arrangement.

121.925 Recordkeeping requirements. Subpart Z—Hazardous Materials Training

Program

121.1001 Applicability and definitions.

121.1003 Hazardous materials training: Gen-

eral.

121.1005 Hazardous materials training re-

quired.

121.1007 Hazardous materials training

records.

Subpart AA—Continued Airworthiness and

Safety Improvements

121.1101 Purpose and definition.

121.1103 [Reserved] 121.1105 Aging airplane inspections and

records reviews.

121.1107 Repairs assessment for pressurized

fuselages.

121.1109 Supplemental inspections. 121.1111 Electrical wiring interconnection

systems (EWIS) maintenance program.

121.1113 Fuel tank system maintenance pro-

gram.

121.1115 Limit of validity. 121.1117 Flammability reduction means. 121.1119 Fuel tank vent explosion protec-

tion.

Subpart BB [Reserved ]

121.1200–121.1399 [Reserved]

Subpart CC [Reserved ]

121.1400–121.1499 [Reserved]

Subpart DD—Special Federal Aviation

Regulations

121.1500 SFAR No. 111—Lavatory Oxygen

Systems.

APPENDIX A TOPART 121—F IRST-AIDKITS

ANDEMERGENCY MEDICAL KITS

APPENDIX B TOPART 121—A IRCRAFT FLIGHT

RECORDER SPECIFICATIONS

APPENDIX C TO PART 121—C–46 N ON-

TRANSPORT CATEGORY AIRPLANES

APPENDIX D TOPART121—C RITERIA FOR DEM-

ONSTRATION OF EMERGENCY EVACUATION

PROCEDURES UNDER §121.291

APPENDIX E TOPART 121—F LIGHT TRAINING

REQUIREMENTS

APPENDIX F TOPART121—P ROFICIENCY CHECK

REQUIREMENTS

APPENDIX G TOPART 121—D OPPLER RADAR

AND INERTIAL NAVIGATION SYSTEM (INS):

REQUEST FOR EVALUATION ; E QUIPMENT

AND EQUIPMENT INSTALLATION ; TRAINING

PROGRAM ; EQUIPMENT ACCURACY AND RE-

LIABILITY ; EVALUATION PROGRAM

APPENDIX H TOPART121—A DVANCED SIMULA -

TION

APPENDIXES I–J TOPART121 [R ESERVED ]

APPENDIX K TOPART121—P ERFORMANCE RE-

QUIREMENTS FOR CERTAIN TURBO -

PROPELLER POWERED AIRPLANES

87 Federal Aviation Administration, DOT § 121.2

APPENDIX L TOPART 121—T YPE CERTIFI -

CATION REGULATIONS MADE PREVIOUSLY

EFFECTIVE

APPENDIX M TOPART121—A IRPLANE FLIGHT

RECORDER SPECIFICATIONS

APPENDIX N TOPART121 [R ESERVED ]

APPENDIX O TOPART121—H AZARDOUS MATE-

RIALS TRAINING REQUIREMENTS FORCER-

TIFICATE HOLDERS

APPENDIX P TOPART121—R EQUIREMENTS FOR

ETOPS ANDPOLAR OPERATIONS

AUTHORITY : 49 U.S.C. 106(f), 106(g), 40103,

40113, 40119, 41706, 42301 preceding note added by Pub. L. 112–95, sec. 412, 126 Stat. 89, 44101, 44701–44702, 44705, 44709–44711, 44713, 44716– 44717, 44722, 44729, 44732; 46105; Pub. L. 111–216, 124 Stat. 2348 (49 U.S.C. 44701 note); Pub. L. 112–95, 126 Stat. 62 (49 U.S.C. 44732 note); Pub. L. 115–254, 132 Stat. 3186 (49 U.S.C. 44701 note).

SPECIAL FEDERAL AVIATION REGULATION

NO. 50–2

EDITORIAL NOTE: For the text of SFAR No.

50–2, see part 91 of this chapter.

SPECIAL FEDERAL AVIATION REGULATION

NO. 71

EDITORIAL NOTE: For the text of SFAR No.

71, see part 91 of this chapter.

SPECIAL FEDERAL AVIATION REGULATION

NO. 97

EDITORIAL NOTE: For the text of SFAR No.

97, see part 91 of this chapter.

Subpart A—General

§ 121.1 Applicability.

This part prescribes rules gov-

erning—

(a) The domestic, flag, and supple-

mental operations of each person who holds or is required to hold an Air Car-rier Certificate or Operating Certifi-cate under part 119 of this chapter.

(b) Each person employed or used by

a certificate holder conducting oper-ations under this part including main-

tenance, preventive maintenance, and alteration of aircraft.

sional approval of an Advanced Quali-fication Program curriculum, cur-riculum segment, or portion of a cur-riculum segment under subpart Y of this part, and each person employed or used by an air carrier or commercial operator under this part to perform training, qualification, or evaluation functions under an Advanced Qualifica-

tion Program under subpart Y of this part.

(d) Nonstop Commercial Air Tours

conducted for compensation or hire in accordance with §119.1(e)(2) of this chapter must comply with drug and al-cohol requirements in §§121.455, 121.457, 121.458 and 121.459, and with the provi-sions of part 136, subpart A of this chapter by September 11, 2007. An oper-ator who does not hold an air carrier certificate or an operating certificate is permitted to use a person who is oth-erwise authorized to perform aircraft maintenance or preventive mainte-nance duties and who is not subject to anti-drug and alcohol misuse preven-tion programs to perform—

(1) Aircraft maintenance or preven-

tive maintenance on the operator’s air-craft if the operator would otherwise be required to transport the aircraft more than 50 nautical miles further than the repair point closest to the op-erator’s principal base of operations to obtain these services; or

(2) Emergency repairs on the opera-

tor’s aircraft if the aircraft cannot be safely operated to a location where an employee subject to FAA-approved pro-grams can perform the repairs.

(e) Each person who is on board an

aircraft being operated under this part.

(f) Each person who is an applicant

for an Air Carrier Certificate or an Op-erating Certificate under part 119 of this chapter, when conducting proving tests.

(g) This part also establishes require-

ments for operators to take actions to support the continued airworthiness of each aircraft.

[Docket 28154, 60 FR 65925, Dec. 20, 1995, as

amended by Amdt. 121–328, 72 FR 6912, Feb. 13, 2007; Amdt. 121–336, 72 FR 63411, Nov. 8, 2007; Docket FAA–2022–1563, Amdt. 121–390, 88 FR 48090, July 26, 2023]

§ 121.2 Compliance schedule for opera-

tors that transition to part 121; cer-tain new entrant operators.

(a) Applicability. This section applies

to the following:

(1) Each certificate holder that was

issued an air carrier or operating cer-tificate and operations specifications under the requirements of part 135 of this chapter or under SFAR No. 38–2 of

88 14 CFR Ch. I (1–1–25 Edition) § 121.2

14 CFR part 121 before January 19, 1996,

and that conducts scheduled passenger- carrying operations with:

(i) Nontransport category turbo-

propeller powered airplanes type cer-tificated after December 31, 1964, that have a passenger seat configuration of 10–19 seats;

(ii) Transport category turbo-

propeller powered airplanes that have a passenger seat configuration of 20–30 seats; or

(iii) Turbojet engine powered air-

planes having a passenger seat configu-ration of 1–30 seats.

(2) Each person who, after January

19, 1996, applies for or obtains an initial air carrier or operating certificate and operations specifications to conduct scheduled passenger-carrying oper-ations in the kinds of airplanes de-scribed in paragraphs (a)(1)(i), (a)(1)(ii), or paragraph (a)(1)(iii) of this section.

(b) Obtaining operations specifications.

A certificate holder described in para-graph (a)(1) of this section may not, after March 20, 1997, operate an air-plane described in paragraphs (a)(1)(i), (a)(1)(ii), or (a)(1)(iii) of this section in scheduled passenger-carrying oper-ations, unless it obtains operations specifications to conduct its scheduled operations under this part on or before March 20, 1997.

Except as provided in paragraphs (d), (e), and (i) of this section, each certifi-cate holder described in paragraphs (a)(1) of this section shall comply with each applicable requirement of this part on and after March 20, 1997 or on and after the date on which the certifi-cate holder is issued operations speci-fications under this part, whichever oc-curs first. Except as provided in para-graphs (d) and (e) of this section, each person described in paragraph (a)(2) of this section shall comply with each ap-plicable requirement of this part on and after the date on which that person is issued a certificate and operations specifications under this part.

(d) Delayed compliance dates. Unless

paragraph (e) of this section specifies an earlier compliance date, no certifi-cate holder that is covered by para-graph (a) of this section may operate an airplane in 14 CFR part 121 oper-ations on or after a date listed in this paragraph (d) unless that airplane

meets the applicable requirement of this paragraph (d):

(1) Nontransport category turbo-

propeller powered airplanes type certifi-cated after December 31, 1964, that have a passenger seat configuration of 10–19 seats. No certificate holder may oper-

ate under this part an airplane that is described in paragraph (a)(1)(i) of this section on or after a date listed in paragraph (d)(1) of this section unless that airplane meets the applicable re-quirement listed in paragraph (d)(1) of this section:

(i) December 20, 1997: (A) Section 121.289, Landing gear

aural warning.

(B) Section 121.308, Lavatory fire pro-

tection.

handle illumination.

(D) Section 121.337(b)(8), Protective

breathing equipment.

(E) Section 121.340, Emergency flota-

tion means.

(ii) December 20, 1999: Section 121.342,

Pitot heat indication system.

(iii) December 20, 2010: (A) For airplanes described in

§121.157(f), the Airplane Performance Operating Limitations in §§121.189 through 121.197.

(B) Section 121.161(b), Ditching ap-

proval.

indicator.

(D) Section 121.312(c), Passenger seat

cushion flammability.

(iv) March 12, 1999: Section

121.310(b)(1), Interior emergency exit locating sign.

(2) Transport category turbopropeller

powered airplanes that have a passenger seat configuration of 20–30 seats. No cer-

tificate holder may operate under this part an airplane that is described in paragraph (a)(1)(ii) of this section on or after a date listed in paragraph (d)(2) of this section unless that airplane meets the applicable requirement listed in paragraph (d)(2) of this section:

(i) December 20, 1997: (A) Section 121.308, Lavatory fire pro-

tection.

(B) Section 121.337(b) (8) and (9), Pro-

tective breathing equipment.

tion means.

89 Federal Aviation Administration, DOT § 121.7

(ii) December 20, 2010: §121.305(j),

third attitude indicator.

(e) Newly manufactured airplanes. No

certificate holder that is described in paragraph (a) of this section may oper-ate under this part an airplane manu-factured on or after a date listed in this paragraph unless that airplane meets the applicable requirement list-ed in this paragraph (e).

(1) For nontransport category turbo-

propeller powered airplanes type cer-tificated after December 31, 1964, that have a passenger seat configuration of 10–19 seats:

(i) Manufactured on or after March

20, 1997:

(A) Section 121.305(j), Third attitude

indicator.

(B) Section 121.311(f), Safety belts

and shoulder harnesses.

(ii) Manufactured on or after Decem-

ber 20, 1997; Section 121.317(a), Fasten seat belt light.

(iii) Manufactured on or after Decem-

ber 20, 1999: Section 121.293, Takeoff warning system.

(iv) Manufactured on or after March

12, 1999: Section 121.310(b)(1), Interior emergency exit locating sign.

(2) For transport category turbo-

propeller powered airplanes that have a passenger seat configuration of 20–30 seats manufactured on or after March 20, 1997: Section 121.305(j), Third atti-tude indicator.

(f) New type certification requirements.

No person may operate an airplane for which the application for a type cer-tificate was filed after March 29, 1995, in 14 CFR part 121 operations unless that airplane is type certificated under part 25 of this chapter.

(g) Transition plan. Before March 19,

1996 each certificate holder described in paragraph (a)(1) of this section must submit to the FAA a transition plan (containing a calendar of events) for moving from conducting its scheduled operations under the commuter re-quirements of part 135 of this chapter to the requirements for domestic or flag operations under this part. Each transition plan must contain details on the following:

(1) Plans for obtaining new oper-

ations specifications authorizing do-mestic or flag operations; (2) Plans for being in compliance

with the applicable requirements of this part on or before March 20, 1997; and

(3) Plans for complying with the com-

pliance date schedules contained in paragraphs (d) and (e) of this section.

(h) Continuing requirements. A certifi-

cate holder described in paragraph (a) of this section shall comply with the applicable airplane operating and equipment requirements of part 135 of this chapter for the airplanes described

in paragraph (a)(1) of this section, until the airplane meets the specific compli-ance dates in paragraphs (d) and (e) of this section.

(i) Any training or qualification ob-

tained by a crewmember under part 135 of this chapter before March 20, 1997, is entitled to credit under this part for the purpose of meeting the require-ments of this part, as determined by the Administrator. Records kept by a certificate holder under part 135 of this chapter before March 20, 1997, can be annotated, with the approval of the Ad-ministrator, to reflect crewmember training and qualification credited to-ward part 121 requirements.

[Docket 28154, 60 FR 65925, Dec. 20, 1995, as

amended by Amdt. 121–253, 61 FR 2609, Jan. 26, 1996; Amdt. 121–256, 61 FR 30434, June 14, 1996; Amdt. 121–262, 62 FR 13256, Mar. 19, 1997; Amdt. 121–344, 74 FR 34234, July 15, 2009]

§ 121.4 Applicability of rules to unau-

thorized operators.

The rules in this part which refer to

a person certificated under part 119 of this chapter apply also to any person who engages in an operation governed by this part without the appropriate certificate and operations specifica-tions required by part 119 of this chap-ter.

[Docket 11675, 37 FR 20937, Oct. 5, 1972, as

amended by Amdt. 121–251, 60 FR 65926, Dec. 20, 1995]

§ 121.7 Definitions.

The following definitions apply to

those sections of part 121 that apply to ETOPS:

Adequate Airport means an airport

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

90 14 CFR Ch. I (1–1–25 Edition) § 121.9

(1) An airport that meets the require-

ments of part 139, subpart D of this chapter, excluding those that apply to aircraft rescue and firefighting service, or

(2) A military airport that is active

and operational.

ETOPS Alternate Airport means an

adequate airport listed in the certifi-cate holder’s operations specifications that is designated in a dispatch or flight release for use in the event of a diversion during ETOPS. This defini-tion applies to flight planning and does not in any way limit the authority of the pilot-in-command during flight.

ETOPS Area of Operation means one

of the following areas:

(1) For turbine-engine-powered air-

planes with two engines, an area be-yond 60 minutes from an adequate air-port, computed using a one-engine-in-operative cruise speed under standard conditions in still air.

(2) For turbine-engine-powered pas-

senger-carrying airplanes with more than two engines, an area beyond 180 minutes from an adequate airport, computed using a one-engine-inoper-ative cruise speed under standard con-ditions in still air.

ETOPS Entry Point means the first

point on the route of an ETOPS flight, determined using a one-engine-inoper-ative cruise speed under standard con-ditions in still air, that is—

(1) More than 60 minutes from an

adequate airport for airplanes with two engines;

(2) More than 180 minutes from an

adequate airport for passenger-car-rying airplanes with more than two en-gines.

ETOPS Qualified Person means a per-

son, performing maintenance for the certificate holder, who has satisfac-torily completed the certificate hold-er’s ETOPS training program.

Maximum Diversion Time means, for

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

North Pacific Area of Operation means

Pacific Ocean areas north of 40 ° N lati-

tudes including NOPAC ATS routes, and published PACOTS tracks between

Japan and North America.

North Polar Area means the entire

area north of 78 ° N latitude.

One-engine-inoperative-Cruise Speed

means a speed within the certified op-erating limits of the airplane that is specified by the certificate holder and approved by the FAA for —

(1) Calculating required fuel reserves

needed to account for an inoperative engine; or

(2) Determining whether an ETOPS

alternate is within the maximum di-version time authorized for an ETOPS flight.

South Polar Area means the entire

area South of 60 ° S latitude.

[Docket FAA–2002–6717, 72 FR 1878, Jan. 16,

2007]

§ 121.9 Fraud and falsification.

(a) No person may make, or cause to

be made, any of the following:

(1) A fraudulent or intentionally false

statement in any application or any amendment thereto, or in any other record or test result required by this part.

(2) A fraudulent or intentionally false

statement in, or a known omission from, any record or report that is kept, made, or used to show compliance with this part, or to exercise any privileges under this chapter.

(b) The commission by any person of

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

(1) A civil penalty. (2) Suspension or revocation of any

certificate held by that person that was issued under this chapter.

(3) The denial of an application for

any approval under this part.

(4) The removal of any approval

under this part.

[Docket FAA–2008–0677, 78 FR 67836, Nov. 12,

2013]

§ 121.11 Rules applicable to operations

in a foreign country.

Each certificate holder shall, while

operating an airplane within a foreign country, comply with the air traffic rules of the country concerned and the local airport rules, except where any rule of this part is more restrictive and

91 Federal Aviation Administration, DOT § 121.97

may be followed without violating the

rules of that country.

[Docket 16383, 43 FR 22641, May 25, 1978]

§ 121.15 Carriage of narcotic drugs,

marihuana, and depressant or stim-ulant drugs or substances.

If a certificate holder operating

under this part permits any aircraft owned or leased by that holder to be engaged in any operation that the cer-tificate holder knows to be in violation of §91.19(a) of this chapter, that oper-ation is a basis for suspending or re-voking the certificate.

[Docket 28154, 60 FR 65926, Dec. 20, 1995]

Subpart B—Certification Rules for

Domestic and Flag Air Car-riers [Reserved ]

Subpart C—Certification Rules for

Supplemental Air Carriers and Commercial Operators [Re-

served ]

Subpart D—Rules Governing All

Certificate Holders Under This Part [Reserved ]

Subpart E—Approval of Routes:

Domestic and Flag Operations

SOURCE : Docket 6258, 29 FR 19194, Dec. 31,

1964, unless otherwise noted.

§ 121.91 Applicability.

This subpart prescribes rules for ob-

taining approval of routes by certifi-cate holders conducting domestic or flag operations.

[Docket 28154, 61 FR 2610, Jan. 26, 1996]

§ 121.93 Route requirements: General.

(a) Each certificate holder con-

ducting domestic or flag operations seeking a route approval must show—

(1) That it is able to conduct satisfac-

torily scheduled operations between each regular, provisional, and refueling airport over that route or route seg-ment; and

(2) That the facilities and services re-

quired by §§121.97 through 121.107 are available and adequate for the proposed operation. The Administrator approves a route

outside of controlled airspace if he de-termines that traffic density is such that an adequate level of safety can be assured.

(b) Paragraph (a) of this section does

not require actual flight over a route or route segment if the certificate holder shows that the flight is not es-sential to safety, considering the avail-ability and adequacy of airports, light-ing, maintenance, communication, navigation, fueling, ground, and air-plane radio facilities, and the ability of the personnel to be used in the pro-posed operation.

[Docket 6258, 29 FR 19194, Dec. 31, 1964, as

amended by Amdt. 121–3, 30 FR 3638, Mar. 19, 1965; Amdt. 121–253, 61 FR 2610, Jan. 26, 1996]

§ 121.95 Route width.

(a) Approved routes and route seg-

ments over U.S. Federal airways or for-eign airways (and advisory routes in the case of certificate holders con-ducting flag operations) have a width equal to the designated width of those airways or routes. Whenever the Ad-ministrator finds it necessary to deter-mine the width of other approved routes, he considers the following:

(1) Terrain clearance. (2) Minimum en route altitudes. (3) Ground and airborne navigation

aids.

(4) Air traffic density. (5) ATC procedures. (b) Any route widths of other ap-

proved routes determined by the Ad-ministrator are specified in the certifi-cate holder’s operations specifications.

[Docket 6258, 29 FR 19194, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2610, Jan. 26, 1996]

§ 121.97 Airports: Required data.

(a) Each certificate holder con-

ducting domestic or flag operations must show that each route it submits for approval has enough airports that are properly equipped and adequate for the proposed operation, considering such items as size, surface, obstruc-tions, facilities, public protection, lighting, navigational and communica-tions aids, and ATC.

(b) Each certificate holder con-

ducting domestic or flag operations

92 14 CFR Ch. I (1–1–25 Edition) § 121.99

must show that it has an approved sys-

tem for obtaining, maintaining, and distributing to appropriate personnel current aeronautical data for each air-port it uses to ensure a safe operation at that airport. The aeronautical data must include the following:

(1) Airports. (i) Facilities. (ii) Public protection. After February

15, 2008, for ETOPS beyond 180 minutes or operations in the North Polar area and South Polar area, this includes fa-cilities at each airport or in the imme-diate area sufficient to protect the pas-sengers from the elements and to see to their welfare.

(iii) Navigational and communica-

tions aids.

(iv) Construction affecting takeoff,

landing, or ground operations.

(v) Air traffic facilities. (2) Runways, clearways and

stopways.

(i) Dimensions. (ii) Surface. (iii) Marking and lighting systems. (iv) Elevation and gradient. (3) Displaced thresholds. (i) Location. (ii) Dimensions. (iii) Takeoff or landing or both. (4) Obstacles. (i) Those affecting takeoff and land-

ing performance computations in ac-cordance with Subpart I of this part.

(ii) Controlling obstacles. (5) Instrument flight procedures. (i) Departure procedure. (ii) Approach procedure. (iii) Missed approach procedure. (6) Special information. (i) Runway visual range measure-

ment equipment.

(ii) Prevailing winds under low visi-

bility conditions.

er may file a petition to reconsider the notice with the Executive Director, Flight Standards Service. This filing of a petition to reconsider stays the no-tice pending a decision by the Execu-tive Director, Flight Standards Serv-ice. However, if the responsible Flight Standards office finds that there is an emergency that requires immediate ac-tion in the interest of safety in air transportation, the Executive Director, Flight Standards Service may, upon statement of the reasons, require a change effective without stay.

[Docket 6258, 29 FR 19194, Dec. 31, 1964, as

amended by Amdt. 121–162, 45 FR 46738, July 10, 1980; Amdt. 121–207, 54 FR 39293, Sept. 25, 1989; Amdt. 121–253, 61 FR 2610, Jan. 26, 1996; Amdt. 121–329, 72 FR 1878, Jan. 16, 2007; Dock-et FAA–2018–0119, Amdt. 121–380, 83 FR 9172, 9173, Mar. 5, 2018]

§ 121.99 Communications facilities—

domestic and flag operations.

(a) Each certificate holder con-

ducting domestic or flag operations must show that a two-way communica-tion system, or other means of commu-nication approved by the responsible Flight Standards office, is available over the entire route. The communica-tions may be direct links or via an ap-proved communication link that will provide reliable and rapid communica-tions under normal operating condi-tions between each airplane and the ap-propriate dispatch office, and between each airplane and the appropriate air traffic control unit.

(b) Except in an emergency, for all

flag and domestic kinds of operations, the communications systems between each airplane and the dispatch office must be independent of any system op-erated by the United States.

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

93 Federal Aviation Administration, DOT § 121.103

(d) Except as provided in paragraph

(e) of this section, after February 15, 2008 for ETOPS beyond 180 minutes, each certificate holder conducting flag operations must have a second commu-nication system in addition to that re-quired by paragraph (c) of this section. That system must be able to provide immediate satellite-based voice com-munications of landline-telephone fi-delity. The system must be able to communicate between the flight crew and air traffic services, and the flight crew and the certificate holder. In de-termining whether such communica-tions are available, the certificate holder must consider potential routes and altitudes needed for diversion to ETOPS Alternate Airports. Where im-mediate, satellite-based voice commu-nications are not available, or are of such poor quality that voice commu-nication is not possible, another com-munication system must be sub-stituted.

(e) Operators of two-engine turbine-

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

[Docket 28154, 62 FR 13256, Mar. 19, 1997, as

amended by Amdt. 121–329, 72 FR 1878, Jan. 16, 2007; Amdt. 121–333, 72 FR 31680, June 7, 2007; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.101 Weather reporting facilities.

(a) Each certificate holder con-

ducting domestic or flag operations must show that enough weather report-ing services are available along each route to ensure weather reports and forecasts necessary for the operation.

(b) Except as provided in paragraph

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

(1) For operations within the 48 con-

tiguous States and the District of Co-lumbia, it was prepared by the U.S. Na-tional Weather Service or a source ap-proved by the U.S. National Weather Service; or

(2) For operations conducted outside

the 48 contiguous States and the Dis-trict of Columbia, it was prepared by a source approved by the Administrator. (c) Each certificate holder con-

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

(d) Each certificate holder con-

ducting domestic or flag operations shall adopt and put into use an ap-proved system for obtaining forecasts and reports of adverse weather phe-nomena, such as clear air turbulence, thunderstorms, and low altitude wind shear, that may affect safety of flight on each route to be flown and at each airport to be used.

[Docket 6258, 29 FR 19194, Dec. 31, 1964, as

amended by Amdt. 121–27, 36 FR 13911, July 28, 1971; Amdt. 121–134, 42 FR 27573, May 31, 1977; Amdt. 121–253, 61 FR 2610, Jan. 26, 1996]

§ 121.103 En route navigation facili-

ties.

(a) Except as provided in paragraph

(b) of this section, each certificate holder conducting domestic or flag op-erations must show, for each proposed route (including to any regular, provi-sional, refueling or alternate airports), that suitable navigation aids are avail-able to navigate the airplane along the route within the degree of accuracy re-quired for ATC. Navigation aids re-quired for approval of routes outside of controlled airspace are listed in the certificate holder’s operations speci-

fications except for those aids required for routes to alternate airports.

(b) Navigation aids are not required

for any of the following operations—

(1) Day VFR operations that the cer-

tificate holder shows can be conducted safely by pilotage because of the char-acteristics of the terrain;

(2) Night VFR operations on routes

that the certificate holder shows have reliably lighted landmarks adequate for safe operation; and

(3) Other operations approved by the

responsible Flight Standards office.

[Docket FAA–2002–14002, 72 FR 31681, June 7,

2007, as amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

94 14 CFR Ch. I (1–1–25 Edition) § 121.105

§ 121.105 Servicing and maintenance

facilities.

Each certificate holder conducting

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

[Docket 28154, 61 FR 2610, Jan. 26, 1996]

§ 121.106 ETOPS Alternate Airport:

Rescue and fire fighting service.

(a) Except as provided in paragraph

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

(1) For ETOPS up to 180 minutes,

each designated ETOPS Alternate Air-port must have RFFS equivalent to that specified by ICAO as Category 4, or higher.

(2) For ETOPS beyond 180 minutes,

each designated ETOPS Alternate Air-port must have RFFS equivalent to that specified by ICAO Category 4, or higher. In addition, the aircraft must remain within the ETOPS authorized diversion time from an Adequate Air-port that has RFFS equivalent to that specified by ICAO Category 7, or high-er.

(b) If the equipment and personnel re-

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

[Docket FAA–2002–6717, 72 FR 1879, Jan. 16,

2007] § 121.107 Dispatch centers.

Each certificate holder conducting

domestic or flag operations must show that it has enough dispatch centers, adequate for the operations to be con-ducted, that are located at points nec-essary to ensure proper operational control of each flight.

[Docket 28154, 61 FR 2610, Jan. 26, 1996]

Subpart F—Approval of Areas and

Routes for Supplemental Op-erations

SOURCE : Docket 6258, 29 FR 19195, Dec. 31,

1964, unless otherwise noted.

§ 121.111 Applicability.

This subpart prescribes rules for ob-

taining approval of areas and routes by certificate holders conducting supple-mental operations.

[Docket 28154, 61 FR 2610, Jan. 26, 1996]

§ 121.113 Area and route requirements:

General.

(a) Each certificate holder con-

ducting supplemental operations seek-ing route and area approval must show—

(1) That it is able to conduct oper-

ations within the United States in ac-cordance with paragraphs (a) (3) and (4) of this section;

(2) That it is able to conduct oper-

ations in accordance with the applica-ble requirements for each area outside the United States for which authoriza-tion is requested;

(3) That it is equipped and able to

conduct operations over, and use the navigational facilities associated with, the Federal airways, foreign airways, or advisory routes (ADR’s) to be used; and

(4) That it will conduct all IFR and

night VFR operations over Federal air-ways, foreign airways, controlled air-space, or advisory routes (ADR’s).

(b) Notwithstanding paragraph (a)(4)

of this section, the Administrator may approve a route outside of controlled airspace if the certificate holder con-ducting supplemental operations shows the route is safe for operations and the Administrator finds that traffic den-sity is such that an adequate level of

95 Federal Aviation Administration, DOT § 121.117

safety can be assured. The certificate

holder may not use such a route unless it is approved by the Administrator and is listed in the certificate holder’s operations specifications.

[Docket 6258, 29 FR 19195, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2610, Jan. 26, 1996]

§ 121.115 Route width.

(a) Routes and route segments over

Federal airways, foreign airways, or advisory routes have a width equal to the designated width of those airways or advisory routes. Whenever the Ad-ministrator finds it necessary to deter-mine the width of other routes, he con-siders the following:

(1) Terrain clearance. (2) Minimum en route altitudes. (3) Ground and airborne navigation

aids.

(4) Air traffic density. (5) ATC procedures. (b) Any route widths of other routes

determined by the Administrator are specified in the certificate holder’s op-erations specifications.

[Docket 6258, 29 FR 19195, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2610, Jan. 26, 1996]

§ 121.117 Airports: Required data.

(a) No certificate holder conducting

supplemental operations may use any airport unless it is properly equipped and adequate for the proposed oper-ation, considering such items as size, surface, obstructions, facilities, public protection, lighting, navigational and communications aids, and ATC.

(b) Each certificate holder con-

ducting supplemental operations must show that it has an approved system for obtaining, maintaining, and distrib-uting to appropriate personnel current aeronautical data for each airport it uses to ensure a safe operation at that airport. The aeronautical data must in-clude the following:

(1) Airports. (i) Facilities. (ii) Public protection. (iii) Navigational and communica-

tions aids.

(iv) Construction affecting takeoff,

landing, or ground operations.

(v) Air traffic facilities. (2) Runways, clearways, and

stopways.

ing performance computations in ac-cordance with Subpart I of this part.

ment equipment.

(ii) Prevailing winds under low visi-

bility conditions.

ards office charged with the overall in-spection of the certificate holder’s op-erations finds that revisions are nec-essary for the continued adequacy of the certificate holder’s system for col-lection, dissemination, and usage of aeronautical data that has been grant-ed approval, the certificate holder shall, after notification by the respon-sible Flight Standards office, make those revisions in the system. Within 30 days after the certificate holder re-ceives such notice, the certificate hold-er may file a petition to reconsider the notice with the Executive Director, Flight Standards Service. This filing of a petition to reconsider stays the no-tice pending a decision by the Director, Flight Standards Service. However, if the responsible Flight Standards office finds that there is an emergency that requires immediate action in the inter-est of safety in air transportation, the Executive Director, Flight Standards Service may, upon a statement of the reasons, require a change effective without stay.

[Docket 6258, 29 FR 19195, Dec. 31, 1964, as

amended by Amdt. 121–162, 45 FR 46738, July 10, 1980; Amdt. 121–207, 54 FR 39293, Sept. 25, 1989; Amdt. 121–253, 61 FR 2610, Jan. 26, 1996; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, 9173, Mar. 5, 2018]

96 14 CFR Ch. I (1–1–25 Edition) § 121.119

§ 121.119 Weather reporting facilities.

(a) No certificate holder conducting

supplemental operations may use any weather report to control flight unless it was prepared and released by the U.S. National Weather Service or a source approved by the Weather Bu-reau. For operations outside the U.S., or at U.S. Military airports, where those reports are not available, the cer-tificate holder must show that its weather reports are prepared by a source found satisfactory by the Ad-ministrator.

(b) Each certificate holder con-

ducting supplemental operations that uses forecasts to control flight move-ments shall use forecasts prepared from weather reports specified in para-graph (a) of this section.

[Docket 6258, 29 FR 19195, Dec. 31, 1964, as

amended by Amdt. 121–76, 36 FR 13911, July 28, 1971; Amdt. 121–253, 61 FR 2611, Jan. 26, 1996]

§ 121.121 En route navigation facili-

ties.

(a) Except as provided in paragraph

(b) of this section, no certificate holder conducting supplemental operations may conduct any operation over a route (including to any destination, re-fueling or alternate airports) unless suitable navigation aids are available to navigate the airplane along the route within the degree of accuracy re-quired for ATC. Navigation aids re-

quired for routes outside of controlled airspace are listed in the certificate holder’s operations specifications ex-cept for those aids required for routes to alternate airports.

(b) Navigation aids are not required

for any of the following operations—

(1) Day VFR operations that the cer-

tificate holder shows can be conducted safely by pilotage because of the char-acteristics of the terrain;

(2) Night VFR operations on routes

that the certificate holder shows have reliably lighted landmarks adequate for safe operation; and

(3) Other operations approved by the

responsible Flight Standards office.

[Docket FAA–2002–14002, 72 FR 31681, June 7,

2007, as amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018] § 121.122 Communications facilities—

supplemental operations.

(a) Each certificate holder con-

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

(b) Except as provided in paragraph

(d) of this section, each certificate holder conducting supplemental oper-ations other than all-cargo operations in an airplane with more than two en-gines must provide voice communica-tions for ETOPS where voice commu-nication facilities are available. In de-termining whether facilities are avail-

able, the certificate holder must con-sider potential routes and altitudes needed for diversion to ETOPS Alter-nate Airports. Where facilities are not available or are of such poor quality that voice communication is not pos-sible, another communication system must be substituted.

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

97 Federal Aviation Administration, DOT § 121.133

not possible, another communication

system must be substituted.

(d) Operators of turbine engine pow-

ered airplanes do not need to meet the requirements of paragraphs (b) and (c) of this section until February 15, 2008.

[Docket FAA–2002–6717, 72 FR 1879, Jan. 16,

2007]

§ 121.123 Servicing maintenance facili-

ties.

Each certificate holder conducting

supplemental operations must show that competent personnel and adequate facilities and equipment (including spare parts, supplies, and materials) are available for the proper servicing, maintenance, and preventive mainte-nance of aircraft and auxiliary equip-ment.

[Docket 28154, 61 FR 2611, Jan. 26, 1996]

§ 121.125 Flight following system.

(a) Each certificate holder con-

ducting supplemental operations must show that it has—

(1) An approved flight following sys-

tem established in accordance with subpart U of this part and adequate for the proper monitoring of each flight, considering the operations to be con-ducted; and

(2) Flight following centers located

at those points necessary—

(i) To ensure the proper monitoring

of the progress of each flight with re-spect to its departure at the point of origin and arrival at its destination, including intermediate stops and diver-sions therefrom, and maintenance or mechanical delays encountered at those points or stops; and

(ii) To ensure that the pilot in com-

mand is provided with all information necessary for the safety of the flight.

(b) A certificate holder conducting

supplemental operations may arrange to have flight following facilities pro-vided by persons other than its employ-ees, but in such a case the certificate holder continues to be primarily re-sponsible for operational control of each flight.

provide for in-flight monitoring by a flight following center.

(d) The certificate holder’s oper-

ations specifications specify the flight following system it is authorized to use

and the location of the centers.

[Docket 6258, 29 FR 19195, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2611, Jan. 26, 1996]

§ 121.127 Flight following system; re-

quirements.

(a) Each certificate holder con-

ducting supplemental operations using a flight following system must show that—

(1) The system has adequate facilities

and personnel to provide the informa-tion necessary for the initiation and safe conduct of each flight to—

(i) The flight crew of each aircraft;

and

(ii) The persons designated by the

certificate holder to perform the func-tion of operational control of the air-craft; and

(2) The system has a means of com-

munication by private or available public facilities (such as telephone, telegraph, or radio) to monitor the progress of each flight with respect to its departure at the point of origin and arrival at its destination, including in-termediate stops and diversions there-from, and maintenance or mechanical delays encountered at those points or stops.

(b) The certificate holder conducting

supplemental operations must show that the personnel specified in para-graph (a) of this section, and those it designates to perform the function of operational control of the aircraft, are able to perform their required duties.

[Docket 6258, 29 FR 19195, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2611, Jan. 26, 1996]

Subpart G—Manual Requirements

§ 121.131 Applicability.

This subpart prescribes requirements

for preparing and maintaining manuals by all certificate holders.

[Docket 6258, 29 FR 19196, Dec. 31, 1964]

§ 121.133 Preparation.

(a) Each certificate holder shall pre-

pare and keep current a manual for the use and guidance of flight, ground oper-ations, and management personnel in conducting its operations.

98 14 CFR Ch. I (1–1–25 Edition) § 121.135

(b) For the purpose of this subpart,

the certificate holder may prepare that part of the manual containing mainte-nance information and instructions, in whole or in part, in printed form or other form acceptable to the Adminis-trator.

[Docket 28154, 60 FR 65926, Dec. 20, 1995]

§ 121.135 Manual contents.

(a) Each manual accessed in paper

format must display the date of last re-vision on each page. Each manual accessed in electronic format must dis-play the date of last revision in a man-ner in which a person can immediately ascertain it. Each manual required by §121.133 must:

(1) Include instructions and informa-

tion necessary to allow the personnel concerned to perform their duties and responsibilities with a high degree of safety;

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

and;

(3) Not be contrary to any applicable

Federal regulation and, in the case of a flag or supplemental operation, any ap-plicable foreign regulation, or the cer-tificate holder’s operations specifica-tions or operating certificate.

(b) The manual may be in two or

more separate parts, containing to-

gether all of the following information, but each part must contain that part of the information that is appropriate for each group of personnel:

(1) General policies. (2) Duties and responsibilities of each

crewmember, appropriate members of the ground organization, and manage-ment personnel.

(3) Reference to appropriate Federal

Aviation Regulations.

(4) Flight dispatching and oper-

ational control, including procedures for coordinated dispatch or flight con-trol or flight following procedures, as applicable.

(5) En route flight, navigation, and

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

(6) For domestic or flag operations,

appropriate information from the en route operations specifications, includ-ing for each approved route the types

of airplanes authorized, the type of op-eration such as VFR, IFR, day, night, etc., and any other pertinent informa-tion.

(7) For supplemental operations, ap-

propriate information from the oper-ations specifications, including the area of operations authorized, the types of airplanes authorized, the type of operation such as VFR, IFR, day, night, etc., and any other pertinent in-formation.

(8) Appropriate information from the

airport operations specifications, in-cluding for each airport—

(i) Its location (domestic and flag op-

erations only);

(ii) Its designation (regular, alter-

nate, provisional, etc.) (domestic and flag operations only);

(iii) The types of airplanes authorized

(domestic and flag operations only);

(iv) Instrument approach procedures; (v) Landing and takeoff minimums;

and

(vi) Any other pertinent information. (9) Takeoff, en route, and landing

weight limitations.

(10) For ETOPS, airplane perform-

ance data to support all phases of these operations.

(11) Procedures for familiarizing pas-

sengers with the use of emergency equipment, during flight.

(12) Emergency equipment and proce-

dures.

(13) The method of designating suc-

cession of command of flight crew-members.

(14) Procedures for determining the

usability of landing and takeoff areas, and for disseminating pertinent infor-mation thereon to operations per-sonnel.

(15) Procedures for operating in peri-

ods of ice, hail, thunderstorms, turbu-lence, or any potentially hazardous me-teorological condition.

(16) Each training program cur-

riculum required by §121.403.

(17) Instructions and procedures for

maintenance, preventive maintenance, and servicing.

(18) Time limitations, or standards

for determining time limitations, for overhauls, inspections, and checks of airframes, engines, propellers, appli-ances and emergency equipment.

99 Federal Aviation Administration, DOT § 121.137

(19) Procedures for refueling aircraft,

eliminating fuel contamination, pro-tection from fire (including electro-static protection), and supervising and protecting passengers during refueling.

(20) Airworthiness inspections, in-

cluding instructions covering proce-dures, standards, responsibilities, and authority of inspection personnel.

(21) Methods and procedures for

maintaining the aircraft weight and center of gravity within approved lim-its.

(22) Where applicable, pilot and dis-

patcher route and airport qualification procedures.

(23) Accident notification procedures. (24) After February 15, 2008, for pas-

senger flag operations and for those supplemental operations that are not all-cargo operations outside the 48 con-tiguous States and Alaska,

(i) For ETOPS greater than 180 min-

utes a specific passenger recovery plan for each ETOPS Alternate Airport used in those operations, and

(ii) For operations in the North Polar

Area and South Polar Area a specific passenger recovery plan for each diver-sion airport used in those operations.

(25)(i) Procedures and information, as

described in paragraph (b)(25)(ii) of this section, to assist each crewmember and person performing or directly super-vising the following job functions in-volving items for transport on an air-craft:

(A) Acceptance; (B) Rejection;

(F) Loading. (ii) Ensure that the procedures and

information described in this para-graph are sufficient to assist the per-son in identifying packages that are marked or labeled as containing haz-ardous materials or that show signs of containing undeclared hazardous mate-rials. The procedures and information must include:

(A) Procedures for rejecting packages

that do not conform to the Hazardous Materials Regulations in 49 CFR parts 171 through 180 or that appear to con-tain undeclared hazardous materials; (B) Procedures for complying with

the hazardous materials incident re-porting requirements of 49 CFR 171.15 and 171.16 and discrepancy reporting re-quirements of 49 CFR 175.31

policies and whether the certificate holder is authorized to carry, or is pro-hibited from carrying, hazardous mate-rials; and

(D) If the certificate holder’s oper-

ations specifications permit the trans-port of hazardous materials, procedures and information to ensure the fol-lowing:

(1) That packages containing haz-

ardous materials are properly offered and accepted in compliance with 49 CFR parts 171 through 180;

(2) That packages containing haz-

ardous materials are properly handled, stored, packaged, loaded, and carried on board an aircraft in compliance with 49 CFR parts 171 through 180;

(3) That the requirements for Notice

to the Pilot in Command (49 CFR 175.33) are complied with; and

(4) That aircraft replacement parts,

consumable materials or other items regulated by 49 CFR parts 171 through 180 are properly handled, packaged, and transported.

(26) Other information or instruc-

tions relating to safety.

maintain at least one complete copy of the manual at its principal base of op-erations.

[Docket 6258, 29 FR 19196, Dec. 31, 1964, as

amended by Amdt. 121–104, 38 FR 14915, June 7, 1973; Amdt. 121–106, 38 FR 22377, Aug. 20, 1973; Amdt. 121–143, 43 FR 22641, May 25, 1978; Amdt. 121–162, 45 FR 46739, July 10, 1980; Amdt. 121–251, 60 FR 65926, Dec. 20, 1995; Amdt. 121–250, 60 FR 65948, Dec. 20, 1995; Amdt. 121–316, 70 FR 58823, Oct. 7, 2005; Amdt. 121–329, 72 FR 1879, Jan. 16, 2007; Docket FAA–2022–0912, Amdt. 121–388, 88 FR 34443, May 30, 2023]

§ 121.137 Distribution and availability.

(a) Each certificate holder shall fur-

nish copies of the manual required by §121.133 (and the changes and additions thereto) or appropriate parts of the manual to—

(1) Its appropriate ground operations

and maintenance personnel;

(2) Crewmembers; and

100 14 CFR Ch. I (1–1–25 Edition) § 121.139

(3) Representatives of the Adminis-

trator assigned to it.

(b) Each person to whom a manual or

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

paragraph (a) of this section, a certifi-cate holder may furnish the persons listed therein the maintenance part of the manual in printed form or other form, acceptable to the Administrator, that is retrievable in the English lan-guage.

[Docket 6258, 29 FR 19196, Dec. 31, 1964, as

amended by Amdt. 121–71, 35 FR 17176, Nov. 7, 1970; Amdt. 121–162, 45 FR 46739, July 10, 1980; Amdt. 121–262, 62 FR 13256, Mar. 19, 1997]

§ 121.139 Manual accessibility: Supple-

mental operations.

Each certificate holder conducting

supplemental operations must ensure the appropriate parts of the manual are accessible to flight, ground, and main-tenance personnel at all times when such personnel are performing their as-signed duties. The information and in-structions contained in the manual must be displayed clearly and be re-trievable in the English language.

[Docket FAA–2022–0912, Amdt. 121–388, 88 FR

34443, May 30, 2023]

§ 121.141 Airplane flight manual.

(a) Each certificate holder shall keep

a current approved airplane flight man-ual for each type of airplane that it op-erates except for nontransport cat-

egory airplanes certificated before Jan-uary 1, 1965.

(b) In each airplane required to have

an airplane flight manual in paragraph (a) of this section, the certificate hold-er shall carry either the manual re-quired by §121.133, if it contains the in-formation required for the applicable flight manual and this information is clearly identified as flight manual re-quirements, or an approved Airplane Manual. If the certificate holder elects to carry the manual required by §121.133, the certificate holder may re-vise the operating procedures sections and modify the presentation of per-formance data, except for the informa-

tion required by §38.23 of this chapter identifying compliance with the fuel efficiency requirements of part 38 of this chapter, from the applicable flight manual if the revised operating proce-dures and modified performance data presentation are—

(1) Approved by the Administrator;

and

(2) Clearly identified as airplane

flight manual requirements.

[Docket 28154, 60 FR 65927, Dec. 20, 1995, as

amended by Docket FAA–2022–0241, Amdt. 121–391, 89 FR 12663, Feb. 16, 2024]

Subpart H—Aircraft Requirements

SOURCE : Docket 6258, 29 FR 19197, Dec. 31,

1964, unless otherwise noted.

§ 121.151 Applicability.

This subpart prescribes aircraft re-

quirements for all certificate holders.

§ 121.153 Aircraft requirements: Gen-

eral.

(a) Except as provided in paragraph

(1) Is registered as a civil aircraft of

the United States and carries an appro-priate current airworthiness certificate issued under this chapter; and

(2) Is in an airworthy condition and

meets the applicable airworthiness re-quirements of this chapter, including those relating to identification and equipment.

(b) A certificate holder may use an

approved weight and balance control system based on average, assumed, or estimated weight to comply with appli-cable airworthiness requirements and operating limitations.

in common carriage, and for the car-riage of mail, a civil aircraft which is leased or chartered to it without crew and is registered in a country which is a party to the Convention on Inter-national Civil Aviation if—

(1) The aircraft carries an appro-

priate airworthiness certificate issued by the country of registration and meets the registration and identifica-tion requirements of that country;

101 Federal Aviation Administration, DOT § 121.157

(2) The aircraft is of a type design

which is approved under a U.S. type certificate and complies with all of the requirements of this chapter (14 CFR Chapter 1) that would be applicable to that aircraft were it registered in the United States, including the require-ments which must be met for issuance of a U.S. standard airworthiness cer-tificate (including type design con-formity, condition for safe operation, and the noise, fuel venting, and engine emission requirements of this chapter), except that a U.S. registration certifi-cate and a U.S. standard airworthiness certificate will not be issued for the aircraft;

(3) The aircraft is operated by U.S.-

certificated airmen employed by the certificate holder; and

(4) The certificate holder files a copy

of the aircraft lease or charter agree-ment with the FAA Aircraft Registry, Department of Transportation, 6400 South MacArthur Boulevard, Okla-homa City, OK (Mailing address: P.O. Box 25504, Oklahoma City, OK 73125).

[Docket 6258, 29 FR 19197, Dec. 31, 1964, as

amended by Amdt. 121–165, 45 FR 68649, Oct. 16, 1980]

§ 121.155 [Reserved]

§ 121.157 Aircraft certification and

equipment requirements.

(a) Airplanes certificated before July 1,

1942. No certificate holder may operate

an airplane that was type certificated before July 1, 1942, unless—

(1) That airplane meets the require-

ments of §121.173(c), or

(2) That airplane and all other air-

planes of the same or related type oper-ated by that certificate holder meet the performance requirements of sec-tions 4a.737–T through 4a.750–T of the Civil Air Regulations as in effect on January 31, 1965; or §§25.45 through 25.75 and §121.173(a), (b), (d), and (e) of this title.

(b) Airplanes certificated after June 30,

1942. Except as provided in paragraphs

(c), (d), (e), and (f) of this section, no certificate holder may operate an air-plane that was type certificated after June 30, 1942, unless it is certificated as a transport category airplane and meets the requirements of §121.173(a), (b), (d), and (e). (c) C–46 type airplanes: passenger-car-

rying operations. No certificate holder

may operate a C–46 airplane in pas-senger-carrying operations unless that airplane is operated in accordance with the operating limitations for transport category airplanes and meets the re-quirements of paragraph (b) of this sec-tion or meets the requirements of part 4b, as in effect July 20, 1950, and the re-quirements of §121.173 (a), (b), (d) and (e), except that—

(1) The requirements of sections 4b.0

through 4b.19 as in effect May 18, 1954, must be complied with;

(2) The birdproof windshield require-

ments of section 4b.352 need not be complied with;

(3) The provisions of sections 4b.480

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

(4) The provisions of paragraph

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

In determining the takeoff path in ac-

cordance with section 4b.116 and the one-engine inoperative climb in accord-ance with section 4b.120 (a) and (b), the

propeller of the inoperative engine may be assumed to be feathered if the air-plane is equipped with either an ap-proved means for automatically indi-cating when the particular engine has failed or an approved means for auto-matically feathering the propeller of the inoperative engine. The Adminis-trator may authorize deviations from compliance with the requirements of sections 4b.130 through 4b.190 and sub-parts C, D, E, and F of part 4b (as des-ignated in this paragraph) if he finds that (considering the effect of design changes) compliance is extremely dif-ficult to accomplish and that service experience with the C–46 airplane justi-fies the deviation.

(d) C–46 type airplanes: cargo oper-

ations. No certificate holder may use a

nontransport category C–46 type air-plane in cargo operations unless—

(1) It is certificated at a maximum

gross weight that is not greater than 48,000 pounds;

(2) It meets the requirements of

§§121.199 through 121.205 using the per-formance data in appendix C to this part;

102 14 CFR Ch. I (1–1–25 Edition) § 121.159

(3) Before each flight, each engine

contains at least 25 gallons of oil; and

(4) After December 31, 1964— (i) It is powered by a type and model

engine as set forth in appendix C of this part, when certificated at a max-imum gross takeoff weight greater than 45,000 pounds; and

(ii) It complies with the special air-

worthiness requirement set forth in §§121.213 through 121.287 of this part or in appendix C of this part.

(e) Commuter category airplanes. Ex-

cept as provided in paragraph (f) of this section, no certificate holder may oper-ate under this part a nontransport cat-egory airplane type certificated after December 31, 1964, and before March 30, 1995, unless it meets the applicable re-quirements of §121.173 (a), (b), (d), and (e), and was type certificated in the commuter category.

(f) Other nontransport category air-

planes. No certificate holder may oper-

ate under this part a nontransport cat-egory airplane type certificated after December 31, 1964, unless it meets the applicable requirements of §121.173 (a), (b), (d), and (e), was manufactured be-fore March 20, 1997, and meets one of the following:

(1) Until December 20, 2010: (i) The airplane was type certificated

in the normal category before July 1, 1970, and meets special conditions issued by the Administrator for air-planes intended for use in operations under part 135 of this chapter.

(ii) The airplane was type certifi-

cated in the normal category before July 19, 1970, and meets the additional airworthiness standards in SFAR No. 23, 14 CFR part 23.

(iii) The airplane was type certifi-

cated in the normal category and meets the additional airworthiness standards in appendix A of part 135 of this chapter.

(iv) The airplane was type certifi-

cated in the normal category and com-plies with either section 1.(a) or 1.(b) of SFAR No. 41 of 14 CFR part 21.

(2) The airplane was type certificated

in the normal category, meets the ad-ditional requirements described in paragraphs (f)(1)(i) through (f)(1)(iv) of this section, and meets the perform-ance requirements in appendix K of this part. (g) Certain newly manufactured air-

planes. No certificate holder may oper-

ate an airplane under this part that was type certificated as described in paragraphs (f)(1)(i) through (f)(1)(iv) of this section and that was manufac-tured after March 20, 1997, unless it meets the performance requirements in appendix K of this part.

(h) Newly type certificated airplanes.

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

[Docket 6258, 29 FR 19197, Dec. 31, 1964, as

amended by Amdt. 121–251, 60 FR 65927, Dec. 20, 1995; Amdt. 121–256, 61 FR 30434, June 14, 1996]

§ 121.159 Single-engine airplanes pro-

hibited.

No certificate holder may operate a

single-engine airplane under this part.

[Docket 28154, 60 FR 65927, Dec. 20, 1995]

§ 121.161 Airplane limitations: Type of

route.

(a) Except as provided in paragraph

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

(1) Farther than a flying time from

an Adequate Airport (at a one-engine- inoperative cruise speed under stand-ard conditions in still air) of 60 min-utes for a two-engine airplane or 180 minutes for a passenger-carrying air-plane with more than two engines;

(2) Within the North Polar Area; or (3) Within the South Polar Area. (b) Except as provided in paragraph

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

ter.

103 Federal Aviation Administration, DOT § 121.163

cate holder may operate, in an ex-tended overwater operation, a non-transport category land airplane type certificated after December 31, 1964, that was not certificated or approved as adequate for ditching under the ditching provisions of part 25 of this chapter.

(d) Unless authorized by the Adminis-

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

(e) Operators of turbine-engine pow-

ered airplanes with more than two en-gines do not need to meet the require-ments of paragraph (a)(1) of this sec-tion until February 15, 2008.

[Docket 7329, 31 FR 13078, Oct. 8, 1966, as

amended by Amdt. 121–162, 45 FR 46739, July 10, 1980; Amdt. 121–251, 60 FR 65927, Dec. 20, 1995; Amdt. 121–329, 72 FR 1879, Jan. 16, 2007]

§ 121.162 ETOPS Type Design Ap-

proval Basis.

Except for a passenger-carrying air-

plane with more than two engines man-ufactured prior to February 17, 2015 and except for a two-engine airplane that, when used in ETOPS, is only used for ETOPS of 75 minutes or less, no certifi-cate holder may conduct ETOPS unless the airplane has been type design ap-proved for ETOPS and each airplane used in ETOPS complies with its CMP document as follows:

(a) For a two-engine airplane, that is

of the same model airplane-engine combination that received FAA ap-proval for ETOPS up to 180 minutes prior to February 15, 2007, the CMP document for that model airplane-en-gine combination in effect on February 14, 2007.

(b) For a two-engine airplane, that is

not of the same model airplane-engine combination that received FAA ap-proval for ETOPS up to 180 minutes be-fore February 15, 2007, the CMP docu-ment for that new model airplane-en-gine combination issued in accordance with §25.3(b)(1) of this chapter. (c) For a two-engine airplane ap-

proved for ETOPS beyond 180 minutes, the CMP document for that model air-plane-engine combination issued in ac-cordance with §25.3(b)(2) of this chap-ter.

(d) For an airplane with more than 2

engines manufactured on or after Feb-ruary 17, 2015, the CMP document for that model airplane-engine combina-tion issued in accordance with §25.3(c) of this chapter.

[Docket FAA–2002–6717, 72 FR 1879, Jan. 16,

2007]

§ 121.163 Aircraft proving tests.

(a) Initial airplane proving tests. No

person may operate an airplane not be-fore proven for use in a kind of oper-ation under this part or part 135 of this chapter unless an airplane of that type has had, in addition to the airplane certification tests, at least 100 hours of proving tests acceptable to the Admin-istrator, including a representative number of flights into en route air-ports. The requirement for at least 100 hours of proving tests may be reduced by the Administrator if the Adminis-trator determines that a satisfactory level of proficiency has been dem-onstrated to justify the reduction. At least 10 hours of proving flights must be flown at night; these tests are irre-ducible.

(b) Proving tests for kinds of operations.

Unless otherwise authorized by the Ad-ministrator, for each type of airplane, a certificate holder must conduct at least 50 hours of proving tests accept-able to the Administrator for each kind of operation it intends to conduct, in-cluding a representative number of flights into en route airports.

airplanes. Unless otherwise authorized

by the Administrator, for each type of airplane that is materially altered in design, a certificate holder must con-duct at least 50 hours of proving tests acceptable to the Administrator for each kind of operation it intends to conduct with that airplane, including a representative number of flights into en route airports.

(d) Definition of materially altered. For

the purposes of paragraph (c) of this section, a type of airplane is considered

104 14 CFR Ch. I (1–1–25 Edition) § 121.171

to be materially altered in design if the

alteration includes—

(1) The installation of powerplants

other than those of a type similar to those with which it is certificated; or

(2) Alterations to the aircraft or its

components that materially affect flight characteristics.

(e) No certificate holder may carry

passengers in an aircraft during prov-ing tests, except for those needed to make the test and those designated by the Administrator. However, it may carry mail, express, or other cargo, when approved.

[Docket 6258, 29 FR 19197, Dec. 31, 1964, as

amended by Amdt. 121–42, 33 FR 10330, July 19, 1968; 34 FR 13468, Aug. 21, 1969; Amdt. 121– 162, 45 FR 46739, July 10, 1980; Amdt. 121–251, 60 FR 65927, Dec. 20, 1995]

Subpart I—Airplane Performance

Operating Limitations

SOURCE : Docket 6258, 29 FR 19198, Dec. 31,

1964; 30 FR 130, Jan. 7, 1965, unless otherwise noted.

DITORIAL NOTE: Nomenclature changes to

subpart I of part 121 appear at 60 FR 65928, Dec. 20, 1995.

§ 121.171 Applicability.

(a) This subpart prescribes airplane

performance operating limitations for all certificate holders.

(b) For purposes of this part, effective

length of the runway for landing means

the distance from the point at which the obstruction clearance plane associ-ated with the approach end of the run-way intersects the centerline of the runway to the far end thereof.

obstruction clearance plane means a

plane sloping upward from the runway at a slope of 1:20 to the horizontal, and tangent to or clearing all obstructions within a specified area surrounding the runway as shown in a profile view of that area. In the plan view, the center-line of the specified area coincides with the centerline of the runway, beginning at the point where the obstruction clearance plane intersects the center-line of the runway and proceeding to a point at least 1,500 feet from the begin-ning point. Thereafter the centerline coincides with the takeoff path over the ground for the runway (in the case of takeoffs) or with the instrument ap-

proach counterpart (for landings), or, where the applicable one of these paths has not been established, it proceeds consistent with turns of at least 4,000 foot radius until a point is reached be-yond which the obstruction clearance plane clears all obstructions. This area extends laterally 200 feet on each side of the centerline at the point where the obstruction clearance plane intersects the runway and continues at this width to the end of the runway; then it in-creases uniformly to 500 feet on each side of the centerline at a point 1,500

feet from the intersection of the ob-struction clearance plane with the run-way; thereafter it extends laterally 500 feet on each side of the centerline.

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–132, 41 FR 55475, Dec. 20, 1976]

§ 121.173 General.

(a) Except as provided in paragraph

(c) of this section, each certificate holder operating a reciprocating-en-gine-powered airplane shall comply with §§121.175 through 121.187.

(b) Except as provided in paragraph

(c) of this section, each certificate holder operating a turbine-engine-pow-ered airplane shall comply with the ap-plicable provisions of §§121.189 through 121.197, except that when it operates—

(1) A turbo-propeller-powered air-

plane type certificated after August 29, 1959, but previously type certificated with the same number of reciprocating engines, the certificate holder may comply with §§121.175 through 121.187; or

(2) Until December 20, 2010, a turbo-

propeller-powered airplane described in §121.157(f), the certificate holder may comply with the applicable perform-ance requirements of appendix K of this part.

a large nontransport category airplane type certificated before January 1, 1965, shall comply with §§121.199 through 121.205 and any determination of com-pliance must be based only on approved performance data.

(d) The performance data in the Air-

plane Flight Manual applies in deter-mining compliance with §§121.175 through 121.197. Where conditions are

105 Federal Aviation Administration, DOT § 121.177

different from those on which the per-

formance data is based, compliance is determined by interpolation or by com-puting the effects of changes in the specific variables if the results of the interpolation or computations are sub-stantially as accurate as the results of

direct tests.

(e) Except as provided in paragraph

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

(f) The Administrator may authorize

in the operations specifications devi-ations from the requirements in the subpart if special circumstances make a literal observance of a requirement unnecessary for safety.

(g) The ten-mile width specified in

§§121.179 through 121.183 may be re-duced to five miles, for not more than 20 miles, when operating VFR or where navigation facilities furnish reliable and accurate identification of high ground and obstructions located out-side of five miles, but within ten miles, on each side of the intended track.

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–251, 60 FR 65928, Dec. 20, 1995]

§ 121.175 Airplanes: Reciprocating en-

gine-powered: Weight limitations.

(a) No person may take off a recipro-

cating engine powered airplane from an airport located at an elevation outside of the range for which maximum take-off weights have been determined for that airplane.

(b) No person may take off a recipro-

cating engine powered airplane for an airport of intended destination that is located at an elevation outside of the range for which maximum landing weights have been determined for that airplane.

specified, an alternate airport that is located at an elevation outside of the range for which maximum landing weights have been determined for the reciprocating engine powered airplane

concerned.

(d) No person may take off a recipro-

cating engine powered airplane at a weight more than the maximum au-thorized takeoff weight for the ele-vation of the airport.

(e) No person may take off a recipro-

cating engine powered airplane if its weight on arrival at the airport of des-tination will be more than the max-imum authorized landing weight for the elevation of that airport, allowing for normal consumption of fuel and oil en route.

(f) This section does not apply to

large nontransport category airplanes operated under §121.173(c).

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–251, 60 FR 65928, Dec. 20, 1995]

§ 121.177 Airplanes: Reciprocating en-

gine-powered: Takeoff limitations.

(a) No person operating a recipro-

cating engine powered airplane may takeoff that airplane unless it is pos-sible—

(1) To stop the airplane safely on the

runway, as shown by the accelerate stop distance data, at any time during takeoff until reaching critical-engine failure speed;

(2) If the critical engine fails at any

time after the airplane reaches crit-ical-engine failure speed V

1, to con-

tinue the takeoff and reach a height of 50 feet, as indicated by the takeoff path data, before passing over the end of the runway; and

(3) To clear all obstacles either by at

least 50 feet vertically (as shown by the takeoff path data) or 200 feet hori-zontally within the airport boundaries and 300 feet horizontally beyond the boundaries, without banking before reaching a height of 50 feet (as shown by the takeoff path data) and there-after without banking more than 15 de-grees.

(b) In applying this section, correc-

tions must be made for the effective runway gradient. To allow for wind ef-fect, takeoff data based on still air may be corrected by taking into account not more than 50 percent of any re-ported headwind component and not less than 150 percent of any reported tailwind component.

106 14 CFR Ch. I (1–1–25 Edition) § 121.179

large nontransport category airplanes operated under §121.173(c).

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–159, 45 FR 41593, June 19, 1980; Amdt. 121–251, 60 FR 65928, Dec. 20, 1995]

§ 121.179 Airplanes: Reciprocating en-

gine-powered: En route limitations: All engines operating.

(a) No person operating a recipro-

cating engine powered airplane may take off that airplane at a weight, al-lowing for normal consumption of fuel and oil, that does not allow a rate of climb (in feet per minute), with all en-gines operating, of at least 6.90 V

(that is, the number of feet per minute is obtained by multiplying the number of knots by 6.90) at an altitude of at least 1,000 feet above the highest ground or obstruction within ten miles of each side of the intended track.

(b) This section does not apply to air-

planes certificated under part 4a of the Civil Air Regulations.

large nontransport category airplanes operated under §121.173(c).

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–251, 60 FR 65928, Dec. 20, 1995]

§ 121.181 Airplanes: Reciprocating en-

gine-powered: En route limitations: One engine inoperative.

(a) Except as provided in paragraph

(b) of this section, no person operating a reciprocating engine powered air-plane may take off that airplane at a weight, allowing for normal consump-tion of fuel and oil, that does not allow a rate of climb (in feet per minute), with one engine inoperative, of at least

(0.079–0.106/N) V

so2

(where N is the number of engines in-

stalled and VSois expressed in knots) at

an altitude of at least 1,000 feet above the highest ground or obstruction within 10 miles of each side of the in-tended track. However, for the pur-poses of this paragraph the rate of climb for airplanes certificated under part 4a of the Civil Air Regulations is 0.026 V

so2.

(b) In place of the requirements of

paragraph (a) of this section, a person may, under an approved procedure, op-

erate a reciprocating engine powered airplane, at an all-engines-operating altitude that allows the airplane to continue, after an engine failure, to an alternate airport where a landing can be made in accordance with §121.187, al-lowing for normal consumption of fuel and oil. After the assumed failure, the flight path must clear the ground and any obstruction within five miles on each side of the intended track by at least 2,000 feet.

paragraph (b) of this section is used, the certificate holder shall comply with the following:

(1) The rate of climb (as prescribed in

the Airplane Flight Manual for the ap-propriate weight and altitude) used in calculating the airplane’s flight path shall be diminished by an amount, in feet per minute, equal to

(0.079–0.106/N) V

so2

(when N is the number of engines in-

stalled and VSois expressed in knots)

for airplanes certificated under part 25 of this chapter and by 0.026 V

so2 for air-

planes certificated under part 4a of the Civil Air Regulations.

(2) The all-engines-operating altitude

shall be sufficient so that in the event the critical engine becomes inoperative at any point along the route, the flight will be able to proceed to a predeter-mined alternate airport by use of this procedure. In determining the takeoff weight, the airplane is assumed to pass over the critical obstruction following engine failure at a point no closer to the critical obstruction than the near-est approved radio navigational fix, un-less the Administrator approves a pro-cedure established on a different basis upon finding that adequate operational safeguards exist.

(3) The airplane must meet the provi-

sions of paragraph (a) of this section at 1,000 feet above the airport used as an alternate in this procedure.

(4) The procedure must include an ap-

proved method of accounting for winds and temperatures that would otherwise adversely affect the flight path.

107 Federal Aviation Administration, DOT § 121.185

(5) In complying with this procedure

fuel jettisoning is allowed if the certifi-cate holder shows that it has an ade-quate training program, that proper in-structions are given to the flight crew, and all other precautions are taken to insure a safe procedure.

(6) The certificate holder shall speci-

fy in the dispatch or flight release an alternate airport that meets the re-quirements of §121.625.

(d) This section does not apply to

large nontransport category airplanes operated under §121.173(c).

[Docket 6258, 29 FR 19198, Dec. 31, 1964; 30 FR

130, Jan. 7, 1965, as amended by Amdt. 121– 251, 60 FR 65928, Dec. 20, 1995]

§ 121.183 Part 25 airplanes with four

or more engines: Reciprocating en-gine powered: En route limitations: Two engines inoperative.

(a) No person may operate an air-

plane certificated under part 25 and having four or more engines unless—

(1) There is no place along the in-

tended track that is more than 90 min-utes (with all engines operating at cruising power) from an airport that meets the requirements of §121.187; or

(2) It is operated at a weight allowing

the airplane, with the two critical en-gines inoperative, to climb at 0.013 V

so2

feet per minute (that is, the number of feet per minute is obtained by multi-plying the number of knots squared by 0.013) at an altitude of 1,000 feet above the highest ground or obstruction within 10 miles on each side of the in-tended track, or at an altitude of 5,000 feet, whichever is higher.

(b) For the purposes of paragraph

(a)(2) of this section, it is assumed that—

(1) The two engines fail at the point

that is most critical with respect to the takeoff weight:

(2) Consumption of fuel and oil is nor-

mal with all engines operating up to the point where the two engines fail and with two engines operating beyond that point;

(3) Where the engines are assumed to

fail at an altitude above the prescribed minimum altitude, compliance with the prescribed rate of climb at the pre-scribed minimum altitude need not be shown during the descent from the cruising altitude to the prescribed min-imum altitude, if those requirements

can be met once the prescribed min-imum altitude is reached, and assum-ing descent to be along a net flight path and the rate of descent to be 0.013 V

so2 greater than the rate in the ap-

proved performance data; and

(4) If fuel jettisoning is provided, the

airplane’s weight at the point where the two engines fail is considered to be not less than that which would include enough fuel to proceed to an airport meeting the requirements of §121.187 and to arrive at an altitude of at least 1,000 feet directly over that airport.

[Docket 6258, 29 FR 19198, Dec. 31, 1964; 30 FR

130, Jan. 7, 1965, as amended by Amdt. 121– 251, 60 FR 65928, Dec. 20, 1995]

§ 121.185 Airplanes: Reciprocating en-

gine-powered: Landing limitations: Destination airport.

(a) Except as provided in paragraph

(b) of this section no person operating a reciprocating engine powered air-plane may take off that airplane, un-less its weight on arrival, allowing for normal consumption of fuel and oil in flight, would allow a full stop landing at the intended destination within 60

percent of the effective length of each runway described below from a point 50 feet directly above the intersection of the obstruction clearance plane and the runway. For the purposes of deter-mining the allowable landing weight at the destination airport the following is assumed:

(1) The airplane is landed on the most

favorable runway and in the most fa-vorable direction in still air.

(2) The airplane is landed on the most

suitable runway considering the prob-able wind velocity and direction (fore-cast for the expected time of arrival), the ground handling characteristics of the type of airplane, and other condi-tions such as landing aids and terrain, and allowing for the effect of the land-ing path and roll of not more than 50 percent of the headwind component or not less than 150 percent of the tail-wind component.

(b) An airplane that would be prohib-

ited from being taken off because it could not meet the requirements of paragraph (a)(2) of this section may be taken off if an alternate airport is

108 14 CFR Ch. I (1–1–25 Edition) § 121.187

specified that meets all of the require-

ments of this section except that the airplane can accomplish a full stop landing within 70 percent of the effec-tive length of the runway.

large nontransport category airplanes operated under §121.173(c).

[Docket 6258, 29 FR 19198, Dec. 31, 1964; 30 FR

130, Jan. 7, 1965, as amended by Amdt. 121– 251, 60 FR 65928, Dec. 20, 1995]

§ 121.187 Airplanes: Reciprocating en-

gine-powered: Landing limitations: Alternate airport.

(a) No person may list an airport as

an alternate airport in a dispatch or flight release unless the airplane (at the weight anticipated at the time of arrival at the airport), based on the as-sumptions in §121.185, can be brought to a full stop landing, within 70 percent of the effective length of the runway.

(b) This section does not apply to

large nontransport category airplanes operated under §121.173(c).

[Docket 6258, 29 FR 19198, Dec. 31, 1964; 30 FR

130, Jan. 7, 1965, as amended by Amdt. 121– 251, 60 FR 65928, Dec. 20, 1995]

§ 121.189 Airplanes: Turbine engine

powered: Takeoff limitations.

(a) No person operating a turbine en-

gine powered airplane may take off that airplane at a weight greater than that listed in the Airplane Flight Man-ual for the elevation of the airport and for the ambient temperature existing at takeoff.

(b) No person operating a turbine en-

gine powered airplane certificated after August 26, 1957, but before August 30, 1959 (SR422, 422A), may take off that airplane at a weight greater than that listed in the Airplane Flight Manual for the minimum distances required for takeoff. In the case of an airplane cer-tificated after September 30, 1958 (SR422A, 422B), the takeoff distance may include a clearway distance but the clearway distance included may not be greater than

1⁄2of the takeoff

run.

gine powered airplane certificated after August 29, 1959 (SR422B), may take off that airplane at a weight greater than that listed in the Airplane Flight Man-ual at which compliance with the fol-

lowing may be shown:

(1) The accelerate-stop distance must

not exceed the length of the runway plus the length of any stopway.

(2) The takeoff distance must not ex-

ceed the length of the runway plus the length of any clearway except that the length of any clearway included must not be greater than one-half the length of the runway.

(3) The takeoff run must not be

greater than the length of the runway.

(d) No person operating a turbine en-

gine powered airplane may take off that airplane at a weight greater than that listed in the Airplane Flight Man-ual—

(1) In the case of an airplane certifi-

cated after August 26, 1957, but before October 1, 1958 (SR422), that allows a takeoff path that clears all obstacles either by at least (35 + 0.01D) feet vertically (D is the distance along the intended flight path from the end of the runway in feet), or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the bound-aries; or

(2) In the case of an airplane certifi-

cated after September 30, 1958 (SR 422A, 422B), that allows a net takeoff flight path that clears all obstacles ei-ther by a height of at least 35 feet vertically, or by at least 200 feet hori-zontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries.

(e) In determining maximum

weights, minimum distances, and flight paths under paragraphs (a) through (d) of this section, correction must be made for the runway to be used, the elevation of the airport, the effective runway gradient, the ambient tempera-ture and wind component at the time of takeoff, and, if operating limitations exist for the minimum distances re-quired for takeoff from wet runways, the runway surface condition (dry or wet). Wet runway distances associated with grooved or porous friction course runways, if provided in the Airplane Flight Manual, may be used only for runways that are grooved or treated with a porous friction course (PFC) overlay, and that the operator deter-mines are designed, constructed, and

109 Federal Aviation Administration, DOT § 121.193

maintained in a manner acceptable to

the Administrator.

(f) For the purposes of this section, it

is assumed that the airplane is not banked before reaching a height of 50 feet, as shown by the takeoff path or net takeoff flight path data (as appro-priate) in the Airplane Flight Manual, and thereafter that the maximum bank is not more than 15 degrees.

(g) For the purposes of this section

the terms, takeoff distance, takeoff run,

net takeoff flight path and takeoff path

have the same meanings as set forth in the rules under which the airplane was certificated.

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–268, 63 FR 8321, Feb. 18, 1998]

§ 121.191 Airplanes: Turbine engine

powered: En route limitations: One engine inoperative.

(a) No person operating a turbine en-

gine powered airplane may take off that airplane at a weight, allowing for normal consumption of fuel and oil, that is greater than that which (under the approved, one engine inoperative, en route net flight path data in the Airplane Flight Manual for that air-

plane) will allow compliance with para-graph (a) (1) or (2) of this section, based on the ambient temperatures expected en route:

(1) There is a positive slope at an al-

titude of at least 1,000 feet above all terrain and obstructions within five statute miles on each side of the in-tended track, and, in addition, if that airplane was certificated after August 29, 1959 (SR 422B) there is a positive slope at 1,500 feet above the airport where the airplane is assumed to land after an engine fails.

(2) The net flight path allows the air-

plane to continue flight from the cruis-ing altitude to an airport where a land-ing can be made under §121.197, clear-ing all terrain and obstructions within five statute miles of the intended track by at least 2,000 feet vertically and with a positive slope at 1,000 feet above the airport where the airplane lands after an engine fails, or, if that air-plane was certificated after September 30, 1958 (SR 422A, 422B), with a positive slope at 1,500 feet above the airport where the airplane lands after an en-

gine fails.

(b) For the purposes of paragraph

(a)(2) of this section, it is assumed that—

(1) The engine fails at the most crit-

ical point en route;

(2) The airplane passes over the crit-

ical obstruction, after engine failure at a point that is no closer to the obstruc-tion than the nearest approved radio navigation fix, unless the Adminis-trator authorizes a different procedure based on adequate operational safe-guards;

(3) An approved method is used to

allow for adverse winds:

(4) Fuel jettisoning will be allowed if

the certificate holder shows that the crew is properly instructed, that the training program is adequate, and that all other precautions are taken to in-sure a safe procedure;

(5) The alternate airport is specified

in the dispatch or flight release and meets the prescribed weather mini-mums; and

(6) The consumption of fuel and oil

after engine failure is the same as the consumption that is allowed for in the approved net flight path data in the Airplane Flight Manual.

[Docket 6258, 29 FR 19198, Dec. 31, 1964; 30 FR

130, Jan. 7, 1965, as amended by Amdt. 121– 143, 43 FR 22641, May 25, 1978]

§ 121.193 Airplanes: Turbine engine

powered: En route limitations: Two engines inoperative.

(a) Airplanes certificated after August

26, 1957, but before October 1, 1958 (SR

422). No person may operate a turbine engine powered airplane along an in-

tended route unless he complies with either of the following:

(1) There is no place along the in-

tended track that is more than 90 min-utes (with all engines operating at cruising power) from an airport that meets the requirements of §121.197.

(2) Its weight, according to the two-

110 14 CFR Ch. I (1–1–25 Edition) § 121.193

§121.197, with a net flight path (consid-

ering the ambient temperature antici-pated along the track) having a posi-tive slope at an altitude of at least 1,000 feet above all terrain and obstruc-tions within five miles on each side of the intended track, or at an altitude of 5,000 feet, whichever is higher.

For the purposes of paragraph (a)(2) of

this section, it is assumed that the two engines fail at the most critical point en route, that if fuel jettisoning is pro-vided, the airplane’s weight at the point where the engines fail includes enough fuel to continue to the airport and to arrive at an altitude of at least 1,000 feet directly over the airport, and that the fuel and oil consumption after engine failure is the same as the con-sumption allowed for in the net flight path data in the Airplane Flight Man-ual.

(b) Aircraft certificated after September

30, 1958, but before August 30, 1959 (SR

422A). No person may operate a turbine engine powered airplane along an in-tended route unless he complies with either of the following:

(1) There is no place along the in-

tended track that is more than 90 min-utes (with all engines operating at cruising power) from an airport that meets the requirements of §121.197.

(2) Its weight, according to the two-

engine-inoperative, en route, net flight path data in the Airplane Flight Man-ual, allows the airplane to fly from the point where the two engines are as-sumed to fail simultaneously to an air-port that meets the requirements of §121.197, with a net flight path (consid-ering the ambient temperatures antici-pated along the track) having a posi-tive slope at an altitude of at least 1,000 feet above all terrain and obstruc-tions within 5 miles on each side of the intended track, or at an altitude of 2,000 feet, whichever is higher.

For the purposes of paragraph (b)(2) of

this section, it is assumed that the two engines fail at the most critical point en route, that the airplane’s weight at the point where the engines fail in-cludes enough fuel to continue to the airport, to arrive at an altitude of at least 1,500 feet directly over the air-port, and thereafter to fly for 15 min-utes at cruise power or thrust, or both, and that the consumption of fuel and

oil after engine failure is the same as the consumption allowed for in the net flight path data in the Airplane Flight Manual.

1959 (SR 422B). No person may operate

a turbine engine powered airplane along an intended route unless he com-plies with either of the following:

(1) There is no place along the in-

tended track that is more than 90 min-utes (with all engines operating at cruising power) from an airport that meets the requirements of §121.197.

(2) Its weight, according to the two-

engine inoperative, en route, net flight path data in the Airplane Flight Man-ual, allows the airplane to fly from the point where the two engines are as-sumed to fail simultaneously to an air-port that meets the requirements of §121.197, with the net flight path (con-sidering the ambient temperatures an-ticipated along the track) clearing vertically by at least 2,000 feet all ter-rain and obstructions within five stat-ute miles (4.34 nautical miles) on each side of the intended track. For the pur-poses of this subparagraph, it is as-sumed that—

(i) The two engines fail at the most

critical point en route;

(ii) The net flight path has a positive

slope at 1,500 feet above the airport where the landing is assumed to be made after the engines fail;

(iii) Fuel jettisoning will be approved

if the certificate holder shows that the crew is properly instructed, that the training program is adequate, and that all other precautions are taken to en-sure a safe procedure;

(iv) The airplane’s weight at the

point where the two engines are as-sumed to fail provides enough fuel to continue to the airport, to arrive at an altitude of at least 1,500 feet directly over the airport, and thereafter to fly for 15 minutes at cruise power or thrust, or both; and

(v) The consumption of fuel and oil

after the engine failure is the same as the consumption that is allowed for in the net flight path data in the Airplane Flight Manual.

111 Federal Aviation Administration, DOT § 121.197

§ 121.195 Airplanes: Turbine engine

powered: Landing limitations: Des-tination airports.

(a) No person operating a turbine en-

gine powered airplane may take off that airplane at such a weight that (al-lowing for normal consumption of fuel and oil in flight to the destination or alternate airport) the weight of the air-plane on arrival would exceed the land-

ing weight set forth in the Airplane Flight Manual for the elevation of the destination or alternate airport and the ambient temperature anticipated at the time of landing.

(b) Except as provided in paragraph

(c), (d), or (e) of this section, no person operating a turbine engine powered air-plane may take off that airplane unless its weight on arrival, allowing for nor-mal consumption of fuel and oil in flight (in accordance with the landing distance set forth in the Airplane Flight Manual for the elevation of the destination airport and the wind condi-tions anticipated there at the time of landing), would allow a full stop land-ing at the intended destination airport within 60 percent of the effective length of each runway described below from a point 50 feet above the intersec-tion of the obstruction clearance plane and the runway. For the purpose of de-termining the allowable landing weight at the destination airport the following is assumed:

(1) The airplane is landed on the most

favorable runway and in the most fa-vorable direction, in still air.

(2) The airplane is landed on the most

suitable runway considering the prob-able wind velocity and direction and the ground handling characteristics of the airplane, and considering other conditions such as landing aids and ter-rain.

that would be prohibited from being taken off because it could not meet the requirements of paragraph (b)(2) of this section, may be taken off if an alter-nate airport is specified that meets all the requirements of this section except that the airplane can accomplish a full stop landing within 70 percent of the effective length of the runway.

(d) Unless, based on a showing of ac-

tual operating landing techniques on wet runways, a shorter landing dis-tance (but never less than that re-

quired by paragraph (b) of this section) has been approved for a specific type and model airplane and included in the Airplane Flight Manual, no person may takeoff a turbojet powered airplane when the appropriate weather reports and forecasts, or a combination there-of, indicate that the runways at the destination airport may be wet or slip-pery at the estimated time of arrival unless the effective runway length at the destination airport is at least 115 percent of the runway length required under paragraph (b) of this section.

(e) A turbojet powered airplane that

would be prohibited from being taken off because it could not meet the re-quirements of paragraph (b)(2) of this section may be taken off if an alter-nate airport is specified that meets all the requirements of paragraph (b) of this section.

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–9, 30 FR 8572, July 7, 1965]

§ 121.197 Airplanes: Turbine engine

powered: Landing limitations: Al-ternate airports.

No person may list an airport as an

alternate airport in a dispatch or flight release for a turbine engine powered airplane unless (based on the assump-tions in §121.195 (b)) that airplane at the weight anticipated at the time of arrival can be brought to a full stop landing within 70 percent of the effec-tive length of the runway for turbo-propeller powered airplanes and 60 per-cent of the effective length of the run-way for turbojet powered airplanes, from a point 50 feet above the intersec-tion of the obstruction clearance plane and the runway. In the case of an alter-nate airport for departure, as provided in §121.617, allowance may be made for fuel jettisoning in addition to normal consumption of fuel and oil when deter-mining the weight anticipated at the time of arrival.

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–9, 30 FR 8572, July 7, 1965; Amdt. 121–179, 47 FR 33390, Aug. 2, 1982]

112 14 CFR Ch. I (1–1–25 Edition) § 121.198

§ 121.198 Cargo service airplanes: In-

creased zero fuel and landing weights.

(a) Notwithstanding the applicable

structural provisions of the airworthi-ness regulations but subject to para-graphs (b) through (g) of this section, a certificate holder may operate (for cargo service only) any of the following airplanes (certificated under part 4b of the Civil Air Regulations effective be-fore March 13, 1956) at increased zero fuel and landing weights—

(1) DC–6A, DC–6B, DC–7B, and DC–7C;

and

(2) L1049B, C, D, E, F, G, and H, and

the L1649A when modified in accord-ance with supplemental type certifi-cate SA 4–1402.

(b) The zero fuel weight (maximum

weight of the airplane with no dispos-able fuel and oil) and the structural landing weight may be increased be-yond the maximum approved in full compliance with applicable regulations only if the Administrator finds that—

(1) The increase is not likely to re-

duce seriously the structural strength;

(2) The probability of sudden fatigue

failure is not noticeably increased;

(3) The flutter, deformation, and vi-

bration characteristics do not fall below those required by applicable reg-ulations; and

(4) All other applicable weight limi-

tations will be met.

creased by more than five percent, and the increase in the structural landing weight may not exceed the amount, in pounds, of the increase in zero fuel weight.

(d) Each airplane must be inspected

in accordance with the approved spe-cial inspection procedures, for oper-ations at increased weights, estab-lished and issued by the manufacturer of the type of airplane.

(e) Each airplane operated under this

section must be operated in accordance with the passenger-carrying perform-ance operating limitations prescribed in this part.

(f) The Airplane Flight Manual for

each airplane operated under this sec-tion must be appropriately revised to include the operating limitations and information needed for operation at the increased weights. (g) Except as provided for the car-

rying of persons under §121.583 each airplane operated at an increased weight under this section must, before it is used in passenger service, be in-spected under the special inspection procedures for return to passenger service established and issued by the manufacturer and approved by the Ad-ministrator.

§ 121.199 Nontransport category air-

planes: Takeoff limitations.

(a) No person operating a non-

transport category airplane may take off that airplane at a weight greater than the weight that would allow the airplane to be brought to a safe stop within the effective length of the run-way, from any point during the takeoff before reaching 105 percent of min-imum control speed (the minimum speed at which an airplane can be safe-ly controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in the takeoff configuration, whichever is greater.

(b) For the purposes of this section— (1) It may be assumed that takeoff

power is used on all engines during the acceleration;

(2) Not more than 50 percent of the

reported headwind component, or not less than 150 percent of the reported tailwind component, may be taken into account;

(3) The average runway gradient (the

difference between the elevations of the endpoints of the runway divided by the total length) must be considered if it is more than one-half of 1 percent;

(4) It is assumed that the airplane is

operating in standard atmosphere; and

(5) The effective length of the runway

for takeoff means the distance from the end of the runway at which the takeoff is started to a point at which the obstruction clearance plane associ-ated with the other end of the runway intersects the runway centerline.

[Docket 6258, 29 FR 19198, Dec. 31, 1964, as

amended by Amdt. 121–132, 41 FR 55475, Dec. 20, 1976]

113 Federal Aviation Administration, DOT § 121.207

§ 121.201 Nontransport category air-

planes: En route limitations: One engine inoperative.

(a) Except as provided in paragraph

(b) of this section, no person operating a nontransport category airplane may take off that airplane at a weight that does not allow a rate of climb of at least 50 feet a minute, with the critical engine inoperative, at an altitude of at least 1,000 feet above the highest ob-struction within five miles on each side of the intended track, or 5,000 feet, whichever is higher.

(b) Notwithstanding paragraph (a) of

this section, if the Administrator finds that safe operations are not impaired, a person may operate the airplane at an altitude that allows the airplane, in case of engine failure, to clear all ob-structions within 5 miles on each side of the intended track by 1,000 feet. If this procedure is used, the rate of de-scent for the appropriate weight and altitude is assumed to be 50 feet a minute greater than the rate in the ap-proved performance data. Before ap-proving such a procedure, the Adminis-trator considers the following for the route, route segment, or area con-cerned:

(1) The reliability of wind and weath-

er forecasting.

(2) The location and kinds of naviga-

tion aids.

(3) The prevailing weather condi-

tions, particularly the frequency and amount of turbulence normally en-countered.

(4) Terrain features. (5) Air traffic control problems. (6) Any other operational factors

that affect the operation.

is assumed that—

(1) The critical engine is inoperative; (2) The propeller of the inoperative

engine is in the minimum drag posi-tion;

(3) The wing flaps and landing gear

are in the most favorable position;

(4) The operating engines are oper-

ating at the maximum continuous power available;

(5) The airplane is operating in stand-

ard atmosphere; and

(6) The weight of the airplane is pro-

gressively reduced by the anticipated consumption of fuel and oil. § 121.203 Nontransport category air-

planes: Landing limitations: Des-tination airport.

(a) No person operating a non-

transport category airplane may take off that airplane at a weight that—

(1) Allowing for anticipated consump-

tion of fuel and oil, is greater than the weight that would allow a full stop landing within 60 percent of the effec-tive length of the most suitable run-way at the destination airport; and

(2) Is greater than the weight allow-

able if the landing is to be made on the runway—

(i) With the greatest effective length

in still air; and

(ii) Required by the probable wind,

taking into account not more than 50 percent of the headwind component or not less than 150 percent of the tail-wind component.

(b) For the purposes of this section,

it is assumed that—

(1) The airplane passes directly over

the intersection of the obstruction clearance plane and the runway at a height of 50 feet in a steady gliding ap-proach at a true indicated airspeed of at least 1.3 V

So;

(2) The landing does not require ex-

ceptional pilot skill; and

(3) The airplane is operating in stand-

ard atmosphere.

§ 121.205 Nontransport category air-

planes: Landing limitations: Alter-nate airport.

No person may list an airport as an

alternate airport in a dispatch or flight release for a nontransport category air-plane unless that airplane (at the weight anticipated at the time of ar-rival) based on the assumptions con-tained in §121.203, can be brought to a full stop landing within 70 percent of the effective length of the runway.

§ 121.207 Provisionally certificated air-

planes: Operating limitations.

In addition to the limitations in

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

(a) In addition to crewmembers, each

certificate holder may carry on such an airplane only those persons who are

114 14 CFR Ch. I (1–1–25 Edition) § 121.211

listed in §121.547(c) or who are specifi-

cally authorized by both the certificate holder and the Administrator.

(b) Each certificate holder shall keep

a log of each flight conducted under this section and shall keep accurate and complete records of each inspec-tion made and all maintenance per-formed on the airplane. The certificate holder shall make the log and records made under this section available to the manufacturer and the Adminis-trator.

[Docket 28154, 61 FR 2611, Jan. 26, 1996]

Subpart J—Special Airworthiness

Requirements

SOURCE : Docket 6258, 29 FR 19202, Dec. 31,

1964, unless otherwise noted.

§ 121.211 Applicability.

(a) This subpart prescribes special

airworthiness requirements applicable to certificate holders as stated in para-graphs (b) through (e) of this section.

(b) Except as provided in paragraph

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

ply with the requirements of §§121.285 through 121.291.

(d) If the Administrator determines

that, for a particular model of airplane used in cargo service, literal compli-ance with any requirement under para-graph (b) of this section would be ex-tremely difficult and that compliance would not contribute materially to the objective sought, he may require com-pliance only with those requirements that are necessary to accomplish the basic objectives of this part.

(e) No person may operate under this

part a nontransport category airplane type certificated after December 31, 1964, unless the airplane meets the spe-cial airworthiness requirements in §121.293.

[Docket 28154, 60 FR 65928, Dec. 20, 1995] § 121.213 [Reserved]

§ 121.215 Cabin interiors.

(a) Except as provided in §121.312,

each compartment used by the crew or passengers must meet the require-ments of this section.

(b) Materials must be at least flash

resistant.

the covering of upholstering, floors, and furnishings must be flame resist-ant.

(d) Each compartment where smok-

ing is to be allowed must be equipped with self-contained ash trays that are completely removable and other com-partments must be placarded against smoking.

(e) Each receptacle for used towels,

papers, and wastes must be of fire-re-sistant material and must have a cover or other means of containing possible fires started in the receptacles.

[Docket 6258, 29 FR 19202, Dec. 31, 1964, as

amended by Amdt. 121–84, 37 FR 3974, Feb. 24, 1972]

§ 121.217 Internal doors.

In any case where internal doors are

equipped with louvres or other ven-tilating means, there must be a means convenient to the crew for closing the flow of air through the door when nec-essary.

§ 121.219 Ventilation.

Each passenger or crew compartment

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

§ 121.221 Fire precautions.

(a) Each compartment must be de-

signed so that, when used for storing cargo or baggage, it meets the fol-lowing requirements:

(1) No compartment may include con-

trols, wiring, lines, equipment, or ac-cessories that would upon damage or

115 Federal Aviation Administration, DOT § 121.221

failure, affect the safe operation of the

airplane unless the item is adequately shielded, isolated, or otherwise pro-tected so that it cannot be damaged by movement of cargo in the compart-ment and so that damage to or failure of the item would not create a fire haz-ard in the compartment.

(2) Cargo or baggage may not inter-

fere with the functioning of the fire- protective features of the compart-ment.

(3) Materials used in the construction

of the compartments, including tie- down equipment, must be at least flame resistant.

(4) Each compartment must include

provisions for safeguarding against fires according to the classifications set forth in paragraphs (b) through (f)

of this section.

(b) Class A. Cargo and baggage com-

partments are classified in the ‘‘A’’ category if—

(1) A fire therein would be readily

discernible to a member of the crew while at his station; and

(2) All parts of the compartment are

easily accessible in flight.

There must be a hand fire extinguisher

available for each Class A compart-ment.

partments are classified in the ‘‘B’’ category if enough access is provided while in flight to enable a member of the crew to effectively reach all of the compartment and its contents with a hand fire extinguisher and the com-partment is so designed that, when the access provisions are being used, no hazardous amount of smoke, flames, or extinguishing agent enters any com-partment occupied by the crew or pas-sengers. Each Class B compartment must comply with the following:

(1) It must have a separate approved

smoke or fire detector system to give warning at the pilot or flight engineer station.

(2) There must be a hand fire extin-

guisher available for the compartment.

(3) It must be lined with fire-resist-

ant material, except that additional service lining of flame-resistant mate-rial may be used.

(d) Class C. Cargo and baggage com-

partments are classified in the ‘‘C’’ cat-egory if they do not conform with the requirements for the ‘‘A’’, ‘‘B’’, ‘‘D’’, or

‘‘E’’ categories. Each Class C compart-ment must comply with the following:

(1) It must have a separate approved

smoke or fire detector system to give warning at the pilot or flight engineer station.

(2) It must have an approved built-in

fire-extinguishing system controlled from the pilot or flight engineer sta-tion.

(3) It must be designed to exclude

hazardous quantities of smoke, flames, or extinguishing agents from entering into any compartment occupied by the crew or passengers.

(4) It must have ventilation and draft

controlled so that the extinguishing agent provided can control any fire that may start in the compartment.

(5) It must be lined with fire-resist-

ant material, except that additional service lining of flame-resistant mate-rial may be used.

(e) Class D. Cargo and baggage com-

partments are classified in the ‘‘D’’ category if they are so designed and constructed that a fire occurring there-in will be completely confined without endangering the safety of the airplane or the occupants. Each Class D com-partment must comply with the fol-lowing:

(1) It must have a means to exclude

hazardous quantities of smoke, flames, or noxious gases from entering any compartment occupied by the crew or passengers.

(2) Ventilation and drafts must be

controlled within each compartment so that any fire likely to occur in the compartment will not progress beyond safe limits.

(3) It must be completely lined with

fire-resistant material.

(4) Consideration must be given to

the effect of heat within the compart-ment on adjacent critical parts of the airplane.

(f) Class E. On airplanes used for the

carriage of cargo only, the cabin area may be classified as a Class ‘‘E’’ com-partment. Each Class E compartment must comply with the following:

(1) It must be completely lined with

fire-resistant material.

116 14 CFR Ch. I (1–1–25 Edition) § 121.223

(2) It must have a separate system of

an approved type smoke or fire detec-tor to give warning at the pilot or flight engineer station.

(3) It must have a means to shut off

the ventilating air flow to or within the compartment and the controls for that means must be accessible to the flight crew in the crew compartment.

(4) It must have a means to exclude

hazardous quantities of smoke, flames, or noxious gases from entering the flight crew compartment.

(5) Required crew emergency exits

must be accessible under all cargo loading conditions.

§ 121.223 Proof of compliance with

§ 121.221.

Compliance with those provisions of

§121.221 that refer to compartment ac-cessibility, the entry of hazardous quantities of smoke or extinguishing agent into compartments occupied by the crew or passengers, and the dissipa-tion of the extinguishing agent in Class ‘‘C’’ compartments must be shown by tests in flight. During these tests it must be shown that no inadvertent op-eration of smoke or fire detectors in other compartments within the air-plane would occur as a result of fire contained in any one compartment, ei-

ther during the time it is being extin-guished, or thereafter, unless the extin-guishing system floods those compart-ments simultaneously.

§ 121.225 Propeller deicing fluid.

If combustible fluid is used for pro-

peller deicing, the certificate holder must comply with §121.255.

§ 121.227 Pressure cross-feed arrange-

ments.

(a) Pressure cross-feed lines may not

pass through parts of the airplane used for carrying persons or cargo unless—

(1) There is a means to allow crew-

members to shut off the supply of fuel to these lines; or

(2) The lines are enclosed in a fuel

and fume-proof enclosure that is venti-lated and drained to the exterior of the airplane.

However, such an enclosure need not be

used if those lines incorporate no fit-tings on or within the personnel or cargo areas and are suitably routed or protected to prevent accidental dam-

age.

(b) Lines that can be isolated from

the rest of the fuel system by valves at each end must incorporate provisions for relieving excessive pressures that may result from exposure of the iso-lated line to high temperatures.

§ 121.229 Location of fuel tanks.

(a) Fuel tanks must be located in ac-

cordance with §121.255.

(b) No part of the engine nacelle skin

that lies immediately behind a major air outlet from the engine compart-ment may be used as the wall of an in-tegral tank.

personnel compartments by means of fume- and fuel-proof enclosures.

§ 121.231 Fuel system lines and fit-

tings.

(a) Fuel lines must be installed and

supported so as to prevent excessive vi-bration and so as to be adequate to withstand loads due to fuel pressure and accelerated flight conditions.

(b) Lines connected to components of

the airplanes between which there may be relative motion must incorporate provisions for flexibility.

may be under pressure and subject to axial loading must use flexible hose as-semblies rather than hose clamp con-nections.

(d) Flexible hose must be of an ac-

ceptable type or proven suitable for the particular application.

§ 121.233 Fuel lines and fittings in des-

ignated fire zones.

Fuel lines and fittings in each des-

ignated fire zone must comply with §121.259.

§ 121.235 Fuel valves.

Each fuel valve must—

(a) Comply with §121.257; (b) Have positive stops or suitable

index provisions in the ‘‘on’’ and ‘‘off’’ positions; and

ing from its operation or from acceler-ated flight conditions are not trans-mitted to the lines connected to the valve.

117 Federal Aviation Administration, DOT § 121.255

§ 121.237 Oil lines and fittings in des-

ignated fire zones.

Oil line and fittings in each des-

ignated fire zone must comply with §121.259.

§ 121.239 Oil valves.

(a) Each oil valve must—

(1) Comply with §121.257; (2) Have positive stops or suitable

index provisions in the ‘‘on’’ and ‘‘off’’ positions; and

(3) Be supported so that loads result-

ing from its operation or from acceler-ated flight conditions are not trans-mitted to the lines attached to the valve.

(b) The closing of an oil shutoff

means must not prevent feathering the propeller, unless equivalent safety pro-visions are incorporated.

§ 121.241 Oil system drains.

Accessible drains incorporating ei-

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

§ 121.243 Engine breather lines.

(a) Engine breather lines must be so

arranged that condensed water vapor that may freeze and obstruct the line cannot accumulate at any point.

(b) Engine breathers must discharge

in a location that does not constitute a fire hazard in case foaming occurs and so that oil emitted from the line does not impinge upon the pilots’ wind-shield.

charge into the engine air induction system.

§ 121.245 Fire walls.

Each engine, auxiliary power unit,

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

§ 121.247 Fire-wall construction.

Each fire wall and shroud must—

(a) Be so made that no hazardous

quantity of air, fluids, or flame can pass from the engine compartment to

other parts of the airplane;

(b) Have all openings in the fire wall

or shroud sealed with close-fitting fire- proof grommets, bushings, or firewall fittings;

§ 121.249 Cowling.

(a) Cowling must be made and sup-

ported so as to resist the vibration in-ertia, and air loads to which it may be normally subjected.

(b) Provisions must be made to allow

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

§ 121.251 Engine accessory section dia-

phragm.

Unless equivalent protection can be

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

§ 121.253 Powerplant fire protection.

(a) Designated fire zones must be pro-

tected from fire by compliance with §§121.255 through 121.261.

(b) Designated fire zones are— (1) Engine accessory sections; (2) Installations where no isolation is

provided between the engine and acces-sory compartment; and

(3) Areas that contain auxiliary

power units, fuel-burning heaters, and other combustion equipment.

§ 121.255 Flammable fluids.

(a) No tanks or reservoirs that are a

part of a system containing flammable fluids or gases may be located in des-ignated fire zones, except where the fluid contained, the design of the sys-tem, the materials used in the tank,

118 14 CFR Ch. I (1–1–25 Edition) § 121.257

the shutoff means, and the connec-

tions, lines, and controls provide equiv-alent safety.

(b) At least one-half inch of clear air-

space must be provided between any tank or reservoir and a firewall or shroud isolating a designated fire zone.

§ 121.257 Shutoff means.

(a) Each engine must have a means

for shutting off or otherwise pre-venting hazardous amounts of fuel, oil, deicer, and other flammable fluids

from flowing into, within, or through any designated fire zone. However, means need not be provided to shut off flow in lines that are an integral part of an engine.

(b) The shutoff means must allow an

emergency operating sequence that is compatible with the emergency oper-ation of other equipment, such as feathering the propeller, to facilitate rapid and effective control of fires.

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

(d) Adequate provisions must be

made to guard against inadvertent op-eration of the shutoff means and to make it possible for the crew to reopen the shutoff means after it has been closed.

§ 121.259 Lines and fittings.

(a) Each line, and its fittings, that is

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

(b) Lines and fittings that are not

subject to pressure or to relative mo-tion between components must be of fire-resistant materials.

§ 121.261 Vent and drain lines.

All vent and drain lines and their fit-

tings, that are located in a designated fire zone must, if they carry flammable fluids or gases, comply with §121.259, if

the Administrator finds that the rup-ture or breakage of any vent or drain line may result in a fire hazard.

§ 121.263 Fire-extinguishing systems.

(a) Unless the certificate holder

shows that equivalent protection against destruction of the airplane in case of fire is provided by the use of fireproof materials in the nacelle and other components that would be sub-jected to flame, fire-extinguishing sys-tems must be provided to serve all des-ignated fire zones.

(b) Materials in the fire-extin-

guishing system must not react chemi-

cally with the extinguishing agent so as to be a hazard.

§ 121.265 Fire-extinguishing agents.

Only methyl bromide, carbon dioxide,

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

§ 121.267 Extinguishing agent con-

tainer pressure relief.

Extinguishing agent containers must

be provided with a pressure relief to prevent bursting of the container be-cause of excessive internal pressures. The discharge line from the relief con-nection must terminate outside the airplane in a place convenient for in-spection on the ground. An indicator must be provided at the discharge end

119 Federal Aviation Administration, DOT § 121.285

of the line to provide a visual indica-

tion when the container has dis-charged.

§ 121.269 Extinguishing agent con-

tainer compartment temperature.

Precautions must be taken to insure

that the extinguishing agent con-tainers are installed in places where reasonable temperatures can be main-tained for effective use of the extin-guishing system.

§ 121.271 Fire-extinguishing system

materials.

(a) Except as provided in paragraph

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

(b) Connections that are subject to

relative motion between components of the airplane must be made of flexible materials that are at least fire-resist-ant and be located so as to minimize the probability of failure.

§ 121.273 Fire-detector systems.

Enough quick-acting fire detectors

must be provided in each designated fire zone to assure the detection of any fire that may occur in that zone.

§ 121.275 Fire detectors.

Fire detectors must be made and in-

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

§ 121.277 Protection of other airplane

components against fire.

(a) Except as provided in paragraph

(b) of this section, all airplane surfaces aft of the nacelles in the area of one nacelle diameter on both sides of the nacelle centerline must be made of ma-terial that is at least fire resistant.

(b) Paragraph (a) of this section does

not apply to tail surfaces lying behind nacelles unless the dimensional con-figuration of the airplane is such that the tail surfaces could be affected read-ily by heat, flames, or sparks ema-nating from a designated fire zone or from the engine compartment of any

nacelle.

§ 121.279 Control of engine rotation.

(a) Except as provided in paragraph

(b) of this section, each airplane must have a means of individually stopping and restarting the rotation of any en-gine in flight.

(b) In the case of turbine engine in-

stallations, a means of stopping the ro-tation need be provided only if the Ad-ministrator finds that rotation could jeopardize the safety of the airplane.

§ 121.281 Fuel system independence.

(a) Each airplane fuel system must be

arranged so that the failure of any one component does not result in the irre-coverable loss of power of more than one engine.

(b) A separate fuel tank need not be

provided for each engine if the certifi-cate holder shows that the fuel system incorporates features that provide equivalent safety.

§ 121.283 Induction system ice preven-

tion.

A means for preventing the malfunc-

tioning of each engine due to ice accu-mulation in the engine air induction system must be provided for each air-plane.

§ 121.285 Carriage of cargo in pas-

senger compartments.

(a) Except as provided in paragraph

(b), (c), or (d) or this section, no certifi-cate holder may carry cargo in the pas-senger compartment of an airplane.

(b) Cargo may be carried anywhere in

the passenger compartment if it is car-ried in an approved cargo bin that meets the following requirements:

(1) The bin must withstand the load

factors and emergency landing condi-tions applicable to the passenger seats of the airplane in which the bin is in-stalled, multiplied by a factor of 1.15, using the combined weight of the bin and the maximum weight of cargo that may be carried in the bin.

(2) The maximum weight of cargo

that the bin is approved to carry and any instructions necessary to insure proper weight distribution within the bin must be conspicuously marked on the bin.

120 14 CFR Ch. I (1–1–25 Edition) § 121.285

(3) The bin may not impose any load

on the floor or other structure of the airplane that exceeds the load limita-tions of that structure.

(4) The bin must be attached to the

seat tracks or to the floor structure of the airplane, and its attachment must withstand the load factors and emer-gency landing conditions applicable to the passenger seats of the airplane in which the bin is installed, multiplied by either the factor 1.15 or the seat at-

tachment factor specified for the air-plane, whichever is greater, using the combined weight of the bin and the maximum weight of cargo that may be carried in the bin.

(5) The bin may not be installed in a

position that restricts access to or use of any required emergency exit, or of the aisle in the passenger compart-ment.

(6) The bin must be fully enclosed

and made of material that is at least flame resistant.

(7) Suitable safeguards must be pro-

vided within the bin to prevent the cargo from shifting under emergency landing conditions.

(8) The bin may not be installed in a

position that obscures any passenger’s view of the ‘‘seat belt’’ sign ‘‘no smok-ing’’ sign, or any required exit sign, un-less an auxiliary sign or other approved means for proper notification of the passenger is provided.

bulkhead or divider in any passenger compartment provided the cargo is re-strained to the load factors in §25.561(b)(3) and is loaded as follows:

(1) It is properly secured by a safety

belt or other tiedown having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions.

(2) It is packaged or covered in a

manner to avoid possible injury to pas-sengers and passenger compartment oc-cupants.

(3) It does not impose any load on

seats or the floor structure that ex-ceeds the load limitation for those components.

(4) Its location does not restrict ac-

cess to or use of any required emer-gency or regular exit, or of the aisle in the passenger compartment. (5) Its location does not obscure any

passenger’s view of the ‘‘seat belt’’ sign, ‘‘no smoking’’ sign, or required exit sign, unless an auxiliary sign or other approved means for proper notifi-cation of the passenger is provided.

(d) Cargo, including carry-on bag-

gage, may be carried anywhere in the passenger compartment of a non-transport category airplane type cer-

tificated after December 31, 1964, if it is carried in an approved cargo rack, bin, or compartment installed in or on the airplane, if it is secured by an approved means, or if it is carried in accordance with each of the following:

(1) For cargo, it is properly secured

by a safety belt or other tie-down hav-ing enough strength to eliminate the possibility of shifting under all nor-mally anticipated flight and ground conditions, or for carry-on baggage, it is restrained so as to prevent its move-ment during air turbulence.

(2) It is packaged or covered to avoid

possible injury to occupants.

(3) It does not impose any load on

seats or in the floor structure that ex-ceeds the load limitation for those components.

(4) It is not located in a position that

obstructs the access to, or use of, any required emergency or regular exit, or the use of the aisle between the crew and the passenger compartment, or is located in a position that obscures any passenger’s view of the ‘‘seat belt’’ sign, ‘‘no smoking’’ sign or placard, or any required exit sign, unless an auxil-iary sign or other approved means for proper notification of the passengers is provided.

(5) It is not carried directly above

seated occupants.

(6) It is stowed in compliance with

this section for takeoff and landing.

(7) For cargo-only operations, para-

graph (d)(4) of this section does not apply if the cargo is loaded so that at least one emergency or regular exit is available to provide all occupants of the airplane a means of unobstructed exit from the airplane if an emergency occurs.

[Docket 6258, 29 FR 19202, Dec. 31, 1964, as

amended by Amdt. 121–179, 47 FR 33390, Aug. 2, 1982; Amdt. 121–251, 60 FR 65928, Dec. 20, 1995]

121 Federal Aviation Administration, DOT § 121.291

§ 121.287 Carriage of cargo in cargo

compartments.

When cargo is carried in cargo com-

partments that are designed to require the physical entry of a crewmember to extinguish any fire that may occur

during flight, the cargo must be loaded so as to allow a crewmember to effec-tively reach all parts of the compart-ment with the contents of a hand fire extinguisher.

§ 121.289 Landing gear: Aural warning

device.

(a) Except for airplanes that comply

with the requirements of §25.729 of this chapter on or after January 6, 1992, each airplane must have a landing gear aural warning device that functions continuously under the following con-ditions:

(1) For airplanes with an established

approach wing-flap position, whenever the wing flaps are extended beyond the maximum certificated approach climb configuration position in the Airplane Flight Manual and the landing gear is not fully extended and locked.

(2) For airplanes without an estab-

lished approach climb wing-flap posi-tion, whenever the wing flaps are ex-tended beyond the position at which landing gear extension is normally per-formed and the landing gear is not fully extended and locked.

(b) The warning system required by

paragraph (a) of this section—

(1) May not have a manual shutoff; (2) Must be in addition to the throt-

tle-actuated device installed under the type certification airworthiness re-quirements; and

(3) May utilize any part of the throt-

tle-actuated system including the aural warning device.

may be installed at any suitable place in the airplane.

[Docket 6258, 29 FR 19202, Dec. 31, 1964, as

amended by Amdt. 121–3, 30 FR 3638, Mar. 19, 1965; Amdt. 121–130, 41 FR 47229, Oct. 28, 1976; Amdt. 121–227, 56 FR 63762, Dec. 5, 1991; Amdt. 121–251, 60 FR 65929, Dec. 20, 1995]

§ 121.291 Demonstration of emergency

evacuation procedures.

(a) Except as provided in paragraph

(a)(1) of this section, each certificate holder must conduct an actual dem-onstration of emergency evacuation

procedures in accordance with para-graph (a) of appendix D to this part to show that each type and model of air-plane with a seating capacity of more than 44 passengers to be used in its pas-senger-carrying operations allows the evacuation of the full capacity, includ-ing crewmembers, in 90 seconds or less.

(1) An actual demonstration need not

be conducted if that airplane type and model has been shown to be in compli-ance with this paragraph in effect on or after October 24, 1967, or, if during type certification, with §25.803 of this chap-ter in effect on or after December 1, 1978.

(2) Any actual demonstration con-

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

(b) Each certificate holder con-

ducting operations with airplanes with a seating capacity of more than 44 pas-sengers must conduct a partial dem-onstration of emergency evacuation procedures in accordance with para-graph (c) of this section upon:

(1) Initial introduction of a type and

model of airplane into passenger-car-rying operation;

(2) Changing the number, location, or

emergency evacuation duties or proce-dures of flight attendants who are re-quired by §121.391; or

(3) Changing the number, location,

type of emergency exits, or type of opening mechanism on emergency exits available for evacuation.

onstration required by paragraph (b) of this section, each certificate holder must:

(1) Demonstrate the effectiveness of

its crewmember emergency training and evacuation procedures by con-ducting a demonstration, not requiring passengers and observed by the Admin-istrator, in which the flight attendants for that type and model of airplane, using that operator’s line operating procedures, open 50 percent of the re-quired floor-level emergency exits and 50 percent of the required non-floor- level emergency exits whose opening by a flight attendant is defined as an emergency evacuation duty under

122 14 CFR Ch. I (1–1–25 Edition) § 121.293

§121.397, and deploy 50 percent of the

exit slides. The exits and slides will be selected by the administrator and must be ready for use within 15 seconds;

(2) Apply for and obtain approval

from the responsible Flight Standards office before conducting the dem-onstration;

(3) Use flight attendants in this dem-

onstration who have been selected at random by the Administrator, have completed the certificate holder’s FAA-approved training program for the type and model of airplane, and have passed a written or practical examina-tion on the emergency equipment and procedures; and

(4) Apply for and obtain approval

from the responsible Flight Standards office before commencing operations with this type and model airplane.

(d) Each certificate holder operating

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

(e) For a type and model airplane for

which the simulated ditching specified in paragraph (d) has been conducted by a part 121 certificate holder, the re-quirements of paragraphs (b)(2), (b)(4), and (b)(5) of appendix D to this part are complied with if each life raft is re-moved from stowage, one life raft is launched and inflated (or one slide life raft is inflated) and crewmembers as-signed to the inflated life raft display and describe the use of each item of re-

quired emergency equipment. The life raft or slide life raft to be inflated will be selected by the Administrator.

[Docket 21269, 46 FR 61453, Dec. 17, 1981, as

amended by Amdt. 121–233, 58 FR 45230, Aug. 26, 1993; Amdt. 121–251, 60 FR 65929, Dec. 20, 1995; Amdt. 121–307, 69 FR 67499, Nov. 17, 2004; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, Mar. 5, 2018] § 121.293 Special airworthiness re-

quirements for nontransport cat-egory airplanes type certificated after December 31, 1964.

No certificate holder may operate a

nontransport category airplane manu-factured after December 20, 1999 unless the airplane contains a takeoff warning system that meets the requirements of 14 CFR 25.703. However, the takeoff warning system does not have to cover any device for which it has been dem-onstrated that takeoff with that device in the most adverse position would not create a hazardous condition.

[Docket 28154, 60 FR 65929, Dec. 20, 1995]

§ 121.295 Location for a suspect device.

After November 28, 2009, all airplanes

with a maximum certificated passenger seating capacity of more than 60 per-sons must have a location where a sus-pected explosive or incendiary device found in flight can be placed to mini-mize the risk to the airplane.

[Docket FAA–2006–26722, 73 FR 63880, Oct. 28,

2008]

Subpart K—Instrument and

Equipment Requirements

SOURCE : Docket 6258, 29 FR 19205, Dec. 31,

1964, unless otherwise noted.

§ 121.301 Applicability.

This subpart prescribes instrument

and equipment requirements for all certificate holders.

§ 121.303 Airplane instruments and

equipment.

(a) Unless otherwise specified, the in-

strument and equipment requirements of this subpart apply to all operations under this part.

(b) Instruments and equipment re-

quired by §§121.305 through 121.359 and 121.803 must be approved and installed in accordance with the airworthiness requirements applicable to them.

calibrated in knots, and each airspeed limitation and item of related informa-tion in the Airplane Flight Manual and pertinent placards must be expressed in knots.

(d) Except as provided in §§121.627(b)

and 121.628, no person may take off any

123 Federal Aviation Administration, DOT § 121.306

airplane unless the following instru-

ments and equipment are in operable condition:

(1) Instruments and equipment re-

quired to comply with airworthiness requirements under which the airplane is type certificated and as required by §§121.213 through 121.283 and 121.289.

(2) Instruments and equipment speci-

fied in §§121.305 through 121.321, 121.359, 121.360, and 121.803 for all operations, and the instruments and equipment specified in §§121.323 through 121.351 for the kind of operation indicated, wher-ever these items are not already re-quired by paragraph (d)(1) of this sec-tion.

[Docket 6258, 29 FR 19202, Dec. 31, 1964, as

amended by Amdt. 121–44, 33 FR 14406, Sept. 25, 1968; Amdt. 121–65, 35 FR 12709, Aug. 11, 1970; Amdt. 121–114, 39 FR 44440, Dec. 24, 1974; Amdt. 121–126, 40 FR 55314, Nov. 28, 1975; Amdt. 121–222, 56 FR 12310, Mar. 22, 1991; Amdt. 121–253, 61 FR 2611, Jan. 26, 1996; Amdt. 121–281, 66 FR 19043, Apr. 12, 2001]

§ 121.305 Flight and navigational

equipment.

No person may operate an airplane

unless it is equipped with the following flight and navigational instruments and equipment:

(a) An airspeed indicating system

with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(b) A sensitive altimeter. (c) A sweep-second hand clock (or ap-

proved equivalent).

(d) A free-air temperature indicator. (e) A gyroscopic bank and pitch indi-

cator (artificial horizon).

(f) A gyroscopic rate-of-turn indi-

cator combined with an integral slip- skid indicator (turn-and-bank indi-cator) except that only a slip-skid indi-cator is required when a third attitude instrument system usable through flight attitudes of 360 ° of pitch and roll

is installed in accordance with para-graph (k) of this section.

(g) A gyroscopic direction indicator

(directional gyro or equivalent).

(h) A magnetic compass. (i) A vertical speed indicator (rate-of-

climb indicator).

(j) On the airplane described in this

paragraph, in addition to two gyro-scopic bank and pitch indicators (arti-ficial horizons) for use at the pilot sta-tions, a third such instrument is in-

stalled in accordance with paragraph (k) of this section:

(1) On each turbojet powered air-

plane.

(2) On each turbopropeller powered

airplane having a passenger-seat con-figuration of more than 30 seats, ex-cluding each crewmember seat, or a payload capacity of more than 7,500 pounds.

(3) On each turbopropeller powered

airplane having a passenger-seat con-figuration of 30 seats or fewer, exclud-ing each crewmember seat, and a pay-load capacity of 7,500 pounds or less that is manufactured on or after March 20, 1997.

(4) After December 20, 2010, on each

turbopropeller powered airplane having a passenger seat configuration of 10–30 seats and a payload capacity of 7,500 pounds or less that was manufactured before March 20, 1997.

(k) When required by paragraph (j) of

this section, a third gyroscopic bank- and-pitch indicator (artificial horizon) that:

(1) Is powered from a source inde-

pendent of the electrical generating system;

(2) Continues reliable operation for a

minimum of 30 minutes after total fail-ure of the electrical generating system;

(3) Operates independently of any

other attitude indicating system;

(4) Is operative without selection

after total failure of the electrical gen-erating system;

(5) Is located on the instrument panel

in a position acceptable to the Admin-istrator that will make it plainly visi-ble to and usable by each pilot at his or her station; and

(6) Is appropriately lighted during all

phases of operation.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–57, 35 FR 304, Jan. 8, 1970; Amdt. 121–60, 35 FR 7108, May 6, 1970; Amdt. 121–81, 36 FR 23050, Dec. 3, 1971; Amdt. 121–130, 41 FR 47229, Oct. 28, 1976; Amdt. 121– 230, 58 FR 12158, Mar. 3, 1993; Amdt. 121–251, 60 FR 65929, Dec. 20, 1995; Amdt. 121–262, 62 FR 13256, Mar. 19, 1997]

§ 121.306 Portable electronic devices.

(a) Except as provided in paragraph

(b) of this section, no person may oper-ate, nor may any operator or pilot in

124 14 CFR Ch. I (1–1–25 Edition) § 121.307

command of an aircraft allow the oper-

ation of, any portable electronic device on any U.S.-registered civil aircraft op-erating under this part.

(b) Paragraph (a) of this section does

not apply to—

(1) Portable voice recorders; (2) Hearing aids; (3) Heart pacemakers; (4) Electric shavers; (5) Portable oxygen concentrators

that comply with the requirements in §121.574; or

(6) Any other portable electronic de-

vice that the part 119 certificate holder has determined will not cause inter-ference with the navigation or commu-nication system of the aircraft on which it is to be used.

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

[Docket FAA–1998–4954, 64 FR 1080, Jan. 7,

1999, as amended by Docket FAA–2014–0554, Amdt. 121–374, 81 FR 33118, May 24, 2016]

§ 121.307 Engine instruments.

Unless the Administrator allows or

requires different instrumentation for turbine engine powered airplanes to provide equivalent safety, no person may conduct any operation under this part without the following engine in-struments:

(a) A carburetor air temperature in-

dicator for each engine.

(b) A cylinder head temperature indi-

cator for each air-cooled engine.

engine.

(d) A fuel flowmeter or fuel mixture

indicator for each engine not equipped with an automatic altitude mixture control.

(e) A means for indicating fuel quan-

tity in each fuel tank to be used.

(f) A manifold pressure indicator for

each engine.

(g) An oil pressure indicator for each

engine.

(h) An oil quantity indicator for each

oil tank when a transfer or separate oil reserve supply is used.

(i) An oil-in temperature indicator

for each engine.

(j) A tachometer for each engine. (k) An independent fuel pressure

warning device for each engine or a master warning device for all engines with a means for isolating the indi-vidual warning circuits from the mas-ter warning device.

(l) A device for each reversible pro-

peller, to indicate to the pilot when the propeller is in reverse pitch, that com-plies with the following:

(1) The device may be actuated at

any point in the reversing cycle be-tween the normal low pitch stop posi-tion and full reverse pitch, but it may not give an indication at or above the normal low pitch stop position.

(2) The source of indication must be

actuated by the propeller blade angle or be directly responsive to it.

§ 121.308 Lavatory fire protection.

(a) Except as provided in paragraphs

(c) and (d) of this section, no person may operate a passenger-carrying air-plane unless each lavatory in the air-plane is equipped with a smoke detec-tor system or equivalent that provides a warning light in the cockpit or pro-vides a warning light or audio warning in the passenger cabin which would be readily detected by a flight attendant, taking into consideration the posi-tioning of flight attendants throughout the passenger compartment during var-ious phases of flight.

(b) Except as provided in paragraph

(c) of this section, no person may oper-ate a passenger-carrying airplane un-less each lavatory in the airplane is equipped with a built-in fire extin-guisher for each disposal receptacle for towels, paper, or waste located within the lavatory. The built-in fire extin-guisher must be designed to discharge automatically into each disposal recep-tacle upon occurrence of a fire in the receptacle.

cate holder described in §121.2(a) (1) or (2) may operate an airplane with a pas-senger seat configuration of 30 or fewer seats that does not comply with the smoke detector system requirements described in paragraph (a) of this sec-tion and the fire extinguisher require-ments described in paragraph (b) of this section.

(d) After December 22, 1997, no person

may operate a nontransport category

125 Federal Aviation Administration, DOT § 121.309

airplane type certificated after Decem-

ber 31, 1964, with a passenger seat con-figuration of 10–19 seats unless that airplane complies with the smoke de-tector system requirements described in paragraph (a) of this section, except that the smoke detector system or equivalent must provide a warning light in the cockpit or an audio warn-ing that would be readily detected by the flightcrew.

[Docket 28154, 60 FR 65929, Dec. 20, 1995]

§ 121.309 Emergency equipment.

(a) General: No person may operate

an airplane unless it is equipped with the emergency equipment listed in this section and in §121.310.

(b) Each item of emergency and flo-

tation equipment listed in this section and in §§121.310, 121.339, and 121.340—

(1) Must be inspected regularly in ac-

cordance with inspection periods estab-lished in the operations specifications to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency pur-poses;

(2) Must be readily accessible to the

crew and, with regard to equipment lo-cated in the passenger compartment, to passengers;

(3) Must be clearly identified and

clearly marked to indicate its method of operation; and

(4) When carried in a compartment or

container, must be carried in a com-partment or container marked as to

contents and the compartment or con-tainer, or the item itself, must be marked as to date of last inspection.

passenger, cargo, and galley compart-ments. Hand fire extinguishers of an ap-

proved type must be provided for use in crew, passenger, cargo, and galley com-partments in accordance with the fol-lowing:

(1) The type and quantity of extin-

guishing agent must be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used and, for passenger compartments, must be designed to minimize the hazard of toxic gas con-centrations.

(2) Cargo compartments. At least one

hand fire extinguisher must be conven-iently located for use in each class E cargo compartment that is accessible

to crewmembers during flight.

(3) Galley compartments. At least one

hand fire extinguisher must be conven-iently located for use in each galley lo-cated in a compartment other than a passenger, cargo, or crew compart-ment.

(4) Flightcrew compartment. At least

one hand fire extinguisher must be con-veniently located on the flight deck for use by the flightcrew.

(5) Passenger compartments. Hand fire

extinguishers for use in passenger com-partments must be conveniently lo-cated and, when two or more are re-quired, uniformly distributed through-out each compartment. Hand fire ex-tinguishers shall be provided in pas-senger compartments as follows:

(i) For airplanes having passenger

seats accommodating more than 6 but fewer than 31 passengers, at least one.

(ii) For airplanes having passenger

seats accommodating more than 30 but fewer than 61 passengers, at least two.

(iii) For airplanes having passenger

seats accommodating more than 60 pas-sengers, there must be at least the fol-lowing number of hand fire extin-guishers:

INIMUM NUMBER OF HANDFIRE

EXTINGUISHERS

Passenger seating accommodations:

61 through 200 ................................. 3 201 through 300 ............................... 4 301 through 400 ............................... 5 401 through 500 ............................... 6 501 through 600 ............................... 7 601 or more ..................................... 8

(6) Notwithstanding the requirement

for uniform distribution of hand fire extinguishers as prescribed in para-graph (c)(5) of this section, for those

cases where a galley is located in a pas-senger compartment, at least one hand fire extinguisher must be conveniently located and easily accessible for use in the galley.

(7) At least two of the required hand

fire extinguisher installed in pas-senger-carrying airplanes must contain Halon 1211 (bromochlorofluoromethane) or equiva-lent as the extinguishing agent. At least one hand fire extinguisher in the passenger compartment must contain Halon 1211 or equivalent.

(d) [Reserved]

126 14 CFR Ch. I (1–1–25 Edition) § 121.310

(e) Crash ax. Except for nontransport

category airplanes type certificated after December 31, 1964, each airplane must be equipped with a crash ax.

(f) Megaphones. Each passenger-car-

rying airplane must have a portable battery-powered megaphone or mega-phones readily accessible to the crew-members assigned to direct emergency evacuation, installed as follows:

(1) One megaphone on each airplane

with a seating capacity of more than 60 and less than 100 passengers, at the most rearward location in the pas-senger cabin where it would be readily accessible to a normal flight attendant seat. However, the Administrator may grant a deviation from the require-ments of this subparagraph if he finds

that a different location would be more useful for evacuation of persons during an emergency.

(2) Two megaphones in the passenger

cabin on each airplane with a seating capacity of more than 99 passengers, one installed at the forward end and the other at the most rearward loca-tion where it would be readily acces-sible to a normal flight attendant seat.

[Docket 6258, 29 FR 19205, Dec. 31, 1964]

EDITORIAL NOTE: For F EDERAL REGISTER ci-

tations affecting §121.309, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

§ 121.310 Additional emergency equip-

ment.

(a) Means for emergency evacuation.

Each passenger-carrying landplane emergency exit (other than over-the- wing) that is more than 6 feet from the ground with the airplane on the ground and the landing gear extended, must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor-level emergency exit must meet the require-ments of §25.809(f)(1) of this chapter in effect on April 30, 1972, except that, for any airplane for which the application for the type certificate was filed after that date, it must meet the require-ments under which the airplane was type certificated. An assisting means that deploys automatically must be armed during taxiing, takeoffs, and landings. However, if the Adminis-trator finds that the design of the exit makes compliance impractical, he may

grant a deviation from the requirement of automatic deployment if the assist-ing means automatically erects upon deployment and, with respect to re-quired emergency exits, if an emer-gency evacuation demonstration is conducted in accordance with §121.291(a). This paragraph does not apply to the rear window emergency exit of DC–3 airplanes operated with less than 36 occupants, including crew-members and less than five exits au-thorized for passenger use.

(b) Interior emergency exit marking.

The following must be complied with for each passenger-carrying airplane:

(1) Each passenger emergency exit,

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

(i) Above the aisle near each over-

the-wing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom;

(ii) Next to each floor level passenger

emergency exit, except that one sign may serve two such exits if they both can be seen readily from that sign; and

(iii) On each bulkhead or divider that

prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except

that if this is not possible the sign may be placed at another appropriate loca-tion.

(2) Each passenger emergency exit

marking and each locating sign must meet the following:

(i) Except as provided in paragraph

(b)(2)(iii) of this section, for an air-plane for which the application for the type certificate was filed prior to May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the require-ments of §25.812(b) of this chapter in ef-fect on April 30, 1972. On these air-planes, no sign may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts.

127 Federal Aviation Administration, DOT § 121.310

The colors may be reversed if it in-

creases the emergency illumination of the passenger compartment. However, the Administrator may authorize devi-ation from the 2-inch background re-quirements if he finds that special cir-cumstances exist that make compli-ance impractical and that the proposed deviation provides an equivalent level of safety.

(ii) For a transport category airplane

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

(iii) For a nontransport category

turbopropellerpowered airplane type certificated after December 31, 1964, each passenger emergency exit mark-ing and each locating sign must be manufactured to have white letters 1 inch high on a red background 2 inches high, be self-illuminated or independ-ently, internally electrically illumi-nated, and have a minimum brightness of at least 160 microlamberts. The color may be reversed if the passenger com-partment illumination is essentially the same. On these airplanes, no sign may continue to be used if its lumines-cence (brightness) decreases to below 100 microlamberts.

markings. Except for nontransport cat-

egory airplanes type certificated after December 31, 1964, each passenger-car-rying airplane must have an emergency lighting system, independent of the main lighting system. However, sources of general cabin illumination may be common to both the emergency and the main lighting systems if the power supply to the emergency light-ing system is independent of the power supply to the main lighting system.

The emergency lighting system

must—

(1) Illuminate each passenger exit

marking and locating sign;

(2) Provide enough general lighting

in the passenger cabin so that the aver-age illumination when measured at 40- inch intervals at seat armrest height,

on the centerline of the main passenger aisle, is at least 0.05 foot-candles; and

(3) For airplanes type certificated

after January 1, 1958, after November 26, 1986, include floor proximity emer-gency escape path marking which meets the requirements of §25.812(e) of this chapter in effect on November 26, 1984.

(d) Emergency light operation. Except

for lights forming part of emergency lighting subsystems provided in com-pliance with §25.812(h) of this chapter (as prescribed in paragraph (h) of this section) that serve no more than one assist means, are independent of the airplane’s main emergency lighting systems, and are automatically acti-vated when the assist means is de-ployed, each light required by para-graphs (c) and (h) of this section must comply with the following:

(1) Each light must— (i) Be operable manually both from

the flightcrew station and, for air-planes on which a flight attendant is required, from a point in the passenger compartment that is readily accessible to a normal flight attendant seat;

(ii) Have a means to prevent inad-

vertent operation of the manual con-trols; and

(iii) When armed or turned on at ei-

ther station, remain lighted or become lighted upon interruption of the air-plane’s normal electric power.

(2) Each light must be armed or

turned on during taxiing, takeoff, and landing. In showing compliance with this paragraph a transverse vertical separation of the fuselage need not be considered.

(3) Each light must provide the re-

quired level of illumination for at least 10 minutes at the critical ambient con-ditions after emergency landing.

(4) Each light must have a cockpit

control device that has an ‘‘on,’’ ‘‘off,’’ and ‘‘armed’’ position.

(e) Emergency exit operating handles.

(1) For a passenger-carrying airplane for which the application for the type certificate was filed prior to May 1, 1972, the location of each passenger emergency exit operating handle, and instructions for opening the exit, must be shown by a marking on or near the exit that is readable from a distance of

128 14 CFR Ch. I (1–1–25 Edition) § 121.310

30 inches. In addition, for each Type I

and Type II emergency exit with a locking mechanism released by rotary motion of the handle, the instructions for opening must be shown by—

(i) A red arrow with a shaft at least

three-fourths inch wide and a head twice the width of the shaft, extending along at least 70 ° of arc at a radius ap-

proximately equal to three-fourths of the handle length; and

(ii) The word ‘‘open’’ in red letters 1

inch high placed horizontally near the head of the arrow.

(2) For a passenger-carrying airplane

for which the application for the type certificate was filed on or after May 1, 1972, the location of each passenger emergency exit operating handle and instructions for opening the exit must be shown in accordance with the re-quirements under which the airplane was type certificated. On these air-planes, no operating handle or oper-ating handle cover may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts.

(f) Emergency exit access. Access to

emergency exits must be provided as follows for each passenger-carrying transport category airplane:

(1) Each passage way between indi-

vidual passenger areas, or leading to a Type I or Type II emergency exit, must be unobstructed and at least 20 inches wide.

(2) For each Type I or Type II emer-

gency exit equipped with an assist means, there must be enough space next to the exit to allow a crewmember to assist in the evacuation of pas-sengers without reducing the unob-structed width of the passageway below that required in paragraph (f)(1) of this section. In addition, all airplanes man-ufactured on or after November 26, 2008 must comply with the provisions of §§25.813(b)(1), (b)(2), (b)(3) and (b)(4) in effect on November 26, 2004. However, a deviation from this requirement may be authorized for an airplane certifi-cated under the provisions of part 4b of the Civil Air Regulations in effect be-fore December 20, 1951, if the Adminis-trator finds that special circumstances exist that provide an equivalent level of safety.

(3) There must be access from the

main aisle to each Type III and Type IV exit. The access from the aisle to

these exits must not be obstructed by seats, berths, or other protrusions in a manner that would reduce the effec-tiveness of the exit. In addition—

(i) For an airplane for which the ap-

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

(ii) For an airplane for which the ap-

plication for the type certificate was filed on or after May 1, 1972, the access must meet the emergency exit access requirements under which the airplane was type certificated; except that,

(iii) After December 3, 1992, the ac-

cess for an airplane type certificated after January 1, 1958, must meet the re-quirements of §25.813(c) of this chapter, effective June 3, 1992.

(iv) Contrary provisions of this sec-

tion notwithstanding, the Director of the division of the Aircraft Certifi-cation Service responsible for the air-worthiness rules may authorize devi-ation from the requirements of para-graph (f)(3)(iii) of this section if it is determined that special circumstances make compliance impractical. Such special circumstances include, but are not limited to, the following conditions when they preclude achieving compli-ance with §25.813(c)(1)(i) or (ii) without a reduction in the total number of pas-senger seats: emergency exits located in close proximity to each other; fixed installations such as lavatories, gal-leys, etc.; permanently mounted bulk-heads; an insufficient number of rows ahead of or behind the exit to enable compliance without a reduction in the seat row pitch of more than one inch; or an insufficient number of such rows to enable compliance without a reduc-tion in the seat row pitch to less than 30 inches. A request for such grant of deviation must include credible rea-sons as to why literal compliance with §25.813(c)(1)(i) or (ii) is impractical and a description of the steps taken to achieve a level of safety as close to that intended by §25.813(c)(1)(i) or (ii) as is practical.

(v) The Director of the division of the

Aircraft Certification Service respon-sible for the airworthiness rules may also authorize a compliance date later

129 Federal Aviation Administration, DOT § 121.310

than December 3, 1992, if it is deter-

mined that special circumstances make compliance by that date imprac-tical. A request for such grant of devi-ation must outline the airplanes for which compliance will be achieved by December 3, 1992, and include a pro-posed schedule for incremental compli-ance of the remaining airplanes in the operator’s fleet. In addition, the re-quest must include credible reasons why compliance cannot be achieved earlier.

(4) If it is necessary to pass through

a passageway between passenger com-partments to reach any required emer-gency exit from any seat in the pas-senger cabin, the passageway must not be obstructed. However, curtains may be used if they allow free entry through the passageway.

(5) No door may be installed in any

partition between passenger compart-ments.

(6) No person may operate an air-

plane manufactured after November 27, 2006, that incorporates a door installed between any passenger seat occupiable for takeoff and landing and any pas-senger emergency exit, such that the door crosses any egress path (including aisles, crossaisles and passageways).

(7) If it is necessary to pass through

a doorway separating the passenger cabin from other areas to reach re-quired emergency exit from any pas-senger seat, the door must have a means to latch it in open position, and the door must be latched open during each takeoff and landing. The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate inertia forces, relative to the surrounding structure, listed in §25.561(b) of this chapter.

(g) Exterior exit markings. Each pas-

senger emergency exit and the means of opening that exit from the outside must be marked on the outside of the airplane. There must be a 2-inch col-ored band outlining each passenger emergency exit on the side of the fuse-lage. Each outside marking, including the band, must be readily distinguish-able from the surrounding fuselage

area by contrast in color. The mark-ings must comply with the following: (1) If the reflectance of the darker

color is 15 percent or less, the reflec-tance of the lighter color must be at least 45 percent.

(2) If the reflectance of the darker

color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided.

(3) Exits that are not in the side of

the fuselage must have the external means of opening and applicable in-structions marked conspicuously in red or, if red is inconspicuous against the background color, in bright chrome yellow and, when the opening means for such an exit is located on only one side of the fuselage, a conspicuous marking to that effect must be pro-vided on the other side. Reflectance is

the ratio of the luminous flux reflected by a body to the luminous flux it re-ceives.

(h) Exterior emergency lighting and es-

cape route. (1) Except for nontransport

category airplanes certificated after December 31, 1964, each passenger-car-rying airplane must be equipped with exterior lighting that meets the fol-lowing requirements:

(i) For an airplane for which the ap-

plication for the type certificate was filed prior to May 1, 1972, the require-ments of §25.812 (f) and (g) of this chap-ter in effect on April 30, 1972.

(ii) For an airplane for which the ap-

plication for the type certificate was filed on or after May 1, 1972, the exte-rior emergency lighting requirements under which the airplane was type cer-tificated.

(2) Each passenger-carrying airplane

must be equipped with a slip-resistant escape route that meets the following requirements:

(i) For an airplane for which the ap-

plication for the type certificate was filed prior to May 1, 1972, the require-ments of §25.803(e) of this chapter in ef-fect on April 30, 1972.

(ii) For an airplane for which the ap-

plication for the type certificate was filed on or after May 1, 1972, the slip-re-sistant escape route requirements under which the airplane was type cer-tificated.

(i) Floor level exits. Each floor level

door or exit in the side of the fuselage (other than those leading into a cargo

130 14 CFR Ch. I (1–1–25 Edition) § 121.311

or baggage compartment that is not

accessible from the passenger cabin) that is 44 or more inches high and 20 or more inches wide, but not wider than 46 inches, each passenger ventral exit (except the ventral exits on M–404 and CV–240 airplanes), and each tail cone exit, must meet the requirements of this section for floor level emergency exits. However, the Administrator may grant a deviation from this paragraph if he finds that circumstances make full compliance impractical and that an acceptable level of safety has been achieved.

(j) Additional emergency exits. Ap-

proved emergency exits in the pas-senger compartments that are in ex-cess of the minimum number of re-quired emergency exits must meet all of the applicable provisions of this sec-tion except paragraphs (f)(1), (2), and (3) of this section and must be readily accessible.

(k) On each large passenger-carrying

turbojet-powered airplane, each ven-tral exit and tailcone exit must be—

(1) Designed and constructed so that

it cannot be opened during flight; and

(2) Marked with a placard readable

from a distance of 30 inches and in-stalled at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.

(l) Emergency exit features. (1) Each

transport category airplane manufac-tured after November 26, 2007 must com-

ply with the provisions of §25.809(i) and

(2) After November 26, 2007 each

transport category airplane must com-ply with the provisions of §25.813(b)(6)(ii) in effect on November 26, 2007.

(m) Except for an airplane used in op-

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

exit edges.

(n) Portable lights. No person may op-

erate a passenger-carrying airplane un-less it is equipped with flashlight stow-age provisions accessible from each flight attendant seat.

[Docket 2033, 30 FR 3205, Mar. 9, 1965]

EDITORIAL NOTE: For F EDERAL REGISTER ci-

tations affecting §121.310, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

§ 121.311 Seats, safety belts, and shoul-

der harnesses.

(a) No person may operate an air-

plane unless there are available during the takeoff, en route flight, and land-ing—

(1) An approved seat or berth for each

person on board the airplane who has reached his second birthday; and

(2) An approved safety belt for sepa-

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

(b) Except as provided in this para-

graph, each person on board an air-plane operated under this part shall oc-cupy an approved seat or berth with a separate safety belt properly secured about him or her during movement on the surface, takeoff, and landing. A safety belt provided for the occupant of a seat may not be used by more than one person who has reached his or her second birthday. Notwithstanding the preceding requirements, a child may:

(1) Be held by an adult who is occu-

pying an approved seat or berth, pro-vided the child has not reached his or her second birthday and the child does not occupy or use any restraining de-vice; or

(2) Notwithstanding any other re-

quirement of this chapter, occupy an approved child restraint system fur-nished by the certificate holder or one of the persons described in paragraph (b)(2)(i) of this section, provided:

(i) The child is accompanied by a par-

ent, guardian, or attendant designated

131 Federal Aviation Administration, DOT § 121.311

by the child’s parent or guardian to at-

tend to the safety of the child during the flight;

(ii) Except as provided in paragraph

(b)(2)(ii)(D) of this section, the ap-proved child restraint system bears one or more labels as follows:

(A) Seats manufactured to U.S.

standards between January 1, 1981, and February 25, 1985, must bear the label: ‘‘This child restraint system conforms to all applicable Federal motor vehicle safety standards.’’

(B) Seats manufactured to U.S.

standards on or after February 26, 1985, must bear two labels:

(1) ‘‘This child restraint system con-

forms to all applicable Federal motor vehicle safety standards’’; and

(2) ‘‘THIS RESTRAINT IS CER-

TIFIED FOR USE IN MOTOR VEHI-CLES AND AIRCRAFT’’ in red let-tering;

paragraphs (b)(2)(ii)(A) and (b)(2)(ii)(B) of this section must bear a label or markings showing:

(1) That the seat was approved by a

foreign government;

(2) That the seat was manufactured

under the standards of the United Na-tions;

(3) That the seat or child restraint

device furnished by the certificate holder was approved by the FAA through Type Certificate or Supple-mental Type Certificate; or

(4) That the seat or child restraint

device furnished by the certificate holder, or one of the persons described in paragraph (b)(2)(i) of this section, was approved by the FAA in accord-ance with §21.8(d) of this chapter or Technical Standard Order C–100b, or a later version. The child restraint de-vice manufactured by AmSafe, Inc. (CARES, Part No. 4082) and approved by the FAA in accordance with §21.305(d) (2010 ed.) of this chapter may continue to bear a label or markings showing FAA approval in accordance with §21.305(d) (2010 ed.) of this chapter.

(D) Except as provided in

§121.311(b)(2)(ii)(C)( 3) and

§121.311(b)(2)(ii)(C)( 4), booster-type

child restraint systems (as defined in Federal Motor Vehicle Safety Standard No. 213 (49 CFR 571.213)), vest- and har-ness-type child restraint systems, and lap held child restraints are not ap-

proved for use in aircraft; and

(iii) The certificate holder complies

with the following requirements:

(A) The restraint system must be

properly secured to an approved for-ward-facing seat or berth;

(B) The child must be properly se-

cured in the restraint system and must not exceed the specified weight limit for the restraint system; and

the appropriate label(s).

(c)(3) of this section, the following pro-hibitions apply to certificate holders:

(1) Except as provided in

§121.311(b)(2)(ii)(C)( 3) and

§121.311(b)(2)(ii)(C)( 4), no certificate

holder may permit a child, in an air-craft, to occupy a booster-type child restraint system, a vest-type child re-straint system, a harness-type child re-straint system, or a lap held child re-straint system during take off, landing, and movement on the surface.

(2) Except as required in paragraph

(c)(1) of this section, no certificate holder may prohibit a child, if re-quested by the child’s parent, guardian, or designated attendant, from occu-pying a child restraint system fur-nished by the child’s parent, guardian, or designated attendant provided—

(i) The child holds a ticket for an ap-

proved seat or berth or such seat or berth is otherwise made available by the certificate holder for the child’s use;

(ii) The requirements of paragraph

(b)(2)(i) of this section are met;

(iii) The requirements of paragraph

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

(iv) The child restraint system has

one or more of the labels described in paragraphs (b)(2)(ii)(A) through (b)(2)(ii)(C) of this section.

(3) This section does not prohibit the

certificate holder from providing child restraint systems authorized by this section or, consistent with safe oper-ating practices, determining the most appropriate passenger seat location for the child restraint system.

(d) Each sideward facing seat must

comply with the applicable require-ments of §25.785(c) of this chapter.

(e) Except as provided in paragraphs

(e)(1) through (e)(3) of this section, no

132 14 CFR Ch. I (1–1–25 Edition) § 121.312

certificate holder may take off or land

an airplane unless each passenger seat back is in the upright position. Each passenger shall comply with instruc-tions given by a crewmember in com-pliance with this paragraph.

(1) This paragraph does not apply to

seat backs placed in other than the up-right position in compliance with §121.310(f)(3).

(2) This paragraph does not apply to

seats on which cargo or persons who are unable to sit erect for a medical reason are carried in accordance with procedures in the certificate holder’s manual if the seat back does not ob-struct any passenger’s access to the aisle or to any emergency exit.

(3) On airplanes with no flight at-

tendant, the certificate holder may take off or land as long as the flightcrew instructs each passenger to place his or her seat back in the up-right position for takeoff and landing.

(f) No person may operate a transport

category airplane that was type certifi-cated after January 1, 1958, or a non-transport category airplane manufac-tured after March 20, 1997, unless it is equipped at each flight deck station with a combined safety belt and shoul-der harness that meets the applicable requirements specified in §25.785 of this chapter, effective March 6, 1980, except that—

(1) Shoulder harnesses and combined

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

(2) Safety belt and shoulder harness

restraint systems may be designed to the inertia load factors established under the certification basis of the air-plane.

(g) Each flight attendant must have a

seat for takeoff and landing in the pas-senger compartment that meets the re-quirements of §25.785 of this chapter, effective March 6, 1980, except that—

(1) Combined safety belt and shoulder

harnesses that were approved and in-stalled before March, 6, 1980, may con-tinue to be used; and

(2) Safety belt and shoulder harness

restraint systems may be designed to the inertia load factors established under the certification basis of the air-plane. (3) The requirements of §25.785(h) do

not apply to passenger seats occupied by flight attendants not required by §121.391.

(h) Each occupant of a seat equipped

with a shoulder harness or with a com-bined safety belt and shoulder harness must have the shoulder harness or combined safety belt and shoulder har-ness properly secured about that occu-pant during takeoff and landing, except that a shoulder harness that is not combined with a safety belt may be un-fastened if the occupant cannot per-form the required duties with the shoulder harness fastened.

(i) At each unoccupied seat, the safe-

ty belt and shoulder harness, if in-stalled, must be secured so as not to interfere with crewmembers in the per-formance of their duties or with the rapid egress of occupants in an emer-gency.

(j) After October 27, 2009, no person

may operate a transport category air-plane type certificated after January 1, 1958 and manufactured on or after Oc-tober 27, 2009 in passenger-carrying op-erations under this part unless all pas-senger and flight attendant seats on the airplane meet the requirements of §25.562 in effect on or after June 16, 1988.

(k) Seat dimension disclosure. (1) Each

air carrier that conducts operations under this part and that has a Web site must make available on its Web site the width of the narrowest and widest passenger seats in each class of service for each airplane make, model and se-ries operated by that air carrier in pas-senger-carrying operations.

(2) For purposes of paragraph (k)(1) of

this section, the width of a passenger seat means the distance between the inside of the armrests for that seat.

[Docket 7522, 32 FR 13267, Sept. 20, 1967]

EDITORIAL NOTE: For F EDERAL REGISTER ci-

tations affecting §121.311, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

§ 121.312 Materials for compartment

interiors.

(a) All interior materials; transport cat-

egory airplanes and nontransport cat-egory airplanes type certificated before

133 Federal Aviation Administration, DOT § 121.312

January 1, 1965. Except for the mate-

rials covered by paragraph (b) of this section, all materials in each compart-ment of a transport category airplane, or a nontransport category airplane type certificated before January 1, 1965, used by the crewmembers and pas-sengers, must meet the requirements of §25.853 of this chapter in effect as fol-lows, or later amendment thereto:

(1) Airplane with passenger seating ca-

pacity of 20 or more —(i) Manufactured

after August 19, 1988, but prior to August 20, 1990. Except as provided in para-

graph (a)(3)(ii) of this section, each air-plane with a passenger capacity of 20 or more and manufactured after August 19, 1988, but prior to August 20, 1990, must comply with the heat release rate testing provisions of §25.853(d) in effect March 6, 1995 (formerly §25.853(a–1) in effect on August 20, 1986) (see App. L of this part), except that the total heat release over the first 2 minutes of sam-ple exposure must not exceed 100 kilo-watt minutes per square meter and the peak heat release rate must not exceed 100 kilowatts per square meter.

(ii) Manufactured after August 19, 1990.

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

(2) Substantially complete replacement

of the cabin interior on or after May 1, 1972—(i) Airplane for which the applica-

tion for type certificate was filed prior to May 1, 1972. Except as provided in para-

graph (a)(3)(i) or (a)(3)(ii) of this sec-tion, each airplane for which the appli-cation for type certificate was filed prior to May 1, 1972, must comply with the provisions of §25.853 in effect on April 30, 1972, regardless of passenger capacity, if there is a substantially complete replacement of the cabin in-terior after April 30, 1972.

(ii) Airplane for which the application

for type certificate was filed on or after May 1, 1972. Except as provided in para-

graph (a)(3)(i) or (a)(3)(ii) of this sec-tion, each airplane for which the appli-cation for type certificate was filed on or after May 1, 1972, must comply with the material requirements under which the airplane was type certificated, re-

gardless of passenger capacity, if there is a substantially complete replace-ment of the cabin interior on or after that date.

(3) Airplane type certificated after Jan-

uary 1, 1958, with passenger capacity of 20 or more —(i) Substantially complete re-

placement of the cabin interior on or after March 6, 1995. Except as provided in

paragraph (a)(3)(ii) of this section, each airplane that was type certificated after January 1, 1958, and has a pas-senger capacity of 20 or more, must comply with the heat release rate test-ing provisions of §25.853(d) in effect March 6, 1995 (formerly §25.853(a–1) in effect on August 20, 1986)(see app. L of this part), if there is a substantially complete replacement of the cabin in-terior components identified in §25.853(d), on or after that date, except that the total heat release over the first 2 minutes of sample exposure shall not exceed 100 kilowatt-minutes per square meter and the peak heat release rate must not exceed 100 kilowatts per square meter.

(ii) Substantially complete replacement

of the cabin interior on or after August 20, 1990. Each airplane that was type cer-

tificated after January 1, 1958, and has a passenger capacity of 20 or more, must comply with the heat release rate and smoke testing provisions of §25.853(d) in effect March 6, 1995 (for-merly §25.853(a–1) in effect on Sep-tember 26, 1988)(see app. L of this part), if there is a substantially complete re-placement of the cabin interior compo-nents identified in §25.853(d), on or after August 20, 1990.

(4) Contrary provisions of this sec-

tion notwithstanding, the Director of the division of the Aircraft Certifi-cation Service responsible for the air-worthiness rules may authorize devi-ation from the requirements of para-graph (a)(1)(i), (a)(1)(ii), (a)(3)(i), or (a)(3)(ii) of this section for specific components of the cabin interior that do not meet applicable flammability and smoke emission requirements, if the determination is made that special circumstances exist that make compli-ance impractical. Such grants of devi-ation will be limited to those airplanes manufactured within 1 year after the applicable date specified in this section

134 14 CFR Ch. I (1–1–25 Edition) § 121.313

and those airplanes in which the inte-

rior is replaced within 1 year of that date. A request for such grant of devi-ation must include a thorough and ac-curate analysis of each component sub-ject to §25.853(a–1), the steps being taken to achieve compliance, and, for the few components for which timely compliance will not be achieved, cred-ible reasons for such noncompliance.

(5) Contrary provisions of this sec-

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

(b) Seat cushions. Seat cushions, ex-

cept those on flight crewmember seats, in each compartment occupied by crew or passengers, must comply with the requirements pertaining to seat cush-ions in §25.853(c) effective on November 26, 1984, on each airplane as follows:

(1) Each transport category airplane

type certificated after January 1, 1958; and

(2) On or after December 20, 2010,

each nontransport category airplane type certificated after December 31, 1964.

certificated in accordance with SFAR No. 41 of 14 CFR part 21. No person may op-

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

(d) All interior materials; other air-

planes. For each material or seat cush-

ion to which a requirement in para-graphs (a), (b), or (c) of this section does not apply, the material and seat cushion in each compartment used by the crewmembers and passengers must meet the applicable requirement under

which the airplane was type certifi-cated.

(e) Thermal/acoustic insulation ma-

terials. For transport category air-planes type certificated after January 1, 1958:

(1) For airplanes manufactured before

September 2, 2005, when thermal/acous-tic insulation is installed in the fuse-lage as replacements after September 2, 2005, the insulation must meet the flame propagation requirements of §25.856 of this chapter, effective Sep-tember 2, 2003, if it is:

(i) Of a blanket construction or (ii) Installed around air ducting. (2) For airplanes manufactured after

September 2, 2005, thermal/acoustic in-sulation materials installed in the fu-selage must meet the flame propaga-tion requirements of §25.856 of this chapter, effective September 2, 2003.

(3) For airplanes with a passenger ca-

pacity of 20 or greater, manufactured after September 2, 2009, thermal/acous-tic insulation materials installed in the lower half of the fuselage must meet the flame penetration resistance requirements of §25.856 of this chapter, effective September 2, 2003.

[Docket 28154, 60 FR 65930, Dec. 20, 1995, as

amended by Amdt. 121–301, 68 FR 45083, July 31, 2003; Amdt. 121–320, 70 FR 77752, Dec. 30, 2005; Amdt. 121–330, 72 FR 1442, Jan. 12, 2007; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.313 Miscellaneous equipment.

No person may conduct any oper-

ation unless the following equipment is installed in the airplane:

(a) If protective fuses are installed on

an airplane, the number of spare fuses approved for that airplane and appro-priately described in the certificate holder’s manual.

(b) A windshield wiper or equivalent

for each pilot station.

system that meets the requirements of §§25.1309, 25.1331, 25.1351(a) and (b)(1) through (4), 25.1353, 25.1355, and 25.1431(b) or that is able to produce and distribute the load for the required in-struments and equipment, with use of an external power supply if any one power source or component of the power distribution system fails. The

135 Federal Aviation Administration, DOT § 121.313

use of common elements in the system

may be approved if the Administrator finds that they are designed to be rea-sonably protected against malfunc-tioning. Engine-driven sources of en-ergy, when used, must be on separate engines.

(d) A means for indicating the ade-

quacy of the power being supplied to required flight instruments.

(e) Two independent static pressure

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

(f) A door between the passenger and

pilot compartments ( i.e., flightdeck

door), with a locking means to prevent passengers from opening it without the pilot’s permission, except that non-transport category airplanes certifi-cated after December 31, 1964, are not required to comply with this para-graph. For airplanes equipped with a crew rest area having separate entries from the flightdeck and the passenger compartment, a door with such a lock-ing means must be provided between the crew rest area and the passenger compartment.

(g) A key for each door that sepa-

rates a passenger compartment from another compartment that has emer-gency exit provisions. Except for flightdeck doors, a key must be readily available for each crewmember. Except as provided below, no person other than a person who is assigned to per-form duty on the flightdeck may have a key to the flightdeck door. Before April 22, 2003, any crewmember may have a key to the flightdeck door but only if the flightdeck door has an in-ternal flightdeck locking device in-stalled, operative, and in use. Such ‘‘internal flightdeck locking device’’ has to be designed so that it can only be unlocked from inside the flightdeck.

(h) A placard on each door that is the

means of access to a required passenger emergency exit, to indicate that it must be open during takeoff and land-

ing.

(i) A means for the crew, in an emer-

gency to unlock each door that leads to a compartment that is normally acces-sible to passengers and that can be locked by passengers.

(j) After April 9, 2003, for airplanes

required by paragraph (f) of this sec-tion to have a door between the pas-senger and pilot or crew rest compart-ments, and for transport category, all- cargo airplanes that have a door in-stalled between the pilot compartment and any other occupied compartment on January 15, 2002;

(1) After April 9, 2003, for airplanes

required by paragraph (f) of this sec-tion to have a door between the pas-senger and pilot or crew rest compart-ments,

(i) Each such door must meet the re-

quirements of §25.795(a)(1) and (2) in ef-fect on January 15, 2002; and

(ii) Each operator must establish

methods to enable a flight attendant to enter the pilot compartment in the event that a flightcrew member be-comes incapacitated. Any associated signal or confirmation system must be operable by each flightcrew member from that flightcrew member’s duty station.

(2) After October 1, 2003, for transport

category, all-cargo airplanes that had a door installed between the pilot com-partment and any other occupied com-partment on or after January 15, 2002, each such door must meet the require-ments of §25.795(a)(1) and (2) in effect on January 15, 2002; or the operator must implement a security program approved by the Transportation Secu-rity Administration (TSA) for the oper-ation of all airplanes in that operator’s fleet.

(k) Except for all-cargo operations as

defined in §110.2 of this chapter, for all passenger-carrying airplanes that re-quire a lockable flightdeck door in ac-cordance with paragraph (f) of this sec-tion, a means to monitor from the flightdeck side of the door the area outside the flightdeck door to identify persons requesting entry and to detect suspicious behavior and potential threats.

(l) For airplanes required by para-

graph (f) of this section to have a door

136 14 CFR Ch. I (1–1–25 Edition) § 121.314

between the passenger and pilot or

crew rest compartments, and for pas-senger-carrying transport category air-planes that have a door installed be-tween the pilot compartment and any other occupied compartment, that were manufactured after August 25, 2025, an installed physical secondary barrier (IPSB) that meets the requirements of §25.795(a)(4) of this chapter in effect on August 25, 2023.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–5, 30 FR 6113, Apr. 30, 1965; Amdt. 121–251, 60 FR 65931, Dec. 20, 1995; Amdt. 121–288, 67 FR 2127, Jan. 15, 2002; Amdt. 121–299, 68 FR 42881, July 18, 2003; Amdt. 121– 334, 72 FR 45635, Aug. 15, 2007; Amdt. 121–353, 76 FR 7488, Feb. 10, 2011; Amdt. 121–389, 88 FR 41308, June 26, 2023]

§ 121.314 Cargo and baggage compart-

ments.

For each transport category airplane

type certificated after January 1, 1958:

(a) Each Class C or Class D compart-

ment, as defined in §25.857 of this Chap-ter in effect on June 16, 1986 (see Ap-pendix L to this part), that is greater than 200 cubic feet in volume must have ceiling and sidewall liner panels which are constructed of:

(1) Glass fiber reinforced resin; (2) Materials which meet the test re-

quirements of part 25, appendix F, part III of this chapter; or

(3) In the case of liner installations

approved prior to March 20, 1989, alu-minum.

(b) For compliance with paragraph

(a) of this section, the term ‘‘liner’’ in-cludes any design feature, such as a joint or fastener, which would affect the capability of the liner to safely contain a fire.

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

the standards in §25.857(e) for a Class E compartment.

(d) Reports of conversions and retrofits.

(1) Until such time as all Class D com-partments in aircraft operated under this part by the certificate have been converted or retrofitted with appro-priate detection and suppression sys-tems, each certificate holder must sub-mit written progress reports to the

FAA that contain the information specified below.

(i) The serial number of each airplane

listed in the operations specifications issued to the certificate holder for op-eration under this part in which all Class D compartments have been con-verted to Class C or Class E compart-ments;

(ii) The serial number of each air-

plane listed in the operations specifica-tion issued to the certificate holder for operation under this part, in which all Class D compartments have been retro-fitted to meet the fire detection and suppression requirements for Class C or the fire detection requirements for Class E; and

(iii) The serial number of each air-

plane listed in the operations specifica-tions issued to the certificate holder for operation under this part that has at least one Class D compartment that has not been converted or retrofitted.

(2) The written report must be sub-

mitted to the responsible Flight Stand-ards office by July 1, 1998, and at each three-month interval thereafter.

[Docket 28937, 63 FR 8049, Feb. 17, 1998, as

amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.315 Cockpit check procedure.

(a) Each certificate holder shall pro-

vide an approved cockpit check proce-dure for each type of aircraft.

(b) The approved procedures must in-

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

readily usable in the cockpit of each aircraft and the flight crew shall follow them when operating the aircraft.

§ 121.316 Fuel tanks.

Each turbine powered transport cat-

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

[Docket 25614, 54 FR 40354, Sept. 29, 1989]

137 Federal Aviation Administration, DOT § 121.317

§ 121.317 Passenger information re-

quirements, smoking prohibitions, and additional seat belt require-ments.

(a) Except as provided in paragraph

(l) of this section, no person may oper-ate an airplane unless it is equipped with passenger information signs that meet the requirements of §25.791 of this chapter.

(b) Except as provided in paragraph

(l) of this section, the ‘‘Fasten Seat Belt’’ sign shall be turned on during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command.

plane on a flight on which smoking is prohibited by part 252 of this title un-less either the ‘‘No Smoking’’ pas-senger information signs are lighted during the entire flight, or one or more ‘‘No Smoking’’ placards meeting the requirements of §25.1541 of this chapter are posted during the entire flight seg-ment. If both the lighted signs and the placards are used, the signs must re-main lighted during the entire flight segment.

(d) No person may operate a pas-

senger-carrying airplane under this part unless at least one legible sign or placard that reads ‘‘Fasten Seat Belt While Seated’’ is visible from each pas-senger seat. These signs or placards need not meet the requirements of paragraph (a) of this section.

(e) No person may operate an air-

plane unless there is installed in each lavatory a sign or placard that reads: ‘‘Federal law provides for a penalty of up to $2,000 for tampering with the smoke detector installed in this lava-tory.’’ These signs or placards need not meet the requirements of paragraph (a) of this section.

(f) Each passenger required by

§121.311(b) to occupy a seat or berth shall fasten his or her safety belt about him or her and keep it fastened while the ‘‘Fasten Seat Belt’’ sign is lighted.

(g) No person may smoke while a ‘‘No

Smoking’’ sign is lighted or while ‘‘No Smoking’’ placards are posted, except as follows:

(1) Supplemental operations. The pilot

in command of an airplane engaged in a supplemental operation may author-ize smoking on the flight deck (if it is

physically separated from any pas-senger compartment), but not in any of the following situations:

(i) During airplane movement on the

surface or during takeoff or landing;

(ii) During scheduled passenger-car-

rying public charter operations con-ducted under part 380 of this title; or

(iii) During any operation where

smoking is prohibited by part 252 of this title or by international agree-ment.

(2) Certain intrastate domestic oper-

ations. Except during airplane move-

ment on the surface or during takeoff or landing, a pilot in command of an airplane engaged in a domestic oper-ation may authorize smoking on the flight deck (if it is physically separated from the passenger compartment) if—

(i) Smoking on the flight deck is not

otherwise prohibited by part 252 of this title;

(ii) The flight is conducted entirely

within the same State of the United States (a flight from one place in Ha-waii to another place in Hawaii through the airspace over a place out-side of Hawaii is not entirely within the same State); and

(iii) The airplane is either not tur-

bojet-powered or the airplane is not ca-pable of carrying at least 30 passengers.

(h) No person may smoke in any air-

plane lavatory.

(i) No person may tamper with, dis-

able, or destroy any smoke detector in-stalled in any airplane lavatory.

(j) On flight segments other than

those described in paragraph (c) of this section, the ‘‘No Smoking’’ sign must be turned on during any movement on the surface, for each takeoff, for each landing, and at any other time consid-ered necessary by the pilot in com-mand.

(k) Each passenger shall comply with

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

(l) A certificate holder may operate a

nontransport category airplane type certificated after December 31, 1964, that is manufactured before December 20, 1997, if it is equipped with at least one placard that is legible to each per-son seated in the cabin that states

138 14 CFR Ch. I (1–1–25 Edition) § 121.318

‘‘Fasten Seat Belt,’’ and if, during any

movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command, a crewmember oral-ly instructs the passengers to fasten their seat belts.

[Docket 25590, 53 FR 12361, Apr. 13, 1988, as

amended by Amdt. 121–196, 53 FR 44182, Nov. 2, 1988; Amdt. 121–213, 55 FR 8367, Mar. 7, 1990; Amdt. 121–230, 57 FR 42673, Sept. 15, 1992; Amdt. 121–251, 60 FR 65931, Dec. 20, 1995; Amdt. 121–256, 61 FR 30434, June 14, 1996; Amdt. 121–277, 65 FR 36779, June 9, 2000; Docket FAA–2024–2052, Amdt. 121–393, 89 FR 68100, Aug. 23, 2024]

§ 121.318 Public address system.

No person may operate an airplane

with a seating capacity of more than 19 passengers unless it is equipped with a public address system which—

(a) Is capable of operation inde-

pendent of the crewmember interphone system required by §121.319, except for handsets, headsets, microphones, selec-tor switches, and signaling devices;

(b) Is approved in accordance with

§21.305 of this chapter;

from each of two flight crewmember stations in the pilot compartment;

(d) For each required floor-level pas-

senger emergency exit which has an ad-jacent flight attendant seat, has a microphone which is readily accessible to the seated flight attendant, except that one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated flight attendants;

(e) Is capable of operation within 10

seconds by a flight attendant at each of those stations in the passenger com-partment from which its use is acces-sible;

(f) Is audible at all passenger seats,

lavatories, and flight attendant seats and work stations; and

(g) For transport category airplanes

manufactured on or after November 27, 1990, meets the requirements of §25.1423 of this chapter.

[Docket 24995, 54 FR 43926, Oct. 27, 1989] § 121.319 Crewmember interphone sys-

tem.

(a) No person may operate an air-

plane with a seating capacity of more than 19 passengers unless the airplane is equipped with a crewmember inter-phone system that:

(1) [Reserved] (2) Is capable of operation inde-

pendent of the public address system required by §121.318(a) except for handsets, headsets, microphones, selec-tor switches, and signaling devices; and

(3) Meets the requirements of para-

graph (b) of this section.

(b) The crewmember interphone sys-

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

(1) It must provide a means of two-

way communication between the pilot compartment and—

(i) Each passenger compartment; and (ii) Each galley located on other than

the main passenger deck level.

(2) It must be accessible for imme-

diate use from each of two flight crew-member stations in the pilot compart-ment;

(3) It must be accessible for use from

at least one normal flight attendant station in each passenger compart-ment;

(4) It must be capable of operation

within 10 seconds by a flight attendant at those stations in each passenger compartment from which its use is ac-cessible; and

(5) For large turbojet-powered air-

planes:

(i) It must be accessible for use at

enough flight attendant stations so that all floor-level emergency exits (or entryways to those exits in the case of exits located within galleys) in each passenger compartment are observable from one or more of those stations so equipped;

(ii) It must have an alerting system

incorporating aural or visual signals for use by flight crewmembers to alert flight attendants and for use by flight attendants to alert flight crew-members;

(iii) The alerting system required by

paragraph (b)(5)(ii) of this section must have a means for the recipient of a call

139 Federal Aviation Administration, DOT § 121.321

to determine whether it is a normal

call or an emergency call; and

(iv) When the airplane is on the

ground, it must provide a means of two-way communication between ground personnel and either of at least two flight crewmembers in the pilot compartment. The interphone system station for use by ground personnel must be so located that personnel using the system may avoid visible de-tection from within the airplane.

[Docket 10865, 38 FR 21494, Aug. 9, 1973, as

amended by Amdt. 121–121, 40 FR 42186, Sept. 11, 1975; Amdt. 121–149, 43 FR 50602, Oct. 30, 1978; Amdt. 121–178, 47 FR 13316, Mar. 29, 1982; Amdt. 121–253, 61 FR 2611, Jan. 26, 1996]

§ 121.321 Operations in icing.

After October 21, 2013, no person may

operate an airplane with a certificated maximum takeoff weight less than 60,000 pounds in conditions conducive to airframe icing unless it complies with this section. As used in this sec-tion, the phrase ‘‘conditions conducive to airframe icing’’ means visible mois-ture at or below a static air tempera-ture of 5 °C or a total air temperature

of 10 °C, unless the approved Airplane

Flight Manual provides another defini-tion.

(a) When operating in conditions con-

ducive to airframe icing, compliance must be shown with paragraph (a)(1), or (2), or (3) of this section.

(1) The airplane must be equipped

with a certificated primary airframe ice detection system.

(i) The airframe ice protection sys-

tem must be activated automatically, or manually by the flightcrew, when the primary ice detection system indi-cates activation is necessary.

(ii) When the airframe ice protection

system is activated, any other proce-dures in the Airplane Flight Manual for operating in icing conditions must be initiated.

(2) Visual cues of the first sign of ice

formation anywhere on the airplane and a certificated advisory airframe ice detection system must be provided.

(i) The airframe ice protection sys-

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

system is activated, any other proce-dures in the Airplane Flight Manual for operating in icing conditions must be initiated.

(3) If the airplane is not equipped to

comply with the provisions of para-graph (a)(1) or (2) of this section, then the following apply:

(i) When operating in conditions con-

ducive to airframe icing, the airframe ice protection system must be acti-vated prior to, and operated during, the following phases of flight:

(A) Takeoff climb after second seg-

ment,

(B) En route climb, (C) Go-around climb, (D) Holding, (E) Maneuvering for approach and

landing, and

(F) Any other operation at approach

or holding airspeeds.

(ii) During any other phase of flight,

the airframe ice protection system must be activated and operated at the first sign of ice formation anywhere on the airplane, unless the Airplane Flight Manual specifies that the air-frame ice protection system should not be used or provides other operational instructions.

(iii) Any additional procedures for

operation in conditions conducive to icing specified in the Airplane Flight Manual or in the manual required by §121.133 must be initiated.

(b) If the procedures specified in

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

eration of the airframe ice protection system must be established and docu-mented in:

(1) The Airplane Flight Manual for

airplanes that comply with paragraph (a)(1) or (2) of this section, or

(2) The Airplane Flight Manual or in

the manual required by §121.133 for air-planes that comply with paragraph (a)(3) of this section.

(d) Procedures for operation of the

airframe ice protection system must include initial activation, operation after initial activation, and deactiva-tion. Procedures for operation after

140 14 CFR Ch. I (1–1–25 Edition) § 121.323

initial activation of the ice protection

system must address—

(1) Continuous operation, (2) Automatic cycling, (3) Manual cycling if the airplane is

equipped with an ice detection system that alerts the flightcrew each time the ice protection system must be cy-cled, or

(4) Manual cycling based on a time

interval if the airplane type is not equipped with features necessary to implement (d)(1)–(3) of this section.

(e) System installations used to com-

ply with paragraph (a)(1) or (a)(2) of this section must be approved through an amended or supplemental type cer-tificate in accordance with part 21 of this chapter.

[Docket FAA–2009–0675, 78 FR 15876, Mar. 13,

2013]

§ 121.323 Instruments and equipment

for operations at night.

No person may operate an airplane at

night under this part unless it is equipped with the following instru-ments and equipment in addition to those required by §§121.305 through 121.321 and 121.803:

(a) Position lights. (b) An anti-collision light. (c) Two landing lights, except that

only one landing light is required for nontransport category airplanes type certificated after December 31, 1964.

(d) Instrument lights providing

enough light to make each required in-strument, switch, or similar instru-ment, easily readable and installed so that the direct rays are shielded from the flight crewmembers’ eyes and that no objectionable reflections are visible to them. There must be a means of con-trolling the intensity of illumination unless it is shown that nondimming in-

strument lights are satisfactory.

(e) An airspeed-indicating system

with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(f) A sensitive altimeter.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–251, 60 FR 65932, Dec. 20, 1995; Amdt. 121–281, 66 FR 19043, Apr. 12, 2001] § 121.325 Instruments and equipment

for operations under IFR or over- the-top.

No person may operate an airplane

under IFR or over-the-top conditions under this part unless it is equipped with the following instruments and equipment, in addition to those re-quired by §§121.305 through 121.321 and 121.803:

(a) An airspeed indicating system

with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(b) A sensitive altimeter. (c) Instrument lights providing

enough light to make each required in-strument, switch, or similar instru-ment, easily readable and so installed that the direct rays are shielded from the flight crewmembers’ eyes and that no objectionable reflections are visible to them, and a means of controlling the intensity of illumination unless it is shown that nondimming instrument lights are satisfactory.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–281, 66 FR 19043, Apr.

12, 2001]

§ 121.327 Supplemental oxygen: Recip-

rocating engine powered airplanes.

(a) General. Except where supple-

mental oxygen is provided in accord-ance with §121.331, no person may oper-ate an airplane unless supplemental ox-ygen is furnished and used as set forth in paragraphs (b) and (c) of this sec-tion. The amount of supplemental oxy-gen required for a particular operation is determined on the basis of flight al-titudes and flight duration, consistent with the operation procedures estab-lished for each operation and route.

(b) Crewmembers. (1) At cabin pressure

altitudes above 10,000 feet up to and in-cluding 12,000 feet, oxygen must be pro-vided for, and used by, each member of the flight crew on flight deck duty, and must be provided for other crew-members, for that part of the flight at those altitudes that is of more than 30 minutes duration.

(2) At cabin pressure altitudes above

12,000 feet, oxygen must be provided for, and used by, each member of the flight crew on flight deck duty, and

141 Federal Aviation Administration, DOT § 121.329

must be provided for other crew-

members, during the entire flight time at those altitudes.

(3) When a flight crewmember is re-

quired to use oxygen, he must use it continuously, except when necessary to remove the oxygen mask or other dis-penser in connection with his regular duties. Standby crewmembers who are on call or are definitely going to have flight deck duty before completing the flight must be provided with an amount of supplemental oxygen equal to that provided for crewmembers on duty other than on flight deck duty. If a standby crewmember is not on call and will not be on flight deck duty dur-ing the remainder of the flight, he is considered to be a passenger for the purposes of supplemental oxygen re-quirements.

shall provide a supply of oxygen, ap-proved for passenger safety, in accord-ance with the following:

(1) For flights of more than 30 min-

utes duration at cabin pressure alti-tudes above 8,000 feet up to and includ-ing 14,000 feet, enough oxygen for 30 minutes for 10 percent of the pas-sengers.

(2) For flights at cabin pressure alti-

tudes above 14,000 feet up to and in-cluding 15,000 feet, enough oxygen for that part of the flight at those alti-tudes for 30 percent of the passengers.

(3) For flights at cabin pressure alti-

tudes above 15,000 feet, enough oxygen for each passenger carried during the entire flight at those altitudes.

(d) For the purposes of this subpart

cabin pressure altitude means the pres-

sure altitude corresponding with the

pressure in the cabin of the airplane, and flight altitude means the altitude

above sea level at which the airplane is operated. For airplanes without pres-surized cabins, ‘‘cabin pressure alti-tude’’ and ‘‘flight altitude’’ mean the same thing.

§ 121.329 Supplemental oxygen for sus-

tenance: Turbine engine powered airplanes.

(a) General. When operating a turbine

engine powered airplane, each certifi-cate holder shall equip the airplane with sustaining oxygen and dispensing equipment for use as set forth in this

section:

(1) The amount of oxygen provided

must be at least the quantity nec-essary to comply with paragraphs (b) and (c) of this section.

(2) The amount of sustaining and

first-aid oxygen required for a par-ticular operation to comply with the rules in this part is determined on the basis of cabin pressure altitudes and flight duration, consistent with the op-erating procedures established for each operation and route.

(3) The requirements for airplanes

with pressurized cabins are determined on the basis of cabin pressure altitude and the assumption that a cabin pres-surization failure will occur at the alti-tude or point of flight that is most critical from the standpoint of oxygen need, and that after the failure the air-plane will descend in accordance with the emergency procedures specified in the Airplane Flight Manual, without exceeding its operating limitations, to a flight altitude that will allow suc-cessful termination of the flight.

(4) Following the failure, the cabin

pressure altitude is considered to be the same as the flight altitude unless it

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

(b) Crewmembers. Each certificate

holder shall provide a supply of oxygen for crewmembers in accordance with the following:

(1) At cabin pressure altitudes above

10,000 feet, up to and including 12,000 feet, oxygen must be provided for and used by each member of the flight crew on flight deck duty and must be pro-vided for other crewmembers for that part of the flight at those altitudes that is of more than 30 minutes dura-tion.

(2) At cabin pressure altitudes above

12,000 feet, oxygen must be provided for, and used by, each member of the flight crew on flight deck duty, and

142 14 CFR Ch. I (1–1–25 Edition) § 121.331

must be provided for other crew-

members during the entire flight at those altitudes.

(3) When a flight crewmember is re-

quired to use oxygen, he must use it continuously except when necessary to remove the oxygen mask or other dis-penser in connection with his regular duties. Standby crewmembers who are on call or are definitely going to have flight deck duty before completing the flight must be provided with an amount of supplemental oxygen equal to that provided for crewmembers on duty other than on flight duty. If a standby crewmember is not on call and will not be on flight deck duty during the remainder of the flight, he is con-sidered to be a passenger for the pur-poses of supplemental oxygen require-ments.

shall provide a supply of oxygen for passengers in accordance with the fol-lowing:

(1) For flights at cabin pressure alti-

tudes above 10,000 feet, up to and in-cluding 14,000 feet, enough oxygen for that part of the flight at those alti-tudes that is of more than 30 minutes duration, for 10 percent of the pas-sengers.

(2) For flights at cabin pressure alti-

tudes above 14,000 feet, up to and in-cluding 15,000 feet, enough oxygen for that part of the flight at those alti-tudes for 30 percent of the passengers.

(3) For flights at cabin pressure alti-

tudes above 15,000 feet, enough oxygen for each passenger carried during the entire flight at those altitudes.

§ 121.331 Supplemental oxygen re-

quirements for pressurized cabin airplanes: Reciprocating engine powered airplanes.

(a) When operating a reciprocating

engine powered airplane pressurized cabin, each certificate holder shall equip the airplane to comply with paragraphs (b) through (d) of this sec-tion in the event of cabin pressuriza-tion failure.

(b) For crewmembers. When operating

at flight altitudes above 10,000 feet, the certificate holder shall provide enough oxygen for each crewmember for the entire flight at those altitudes and not less than a two-hour supply for each flight crewmember on flight deck duty.

The required two hours supply is that quantity of oxygen necessary for a con-stant rate of descent from the air-plane’s maximum certificated oper-ating altitude to 10,000 feet in ten min-utes and followed by 110 minutes at 10,000 feet. The oxygen required by §121.337 may be considered in deter-mining the supplemental breathing supply required for flight crewmembers on flight deck duty in the event of cabin pressurization failure.

flight altitudes above 8,000 feet, the certificate holder shall provide oxygen as follows:

(1) When an airplane is not flown at

a flight altitude above flight level 250, enough oxygen for 30 minutes for 10 percent of the passengers, if at any point along the route to be flown the airplane can safely descend to a flight

altitude of 14,000 feet or less within four minutes.

(2) If the airplane cannot descend to

a flight altitude of 14,000 feet or less within four minutes, the following sup-ply of oxygen must be provided:

(i) For that part of the flight that is

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

(ii) For that part of the flight at

flight altitudes above 14,000 feet, up to and including 15,000 feet, the supply re-quired by §121.327(c)(2).

(iii) For flight at flight altitudes

above 8,000 feet up to and including 14,000 feet, enough oxygen for 30 min-utes for 10 percent of the passengers.

(3) When an airplane is flown at a

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

(d) For the purposes of this section it

is assumed that the cabin pressuriza-tion failure occurs at a time during flight that is critical from the stand-point of oxygen need and that after the failure the airplane will descend, with-out exceeding its normal operating

143 Federal Aviation Administration, DOT § 121.333

limitations, to flight altitudes allow-

ing safe flight with respect to terrain clearance.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–132, 41 FR 55475, Dec. 20, 1976]

§ 121.333 Supplemental oxygen for

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

(a) General. When operating a turbine

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

(b) Crewmembers. When operating at

flight altitudes above 10,000 feet, the certificate holder shall supply enough oxygen to comply with §121.329, but not less than a two-hour supply for each flight crewmember on flight deck duty. The required two hours supply is that quantity of oxygen necessary for a con-stant rate of descent from the air-plane’s maximum certificated oper-ating altitude to 10,000 feet in ten min-utes and followed by 110 minutes at 10,000 feet. The oxygen required in the event of cabin pressurization failure by §121.337 may be included in deter-mining the supply required for flight crewmembers on flight deck duty.

members. (1) When operating at flight

altitudes above flight level 250, each flight crewmember on flight deck duty must be provided with an oxygen mask so designed that it can be rapidly placed on his face from its ready posi-tion, properly secured, sealed, and sup-plying oxygen upon demand; and so de-signed that after being placed on the face it does not prevent immediate communication between the flight crewmember and other crewmembers over the airplane intercommunication system. When it is not being used at flight altitudes above flight level 250, the oxygen mask must be kept in con-dition for ready use and located so as to be within the immediate reach of the flight crewmember while at his duty station.

(2) When operating at flight altitudes

above flight level 250, one pilot at the controls of the airplane shall at all times wear and use an oxygen mask se-

cured, sealed, and supplying oxygen, in accordance with the following:

(i) The one pilot need not wear and

use an oxygen mask at or below the following flight levels if each flight crewmember on flight deck duty has a quick-donning type of oxygen mask that the certificate holder has shown can be placed on the face from its ready position, properly secured, sealed, and supplying oxygen upon de-mand, with one hand and within five seconds:

(A) For airplanes having a passenger

seat configuration of more than 30 seats, excluding any required crew-member seat, or a payload capacity of more than 7,500 pounds, at or below flight level 410.

(B) For airplanes having a passenger

seat configuration of less than 31 seats, excluding any required crewmember seat, and a payload capacity of 7,500 pounds or less, at or below flight level 350.

(ii) Whenever a quick-donning type of

oxygen mask is to be used under this section, the certificate holder shall also show that the mask can be put on without disturbing eye glasses and without delaying the flight crew-member from proceeding with his as-signed emergency duties. The oxygen mask after being put on must not pre-vent immediate communication be-tween the flight crewmember and other crewmembers over the airplane inter-communication system.

(3) Notwithstanding paragraph (c)(2)

of this section, if for any reason at any time it is necessary for one pilot to leave his station at the controls of the airplane when operating at flight alti-tudes above flight level 410, the re-maining pilot at the controls shall put on and use his oxygen mask until the other pilot has returned to his duty station.

(4) Before the takeoff of a flight, each

flight crewmember shall personally preflight his oxygen equipment to in-sure that the oxygen mask is func-tioning, fitted properly, and connected to appropriate supply terminals, and that the oxygen supply and pressure are adequate for use.

(d) Use of portable oxygen equipment by

cabin attendants. After November 28,

144 14 CFR Ch. I (1–1–25 Edition) § 121.335

2005 each mask used for portable oxy-

gen equipment must be connected to its oxygen supply. Above flight level 250, one of the following is required:

(1) Each attendant shall carry port-

able oxygen equipment with a 15 minute supply of oxygen; or

(2) There must be sufficient portable

oxygen equipment (including masks and spare outlets) distributed through-out the cabin so that such equipment is immediately available to each attend-ant, regardless of their location in the cabin; or

(3) There are sufficient spare outlets

and masks distributed throughout the cabin to ensure immediate availability of oxygen to each cabin attendant, re-gardless of their location in the cabin.

(e) Passenger cabin occupants. When

the airplane is operating at flight alti-tudes above 10,000 feet, the following supply of oxygen must be provided for the use of passenger cabin occupants:

(1) When an airplane certificated to

operate at flight altitudes up to and in-cluding flight level 250, can at any point along the route to be flown, de-scend safely to a flight altitude of 14,000 feet or less within four minutes, oxygen must be available at the rate prescribed by this part for a 30-minute period for at least 10 percent of the pas-senger cabin occupants.

(2) When an airplane is operated at

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

(3) For first-aid treatment of occu-

pants who for physiological reasons might require undiluted oxygen fol-lowing descent from cabin pressure al-titudes above flight level 250, a supply of oxygen in accordance with the re-quirements of §25.1443(d) must be pro-vided for two percent of the occupants for the entire flight after cabin depres-

surization at cabin pressure altitudes above 8,000 feet, but in no case to less than one person. An appropriate num-ber of acceptable dispensing units, but in no case less than two, must be pro-vided, with a means for the cabin at-tendants to use this supply.

(f) Passenger briefing. Before flight is

conducted above flight level 250, a crewmember shall instruct the pas-sengers on the necessity of using oxy-gen in the event of cabin depressuriza-tion and shall point out to them the lo-cation and demonstrate the use of the oxygen-dispensing equipment.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–11, 30 FR 12466, Sept. 30, 1965; Amdt. 121–132, 41 FR 55475, Dec. 20, 1976; Amdt. 121–262, 62 FR 13256, Mar. 19, 1997; 62 FR 15570, Apr. 1, 1997; Amdt. 121–306, 69 FR 62789, Oct. 27, 2004; Amdt. 121–383, 85 FR 16900, Mar. 25, 2020]

§ 121.335 Equipment standards.

(a) Reciprocating engine powered air-

planes. The oxygen apparatus, the min-

imum rates of oxygen flow, and the supply of oxygen necessary to comply with §121.327 must meet the standards established in section 4b.651 of the Civil Air Regulations as in effect on July 20, 1950, except that if the certificate hold-er shows full compliance with those standards to be impracticable, the Ad-ministrator may authorize any change in those standards that he finds will provide an equivalent level of safety.

(b) Turbine engine powered airplanes.

The oxygen apparatus, the minimum rate of oxygen flow, and the supply of oxygen necessary to comply with §§121.329 and 121.333 must meet the standards established in section 4b.651 of the Civil Air Regulations as in effect on September 1, 1958, except that if the certificate holder shows full compli-

ance with those standards to be im-practicable, the Administrator may au-thorize any changes in those standards that he finds will provide an equivalent level of safety.

§ 121.337 Protective breathing equip-

ment.

(a) The certificate holder shall fur-

nish approved protective breathing

145 Federal Aviation Administration, DOT § 121.337

equipment (PBE) meeting the equip-

ment, breathing gas, and communica-tion requirements contained in para-graph (b) of this section.

(b) Pressurized and nonpressurized

cabin airplanes. Except as provided in

paragraph (f) of this section, no person may operate an airplane unless protec-tive breathing equipment meeting the requirements of this section is provided as follows:

(1) General. The equipment must pro-

tect the flightcrew from the effects of smoke, carbon dioxide or other harmful gases or an oxygen deficient environ-ment caused by other than an airplane depressurization while on flight deck duty and must protect crewmembers from the above effects while combat-ting fires on board the airplane.

(2) The equipment must be inspected

regularly in accordance with inspec-tion guidelines and the inspection peri-ods established by the equipment man-ufacturer to ensure its condition for continued serviceability and imme-diate readiness to perform its intended emergency purposes. The inspection pe-riods may be changed upon a showing by the certificate holder that the changes would provide an equivalent level of safety.

(3) That part of the equipment pro-

tecting the eyes must not impair the wearer’s vision to the extent that a crewmember’s duties cannot be accom-plished and must allow corrective glasses to be worn without impairment of vision or loss of the protection re-quired by paragraph (b)(1) of this sec-tion.

(4) The equipment, while in use, must

allow the flightcrew to communicate using the airplane radio equipment and to communicate by interphone with each other while at their assigned duty stations. The equipment, while in use, must also allow crewmember inter-

phone communications between each of two flight crewmember stations in the pilot compartment and at least one normal flight attendant station in each passenger compartment.

(5) The equipment, while in use, must

allow any crewmember to use the air-plane interphone system at any of the flight attendant stations referred to in paragraph (b)(4) of this section. (6) The equipment may also be used

to meet the supplemental oxygen re-quirements of this part provided it

meets the oxygen equipment standards of §121.335 of this part.

(7) Protective breathing gas duration

and supply system equipment require-ments are as follows:

(i) The equipment must supply

breathing gas for 15 minutes at a pres-sure altitude of 8,000 feet for the fol-lowing:

(A) Flight crewmembers while per-

forming flight deck duties; and

(B) Crewmembers while combatting

an in-flight fire.

(ii) The breathing gas system must

be free from hazards in itself, in its method of operation, and in its effect upon other components.

(iii) For breathing gas systems other

than chemical oxygen generators, there must be a means to allow the crew to readily determine, during the equipment preflight described in para-graph (c) of this section, that the gas supply is fully charged.

(iv) For each chemical oxygen gener-

ator, the supply system equipment must meet the requirements of §25.1450 (b) and (c) of this chapter.

(8) Smoke and fume protection. Protec-

tive breathing equipment with a fixed or portable breathing gas supply meet-ing the requirements of this section must be conveniently located on the flight deck and be easily accessible for immediate use by each required flight crewmember at his or her assigned duty station.

(9) Fire combatting. Except for non-

transport category airplanes type cer-tificated after December 31, 1964, pro-tective breathing equipment with a portable breathing gas supply meeting the requirements of this section must be easily accessible and conveniently located for immediate use by crew-members in combatting fires as fol-lows:

(i) One PBE is required for each hand

fire extinguisher located for use in a galley other than a galley located in a passenger, cargo, or crew compart-ment.

(ii) One on the flight deck, except

that the Administrator may authorize another location for this PBE if special

146 14 CFR Ch. I (1–1–25 Edition) § 121.339

circumstances exist that make compli-

ance impractical and the proposed de-viation would provide an equivalent level of safety.

(iii) In each passenger compartment,

one for each hand fire extinguisher re-quired by §121.309 of this part, to be lo-cated within 3 feet of each required hand fire extinguisher, except that the Administrator may authorize a devi-ation allowing locations of PBE more than 3 feet from required hand fire ex-tinguisher locations if special cir-cumstances exist that make compli-ance impractical and if the proposed deviation provides an equivalent level of safety.

each flight, each item of PBE at flight crewmember duty stations must be checked by the flight crewmember who will use the equipment to ensure that the equipment—

(i) For other than chemical oxygen

generator systems, is functioning, is serviceable, fits properly (unless a uni-versal-fit type), and is connected to supply terminals and that the breath-ing gas supply and pressure are ade-quate for use; and

(ii) For chemical oxygen generator

systems, is serviceable and fits prop-erly (unless a universal-fit type).

(2) Each item of PBE located at other

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

[Docket 24792, 52 FR 20957, June 3, 1987, as

amended by Amdt. 121–204, 54 FR 22271, May 22, 1989; Amdt. 121–212, 55 FR 5551, Feb. 15, 1990; Amdt. 121–218, 55 FR 31565, Aug. 2, 1990; Amdt. 121–230, 57 FR 42674, Sept. 15, 1992; Amdt. 121–251, 60 FR 65932, Dec. 20, 1995; Amdt. 121–261, 61 FR 43921, Aug. 26, 1996]

§ 121.339 Emergency equipment for ex-

tended over-water operations.

(a) Except where the Administrator,

by amending the operations specifica-tions of the certificate holder, requires the carriage of all or any specific items

of the equipment listed below for any overwater operation, or upon applica-tion of the certificate holder, the Ad-ministrator allows deviation for a par-ticular extended overwater operation, no person may operate an airplane in extended overwater operations without having on the airplane the following equipment:

(1) A life preserver equipped with an

approved survivor locator light, for each occupant of the airplane.

(2) Enough life rafts (each equipped

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

(3) At least one pyrotechnic signaling

device for each life raft.

(4) An approved survival type emer-

proval. The new expiration date for re-placing (or recharging) the battery must be legibly marked on the outside of the transmitter. The battery useful life (or useful life of charge) require-ments of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaf-fected during probable storage inter-vals.

(b) The required life rafts, life pre-

servers, and survival type emergency locator transmitter must be easily ac-cessible in the event of a ditching with-out appreciable time for preparatory procedures. This equipment must be in-stalled in conspicuously marked, ap-proved locations.

equipped for the route to be flown,

147 Federal Aviation Administration, DOT § 121.342

must be attached to each required life

raft.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–53, 34 FR 15244, Sept. 30, 1969; Amdt. 121–79, 36 FR 18724, Sept. 21, 1971; Amdt. 121–93, 37 FR 14294, June 19, 1972 Amdt. 121–106, 38 FR 22378, Aug. 20, 1973; Amdt. 121–149, 43 FR 50603, Oct. 30, 1978; Amdt. 121–158, 45 FR 38348, June 9, 1980; Amdt. 121–239, 59 FR 32057, June 21, 1994]

§ 121.340 Emergency flotation means.

(a) Except as provided in paragraph

(b) of this section, no person may oper-ate an airplane in any overwater oper-ation unless it is equipped with life preservers in accordance with §121.339(a)(1) or with an approved flota-tion means for each occupant. This means must be within easy reach of each seated occupant and must be read-ily removable from the airplane.

(b) Upon application by the air car-

rier or commercial operator, the Ad-ministrator may approve the operation of an airplane over water without the life preservers or flotation means re-quired by paragraph (a) of this section, if the air carrier or commercial oper-ator shows that the water over which the airplane is to be operated is not of such size and depth that life preservers or flotation means would be required for the survival of its occupants in the event the flight terminates in that water.

[Docket 6713, 31 FR 1147, Jan. 28, 1966, as

amended by Amdt. 121–25, 32 FR 3223, Feb. 24, 1967; Amdt. 121–251, 60 FR 65932, Dec. 20, 1995]

§ 121.341 Equipment for operations in

icing conditions.

(a) Except as permitted in paragraph

(c)(2) of this section, unless an airplane

is type certificated under the transport category airworthiness requirements relating to ice protection, or unless an airplane is a non-transport category airplane type certificated after Decem-ber 31, 1964, that has the ice protection provisions that meet section 34 of ap-pendix A of part 135 of this chapter, no person may operate an airplane in icing conditions unless it is equipped with means for the prevention or re-moval of ice on windshields, wings, em-pennage, propellers, and other parts of the airplane where ice formation will adversely affect the safety of the air-

plane.

(b) No person may operate an air-

plane in icing conditions at night un-less means are provided for illu-minating or otherwise determining the formation of ice on the parts of the wings that are critical from the stand-point of ice accumulation. Any illu-minating that is used must be of a type that will not cause glare or reflection that would handicap crewmembers in the performance of their duties.

type certificated after December 31, 1964. Except for an airplane that has ice pro-tection provisions that meet section 34 of appendix A of part 135 of this chap-ter, or those for transport category air-plane type certification, no person may operate—

(1) Under IFR into known or forecast

light or moderate icing conditions;

(2) Under VFR into known light or

moderate icing conditions; unless the airplane has functioning deicing anti- icing equipment protecting each pro-peller, windshield, wing, stabilizing or control surface, and each airspeed, al-timeter, rate of climb, or flight atti-tude instrument system; or

(3) Into known or forecast severe

icing conditions.

(d) If current weather reports and

briefing information relied upon by the pilot in command indicate that the forecast icing condition that would otherwise prohibit the flight will not be encountered during the flight be-cause of changed weather conditions

since the forecast, the restrictions in paragraph (c) of this section based on forecast conditions do not apply.

[Docket 6258, 29 FR 18205, Dec. 31, 1964, as

amended by Amdt. 121–251, 60 FR 65929, Dec. 20, 1995]

§ 121.342 Pitot heat indication systems.

No person may operate a transport

category airplane or, after December 20, 1999, a nontransport category air-plane type certificated after December 31, 1964, that is equipped with a flight instrument pitot heating system unless the airplane is also equipped with an operable pitot heat indication system

148 14 CFR Ch. I (1–1–25 Edition) § 121.343

that complies §25.1326 of this chapter

in effect on April 12, 1978.

[Docket 28154, 60 FR 65932, Dec. 20, 1995]

§ 121.343 Flight data recorders.

(a) Except as provided in paragraphs

(b), (c), (d), (e), and (f) of this section, no person may operate a large airplane that is certificated for operations above 25,000 feet altitude or is turbine- engine powered unless it is equipped with one or more approved flight re-corders that record data from which the following may be determined with-in the ranges, accuracies, and record-ing intervals specified in appendix B of this part:

(1) Time; (2) Altitude; (3) Airspeed; (4) Vertical acceleration; (5) Heading; and (6) Time of each radio transmission

either to or from air traffic control.

(b) No person may operate a large

airplane type certificated up to and in-cluding September 30, 1969, for oper-ations above 25,000 feet altitude, or a

turbine-engine powered airplane cer-tificated before the same date, unless it is equipped before May 26, 1989 with one or more approved flight recorders that utilize a digital method of record-ing and storing data and a method of readily retrieving that data from the storage medium. The following infor-mation must be able to be determined within the ranges, accuracies, and re-cording intervals specified in appendix B of this part:

(1) Time; (2) Altitude; (3) Airspeed; (4) Vertical acceleration; (5) Heading; and (6) Time of each radio transmission

either to or from air traffic control.

(l) of this section, no person may oper-ate an airplane specified in paragraph (b) of this section unless it is equipped, before May 26, 1995, with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies and recording inter-vals specified in appendix B of this

part:

(1) Time; (2) Altitude; (3) Airspeed; (4) Vertical acceleration; (5) Heading; (6) Time of each radio transmission

either to or from air traffic control;

(7) Pitch attitude; (8) Roll attitude; (9) Longitudinal acceleration; (10) Control column or pitch control

surface position; and

(11) Thrust of each engine. (d) No person may operate an air-

plane specified in paragraph (b) of this section that is manufactured after May 26, 1989, as well as airplanes specified in paragraph (a) of this section that have been type certificated after September 30, 1969, unless it is equipped with one or more approved flight recorders that utlitize a digital method of recording and storing data and a method of read-ily retrieving that data from the stor-age medium. The following informa-tion must be able to be determined within the ranges, accuracies, and re-cording intervals specified in appendix B of this part:

(1) Time; (2) Altitude; (3) Airspeed; (4) Vertical acceleration; (5) Heading; (6) Time of each radio transmission

either to or from air traffic control;

(7) Pitch attitude; (8) Roll attitude;

(9) Longitudinal acceleration; (10) Pitch trim position; (11) Control column or pitch control

surface position;

(12) Control wheel or lateral control

surface position;

(13) Rudder pedal or yaw control sur-

face position;

(14) Thrust of each engine; (15) Position of each thrust reverser; (16) Trailing edge flap or cockpit flap

control position; and

(17) Leading edge flap or cockpit flap

control position.

For the purpose of this section, manu-

factured means the point in time at

which the airplane inspection accept-ance records reflect that the airplane is

149 Federal Aviation Administration, DOT § 121.343

complete and meets the FAA-approved

type design data.

(e) After October 11, 1991, no person

may operate a large airplane equipped with a digital data bus and ARINC 717 digital flight data acquisition unit (DFDAU) or equivalent unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. Any pa-rameters specified in appendix B of this part that are available on the digital data bus must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified.

(f) After October 11, 1991, no person

may operate an airplane specified in paragraph (b) of this section that is manufactured after October 11, 1991, nor an airplane specified in paragraph (a) of this section that has been type certificated after September 30, 1969, and manufactured after October 11, 1991, unless it is equipped with one or more flight recorders that utilize a dig-ital method of recording and storing data and a method of readily retrieving that data from the storage medium. The parameters specified in appendix B of this part must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified.

(g) Whenever a flight recorder re-

quired by this section is installed, it must be operated continuously from the instant the airplane begins the takeoff roll until it has completed the landing roll at an airport.

(h) Except as provided in paragraph

(i) of this section, and except for re-corded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed in paragraph (a), (b), (c), or (d) of this section, as appropriate, until the air-plane has been operated for at least 25 hours of the operating time specified in §121.359(a). A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumu-lated at the time of testing. Except as provided in paragraph (i) of this sec-tion, no record need be kept more than 60 days. (i) In the event of an accident or oc-

currence that requires immediate noti-fication of the National Transportation Safety Board under part 830 of its regu-lations and that results in termination of the flight, the certificate holder shall remove the recording media from the airplane and keep the recorded data required by paragraph (a), (b), (c), or (d) of this section, as appropriate, for at least 60 days or for a longer pe-riod upon the request of the Board or the Administrator.

(j) Each flight recorder required by

this section must be installed in ac-cordance with the requirements of §25.1459 of this chapter in effect on Au-gust 31, 1977. The correlation required by §25.1459(c) of this chapter need be established only on one airplane of any group of airplanes—

(1) That are of the same type; (2) On which the model flight re-

corder and its installation are the same; and

(3) On which there is no difference in

the type design with respect to the in-stallation of those first pilot’s instru-ments associated with the flight re-corder. The most recent instrument calibration, including the recording medium from which this calibration is derived, and the recorder correlation must be retained by the certificate holder.

(k) Each flight recorder required by

this section that records the data spec-ified in paragraph (a), (b), (c), or (d) of

this section, as appropriate, must have an approved device to assist in locating that recorder under water.

(l) No person may operate an airplane

specified in paragraph (b) of this sec-tion that meets the Stage 2 noise levels of part 36 of this chapter and is subject to §91.801(c) of this chapter unless it is equipped with one or more approved flight data recorders that utilize a dig-ital method of recording and storing data and a method of readily retrieving that data from the storage medium. The information specified in para-graphs (c)(1) through (c)(11) of this sec-tion must be able to be determined within the ranges, accuracies and re-cording intervals specified in appendix B of this part. In addition—

150 14 CFR Ch. I (1–1–25 Edition) § 121.344

(1) This flight data recorder must be

installed at the next heavy mainte-nance check after May 26, 1994, but no later than May 26, 1995. A heavy main-tenance check is considered to be any time an aircraft is scheduled to be out of service for 4 or more days.

(2) By June 23, 1994, each carrier must

submit to the FAA Flight Standards Service, Air Transportation Division (AFS–200), documentation listing those airplanes covered under this paragraph and evidence that it has ordered a suf-ficient number of flight data recorders to meet the May 26, 1995, compliance date for all aircraft on that list.

(3) After May 26, 1994, any aircraft

that is modified to meet Stage 3 noise levels must have the flight data re-corder described in paragraph (c) of this section installed before operating under this part.

(m) After August 20, 2001, this section

applies only to the airplane models listed in §121.344(l)(2). All other air-planes must comply with the require-ments of §121.344, as applicable.

[Docket 24418, 52 FR 9636, Mar. 25, 1987, as

amended by Amdt. 121–197, 53 FR 26147, July 11, 1988; Amdt. 121–238, 59 FR 26900, May 24, 1994; Amdt. 121–338, 73 FR 12565, Mar. 7, 2008]

§ 121.344 Digital flight data recorders

for transport category airplanes.

(a) Except as provided in paragraph

(l) of this section, no person may oper-ate under this part a turbine-engine- powered transport category airplane unless it is equipped with one or more approved flight recorders that use a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The operational parameters required to be recorded by digital flight data re-corders required by this section are as follows: The phrase ‘‘when an informa-tion source is installed’’ following a pa-rameter indicates that recording of that parameter is not intended to re-quire a change in installed equipment:

(1) Time; (2) Pressure altitude; (3) Indicated airspeed; (4) Heading—primary flight crew ref-

erence (if selectable, record discrete, true or magnetic);

(5) Normal acceleration (Vertical); (6) Pitch attitude; (7) Roll attitude;

(8) Manual radio transmitter keying,

or CVR/DFDR synchronization ref-erence;

(9) Thrust/power of each engine—pri-

mary flight crew reference;

(10) Autopilot engagement status; (11) Longitudinal acceleration; (12) Pitch control input; (13) Lateral control input;

(14) Rudder pedal input; (15) Primary pitch control surface po-

sition;

(16) Primary lateral control surface

position;

(17) Primary yaw control surface po-

sition;

(18) Lateral acceleration; (19) Pitch trim surface position or pa-

rameters of paragraph (a)(82) of this section if currently recorded;

(20) Trailing edge flap or cockpit flap

control selection (except when param-eters of paragraph (a)(85) of this sec-tion apply);

(21) Leading edge flap or cockpit flap

control selection (except when param-eters of paragraph (a)(86) of this sec-tion apply);

(22) Each Thrust reverser position (or

equivalent for propeller airplane);

(23) Ground spoiler position or speed

brake selection (except when param-eters of paragraph (a)(87) of this sec-tion apply);

(24) Outside or total air temperature; (25) Automatic Flight Control Sys-

tem (AFCS) modes and engagement status, including autothrottle;

(26) Radio altitude (when an informa-

tion source is installed);

(27) Localizer deviation, MLS Azi-

muth;

(28) Glideslope deviation, MLS Ele-

vation;

(29) Marker beacon passage; (30) Master warning; (31) Air/ground sensor (primary air-

plane system reference nose or main gear);

(32) Angle of attack (when informa-

tion source is installed);

(33) Hydraulic pressure low (each sys-

tem);

(34) Ground speed (when an informa-

tion source is installed);

(35) Ground proximity warning sys-

tem;

151 Federal Aviation Administration, DOT § 121.344

(36) Landing gear position or landing

gear cockpit control selection;

(37) Drift angle (when an information

source is installed);

(38) Wind speed and direction (when

an information source is installed);

(39) Latitude and longitude (when an

information source is installed);

(40) Stick shaker/pusher (when an in-

formation source is installed);

(41) Windshear (when an information

source is installed);

(42) Throttle/power lever position; (43) Additional engine parameters (as

designated in Appendix M of this part);

(44) Traffic alert and collision avoid-

ance system;

(45) DME 1 and 2 distances; (46) Nav 1 and 2 selected frequency; (47) Selected barometric setting

(when an information source is in-stalled);

(48) Selected altitude (when an infor-

mation source is installed);

(49) Selected speed (when an informa-

tion source is installed);

(50) Selected mach (when an informa-

tion source is installed);

(51) Selected vertical speed (when an

information source is installed);

(52) Selected heading (when an infor-

mation source is installed);

(53) Selected flight path (when an in-

formation source is installed);

(54) Selected decision height (when

an information source is installed);

(55) EFIS display format; (56) Multi-function/engine/alerts dis-

play format;

(57) Thrust command (when an infor-

mation source is installed);

(58) Thrust target (when an informa-

tion source is installed);

(59) Fuel quantity in CG trim tank

(when an information source is in-stalled);

(60) Primary Navigation System Ref-

erence;

(61) Icing (when an information

source is installed);

(62) Engine warning each engine vi-

bration (when an information source is installed);

(63) Engine warning each engine over

temp. (when an information source is installed);

(64) Engine warning each engine oil

pressure low (when an information source is installed); (65) Engine warning each engine over

speed (when an information source is installed);

(66) Yaw trim surface position; (67) Roll trim surface position; (68) Brake pressure (selected system); (69) Brake pedal application (left and

right);

(70) Yaw or sideslip angle (when an

information source is installed);

(71) Engine bleed valve position

(when an information source is in-stalled);

(72) De-icing or anti-icing system se-

lection (when an information source is installed);

(73) Computed center of gravity

(when an information source is in-stalled);

(74) AC electrical bus status; (75) DC electrical bus status; (76) APU bleed valve position (when

an information source is installed);

(77) Hydraulic pressure (each sys-

tem);

(78) Loss of cabin pressure; (79) Computer failure; (80) Heads-up display (when an infor-

mation source is installed);

(81) Para-visual display (when an in-

formation source is installed);

(82) Cockpit trim control input posi-

tion—pitch;

(83) Cockpit trim control input posi-

tion—roll;

(84) Cockpit trim control input posi-

tion—yaw;

(85) Trailing edge flap and cockpit

flap control position;

(86) Leading edge flap and cockpit

flap control position;

(87) Ground spoiler position and speed

brake selection;

(88) All cockpit flight control input

forces (control wheel, control column, rudder pedal);

(89) Yaw damper status; (90) Yaw damper command; and (91) Standby rudder valve status. (b) For all turbine-engine powered

transport category airplanes manufac-tured on or before October 11, 1991, by August 20, 2001.

(1) For airplanes not equipped as of

July 16, 1996, with a flight data acquisi-tion unit (FDAU), the parameters list-ed in paragraphs (a)(1) through (a)(18) of this section must be recorded within

152 14 CFR Ch. I (1–1–25 Edition) § 121.344

the ranges and accuracies specified in

Appendix B of this part, and—

(i) For airplanes with more than two

engines, the parameter described in paragraph (a)(18) is not required unless sufficient capacity is available on the existing recorder to record that param-eter;

(ii) Parameters listed in paragraphs

(a)(12) through (a)(17) each may be re-corded from a single source.

(2) For airplanes that were equipped

as of July 16, 1996, with a flight data acquisition unit (FDAU), the param-eters listed in paragraphs (a)(1) through (a)(22) of this section must be recorded within the ranges, accuracies, and recording intervals specified in Ap-pendix M of this part. Parameters list-ed in paragraphs (a)(12) through (a)(17) each may be recorded from a single source.

(3) The approved flight recorder re-

quired by this section must be installed at the earliest time practicable, but no later than the next heavy maintenance check after August 18, 1999 and no later than August 20, 2001. A heavy mainte-nance check is considered to be any time an airplane is scheduled to be out of service for 4 or more days and is scheduled to include access to major structural components.

transport category airplanes manufac-tured on or before October 11, 1991—

(1) That were equipped as of July 16,

1996, with one or more digital data bus(es) and an ARINC 717 digital flight data acquisition unit (DFDAU) or equivalent, the parameters specified in paragraphs (a)(1) through (a)(22) of this section must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appen-dix M of this part by August 20, 2001. Parameters listed in paragraphs (a)(12) through (a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity

of the recording system (DFDAU or equivalent and the DFDR), all addi-tional parameters for which informa-tion sources are installed and which are connected to the recording system must be recorded within the ranges, ac-curacies, resolutions, and sampling in-tervals specified in Appendix M of this part by August 20, 2001. (3) That were subject to §121.343(e) of

this part, all conditions of §121.343(e) must continue to be met until compli-ance with paragraph (c)(1) of this sec-tion is accomplished.

(d) For all turbine-engine-powered

transport category airplanes that were manufactured after October 11, 1991—

(1) The parameters listed in para-

graph (a)(1) through (a)(34) of this sec-tion must be recorded within the ranges, accuracies, resolutions, and re-cording intervals specified in Appendix M of this part by August 20, 2001. Pa-rameters listed in paragraphs (a)(12) through (a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity

of the recording system, all additional parameters for which information sources are installed and which are connected to the recording system must be recorded within the ranges, ac-curacies, resolutions, and sampling in-tervals specified in Appendix M of this part by August 20, 2001.

(e) For all turbine-engine-powered

transport category airplanes that are manufactured after August 18, 2000—

(1) The parameters listed in para-

graph (a)(1) through (57) of this section must be recorded within the ranges, ac-curacies, resolutions, and recording in-tervals specified in Appendix M of this part.

(2) Commensurate with the capacity

of the recording system, all additional parameters for which information sources are installed and which are connected to the recording system, must be recorded within the ranges, ac-curacies, resolutions, and sampling in-tervals specified in Appendix M of this part.

(3) In addition to the requirements of

paragraphs (e)(1) and (e)(2) of this sec-tion, all Boeing 737 model airplanes must also comply with the require-ments of paragraph (n) of this section, as applicable.

(f) For all turbine-engine-powered

transport category airplanes manufac-tured after August 19, 2002—

(1) The parameters listed in para-

graphs (a)(1) through (a)(88) of this sec-tion must be recorded within the ranges, accuracies, resolutions, and re-cording intervals specified in appendix M to this part.

153 Federal Aviation Administration, DOT § 121.344

(2) In addition to the requirements of

paragraphs (f)(1) of this section, all Boeing 737 model airplanes must also comply with the requirements of para-graph (n) of this section.

(g) Whenever a flight data recorder

required by this section is installed, it must be operated continuously from the instant the airplane begins its takeoff roll until it has completed its landing roll.

(h) Except as provided in paragraph

(i) of this section, and except for re-corded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed by this section, as appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in §121.359(a) of this part. A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accord-ance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as pro-vided in paragraph (i) of this section, no record need be kept more than 60 days.

(i) In the event of an accident or oc-

currence that requires immediate noti-fication of the National Transportation Safety Board under 49 CFR 830 of its regulations and that results in termi-nation of the flight, the certificate holder shall remove the recorder from the airplane and keep the recorder data prescribed by this section, as appro-priate, for at least 60 days or for a longer period upon the request of the Board or the Administrator.

(j) Each flight data recorder system

required by this section must be in-stalled in accordance with the require-ments of §25.1459(a) (except paragraphs (a)(3)(ii) and (a)(7)), (b), (d) and (e) of this chapter. A correlation must be es-tablished between the values recorded by the flight data recorder and the cor-responding values being measured. The correlation must contain a sufficient number of correlation points to accu-rately establish the conversion from the recorded values to engineering units or discrete state over the full op-erating range of the parameter. Except for airplanes having separate altitude and airspeed sensors that are an inte-gral part of the flight data recorder

system, a single correlation may be es-tablished for any group of airplanes—

(1) That are of the same type; (2) On which the flight recorder sys-

tem and its installation are the same; and

(3) On which there is no difference in

the type design with respect to the in-stallation of those sensors associated with the flight data recorder system. Documentation sufficient to convert recorded data into the engineering units and discrete values specified in the applicable appendix must be main-tained by the certificate holder.

(k) Each flight data recorder required

by this section must have an approved device to assist in locating that re-corder under water.

(l) The following airplanes that were

manufactured before August 18, 1997 need not comply with this section, but must continue to comply with applica-ble paragraphs of §121.343 of this chap-ter, as appropriate:

(1) Airplanes that meet the State 2

noise levels of part 36 of this chapter and are subject to §91.801(c) of this chapter, until January 1, 2000. On and after January 1, 2000, any Stage 2 air-plane otherwise allowed to be operated under Part 91 of this chapter must comply with the applicable flight data recorder requirements of this section for that airplane.

(2) British Aerospace 1–11, General

Dynamics Convair 580, General Dynam-ics Convair 600, General Dynamics Convair 640, deHavilland Aircraft Com-pany Ltd. DHC–7, Fairchild Industries FH 227, Fokker F–27 (except Mark 50), F–28 Mark 1000 and Mark 4000, Gulf-stream Aerospace G–159, Jetstream 4100 Series, Lockheed Aircraft Corporation Electra 10–A, Lockheed Aircraft Cor-poration Electra 10–B, Lockheed Air-craft Corporation Electra 10–E, Lock-heed Aircraft Corporation Electra L– 188, Lockheed Martin Model 382 (L–100) Hercules, Maryland Air Industries, Inc. F27, Mitsubishi Heavy Industries, Ltd. YS–11, Short Bros. Limited SD3–30, Short Bros. Limited SD3–60.

(m) All aircraft subject to the re-

quirements of this section that are manufactured on or after April 7, 2010, must have a digital flight data recorder installed that also—

154 14 CFR Ch. I (1–1–25 Edition) § 121.344a

(1) Meets the requirements of

§25.1459(a)(3), (a)(7), and (a)(8) of this chapter; and

(2) Retains the 25 hours of recorded

information required in paragraph (h) of this section using a recorder that meets the standards of TSO–C124a, or later revision.

(n) In addition to all other applicable

requirements of this section, all Boeing 737 model airplanes manufactured after August 18, 2000 must record the param-eters listed in paragraphs (a)(88) through (a)(91) of this section within the ranges, accuracies, resolutions, and recording intervals specified in Appen-dix M to this part. Compliance with this paragraph is required no later than February 2, 2011.

[Docket 28109, 62 FR 38378, July 17, 1997; 62

FR 48135, Sept. 12, 1997, as amended by Amdt. 121–300, 68 FR 42936, July 18, 2003; 68 FR 50069, Aug. 20, 2003; Amdt. 121–338, 73 FR 12565, Mar. 7, 2008; Amdt. 121–342, 73 FR 73178, Dec. 2, 2008; Amdt. 121–338, 74 FR 32800, July 9, 2009]

§ 121.344a Digital flight data recorders

for 10–19 seat airplanes.

(a) Except as provided in paragraph

(f) of this section, no person may oper-ate under this part a turbine-engine- powered airplane having a passenger seating configuration, excluding any required crewmember seat, of 10 to 19 seats, that was brought onto the U.S. register after, or was registered outside the United States and added to the op-erator’s U.S. operations specifications after, October 11, 1991, unless it is equipped with one or more approved flight recorders that use a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. On or before August 20, 2001, airplanes brought onto the U.S. register after Oc-tober 11, 1991, must comply with either the requirements in this section or the applicable paragraphs in §135.152 of this chapter. In addition, by August 20, 2001.

(1) The parameters listed in

§§121.344(a)(1) through 121.344(a)(18) of this part must be recorded with the ranges, accuracies, and resolutions specified in Appendix B of part 135 of this chapter, except that—

(i) Either the parameter listed in

§121.344 (a)(12) or (a)(15) of this part must be recorded; either the param-eters listed in §121.344(a)(13) or (a)(16)

of this part must be recorded; and ei-ther the parameter listed in §121.344(a)(14) or (a)(17) of this part must be recorded.

(ii) For airplanes with more than two

engines, the parameter described in §121.344(a)(18) of this part must also be recorded if sufficient capacity is avail-able on the existing recorder to record that parameter;

(iii) Parameters listed in

§§121.344(a)(12) through 121.344(a)(17) of this part each may be recorded from a single source;

(iv) Any parameter for which no

value is contained in Appendix B of part 135 of this chapter must be re-corded within the ranges, accuracies, and resolutions specified in Appendix M of this part.

(2) Commensurate with the capacity

of the recording system (FDAU or equivalent and the DFDR), the param-eters listed in §§121.344(a)(19) through 121.344(a)(22) of this part also must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix B of part 135 of this chapter.

(3) The approved flight recorder re-

quired by this section must be installed as soon as practicable, but no later than the next heavy maintenance check or equivalent after August 18, 1999. A heavy maintenance check is considered to be any time an airplane is scheduled to be out of service for 4 more days and is scheduled to include access to major structural components.

(b) For a turbine-engine-powered air-

planes having a passenger seating con-figuration, excluding any required crewmember seat, of 10 to 19 seats, that are manufactured after August 18, 2000.

(1) The parameters listed in

§§121.344(a)(1) through 121.344(a)(57) of this part, must be recorded within the ranges, accuracies, resolutions, and re-cording intervals specified in Appendix M of this part.

(2) Commensurate with the capacity

of the recording system, all additional parameters listed in §121.344(a) of this part for which information sources are installed and which are connected to the recording system, must be recorded within the ranges, accuracies, resolu-tions, and sampling intervals specified

155 Federal Aviation Administration, DOT § 121.345

in Appendix M of this part by August

20, 2001.

airplanes having a passenger seating configuration, excluding any required crewmember seats, of 10 to 19 seats, that are manufactured after August 19, 2002, the parameters listed in §121.344(a)(1) through (a)(88) of this part must be recorded within the ranges, accuracies, resolutions, and re-cording intervals specified in Appendix M of this part.

(d) Each flight data recorder system

required by this section must be in-stalled in accordance with the require-ments of §23.1459(a) (except paragraphs (a)(3)(ii) and (6)), (b), (d) and (e) of this chapter. A correlation must be estab-lished between the values recorded by the flight data recorder and the cor-responding values being measured. The correlation must contain a sufficient number of correlation points to accu-rately establish the conversion from the recorded values to engineering units or discrete state over the full op-erating range of the parameter. A sin-gle correlation may be established for any group of airplanes—

(1) That are of the same type; (2) On which the flight recorder sys-

tem and its installation are the same; and

(3) On which there is no difference in

the type design with respect to the in-stallation of those sensors associated with the flight data recorder system. Correlation documentation must be maintained by the certificate holder.

(e) All airplanes subject to this sec-

tion are also subject to the require-ments and exceptions stated in §121.344(g) through (k) and §121.346.

(f) For airplanes that were manufac-

tured before August 18, 1997, the fol-lowing airplane types need not comply with this section, but must continue to comply with applicable paragraphs of §135.152 of this chapter, as appropriate: Beech Aircraft–99 Series, Beech Air-craft 1300, Beech Aircraft 1900C, Construcciones Aeronauticas, S.A. (CASA) C–212, deHavilland DHC–6, Dornier 228, HS–748, Embraer EMB 110, Jetstream 3101, Jetstream 3201, Fair-child Aircraft SA–226, Fairchild Metro SA–227. (g) All airplanes subject to the re-

quirements of this section that are manufactured on or after April 7, 2010, must have a digital flight data recorder installed that also—

(1) Meets the requirements in

§23.1459(a)(3), (a)(6), and (a)(7) or §25.1459(a)(3), (a)(7), and (a)(8) of this chapter, as applicable; and

(2) Retains the 25 hours of recorded

information required in §121.344(g) using a recorder that meets the stand-ards of TSO–C124a, or later revision.

[Docket 28109, 62 FR 38380, July 17, 1997; 62

FR 48135, Sept. 12, 1997; 62 FR 65202, Dec. 11, 1997, as amended by Amdt. 121–300, 68 FR 42936, July 18, 2003; Amdt. 121–338, 73 FR 12566, Mar. 7, 2008; Amdt. 121–338, 74 FR 32801, July 9, 2009; Amdt. 121–347, 75 FR 7356, Feb. 19, 2010]

§ 121.345 Radio equipment.

(a) No person may operate an air-

plane unless it is equipped with radio equipment required for the kind of op-eration being conducted.

(b) Where two independent (separate

and complete) radio systems are re-quired by §§121.347 and 121.349, each system must have an independent an-tenna installation except that, where rigidly supported nonwire antennas or other antenna installations of equiva-lent reliability are used, only one an-tenna is required.

stalled within the time periods indi-cated below must meet the perform-ance and environmental requirements of the following TSO’s:

(1) Through January 1, 1992: (i) Any

class of TSO-C74b or any class of TSO- C74c as appropriate, provided that the equipment was manufactured before January 1, 1990; or

(ii) The appropriate class of TSO-C112

(Mode S).

(2) After January 1, 1992: The appro-

priate class of TSO-C112 (Mode S). For purposes of paragraph (c) (2) of this sec-tion, ‘‘installation’’ does not include—

(i) Temporary installation of TSO-

C74b or TSO-C74c substitute equip-ment, as appropriate, during mainte-nance of the permanent equipment;

(ii) Reinstallation of equipment after

temporary removal for maintenance; or

(iii) For fleet operations, installation

of equipment in a fleet aircraft after

156 14 CFR Ch. I (1–1–25 Edition) § 121.346

removal of the equipment for mainte-

nance from another aircraft in the same operator’s fleet.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–101, 37 FR 28499, Dec. 27, 1972; Amdt. 121–190, 52 FR 3391, Feb. 3, 1987]

§ 121.346 Flight data recorders: fil-

tered data.

(a) A flight data signal is filtered

when an original sensor signal has been changed in any way, other than changes necessary to:

(1) Accomplish analog to digital con-

version of the signal;

(2) Format a digital signal to be

DFDR compatible; or

(3) Eliminate a high frequency com-

ponent of a signal that is outside the operational bandwidth of the sensor.

(b) An original sensor signal for any

flight recorder parameter required to be recorded under §121.344 may be fil-tered only if the recorded signal value continues to meet the requirements of Appendix B or M of this part, as appli-cable.

§121.344(a) (12) through (17), (42), or (88), or the corresponding parameter in Ap-pendix B of this part, if the recorded signal value is filtered and does not meet the requirements of Appendix B or M of this part, as applicable, the cer-tificate holder must:

(1) Remove the filtering and ensure

that the recorded signal value meets the requirements of Appendix B or M of this part, as applicable; or

(2) Demonstrate by test and analysis

that the original sensor signal value can be reconstructed from the recorded data. This demonstration requires that:

(i) The FAA determine that the pro-

cedure and the test results submitted by the certificate holder as its compli-ance with paragraph (c)(2) of this sec-tion are repeatable; and

(ii) The certificate holder maintains

documentation of the procedure re-quired to reconstruct the original sen-sor signal value. This documentation is also subject to the requirements of §121.344(i).

(d) Compliance. Compliance is re-

quired as follows: (1) No later than October 20, 2011,

each operator must determine, for each airplane on its operations specifica-tions, whether the airplane’s DFDR system is filtering any of the param-eters listed in paragraph (c) of this sec-tion. The operator must create a record of this determination for each airplane it operates, and maintain it as part of

the correlation documentation re-quired by §121.344(j)(3) of this part.

(2) For airplanes that are not fil-

tering any listed parameter, no further action is required unless the airplane’s DFDR system is modified in a manner that would cause it to meet the defini-tion of filtering on any listed param-eter.

(3) For airplanes found to be filtering

a parameter listed in paragraph (c) of this section, the operator must either:

(i) No later than April 21, 2014, re-

move the filtering; or

(ii) No later than April 22, 2013, sub-

mit the necessary procedure and test results required by paragraph (c)(2) of this section.

(4) After April 21, 2014, no aircraft

flight data recording system may filter any parameter listed in paragraph (c) of this section that does not meet the requirements of Appendix B or M of this part, unless the certificate holder possesses test and analysis procedures and the test results that have been ap-proved by the FAA. All records of tests, analysis and procedures used to comply with this section must be maintained as part of the correlation documentation required by §121.344(j)(3) of this part.

[Docket FAA–2006–26135, 75 FR 7356, Feb. 19,

2010]

§ 121.347 Communication and naviga-

tion equipment for operations under VFR over routes navigated by pilotage.

(a) No person may operate an air-

plane under VFR over routes that can be navigated by pilotage unless the air-plane is equipped with the radio com-munication equipment necessary under normal operating conditions to fulfill the following:

(1) Communicate with at least one

appropriate station from any point on the route;

157 Federal Aviation Administration, DOT § 121.349

(2) Communicate with appropriate air

traffic control facilities from any point within Class B, Class C, or Class D air-space, or within a Class E surface area designated for an airport in which flights are intended; and

(3) Receive meteorological informa-

tion from any point en route by either of two independent systems. One of the means provided to comply with this subparagraph may be used to comply with paragraphs (a)(1) and (2) of this section.

(b) No person may operate an air-

plane at night under VFR over routes that can be navigated by pilotage un-less that airplane is equipped with—

(1) Radio communication equipment

necessary under normal operating con-ditions to fulfill the functions specified in paragraph (a) of this section; and

(2) Navigation equipment suitable for

the route to be flown.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–226, 56 FR 65663, Dec. 17, 1991; Amdt. 121–333, 72 FR 31681, June 7, 2007]

§ 121.349 Communication and naviga-

tion equipment for operations under VFR over routes not navi-gated by pilotage or for operations under IFR or over the top.

(a) Navigation equipment require-

ments—General. No person may conduct

operations under VFR over routes that cannot be navigated by pilotage, or op-erations conducted under IFR or over the top, unless—

(1) The en route navigation aids nec-

essary for navigating the airplane along the route (e.g., ATS routes, ar-rival and departure routes, and instru-ment approach procedures, including missed approach procedures if a missed approach routing is specified in the procedure) are available and suitable for use by the aircraft navigation sys-tems required by this section;

(2) The airplane used in those oper-

ations is equipped with at least—

(i) Except as provided in paragraph

(c) of this section, two approved inde-pendent navigation systems suitable for navigating the airplane along the route to be flown within the degree of accuracy required for ATC;

(ii) One marker beacon receiver pro-

viding visual and aural signals; and

(iii) One ILS receiver; and (3) Any RNAV system used to meet

the navigation equipment require-ments of this section is authorized in the certificate holder’s operations specifications.

(b) Communication equipment require-

ments. No person may operate an air-

plane under VFR over routes that can-not be navigated by pilotage, and no person may operate an airplane under IFR or over the top, unless the airplane is equipped with—

(1) At least two independent commu-

nication systems necessary under nor-mal operating conditions to fulfill the functions specified in §121.347 (a); and

(2) At least one of the communica-

tion systems required by paragraph (b)(1) of this section must have two- way voice communication capability.

tion system for operations under VFR over routes that cannot be navigated by pilot-age, or operations conducted under IFR or over the top. Notwithstanding the re-

quirements of paragraph (a)(2)(i) of this section, the airplane may be equipped with a single independent navigation system suitable for navigating the air-plane along the route to be flown with-in the degree of accuracy required for

ATC if:

(1) It can be shown that the airplane

is equipped with at least one other independent navigation system suit-able, in the event of loss of the naviga-tion capability of the single inde-pendent navigation system permitted by this paragraph at any point along the route, for proceeding safely to a suitable airport and completing an in-strument approach; and

(2) The airplane has sufficient fuel so

that the flight may proceed safely to a suitable airport by use of the remain-ing navigation system, and complete an instrument approach and land.

(d) Use of VOR navigation equipment.

If VOR navigation equipment is used to comply with paragraph (a) or (c) of this section, no person may operate an air-plane unless it is equipped with at least one approved DME or suitable RNAV system.

(e) Additional communication system

equipment requirements for operators sub-ject to §121.2. In addition to the require-

ments in paragraph (b) of this section,

158 14 CFR Ch. I (1–1–25 Edition) § 121.351

no person may operate an airplane hav-

ing a passenger seat configuration of 10 to 30 seats, excluding each crewmember seat, and a maximum payload capacity of 7,500 pounds or less, under IFR, over the top, or in extended over-water op-erations unless it is equipped with at least—

(1) Two microphones; and (2) Two headsets, or one headset and

one speaker.

[Docket FAA–2002–14002, 72 FR 31681, June 7,

2007]

§ 121.351 Communication and naviga-

tion equipment for extended over- water operations and for certain other operations.

(a) Except as provided in paragraph

(c) of this section, no person may con-duct an extended over-water operation unless the airplane is equipped with at least two independent long-range navi-gation systems and at least two inde-pendent long-range communication systems necessary under normal oper-ating conditions to fulfill the following functions—

(1) Communicate with at least one

appropriate station from any point on the route;

(2) Receive meteorological informa-

tion from any point on the route by ei-ther of two independent communica-tion systems. One of the communica-tion systems used to comply with this paragraph may be used to comply with paragraphs (a)(1) and (a)(3) of this sec-tion; and

(3) At least one of the communica-

tion systems must have two-way voice communication capability.

(b) No certificate holder conducting a

flag or supplemental operation or a do-mestic operation within the State of Alaska may conduct an operation with-out the equipment specified in para-graph (a) of this section, if the Admin-istrator finds that equipment to be necessary for search and rescue oper-ations because of the nature of the ter-rain to be flown over.

ments of paragraph (a) of this section, installation and use of a single LRNS and a single LRCS may be authorized by the Administrator and approved in the certificate holder’s operations specifications for operations and routes in certain geographic areas. The fol-

lowing are among the operational fac-tors the Administrator may consider in granting an authorization:

(1) The ability of the flightcrew to

navigate the airplane along the route within the degree of accuracy required for ATC,

(2) The length of the route being

flown, and

(3) The duration of the very high fre-

quency communications gap.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2611, Jan. 26, 1996; Amdt. 121–254, 61 FR 7191, Feb. 26, 1996; Amdt. 121–333, 72 FR 31682, June 7, 2007]

§ 121.353 Emergency equipment for op-

erations over uninhabited terrain areas: Flag, supplemental, and cer-tain domestic operations.

Unless the airplane has the following

equipment, no person may conduct a flag or supplemental operation or a do-mestic operation within the States of Alaska or Hawaii over an uninhabited area or any other area that (in its oper-ations specifications) the Adminis-trator specifies required equipment for search and rescue in case of an emer-gency:

(a) Suitable pyrotechnic signaling de-

vices.

(b) An approved survival type emer-

gency locator transmitter. Batteries used in this transmitter must be re-placed (or recharged, if the battery is rechargeable) when the transmitter has been in use for more than 1 cumulative hour, or when 50 percent of their useful life (or for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its ap-proval. The new expiration date for re-placing (or recharging) the battery must be legibly marked on the outside of the transmitter. The battery useful life (or useful life of charge) require-ments of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaf-fected during probable storage inter-vals.

priately equipped for the route to be

159 Federal Aviation Administration, DOT § 121.356

flown for the number of occupants of

the airplane.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–79, 36 FR 18724, Sept. 21, 1971; Amdt. 121–106, 38 FR 22378 Aug. 20, 1973; Amdt. 121–158, 45 FR 38348, June 9, 1980; Amdt. 121–239, 59 FR 32057, June 21, 1994; Amdt. 121–251, 60 FR 65932, Dec. 20, 1995]

§ 121.354 Terrain awareness and warn-

ing system.

(a) Airplanes manufactured after March

29, 2002. No person may operate a tur-

bine-powered airplane unless that air-plane is equipped with an approved ter-rain awareness and warning system that meets the requirements for Class A equipment in Technical Standard Order (TSO)–C151. The airplane must also include an approved terrain situa-tional awareness display.

(b) Airplanes manufactured on or before

March 29, 2002. No person may operate

a turbine-powered airplane after March 29, 2005, unless that airplane is equipped with an approved terrain awareness and warning system that meets the requirements for Class A equipment in Technical Standard Order (TSO)–C151. The airplane must also in-clude an approved terrain situational awareness display.

(Approved by the Office of Management and

Budget under control number 2120–0631)

plane Flight Manual shall contain ap-propriate procedures for—

(1) The use of the terrain awareness

and warning system; and

(2) Proper flight crew reaction in re-

sponse to the terrain awareness and warning system audio and visual warn-ings.

[Docket 29312, 65 FR 16755, Mar. 29, 2000]

§ 121.355 Equipment for operations on

which specialized means of naviga-tion are used.

(a) No certificate holder may conduct

an operation—

(1) Using Doppler Radar or an Iner-

tial Navigation System outside the 48 contiguous States and the District of Columbia, unless such systems have been approved in accordance with ap-pendix G to this part; or

(2) Using Doppler Radar or an Iner-

tial Navigation System within the 48 contiguous States and the District of

Columbia, or any other specialized means of navigation, unless it shows that an adequate airborne system is provided for the specialized navigation authorized for the particular operation.

(b) Notwithstanding paragraph (a) of

this section, Doppler Radar and Iner-tial Navigation Systems, and the train-ing programs, maintenance programs, relevant operations manual material, and minimum equipment lists prepared in accordance therewith, approved be-fore April 29, 1972, are not required to be approved in accordance with that paragraph.

[Docket 10204, 37 FR 6464, Mar. 30, 1972]

§ 121.356 Collision avoidance system.

Effective January 1, 2005, any air-

plane you operate under this part must be equipped and operated according to the following table:

OLLISION AVOIDANCE SYSTEMS

If you operate any— Then you must operate that airplane

with—

(a) Turbine-powered

airplane of more than 33,000 pounds maximum certificated take-off weight.(1) An appropriate class of Mode S

transponder that meets Technical Standard Order (TSO) C–112, or a later version, and one of the fol-lowing approved units:

(i) TCAS II that meets TSO C–119b

(version 7.0), or takeoff weight a later version.

(ii) TCAS II that meets TSO C–119a

(version 6.04A Enhanced) that was installed in that airplane before May 1, 2003. If that TCAS II version 6.04A Enhanced no longer can be repaired to TSO C–119a standards, it must be replaced with a TCAS II that meets TSO C–119b (version 7.0), or a later version.

(iii) A collision avoidance system equiv-

alent to TSO C–119b (version 7.0), or a later version, capable of coordi-nating with units that meet TSO C– 119a (version 6.04A Enhanced), or a later version.

(b) Passenger or

combination cargo/passenger (combi) airplane that has a pas-senger seat con-figuration of 10– 30 seats.(1) TCAS I that meets TSO C–118, or

a later version, or

(2) A collision avoidance system equiv-

alent to has a TSO C–118, or a later version, or

(3) A collision avoidance system and

Mode S transponder that meet para-graph (a)(1) of this section.

airplane of more than 33,000 pounds maximum certificated take-off weight.(1) TCAS I that meets TSO C–118, or

a later version, or

(2) A collision avoidance system equiv-

alent to maximum TSO C–118, or a later version, or

(3) A collision avoidance system and

Mode S transponder that meet para-graph (a)(1) of this section.

160 14 CFR Ch. I (1–1–25 Edition) § 121.357

[Docket FAA–2001–10910, 68 FR 15902, Apr. 1,

2003]

§ 121.357 Airborne weather radar

equipment requirements.

(a) No person may operate any trans-

port category airplane (except C–46 type airplanes) or a nontransport cat-egory airplane certificated after De-cember 31, 1964, unless approved air-borne weather radar equipment has been installed in the airplane.

(b) [Reserved] (c) Each person operating an airplane

required to have approved airborne weather radar equipment installed shall, when using it under this part, op-erate it in accordance with the fol-lowing:

(1) Dispatch. No person may dispatch

an airplane (or begin the flight of an airplane in the case of a certificate holder, that does not use a dispatch system) under IFR or night VFR condi-tions when current weather reports in-dicate that thunderstorms, or other po-tentially hazardous weather conditions that can be detected with airborne weather radar, may reasonably be ex-pected along the route to be flown, un-less the airborne weather radar equip-ment is in satisfactory operating con-dition.

(2) If the airborne weather radar be-

comes inoperative en route, the air-plane must be operated in accordance with the approved instructions and procedures specified in the operations manual for such an event.

(d) This section does not apply to air-

planes used solely within the State of Hawaii or within the State of Alaska and that part of Canada west of lon-gitude 130 degrees W, between latitude 70 degrees N, and latitude 53 degrees N, or during any training, test, or ferry flight.

(e) Notwithstanding any other provi-

sion of this chapter, an alternate elec-trical power supply is not required for airborne weather radar equipment.

[Docket 6258, 29 FR 19205, Dec. 31, 1964, as

amended by Amdt. 121–18, 31 FR 5825, Apr. 15, 1966; Amdt. 121–130, 41 FR 47229, Oct. 28, 1976; Amdt. 121–251, 60 FR 65932, Dec. 20, 1995] § 121.358 Low-altitude windshear sys-

tem equipment requirements.

(a) Airplanes manufactured after Janu-

ary 2, 1991. No person may operate a

turbine-powered airplane manufac-tured after January 2, 1991, unless it is equipped with either an approved air-borne windshear warning and flight guidance system, an approved airborne detection and avoidance system, or an approved combination of these sys-tems.

(b) Airplanes manufactured before Jan-

uary 3, 1991. Except as provided in para-

graph (c) of this section, after January 2, 1991, no person may operate a tur-bine-powered airplane manufactured before January 3, 1991 unless it meets one of the following requirements as applicable.

(1) The makes/models/series listed

below must be equipped with either an approved airborne windshear warning and flight guidance system, an ap-proved airborne detection and avoid-ance system, or an approved combina-tion of these systems:

(i) A–300–600; (ii) A–310—all series; (iii) A–320—all series; (iv) B–737–300, 400, and 500 series; (v) B–747–400; (vi) B–757—all series; (vii) B–767—all series; (viii) F–100—all series; (ix) MD–11—all series; and (x) MD–80 series equipped with an

EFIS and Honeywell-970 digital flight guidance computer.

(2) All other turbine-powered air-

planes not listed above must be equipped with as a minimum require-ment, an approved airborne windshear warning system. These airplanes may be equipped with an approved airborne windshear detection and avoidance sys-tem, or an approved combination of these systems.

certificate holder may obtain an exten-sion of the compliance date in para-graph (b) of this section if it obtains FAA approval of a retrofit schedule. To obtain approval of a retrofit schedule and show continued compliance with that schedule, a certificate holder must do the following:

(1) Submit a request for approval of a

retrofit schedule by June 1, 1990, to the

161 Federal Aviation Administration, DOT § 121.359

appropriate Flight Standards division

manager in the responsible Flight Standards office.

(2) Show that all of the certificate

holder’s airplanes required to be equipped in accordance with this sec-tion will be equipped by the final com-pliance date established for TCAS II retrofit.

(3) Comply with its retrofit schedule

and submit status reports containing information acceptable to the Adminis-trator. The initial report must be sub-mitted by January 2, 1991, and subse-quent reports must be submitted every six months thereafter until completion of the schedule. The reports must be submitted to the certificate holder’s assigned Principal Avionics Inspector.

(d) Definitions. For the purposes of

this section the following definitions apply—

(1) Turbine-powered airplane includes,

e.g., turbofan-, turbojet-, propfan-, and ultra-high bypass fan-powered air-planes. The definition specifically ex-cludes turbopropeller-powered air-planes.

(2) An airplane is considered manu-

factured on the date the inspection ac-ceptance records reflect that the air-plane is complete and meets the FAA Approved Type Design data.

[Docket 25954, 55 FR 13242, Apr. 9, 1990, as

amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.359 Cockpit voice recorders.

(a) No certificate holder may operate

a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines unless an approved cockpit voice recorder is in-stalled in that airplane and is operated continuously from the start of the use of the checklist (before starting en-gines for the purpose of flight), to com-pletion of the final checklist at the ter-mination of the flight.

(b) [Reserved] (c) The cockpit voice recorder re-

quired by paragraph (a) of this section must meet the following application standards:

(1) The requirements of part 25 of this

chapter in affect on August 31, 1977.

(2) After September 1, 1980, each re-

corder container must— (i) Be either bright orange or bright

yellow;

(ii) Have reflective tape affixed to the

external surface to facilitate its loca-tion under water; and

(iii) Have an approved underwater lo-

cating device on or adjacent to the con-tainer which is secured in such a man-ner that they are not likely to be sepa-rated during crash impact, unless the cockpit voice recorder, and the flight recorder required by §121.343, are in-stalled adjacent to each other in such a

manner that they are not likely to be separated during crash impact.

(d) No person may operate a multien-

gine, turbine-powered airplane having a passenger seat configuration of 10–19 seats unless it is equipped with an ap-proved cockpit voice recorder that:

(1) Is installed in compliance with

§23.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g); or §25.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g) of this chap-ter, as applicable; and

(2) Is operated continuously from the

use of the checklist before the flight to completion of the final checklist at the end of the flight.

(e) No person may operate a multien-

gine, turbine-powered airplane having a passenger seat configuration of 20 to 30 seats unless it is equipped with an approved cockpit voice recorder that—

(1) Is installed in accordance with the

requirements of §23.1457 (except para-graphs (a)(6), (d)(1)(ii), (4), and (5)) or §25.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)) of this chapter, as applicable; and

(2) Is operated continuously from the

use of the checklist before the flight to completion of the final checklist at the end of the flight.

(f) In complying with this section, an

approved cockpit voice recorder having an erasure feature may be used, so that at any time during the operation of the recorder, information recorded more than 30 minutes earlier may be erased or otherwise obliterated.

(g) For those aircraft equipped to

record the uninterrupted audio signals received by a boom or a mask micro-phone, the flight crewmembers are re-quired to use the boom microphone below 18,000 feet mean sea level. No

162 14 CFR Ch. I (1–1–25 Edition) § 121.360

person may operate a large turbine en-

gine powered airplane or a large pres-surized airplane with four recipro-cating engines manufactured after Oc-tober 11, 1991, or on which a cockpit voice recorder has been installed after October 11, 1991, unless it is equipped to record the uninterrupted audio signal received by a boom or mask micro-phone in accordance with §25.1457(c)(5) of this chapter.

(h) In the event of an accident or oc-

currence requiring immediate notifica-tion of the National Transportation Safety Board under 49 CFR part 830 of its regulations, which results in the termination of the flight, the certifi-cate holder shall keep the recorded in-formation for at least 60 days or, if re-quested by the Administrator or the Board, for a longer period. Information obtained from the record is used to as-sist in determining the cause of acci-dents or occurrences in connection with investigations under 49 CFR part 830. The Administrator does not use the record in any civil penalty or certifi-cate action.

(i) By April 7, 2012, all turbine en-

gine-powered airplanes subject to this section that are manufactured before April 7, 2010, must have a cockpit voice recorder installed that also—

(1) Meets the requirements of

§23.1457(d)(6) or §25.1457(d)(6) of this chapter, as applicable;

(2) Retains at least the last 2 hours of

recorded information using a recorder that meets the standards of TSO–C123a, or later revision; and

(3) Is operated continuously from the

use of the checklist before the flight to completion of the final checklist at the end of the flight.

(4) If transport category, meets the

requirements in §25.1457(a)(3), (a)(4), and (a)(5) of this chapter.

(j) All turbine engine-powered air-

planes subject to this section that are manufactured on or after April 7, 2010, must have a cockpit voice recorder in-stalled that also—

(1) Is installed in accordance with the

requirements of §23.1457 (except for paragraph (a)(6) or §25.1457 (except for paragraph (a)(6)) of this chapter, as ap-plicable;

(2) Retains at least the last 2 hours of

recorded information using a recorder that meets the standards of TSO–C123a,

or later revision; and

(3) Is operated continuously from the

use of the checklist before the flight to completion of the final checklist at the end of the flight.

(4) For all airplanes manufactured on

or after December 6, 2010, also meets the requirements of §23.1457(a)(6) or §25.1457(a)(6) of this chapter, as appli-cable.

(k) All airplanes required by this part

to have a cockpit voice recorder and a flight data recorder, that install datalink communication equipment on or after December 6, 2010, must record all datalink messages as required by the certification rule applicable to the airplane.

[Docket 6258, 29 FR 19205, Dec. 31, 1964]

EDITORIAL NOTE: For F EDERAL REGISTER ci-

tations affecting §121.359, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

§ 121.360 [Reserved]

Subpart L—Maintenance, Preven-

tive Maintenance, and Alter-ations

SOURCE : Docket 6258, 29 FR 19210, Dec. 31,

1964, unless otherwise noted.

§ 121.361 Applicability.

(a) Except as provided by paragraph

(b) of this section, this subpart pre-scribes requirements for maintenance, preventive maintenance, and alter-ations for all certificate holders.

(b) The Administrator may amend a

certificate holder’s operations speci-fications to permit deviation from those provisions of this subpart that would prevent the return to service and use of airframe components, power-plants, appliances, and spare parts

thereof because those items have been maintained, altered, or inspected by persons employed outside the United States who do not hold U.S. airman certificates. Each certificate holder who uses parts under this deviation must provide for surveillance of facili-ties and practices to assure that all

163 Federal Aviation Administration, DOT § 121.368

work performed on these parts is ac-

complished in accordance with the cer-tificate holder’s manual.

[Docket 8754, 33 FR 14406, Sept. 25, 1968]

§ 121.363 Responsibility for airworthi-

ness.

(a) Each certificate holder is pri-

marily responsible for—

(1) The airworthiness of its aircraft,

including airframes, aircraft engines, propellers, appliances, and parts there-of; and

(2) The performance of the mainte-

nance, preventive maintenance, and al-teration of its aircraft, including air-frames, aircraft engines, propellers, ap-pliances, emergency equipment, and parts thereof, in accordance with its manual and the regulations of this chapter.

(b) A certificate holder may make ar-

rangements with another person for the performance of any maintenance, preventive maintenance, or alter-ations. However, this does not relieve the certificate holder of the responsi-bility specified in paragraph (a) of this section.

[Docket 6258, 29 FR 19210, Dec. 31, 1964, as

amended by Amdt. 121–106, 38 FR 22378, Aug. 20, 1973]

§ 121.365 Maintenance, preventive

maintenance, and alteration organi-zation.

(a) Each certificate holder that per-

forms any of its maintenance (other than required inspections), preventive maintenance, or alterations, and each

person with whom it arranges for the performance of that work must have an organization adequate to perform the work.

(b) Each certificate holder that per-

forms any inspections required by its manual in accordance with §121.369(b)(2) or (3) (in this subpart re-ferred to as required inspections ) and

each person with whom it arranges for the performance of that work must have an organization adequate to per-form that work.

inspections in addition to other main-tenance, preventive maintenance, or alterations, shall organize the perform-ance of those functions so as to sepa-rate the required inspection functions from the other maintenance, preven-

tive maintenance, and alteration func-tions. The separation shall be below the level of administrative control at which overall responsibility for the re-quired inspection functions and other maintenance, preventive maintenance, and alteration functions are exercised.

[Docket 6258, 29 FR 19210, Dec. 31, 1964, as

amended by Amdt. 121–3, 30 FR 3639, Mar. 19, 1965]

§ 121.367 Maintenance, preventive

maintenance, and alterations pro-grams.

Each certificate holder shall have an

inspection program and a program cov-ering other maintenance, preventive maintenance, and alterations that en-sures that—

(a) Maintenance, preventive mainte-

nance, and alterations performed by it, or by other persons, are performed in accordance with the certificate hold-er’s manual;

(b) Competent personnel and ade-

quate facilities and equipment are pro-vided for the proper performance of maintenance, preventive maintenance, and alterations; and

is airworthy and has been properly maintained for operation under this part.

[Docket 6258, 29 FR 19210, Dec. 31, 1964, as

amended by Amdt. 121–100, 37 FR 28053, Dec. 20, 1972]

§ 121.368 Contract maintenance.

(a) A certificate holder may arrange

with another person for the perform-ance of maintenance, preventive main-tenance, and alterations as authorized in §121.379(a) only if the certificate holder has met all the requirements in this section. For purposes of this sec-tion—

(1) A maintenance provider is any per-

son who performs maintenance, preven-tive maintenance, or an alteration for a certificate holder other than a person who is trained by and employed di-rectly by that certificate holder.

(2) Covered work means any of the fol-

lowing:

(i) Essential maintenance that could

result in a failure, malfunction, or de-fect endangering the safe operation of

164 14 CFR Ch. I (1–1–25 Edition) § 121.369

an aircraft if not performed properly or

if improper parts or materials are used;

(ii) Regularly scheduled mainte-

nance; or

(iii) A required inspection item on an

aircraft.

(3) Directly in charge means having re-

sponsibility for covered work per-formed by a maintenance provider. A representative of the certificate holder directly in charge of covered work does not need to physically observe and di-rect each maintenance provider con-stantly, but must be available for con-sultation on matters requiring instruc-tion or decision.

(b) Each certificate holder must be

directly in charge of all covered work done for it by a maintenance provider.

perform all covered work in accordance with the certificate holder’s mainte-nance manual.

(d) No maintenance provider may

perform covered work unless that work

is carried out under the supervision and control of the certificate holder.

(e) Each certificate holder who con-

tracts for maintenance, preventive maintenance, or alterations must de-velop and implement policies, proce-dures, methods, and instructions for the accomplishment of all contracted maintenance, preventive maintenance, and alterations. These policies, proce-dures, methods, and instructions must provide for the maintenance, preven-tive maintenance, and alterations to be performed in accordance with the cer-tificate holder’s maintenance program and maintenance manual.

(f) Each certificate holder who con-

tracts for maintenance, preventive maintenance, or alterations must en-sure that its system for the continuing analysis and surveillance of the main-tenance, preventive maintenance, and alterations carried out by the mainte-nance provider, as required by §121.373(a), contains procedures for oversight of all contracted covered work.

(g) The policies, procedures, methods,

and instructions required by para-graphs (e) and (f) of this section must be acceptable to the FAA and included in the certificate holder’s maintenance manual as required by§121.369(b)(10). (h) Each certificate holder who con-

tracts for maintenance, preventive maintenance, or alterations must pro-vide to its responsible Flight Standards office, in a format acceptable to the FAA, a list that includes the name and physical (street) address, or addresses, where the work is carried out for each maintenance provider that performs work for the certificate holder, and a description of the type of maintenance, preventive maintenance, or alteration that is to be performed at each loca-tion. The list must be updated with any changes, including additions or de-

letions, and the updated list provided to the FAA in a format acceptable to the FAA by the last day of each cal-endar month.

[Docket FAA–2011–1136, Amdt. 121–371, 80 FR

11546, Mar. 4, 2015, as amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.369 Manual requirements.

(a) The certificate holder shall put in

its manual a chart or description of the certificate holder’s organization re-quired by §121.365 and a list of persons with whom it has arranged for the per-formance of any of its required inspec-tions, other maintenance, preventive maintenance, or alterations, including a general description of that work.

(b) The certificate holder’s manual

must contain the programs required by §121.367 that must be followed in per-forming maintenance, preventive maintenance, and alterations of that certificate holder’s airplanes, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts thereof, and must include at least the following:

(1) The method of performing routine

and nonroutine maintenance (other than required inspections), preventive maintenance, and alterations.

(2) A designation of the items of

maintenance and alteration that must be inspected (required inspections), in-cluding at least those that could result in a failure, malfunction, or defect en-dangering the safe operation of the air-craft, if not performed properly or if improper parts or materials are used.

(3) The method of performing re-

quired inspections and a designation by

165 Federal Aviation Administration, DOT § 121.371

occupational title of personnel author-

ized to perform each required inspec-tion.

(4) Procedures for the reinspection of

work performed pursuant to previous required inspection findings ( buy-back

procedures ).

(5) Procedures, standards, and limits

necessary for required inspections and acceptance or rejection of the items re-quired to be inspected and for periodic inspection and calibration of precision tools, measuring devices, and test equipment.

(6) Procedures to ensure that all re-

quired inspections are performed.

(7) Instructions to prevent any per-

son who performs any item of work from performing any required inspec-tion of that work.

(8) Instructions and procedures to

prevent any decision of an inspector, regarding any required inspection from being countermanded by persons other than supervisory personnel of the in-spection unit, or a person at that level of administrative control that has overall responsibility for the manage-ment of both the required inspection functions and the other maintenance, preventive maintenance, and alter-ations functions.

(9) Procedures to ensure that re-

quired inspections, other maintenance, preventive maintenance, and alter-ations that are not completed as a re-sult of shift changes or similar work interruptions are properly completed before the aircraft is released to serv-ice.

(10) Policies, procedures, methods,

and instructions for the accomplish-ment of all maintenance, preventive maintenance, and alterations carried out by a maintenance provider. These policies, procedures, methods, and in-structions must be acceptable to the FAA and provide for the maintenance, preventive maintenance, and alter-ations to be performed in accordance with the certificate holder’s mainte-nance program and maintenance man-ual.

forth in its manual a suitable system (which may include a coded system) that provides for preservation and re-trieval of information in a manner ac-ceptable to the Administrator and that

provides—

(1) A description (or reference to data

acceptable to the Administrator) of the work performed;

(2) The name of the person per-

forming the work if the work is per-formed by a person outside the organi-zation of the certificate holder; and

(3) The name or other positive identi-

fication of the individual approving the work.

[Docket 6258, 29 FR 19210, Dec. 31, 1964, as

amended by Amdt. 121–94, 37 FR 15983, Aug. 9, 1972; Amdt. 121–106, 38 FR 22378, Aug. 20, 1973; Docket FAA–2011–1136, Amdt. 121–371, 80 FR 11546, Mar. 4, 2015]

§§ 121.370–121.370a [Reserved]

§ 121.371 Required inspection per-

sonnel.

(a) No person may use any person to

perform required inspections unless the person performing the inspection is ap-propriately certificated, properly trained, qualified, and authorized to do so.

(b) No person may allow any person

to perform a required inspection un-less, at that time, the person per-forming that inspection is under the supervision and control of an inspec-tion unit.

inspection if he performed the item of work required to be inspected.

(d) Each certificate holder shall

maintain, or shall determine that each person with whom it arranges to per-form its required inspections main-tains, a current listing of persons who have been trained, qualified, and au-thorized to conduct required inspec-tions. The persons must be identified by name, occupational title, and the inspections that they are authorized to perform. The certificate holder (or per-son with whom it arranges to perform its required inspections) shall give written information to each person so authorized describing the extent of his responsibilities, authorities, and inspectional limitations. The list shall be made available for inspection by the Administrator upon request.

166 14 CFR Ch. I (1–1–25 Edition) § 121.373

§ 121.373 Continuing analysis and sur-

veillance.

(a) Each certificate holder shall es-

tablish and maintain a system for the continuing analysis and surveillance of the performance and effectiveness of its inspection program and the pro-gram covering other maintenance, pre-ventive maintenance, and alterations and for the correction of any deficiency

in those programs, regardless of wheth-er those programs are carried out by the certificate holder or by another person.

(b) Whenever the Administrator finds

that either or both of the programs de-scribed in paragraph (a) of this section does not contain adequate procedures and standards to meet the require-ments of this part, the certificate hold-er shall, after notification by the Ad-ministrator, make any changes in those programs that are necessary to meet those requirements.

the Administrator to reconsider the notice to make a change in a program. The petition must be filed with the re-sponsible Flight Standards office charged with the overall inspection of the certificate holder’s operations within 30 days after the certificate holder receives the notice. Except in the case of an emergency requiring im-mediate action in the interest of safe-ty, the filing of the petition stays the notice pending a decision by the Ad-ministrator.

[Docket 6258, 29 FR 19210, Dec. 31, 1964, as

amended by Amdt. 121–207, 54 FR 39293, Sept. 25, 1989; Amdt. 121–253, 61 FR 2611, Jan. 26, 1996; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.374 Continuous airworthiness

maintenance program (CAMP) for two-engine ETOPS.

In order to conduct an ETOPS flight

using a two-engine airplane, each cer-tificate holder must develop and com-ply with the ETOPS continuous air-worthiness maintenance program, as authorized in the certificate holder’s operations specifications, for each air-plane-engine combination used in ETOPS. The certificate holder must develop this ETOPS CAMP by supplementing the manufacturer’s maintenance program or the CAMP currently approved for the certificate

holder. This ETOPS CAMP must in-clude the following elements:

(a) ETOPS maintenance document. The

certificate holder must have an ETOPS maintenance document for use by each person involved in ETOPS.

(1) The document must— (i) List each ETOPS significant sys-

tem,

(ii) Refer to or include all of the

ETOPS maintenance elements in this section,

(iii) Refer to or include all supportive

programs and procedures,

(iv) Refer to or include all duties and

responsibilities, and

(v) Clearly state where referenced

material is located in the certificate holder’s document system.

(b) ETOPS pre-departure service check.

Except as provided in Appendix P of this part, the certificate holder must develop a pre-departure check tailored to their specific operation.

(1) The certificate holder must com-

plete a pre-departure service check im-mediately before each ETOPS flight.

(2) At a minimum, this check must— (i) Verify the condition of all ETOPS

Significant Systems;

(ii) Verify the overall status of the

airplane by reviewing applicable main-tenance records; and

(iii) Include an interior and exterior

inspection to include a determination of engine and APU oil levels and con-sumption rates.

(3) An appropriately trained mainte-

nance person, who is ETOPS qualified, must accomplish and certify by signa-ture ETOPS specific tasks. Before an ETOPS flight may commence, an ETOPS pre-departure service check (PDSC) Signatory Person, who has been authorized by the certificate hold-er, must certify by signature, that the ETOPS PDSC has been completed.

(4) For the purposes of this paragraph

(b) only, the following definitions apply:

(i) ETOPS qualified person: A person

is ETOPS qualified when that person satisfactorily completes the operator’s ETOPS training program and is au-thorized by the certificate holder.

(ii) ETOPS PDSC Signatory Person:

A person is an ETOPS PDSC Signatory

167 Federal Aviation Administration, DOT § 121.374

Person when that person is ETOPS

qualified and that person:

(A) When certifying the completion

of the ETOPS PDSC in the United States:

(1) Works for an operator authorized

to engage in part 121 operation or works for a part 145 repair station; and

(2) Holds a U.S. Mechanic’s Certifi-

cate with airframe and powerplant rat-ings.

(B) When certifying the completion

of the ETOPS PDSC outside of the U.S. holds a certificate in accordance with §43.17(c)(1) of this chapter; or

of the ETOPS PDSC outside the U.S. holds the certificates needed or has the requisite experience or training to re-turn aircraft to service on behalf of an ETOPS maintenance entity.

(iii) ETOPS maintenance entity: An

entity authorized to perform ETOPS maintenance and complete ETOPS PDSC and that entity is:

(A) Certificated to engage in part 121

operations;

(B) Repair station certificated under

part 145 of this chapter; or

§43.17(c)(2) of this chapter.

(1) Except as specified in paragraph (c)(2), the certificate holder may not perform scheduled or unscheduled dual maintenance during the same mainte-nance visit on the same or a substan-tially similar ETOPS Significant Sys-tem listed in the ETOPS maintenance document, if the improper mainte-nance could result in the failure of an ETOPS Significant System.

(2) In the event dual maintenance as

defined in paragraph (c)(1) of this sec-tion cannot be avoided, the certificate holder may perform maintenance pro-vided:

(i) The maintenance action on each

affected ETOPS Significant System is performed by a different technician, or

(ii) The maintenance action on each

affected ETOPS Significant System is performed by the same technician under the direct supervision of a sec-ond qualified individual; and

(iii) For either paragraph (c)(2)(i) or

(ii) of this section, a qualified indi-vidual conducts a ground verification test and any in-flight verification test required under the program developed

pursuant to paragraph (d) of this sec-tion.

(d) Verification program. The certifi-

cate holder must develop and maintain a program for the resolution of discrep-ancies that will ensure the effective-ness of maintenance actions taken on ETOPS Significant Systems. The verification program must identify po-tential problems and verify satisfac-tory corrective action. The verification program must include ground verification and in-flight verification policy and procedures. The certificate holder must establish procedures to in-dicate clearly who is going to initiate the verification action and what action is necessary. The verification action may be performed on an ETOPS rev-enue flight provided the verification action is documented as satisfactorily completed upon reaching the ETOPS Entry Point.

(e) Task identification. The certificate

holder must identify all ETOPS-spe-cific tasks. An appropriately trained mechanic who is ETOPS qualified must accomplish and certify by signature that the ETOPS-specific task has been completed.

(f) Centralized maintenance control pro-

cedures. The certificate holder must de-

velop and maintain procedures for cen-tralized maintenance control for ETOPS.

(g) Parts control program. The certifi-

cate holder must develop an ETOPS parts control program to ensure the

proper identification of parts used to maintain the configuration of airplanes used in ETOPS.

(h) Reliability program. The certificate

holder must have an ETOPS reliability program. This program must be the certificate holder’s existing reliability program or its Continuing Analysis and Surveillance System (CASS) sup-plemented for ETOPS. This program must be event-oriented and include procedures to report the events listed below, as follows:

(1) The certificate holder must report

the following events within 96 hours of the occurrence to its responsible Flight Standards office:

(i) IFSDs, except planned IFSDs per-

formed for flight training.

168 14 CFR Ch. I (1–1–25 Edition) § 121.374

(ii) Diversions and turnbacks for fail-

ures, malfunctions, or defects associ-ated with any airplane or engine sys-tem.

(iii) Uncommanded power or thrust

changes or surges.

(iv) Inability to control the engine or

obtain desired power or thrust.

(v) Inadvertent fuel loss or unavail-

ability, or uncorrectable fuel imbal-ance in flight.

(vi) Failures, malfunctions or defects

associated with ETOPS Significant Systems.

(vii) Any event that would jeopardize

the safe flight and landing of the air-plane on an ETOPS flight.

(2) The certificate holder must inves-

tigate the cause of each event listed in paragraph (h)(1) of this section and submit findings and a description of corrective action to its responsible Flight Standards office. The report must include the information specified in §121.703(e). The corrective action must be acceptable to its responsible Flight Standards office.

(i) Propulsion system monitoring. (1) If

the IFSD rate (computed on a 12-month rolling average) for an engine installed as part of an airplane-engine combina-tion exceeds the following values, the certificate holder must do a com-prehensive review of its operations to identify any common cause effects and systemic errors. The IFSD rate must be computed using all engines of that type in the certificate holder’s entire fleet of airplanes approved for ETOPS.

(i) A rate of 0.05 per 1,000 engine

hours for ETOPS up to and including 120 minutes.

(ii) A rate of 0.03 per 1,000 engine

hours for ETOPS beyond 120-minutes up to and including 207 minutes in the North Pacific Area of Operation and up to and including 180 minutes elsewhere.

(iii) A rate of 0.02 per 1,000 engine

hours for ETOPS beyond 207 minutes in the North Pacific Area of Operation and beyond 180 minutes elsewhere.

(2) Within 30 days of exceeding the

rates above, the certificate holder must submit a report of investigation and any necessary corrective action taken to its responsible Flight Standards of-fice.

(j) Engine condition monitoring. (1) The

certificate holder must have an engine condition monitoring program to de-

tect deterioration at an early stage and to allow for corrective action before safe operation is affected.

(2) This program must describe the

parameters to be monitored, the meth-od of data collection, the method of analyzing data, and the process for taking corrective action.

(3) The program must ensure that en-

gine-limit margins are maintained so that a prolonged engine-inoperative di-version may be conducted at approved power levels and in all expected envi-ronmental conditions without exceed-ing approved engine limits. This in-cludes approved limits for items such as rotor speeds and exhaust gas tem-peratures.

(k) Oil-consumption monitoring. The

certificate holder must have an engine oil consumption monitoring program to ensure that there is enough oil to complete each ETOPS flight. APU oil consumption must be included if an APU is required for ETOPS. The opera-tor’s oil consumption limit may not ex-ceed the manufacturer’s recommenda-tion. Monitoring must be continuous and include oil added at each ETOPS departure point. The program must compare the amount of oil added at each ETOPS departure point with the running average consumption to iden-tify sudden increases.

(l) APU in-flight start program. If the

airplane type certificate requires an APU but does not require the APU to run during the ETOPS portion of the flight, the certificate holder must de-velop and maintain a program accept-able to the FAA for cold soak in-flight start-and-run reliability.

(m) Maintenance training. For each

airplane-engine combination, the cer-tificate holder must develop a mainte-nance training program that provides training adequate to support ETOPS. It must include ETOPS specific train-ing for all persons involved in ETOPS maintenance that focuses on the spe-cial nature of ETOPS. This training must be in addition to the operator’s maintenance training program used to qualify individuals to perform work on specific airplanes and engines.

(n) Configuration, maintenance, and

procedures (CMP) document. If an air-

plane-engine combination has a CMP

169 Federal Aviation Administration, DOT § 121.380

document, the certificate holder must

use a system that ensures compliance with the applicable FAA-approved doc-ument.

(o) Procedural changes. Each substan-

tial change to the maintenance or training procedures that were used to qualify the certificate holder for ETOPS, must be submitted to the CHDO for review. The certificate hold-er cannot implement a change until its responsible Flight Standards office no-tifies the certificate holder that the re-view is complete.

[Docket FAA–2002–6717, 72 FR 1880, Jan. 16,

2007, as amended by Amdt. 121–329, 72 FR 7348, Feb. 15, 2007; Amdt. 121–329, 72 FR 26541, May 10, 2007; Amdt. 121–339, 73 FR 33881, June 16, 2008; Docket FAA–2018–0119, Amdt. 121– 380, 83 FR 9173, Mar. 5, 2018]

§ 121.375 Maintenance and preventive

maintenance training program.

Each certificate holder or person per-

forming maintenance or preventive maintenance functions for it shall have a training program to ensure that each person (including inspection personnel) who determines the adequacy of work done is fully informed about procedures and techniques and new equipment in use and is competent to perform his du-ties.

§ 121.377 Maintenance and preventive

maintenance personnel duty time limitations.

Within the United States, each cer-

tificate holder (or person performing maintenance or preventive mainte-nance functions for it) shall relieve each person performing maintenance or preventive maintenance from duty for a period of at least 24 consecutive hours during any seven consecutive days, or the equivalent thereof within any one calendar month.

§ 121.378 Certificate requirements.

(a) Except for maintenance, preven-

tive maintenance, alterations, and re-quired inspections performed by a cer-tificated repair station that is located outside the United States, each person who is directly in charge of mainte-nance, preventive maintenance, or al-terations, and each person performing required inspections must hold an ap-propriate airman certificate. (b) For the purposes of this section, a

person directly in charge is each person

assigned to a position in which he is re-sponsible for the work of a shop or sta-tion that performs maintenance, pre-ventive maintenance, alterations, or other functions affecting aircraft air-worthiness. A person who is directly in

charge need not physically observe and

direct each worker constantly but must be available for consultation and decision on matters requiring instruc-tion or decision from higher authority than that of the persons performing the work.

[Docket 6258, 29 FR 19210, Dec. 31, 1964, as

amended by Amdt. 121–21, 31 FR 10618, Aug. 9, 1966; Amdt. 121–286, 66 FR 41116, Aug. 6, 2001]

§ 121.379 Authority to perform and ap-

prove maintenance, preventive maintenance, and alterations.

(a) A certificate holder may perform,

or it may make arrangements with other persons to perform, maintenance, preventive maintenance, and alter-ations as provided in its continuous airworthiness maintenance program and its maintenance manual. In addi-tion, a certificate holder may perform these functions for another certificate holder as provided in the continuous airworthiness maintenance program and maintenance manual of the other certificate holder.

(b) A certificate holder may approve

any aircraft, airframe, aircraft engine, propeller, or appliance for return to service after maintenance, preventive maintenance, or alterations that are

performed under paragraph (a) of this section. However, in the case of a major repair or major alteration, the work must have been done in accord-ance with technical data approved by the Administrator.

[Docket 10289, 35 FR 16793, Oct. 30, 1970]

§ 121.380 Maintenance recording re-

quirements.

(a) Each certificate holder shall keep

(using the system specified in the man-ual required in §121.369) the following records for the periods specified in paragraph (c) of this section:

(1) All the records necessary to show

that all requirements for the issuance of an airworthiness release under §121.709 have been met.

170 14 CFR Ch. I (1–1–25 Edition) § 121.380a

(2) Records containing the following

information:

(i) The total time in service of the

airframe.

(ii) Except as provided in paragraph

(b) of this section, the total time in service of each engine and propeller.

(iii) The current status of life-limited

parts of each airframe, engine, pro-peller, and appliance.

(iv) The time since last overhaul of

all items installed on the aircraft which are required to be overhauled on a specified time basis.

(v) The identification of the current

inspection status of the aircraft, in-cluding the times since the last inspec-tions required by the inspection pro-gram under which the aircraft and its appliances are maintained.

(vi) The current status of applicable

airworthiness directives, including the date and methods of compliance, and, if the airworthiness directive involves recurring action, the time and date when the next action is required.

(vii) A list of current major alter-

ations to each airframe, engine, pro-peller, and appliance.

(b) A certificate holder need not

record the total time in service of an engine or propeller on a transport cat-egory cargo airplane, a transport cat-egory airplane that has a passenger seat configuration of more than 30 seats, or a nontransport category air-plane type certificated before January 1, 1958, until the following, whichever occurs first:

(1) March 20, 1997; or (2) The date of the first overhaul of

the engine or propeller, as applicable, after January 19, 1996.

tain the records required to be kept by this section for the following periods:

(1) Except for the records of the last

complete overhaul of each airframe, engine, propeller, and appliance, the records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for one year after the work is performed.

(2) The records of the last complete

overhaul of each airframe, engine, pro-peller, and appliance shall be retained until the work is superseded by work of equivalent scope and detail. (3) The records specified in paragraph

(a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold.

(d) The certificate holder shall make

all maintenance records required to be kept by this section available for in-spection by the Administrator or any authorized representative of the Na-tional Transportation Safety Board (NTSB).

[Docket 10658, 37 FR 15983, Aug. 9, 1972, as

amended by Amdt. 121–251, 60 FR 65933, Dec. 20, 1995; Amdt. 121–321, 71 FR 536, Jan. 4, 2006]

§ 121.380a Transfer of maintenance

records.

Each certificate holder who sells a

U.S. registered aircraft shall transfer to the purchaser, at the time of sale, the following records of that aircraft, in plain language form or in coded form at the election of the purchaser, if the coded form provides for the preserva-tion and retrieval of information in a manner acceptable to the Adminis-trator:

(a) The record specified in

§121.380(a)(2).

(b) The records specified in

§121.380(a)(1) which are not included in the records covered by paragraph (a) of this section, except that the purchaser may permit the seller to keep physical custody of such records. However, cus-tody of records in the seller does not relieve the purchaser of his responsi-bility under §121.380(c) to make the records available for inspection by the Administrator or any authorized rep-resentative of the National Transpor-tation Safety Board (NTSB).

[Docket 10658, 37 FR 15984, Aug. 9, 1972]

Subpart M—Airman and

Crewmember Requirements

SOURCE : Docket 6258, 29 FR 19212, Dec. 31,

1964, unless otherwise noted.

§ 121.381 Applicability.

This subpart prescribes airman and

crewmember requirements for all cer-tificate holders.

171 Federal Aviation Administration, DOT § 121.389

§ 121.383 Airman: Limitations on use of

services.

(a) No certificate holder may use any

person as an airman nor may any per-son serve as an airman unless that per-son—

(1) Holds an appropriate current air-

man certificate issued by the FAA;

(2) Has in his or her possession while

engaged in operations under this part—

(i) Any required appropriate current

airman and medical certificates; or

(ii) A temporary document issued in

accordance with paragraph (c) of this section; and

(3) Is otherwise qualified for the oper-

ation for which he is to be used.

(b) Each airman covered by para-

graph (a)(2) of this section shall present his or her certificates or tem-

porary document for inspection upon request of the Administrator.

approval to provide a temporary docu-ment verifying a flightcrew member’s airman certificate and medical certifi-cate privileges under an approved cer-tificate verification plan set forth in the certificate holder’s operations specifications. A document provided by the certificate holder may be carried as an airman certificate or medical cer-tificate on flights within the United States for up to 72 hours.

(d) No certificate holder may use the

services of any person as a pilot on an airplane engaged in operations under this part if that person has reached his or her 65th birthday.

(e) No pilot may serve as a pilot in

operations under this part if that per-son has reached his or her 65th birth-day.

[Docket 6258, 29 FR 19212, Dec. 31, 1964, as

amended by Amdt. 121–144, 43 FR 22646, May 25, 1978; Amdt. 121–344, 74 FR 34234, July 15, 2009; Amdt. 121–372, 80 FR 33401, June 12, 2015; Amdt. 121–381, 83 FR 30282, June 27, 2018]

§ 121.385 Composition of flight crew.

(a) No certificate holder may operate

an airplane with less than the min-imum flight crew in the airworthiness certificate or the airplane Flight Man-ual approved for that type airplane and required by this part for the kind of op-eration being conducted.

(b) In any case in which this part re-

quires the performance of two or more functions for which an airman certifi-

cate is necessary, that requirement is not satisfied by the performance of multiple functions at the same time by one airman.

pilots and the certificate holder shall designate one pilot as pilot in com-mand and the other second in com-mand.

(d) On each flight requiring a flight

engineer at least one flight crew-member, other than the flight engi-neer, must be qualified to provide emergency performance of the flight engineer’s functions for the safe com-pletion of the flight if the flight engi-neer becomes ill or is otherwise inca-pacitated. A pilot need not hold a flight engineer’s certificate to perform the flight engineer’s functions in such a situation.

[Docket 6258, 29 FR 19212, Dec. 31, 1964, as

amended by Amdt. 121–178, 47 FR 13316, Mar. 29, 1982; Amdt. 121–256, 61 FR 30434, June 14, 1996]

§ 121.387 Flight engineer.

No certificate holder may operate an

airplane for which a type certificate was issued before January 2, 1964, hav-ing a maximum certificated takeoff weight of more than 80,000 pounds with-out a flight crewmember holding a cur-rent flight engineer certificate. For each airplane type certificated after January 1, 1964, the requirement for a flight engineer is determined under the type certification requirements of §25.1523.

[Docket 5025, 30 FR 6067, Apr. 29, 1965]

§ 121.389 Flight navigator and special-

ized navigation equipment.

(a) No certificate holder may operate

an airplane outside the 48 contiguous States and the District of Columbia, when its position cannot be reliably fixed for a period of more than 1 hour, without—

(1) A flight crewmember who holds a

current flight navigator certificate; or

(2) Specialized means of navigation

approved in accordance with §121.355 which enables a reliable determination to be made of the position of the air-plane by each pilot seated at his duty station.

172 14 CFR Ch. I (1–1–25 Edition) § 121.391

(b) Notwithstanding paragraph (a) of

this section, the Administrator may also require a flight navigator or spe-cial navigation equipment, or both, when specialized means of navigation are necessary for 1 hour or less. In making this determination, the Admin-istrator considers—

(1) The speed of the airplane; (2) Normal weather conditions en

route;

(3) Extent of air traffic control; (4) Traffic congestion; (5) Area of navigational radio cov-

erage at destination;

(6) Fuel requirements; (7) Fuel available for return to point

of departure or alternates;

(8) Predication of flight upon oper-

ation beyond the point of no return; and

(9) Any other factors he determines

are relevant in the interest of safety.

gator or special navigation equipment, or both, are required are specified in the operations specifications of the air carrier or commercial operator.

[Docket 10204, 37 FR 6464, Mar. 30, 1972, as

amended by Amdt. 121–178, 47 FR 13316, Mar. 29, 1982]

§ 121.391 Flight attendants.

(a) Except as specified in §121.393 and

§121.394, each certificate holder must provide at least the following flight at-tendants on board each passenger-car-rying airplane when passengers are on board:

(1) For airplanes having a maximum

payload capacity of more than 7,500 pounds and having a seating capacity of more than 9 but less than 51 pas-sengers—one flight attendant.

(2) For airplanes having a maximum

payload capacity of 7,500 pounds or less and having a seating capacity of more than 19 but less than 51 passengers— one flight attendant.

(3) For airplanes having a seating ca-

pacity of more than 50 but less than 101 passengers—two flight attendants.

(4) For airplanes having a seating ca-

pacity of more than 100 passengers— two flight attendants plus one addi-tional flight attendant for each unit (or part of a unit) of 50 passenger seats above a seating capacity of 100 pas-sengers. (b) If, in conducting the emergency

evacuation demonstration required under §121.291 (a) or (b), the certificate holder used more flight attendants than is required under paragraph (a) of this section for the maximum seating capacity of the airplane used in the demonstration, he may not, thereafter, take off that airplane—

(1) In its maximum seating capacity

configuration with fewer flight attend-ants than the number used during the emergency evacuation demonstration; or

(2) In any reduced seating capacity

configuration with fewer flight attend-ants than the number required by para-graph (a) of this section for that seat-ing capacity plus the number of flight attendants used during the emergency evacuation demonstration that were in excess of those required under para-graph (a) of this section.

approved under paragraphs (a) and (b) of this section are set forth in the cer-tificate holder’s operations specifica-tions.

(d) During takeoff and landing, flight

attendants required by this section shall be located as near as practicable to required floor level exits and shall be uniformly distributed throughout the airplane in order to provide the most effective egress of passengers in event of an emergency evacuation. During taxi, flight attendants required by this section must remain at their duty stations with safety belts and shoulder harnesses fastened except to perform duties related to the safety of the airplane and its occupants.

[Docket 2033, 30 FR 3206, Mar. 9, 1965]

EDITORIAL NOTE: For F EDERAL REGISTER ci-

tations affecting §121.391, see the List of CFR Sections Affected, which appears in the

Finding Aids section of the printed volume and at www.govinfo.gov.

§ 121.392 Personnel identified as flight

attendants.

(a) Any person identified by the cer-

tificate holder as a flight attendant on an aircraft in operations under this part must be trained and qualified in accordance with subparts N and O of this part. This includes:

173 Federal Aviation Administration, DOT § 121.394

(1) Flight attendants provided by the

certificate holder in excess of the num-ber required by §121.391(a); and

(2) Flight attendants provided by the

certificate holder when flight attend-ants are not required by §121.391(a).

(b) A qualifying flight attendant who

is receiving operating experience on an aircraft in operations under subpart O of this part must be identified to pas-sengers as a qualifying flight attend-ant.

[Docket FAA–2008–0677, 78 FR 67836, Nov. 12,

2013]

§ 121.393 Crewmember requirements

at stops where passengers remain on board.

At stops where passengers remain on

board, the certificate holder must meet the following requirements:

(a) On each airplane for which a

flight attendant is not required by §121.391(a), the certificate holder must ensure that a person who is qualified in the emergency evacuation procedures for the airplane, as required in §121.417, and who is identified to the passengers, remains:

(1) On board the airplane; or (2) Nearby the airplane, in a position

to adequately monitor passenger safe-ty, and:

(i) The airplane engines are shut

down; and

(ii) At least one floor level exit re-

mains open to provide for the deplaning of passengers.

(b) On each airplane for which flight

attendants are required by §121.391(a), but the number of flight attendants re-maining on board is fewer than re-quired by §121.391(a), the certificate holder must meet the following re-quirements:

(1) The certificate holder shall ensure

that:

(i) The airplane engines are shut

down;

(ii) At least one floor level exit re-

mains open to provide for the deplaning of passengers; and

(iii) the number of flight attendants

on board is at least half the number re-quired by §121.391(a), rounded down to the next lower number in the case of fractions, but never fewer than one.

(2) The certificate holder may sub-

stitute for the required flight attend-ants other persons qualified in the

emergency evacuation procedures for that aircraft as required in §121.417, if these persons are identified to the pas-sengers.

(3) If only one flight attendant or

other qualified person is on board dur-ing a stop, that flight attendant or other qualified person shall be located in accordance with the certificate hold-er’s FAA-approved operating proce-dures. If more than one flight attend-ant or other qualified person is on board, the flight attendants or other qualified persons shall be spaced throughout the cabin to provide the most effective assistance for the evacu-ation in case of an emergency.

[Docket 28154, 60 FR 65934, Dec. 20, 1995]

§ 121.394 Flight attendant require-

ments during passenger boarding and deplaning.

(a) During passenger boarding, on

each airplane for which more than one flight attendant is required by §121.391, the certificate holder may:

(1) Reduce the number of required

flight attendants by one, provided that:

(i) The flight attendant that leaves

the aircraft remains within the imme-diate vicinity of the door through which passengers are boarding;

(ii) The flight attendant that leaves

the aircraft only conducts safety duties related to the flight being boarded;

(iii) The airplane engines are shut

down; and

(iv) At least one floor level exit re-

mains open to provide for passenger egress; or

(2) Substitute a pilot or flight engi-

neer employed by the certificate holder and trained and qualified on that type airplane for one flight attendant, pro-vided the certificate holder—

(i) Describes in the manual required

by §121.133:

(A) The necessary functions to be

performed by the substitute pilot or flight engineer in an emergency, to in-clude a situation requiring an emer-gency evacuation. The certificate hold-er must show those functions are real-istic, can be practically accomplished, and will meet any reasonably antici-pated emergency; and

(B) How other regulatory functions

performed by a flight attendant will be

174 14 CFR Ch. I (1–1–25 Edition) § 121.395

accomplished by the substitute pilot or

flight engineer on the airplane.

(ii) Ensures that the following re-

quirements are met:

(A) The substitute pilot or flight en-

gineer is not assigned to operate the flight for which that person is sub-stituting for a required flight attend-ant.

(B) The substitute pilot or flight en-

gineer is trained in all assigned flight attendant duties regarding passenger handling.

gineer meets the emergency training requirements for flight attendants in evacuation management and evacu-ation commands, as appropriate, and frequency of performance drills regard-ing operation of exits in the normal and emergency modes on that type air-craft.

(D) The substitute pilot or flight en-

gineer is in possession of all items re-quired for duty.

(E) The substitute pilot or flight en-

gineer is located in the passenger cabin.

(F) The substitute pilot or flight en-

gineer is identified to the passengers.

(G) The substitution of a pilot or

flight engineer for a required flight at-tendant does not interfere with the safe operation of the flight.

(H) The airplane engines are shut

down.

(I) At least one floor-level exit re-

mains open to provide for passenger egress.

(b) During passenger deplaning, on

each airplane for which more than one flight attendant is required by §121.391, the certificate holder may reduce the number of flight attendants required by that paragraph provided:

(1) The airplane engines are shut

down;

(2) At least one floor level exit re-

mains open to provide for passenger egress; and

(3) The number of flight attendants

on board is at least half the number re-quired by §121.391, rounded down to the next lower number in the case of frac-tions, but never fewer than one.

the airplane during passenger boarding or deplaning, that flight attendant must be located in accordance with the certificate holder’s FAA-approved op-

erating procedures. If more than one flight attendant is on the airplane dur-ing passenger boarding or deplaning, the flight attendants must be evenly distributed throughout the airplane cabin, in the vicinity of the floor-level exits, to provide the most effective as-sistance in the event of an emergency.

(d) The time spent by any crew-

member conducting passenger boarding or deplaning duties is considered duty time.

[Docket FAA–2009–0022, 75 FR 68198, Nov. 5,

2010]

§ 121.395 Aircraft dispatcher: Domestic

and flag operations.

Each certificate holder conducting

domestic or flag operations shall pro-vide enough qualified aircraft dis-patchers at each dispatch center to en-sure proper operational control of each flight.

[Docket 28154, 61 FR 2611, Jan. 26, 1996]

§ 121.397 Emergency and emergency

evacuation duties.

(a) Each certificate holder shall, for

each type and model of airplane, as-signed to each category of required crewmember, as appropriate, the nec-essary functions to be performed in an emergency or a situation requiring emergency evacuation. The certificate holder shall show those functions are realistic, can be practically accom-plished, and will meet any reasonably anticipated emergency including the possible incapacitation of individual crewmembers or their inability to reach the passenger cabin because of shifting cargo in combination cargo- passenger airplanes.

(b) The certificate holder shall de-

scribe in its manual the functions of each category of required crew-members under paragraph (a) of this section.

[Docket 2033, 30 FR 3206, Mar. 9, 1965, as

amended by Amdt. 121–7, 30 FR 6727, May 18, 1965]

Subpart N—Training Program

SOURCE : Docket 9509, 35 FR 90, Jan. 3, 1970,

unless otherwise noted.

175 Federal Aviation Administration, DOT § 121.401

§ 121.400 Applicability and terms used.

(a) This subpart prescribes the re-

quirements applicable to each certifi-cate holder for establishing and main-taining a training program for crew-members, aircraft dispatchers, and other operations personnel, and for the approval and use of flight simulation training devices and training equip-ment in the conduct of the program.

(b) For the purpose of this subpart,

airplane groups are as follows:

(1) Group I. Propeller driven, includ-

ing—

(i) Reciprocating powered; and (ii) Turbopropeller powered. (2) Group II. Turbojet powered.

the following terms and definitions apply:

(1) Initial training. The training re-

quired for crewmembers and dis-patchers who have not qualified and served in the same capacity on another airplane of the same group.

(2) Transition training. The training

required for crewmembers and dis-patchers who have qualified and served in the same capacity on another air-plane of the same group.

(3) Upgrade training. The training re-

quired for flightcrew members who have qualified and served as second in command on a particular airplane type, before they serve as pilot in com-mand on that airplane.

(4) Conversion training. The training

required for flightcrew members who have qualified and served as flight en-gineer on a particular airplane type, before they serve as second in com-mand on that airplane.

(5) Differences training. The training

required for crewmembers and dis-patchers who have qualified and served on a particular type airplane, when the Administrator finds differences train-ing is necessary before a crewmember serves in the same capacity on a par-ticular variation of that airplane.

(6) Programmed hours. The hours of

training prescribed in this subpart which may be reduced by the Adminis-trator upon a showing by the certifi-cate holder that circumstances justify a lesser amount.

(7) Inflight. Refers to maneuvers, pro-

cedures, or functions that must be con-ducted in the airplane. (8) Training center. An organization

governed by the applicable require-ments of part 142 of this chapter that provides training, testing, and check-ing under contract or other arrange-ment to certificate holders subject to the requirements of this part.

(9) Requalification training. The train-

ing required for crewmembers pre-viously trained and qualified, but who have become unqualified due to not having met within the required period the recurrent training requirements of §121.427 or the proficiency check re-quirements of §121.441.

(10) Related aircraft. Any two or more

aircraft of the same make with either the same or different type certificates that have been demonstrated and de-termined by the Administrator to have commonality to the extent that credit between those aircraft may be applied for flightcrew member training, check-ing, recent experience, operating expe-rience, operating cycles, and line oper-ating flight time for consolidation of knowledge and skills.

(11) Related aircraft differences train-

ing. The flightcrew member training

required for aircraft with different type certificates that have been designated as related by the Administrator.

(12) Base aircraft. An aircraft identi-

fied by a certificate holder for use as a reference to compare differences with another aircraft.

[Docket 9509, 35 FR 90, Jan. 3, 1970; 35 FR

2819, Feb. 11, 1970, as amended by Amdt. 121– 104, 38 FR 14915, June 7, 1973; Amdt. 121–259, 61 FR 34560, July 2, 1996; Amdt. 121–366, 78 FR 67836, Nov. 12, 2013; Amdt. 121–382, 85 FR 10921, Feb. 25, 2020]

§ 121.401 Training program: General.

(a) Each certificate holder shall:

(1) Establish and implement a train-

ing program that satisfies the require-ments of this subpart and appendices E and F of this part and that ensures that each crewmember, aircraft dis-patcher, flight instructor, check pilot, and check flight engineer is adequately trained to perform his or her assigned duties. Prior to implementation, the certificate holder must obtain initial and final FAA approval of the training program.

(2) Provide adequate ground and

flight training facilities and properly

176 14 CFR Ch. I (1–1–25 Edition) § 121.402

qualified ground instructors for the

training required by this subpart;

(3) Provide and keep current with re-

spect to each airplane type and, if ap-plicable, the particular variations within that airplane type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting the training and checks required by this part; and

(4) Provide enough flight instructors

and approved check pilots and check flight engineers to conduct the flight training and checks required under this part.

(b) Whenever a crewmember or air-

craft dispatcher who is required to take recurrent training, a flight check, or a competence check, takes the check or completes the training in the calendar month before or after the cal-endar month in which that training or check is required, he is considered to have taken or completed it in the cal-endar month in which it was required.

pilot, or check flight engineer who is responsible for a particular ground training subject, segment of flight training, course of training, flight check, or competence check under this part shall certify as to the proficiency and knowledge of the crewmember, air-craft dispatcher, flight instructor, check pilot, or check flight engineer concerned upon completion of that training or check. That certification shall be made a part of the crew-member’s or dispatcher’s record. When the certification required by this para-graph is made by an entry in a comput-erized recordkeeping system, the certi-fying instructor, supervisor, check pilot, or check flight engineer must be identified with that entry. However, the signature of the certifying instruc-tor, supervisor, check pilot, or check flight engineer is not required for com-puterized entries.

(d) Training subjects that are appli-

cable to more than one airplane or crewmember position and that have been satisfactorily completed in con-nection with prior training for another airplane or another crewmember posi-tion, need not be repeated during sub-

sequent training other than recurrent training. (e) A person who progresses success-

fully through flight training; is rec-ommended by his instructor, check pilot, or check flight engineer; and suc-cessfully completes the appropriate flight check for a check pilot, check flight engineer, or the Administrator need not complete the programmed hours of flight training for the par-ticular airplane. However, whenever the Administrator finds that 20 percent of the flight checks given at a par-ticular training base during the pre-vious 6 months under this paragraph are unsuccessful, this paragraph may not be used by the certificate holder at that base until the Administrator finds that the effectiveness of the flight training there has improved.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–104, 38 FR 14915, June 7, 1973; Amdt. 121–108, 38 FR 35446, Dec. 28, 1973; Amdt. 121–143, 43 FR 22642, May 25, 1978; Amdt. 121–316, 70 FR 58823, Oct. 7, 2005; Amdt. 121–382, 85 FR 10921, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51425, June 18, 2024]

§ 121.402 Training program: Special

rules.

(a) Other than the certificate holder,

only another certificate holder certifi-cated under this part or a flight train-ing center certificated under part 142 of this chapter is eligible under this sub-part to provide flight training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

(b) A certificate holder may contract

with, or otherwise arrange to use the services of, a training center certifi-cated under part 142 of this chapter to provide training, testing, and checking required by this part only if the train-ing center—

(1) Holds applicable training speci-

fications issued under part 142 of this chapter;

(2) Has facilities, training equipment,

and courseware meeting the applicable requirements of part 142 of this chap-

ter;

(3) Has approved curriculums, cur-

riculum segments, and portions of cur-riculum segments applicable for use in training courses required by this sub-part; and

(4) Has sufficient instructors, check

pilots, and check flight engineers

177 Federal Aviation Administration, DOT § 121.405

qualified under the applicable require-

ments of §§121.411 or 121.412 to provide training, testing, and checking to per-sons subject to the requirements of this subpart.

[Docket 26933, 61 FR 34560, July 2, 1996, as

amended by Amdt. 121–263, 62 FR 13791, Mar. 21, 1997; Docket FAA–2019–0360, Amdt. 121– 392, 89 FR 51425, June 18, 2024]

§ 121.403 Training program: Cur-

riculum.

(a) Each certificate holder must pre-

pare and keep current a written train-ing program curriculum for each type of airplane with respect to dispatchers and each crewmember required for that type airplane. The curriculum must in-clude ground and flight training re-quired by this subpart.

(b) Each training program cur-

riculum must include:

(1) A list of principal ground training

subjects, including emergency training subjects, that are provided.

(2) A list of all the training equip-

ment approved under §121.408 as well as other training aids that the certificate holder will use.

(3) Detailed descriptions or pictorial

displays of the approved normal, abnor-mal, and emergency maneuvers, proce-dures and functions that will be per-formed during each flight training phase or flight check, indicating those maneuvers, procedures and functions that are to be performed during the inflight portions of flight training and flight checks.

(4) A list of FSTDs approved under

§121.407, including approvals for par-ticular maneuvers, procedures, or func-tions.

(5) The programmed hours of training

that will be applied to each phase of training.

(6) A copy of each statement issued

by the Administrator under §121.405(d) for reduction of programmed hours of training.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–366, 78 FR 67836, Nov. 12, 2013; Amdt. 121–382, 85 FR 10921, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51425, June 18, 2024] § 121.404 Crew and dispatcher re-

source management training.

No certificate holder may use a per-

son as a flightcrew member, flight at-tendant, or aircraft dispatcher unless that person has completed approved crew resource management (CRM) or dispatcher resource management (DRM) initial training, as applicable, with that certificate holder or with an-other certificate holder.

[Docket FAA–2019–0360, Amdt. 121–392, 89 FR

51425, June 18, 2024]

§ 121.405 Training program and revi-

sion: Initial and final approval.

(a) To obtain initial and final ap-

proval of a training program, or a revi-sion to an approved training program, each certificate holder must submit to the Administrator—

(1) An outline of the proposed pro-

gram or revision, including an outline of the proposed or revised curriculum, that provides enough information for a preliminary evaluation of the proposed training program or revised training program; and

(2) Additional relevant information

as may be requested by the Adminis-trator.

(b) If the proposed training program

or revision complies with this subpart the Administrator grants initial ap-proval in writing after which the cer-tificate holder may conduct the train-ing in accordance with that program. The Administrator then evaluates the effectiveness of the training program and advises the certificate holder of de-ficiencies, if any, that must be cor-rected.

approval of the training program or re-vision if the certificate holder shows that the training conducted under the initial approval set forth in paragraph (b) of this section ensures that each person that successfully completes the training is adequately trained to per-form his assigned duties.

(d) In granting initial and final ap-

proval of training programs or revi-

sions, including reductions in pro-grammed hours specified in this sub-part, the Administrator considers the training aids, devices, methods, and procedures listed in the certificate holder’s curriculum as set forth in

178 14 CFR Ch. I (1–1–25 Edition) § 121.406

§121.403 that increase the quality and

effectiveness of the teaching-learning process.

If approval of reduced programmed

hours of training is granted, the Ad-ministrator provides the certificate holder with a statement of the basis for the approval.

(e) Whenever the Administrator finds

that revisions are necessary for the continued adequacy of a training pro-gram that has been granted final ap-proval, the certificate holder shall, after notification by the Adminis-trator, make any changes in the pro-gram that are found necessary by the Administrator. Within 30 days after the certificate holder receives such notice, it may file a petition to reconsider the

notice with the responsible Flight Standards office. The filing of a peti-tion to reconsider stays the notice pending a decision by the Adminis-trator. However, if the Administrator finds that there is an emergency that requires immediate action in the inter-est of safety in air transportation, he may, upon a statement of the reasons, require a change effective without stay.

(f) Each certificate holder described

in §135.3 (b) and (c) of this chapter must include the material required by §121.403 in the manual required by §135.21 of this chapter.

(g) The Administrator may grant a

deviation to certificate holders de-scribed in §135.3 (b) and (c) of this chap-ter to allow reduced programmed hours of ground training required by §121.419 if it is found that a reduction is war-ranted based on the certificate holder’s operations and the complexity of the make, model, and series of the aircraft used.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–207, 54 FR 39293, Sept. 25, 1989; Amdt. 121–250, 60 FR 65948, Dec. 20, 1995; Amdt. 121–253, 61 FR 2612, Jan. 26, 1996; Dock-et FAA–2018–0119, Amdt. 121–380, 83 FR 9172, Mar. 5, 2018]

§ 121.406 Credit for previous CRM/

DRM training.

(a) For flightcrew members, the Ad-

ministrator may credit CRM training received before March 19, 1998 toward all or part of the initial ground CRM training required by §121.419. (b) For flight attendants, the Admin-

istrator may credit CRM training re-ceived before March 19, 1999 toward all or part of the initial ground CRM training required by §121.421.

ministrator may credit CRM training received before March 19, 1999 toward all or part of the initial ground CRM training required by §121.422.

(d) In granting credit for initial

ground CRM or DRM training, the Ad-ministrator considers training aids, de-vices, methods, and procedures used by the certificate holder in a voluntary CRM or DRM program or in an AQP program that effectively meets the quality of an approved CRM or DRM initial ground training program under section 121.419, 121.421, or 121.422 as ap-propriate.

[Docket 27993, 60 FR 65949, Dec. 20, 1995]

§ 121.407 Training program: Approval

of flight simulation training de-vices.

(a) Each FSTD used to satisfy a

training requirement of this part in an approved training program, must meet all of the following requirements:

(1) Be specifically approved by the

Administrator for—

(i) Use in the certificate holder’s ap-

proved training program;

(ii) The type airplane and, if applica-

ble, the particular variation within type, for which the training or check is being conducted; and

(iii) The particular maneuver, proce-

dure, or flightcrew member function involved.

(2) Maintain the performance, func-

tion, and other characteristics that are required for qualification in accord-ance with part 60 of this chapter or a previously qualified device, as per-mitted in accordance with §60.17 of this chapter.

(3) Be modified in accordance with

part 60 of this chapter to conform with any modification to the airplane being simulated that results in changes to performance, function, or other charac-teristics required for qualification.

(4) Be given a daily functional pre-

flight check before being used.

(5) Have a daily discrepancy log kept

with each discrepancy entered in that log by the appropriate instructor,

179 Federal Aviation Administration, DOT § 121.409

check pilot, or check flight engineer at

the end of each training or check flight.

(b) A particular FSTD may be ap-

proved for use by more than one cer-tificate holder.

used instead of the airplane to satisfy the inflight requirements of §§121.439 and 121.441 and appendices E and F of this part, if the FFS—

(1) Is approved under this section and

meets the appropriate FFS require-ments of appendix H of this part; and

(2) Is used as part of an approved pro-

gram that meets the training require-ments of §§121.424 (a) and (c), 121.426, and appendix H of this part.

(d) An FFS approved under this sec-

tion must be used instead of the air-plane to satisfy the pilot flight train-ing requirements prescribed in the cer-tificate holder’s approved low-altitude windshear flight training program set forth in §121.409(d) of this part.

(e) An FFS approved under this sec-

tion must be used instead of the air-plane to satisfy the pilot flight train-ing requirements prescribed in the ex-tended envelope training set forth in §121.423 of this part.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–161, 45 FR 44183, June 30, 1980; Amdt. 121–199, 53 FR 37696, Sept. 27, 1988; Amdt. 121–366, 78 FR 67836, Nov. 12, 2013; Amdt. 121–382, 85 FR 10921, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51425, June 18, 2024]

§ 121.408 Training equipment other

than flight simulation training de-vices.

(a) The Administrator must approve

training equipment used in a training program approved under this part and that functionally replicates aircraft equipment for the certificate holder and the crewmember duty or proce-dure. Training equipment does not in-

clude FSTDs qualified under part 60 of this chapter.

(b) The certificate holder must dem-

onstrate that the training equipment described in paragraph (a) of this sec-tion, used to meet the training require-ments of this subpart, meets all of the following:

(1) The form, fit, function, and

weight, as appropriate, of the aircraft equipment. (2) Replicates the normal operation

(and abnormal and emergency oper-ation, if appropriate) of the aircraft equipment including the following:

(i) The required force, actions and

travel of the aircraft equipment.

(ii) Variations in aircraft equipment

operated by the certificate holder, if applicable.

(3) Replicates the operation of the

aircraft equipment under adverse con-ditions, if appropriate.

modified to ensure that it maintains the performance and function of the aircraft type or aircraft equipment rep-licated.

(d) All training equipment must have

a record of discrepancies. The docu-menting system must be readily avail-able for review by each instructor, check pilot, check flight engineer, or supervisor prior to conducting training or checking with that equipment.

(1) Each instructor, check pilot,

check flight engineer or supervisor conducting training or checking, and each person conducting an inspection of the equipment who discovers a dis-crepancy, including any missing, mal-functioning, or inoperative compo-nents, must record a description of that discrepancy and the date that the discrepancy was identified.

(2) All corrections to discrepancies

must be recorded when the corrections are made. This record must include the date of the correction.

(3) A record of a discrepancy must be

maintained for at least 60 days.

(e) No person may use, allow the use

of, or offer the use of training equip-ment with a missing, malfunctioning, or inoperative component to meet the crewmember training or checking re-quirements of this chapter for tasks that require the use of the correctly operating component.

[Docket FAA–2008–0677, 78 FR 67837, Nov. 12,

2013, as amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51425, June 18, 2024]

§ 121.409 Training courses using flight

simulation training devices.

(a) Training courses utilizing FSTDs

may be included in the certificate hold-er’s approved training program for use as provided in this section.

180 14 CFR Ch. I (1–1–25 Edition) § 121.410

(b) Except for the airline transport

pilot certification training program ap-proved to satisfy the requirements of §61.156 of this chapter, a course of training in an FFS may be included for use as provided in §121.441 if that course—

(1) Provides at least 4 hours of train-

ing at the pilot controls of an FFS as well as a proper briefing before and after the training.

(2) Provides training in at least the

following:

(i) The procedures and maneuvers set

forth in appendix F to this part; or

(ii) Line-oriented flight training

(LOFT) that—

(A) Utilizes a complete flight crew; (B) Includes at least the maneuvers

and procedures (abnormal and emer-gency) that may be expected in line op-erations;

neuver-based stall prevention training before, during or after the LOFT sce-nario for each pilot;

(D) Is representative of two flight

segments appropriate to the operations being conducted by the certificate holder;

(E) Provides an opportunity to dem-

onstrate workload management and pilot monitoring skills; and

(F) Provides an opportunity for each

pilot in command to demonstrate lead-ership and command skills.

(3) Is given by an instructor who

meets the applicable requirements of §121.412.

training set forth in this subpart do not apply if the training program for the airplane type includes—

(1) A course of pilot training in an

FFS as provided in §121.424(e); or

(2) A course of flight engineer train-

ing in an FSTD as provided in §121.425(d).

(d) Each certificate holder required

to comply with §121.358 of this part must use an approved FFS for each air-plane type in each of its pilot training courses that provides training in at least the procedures and maneuvers set forth in the certificate holder’s ap-proved low-altitude windshear flight training program. The approved low-al-titude windshear flight training, if ap-plicable, must be included in each of the pilot flight training courses pre-

scribed in §§121.409(b), 121.418, 121.424, 121.426, and 121.427 of this part.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–130, 41 FR 47229, Oct. 28, 1976; Amdt. 121–144, 43 FR 22646, May 25, 1978;

Amdt. 121–199, 53 FR 37696, Sept. 27, 1988; Amdt. 121–264, 62 FR 23120, Apr. 28, 1997; Amdt. 121–365, 78 FR 42377, July 15, 2013; Amdt. 121–366, 78 FR 67837, Nov. 12, 2013; Amdt. 121–382, 85 FR 10921, Feb. 25, 2020; Amdt. 121–384, 85 FR 39070, June 30, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51425, June 18, 2024]

§ 121.410 Airline transport pilot certifi-

cation training program.

(a) A certificate holder may obtain

approval to establish and implement a training program to satisfy the re-quirements of §61.156 of this chapter. The training program must be separate from the air carrier training program required by this part.

(b) No certificate holder may use a

person nor may any person serve as an instructor in a training program ap-proved to meet the requirements of §61.156 of this chapter unless the in-structor:

(1) Holds an airline transport pilot

certificate with an airplane category multiengine class rating;

(2) Has at least 2 years of experience

as a pilot in command in operations conducted under §91.1053(a)(2)(i) or §135.243(a)(1) of this chapter, or as a pilot in command or second in com-mand in any operation conducted under this part;

(3) Except for the holder of a flight

instructor certificate, receives initial training on the following topics:

(i) The fundamental principles of the

learning process;

(ii) Elements of effective teaching,

instruction methods, and techniques;

(iii) Instructor duties, privileges, re-

sponsibilities, and limitations;

(iv) Training policies and procedures;

and

(v) Evaluation. (4) If providing training in a flight

simulation training device, hold an air-craft type rating for the aircraft rep-resented by the flight simulation train-ing device utilized in the training pro-gram and have received training within the preceding 12 months from the cer-tificate holder on:

181 Federal Aviation Administration, DOT § 121.412

(i) Proper operation of flight simu-

lator and flight training device con-trols and systems;

(ii) Proper operation of environ-

mental and fault panels;

(iii) Data and motion limitations of

simulation;

(iv) Minimum equipment require-

ments for each curriculum; and

(v) The maneuvers that will be dem-

onstrated in the flight simulation training device.

a graduation certificate to a student unless that student has completed all the curriculum requirements of the course.

(d) A certificate holder must conduct

evaluations to ensure that training techniques, procedures, and standards are acceptable to the Administrator.

[Docket FAA–2010–0100, 78 FR 42377, July 15,

2013]

§ 121.411 Qualifications: Check pilots

and check flight engineers.

(a) For the purposes of this part:

(1) A check pilot (airplane) or check

flight engineer (airplane) is a person who is qualified, and permitted, to con-duct flight checks or instruction in an airplane for a particular type airplane.

(2) A check pilot (FSTD) or check

flight engineer (FSTD) is a person who is qualified to conduct flight checks or instruction-only in an FSTD for a par-ticular type airplane.

(3) Check pilots and check flight en-

gineers are those persons who perform the functions described in §121.401(a)(4).

(b) No certificate holder may use a

person, nor may any person serve as a check pilot or check flight engineer in a training program established under this subpart unless, with respect to the airplane type involved, that person—

(1) Holds the pilot certificates and

ratings required to serve as a pilot in command or a flight engineer certifi-cate, as applicable, in operations under this part;

(2) Has satisfactorily completed the

appropriate training phases for the air-plane, including recurrent training, that are required to serve as a pilot in command or flight engineer, as appli-cable, in operations under this part;

(3) Has satisfactorily completed the

appropriate proficiency or flight checks that are required to serve as a

pilot in command or flight engineer, as applicable, in operations under this part;

(4) Has satisfactorily completed the

applicable training requirements of

§121.413; and

(5) Has been approved by the Admin-

istrator for the check pilot or check flight engineer duties involved.

paragraphs (b)(2), (3), and (4) of this section, as applicable, shall be entered in the individual’s training record maintained by the certificate holder.

(d) A check pilot (FSTD) and check

flight engineer (FSTD) must accom-plish the following—

(1) Fly at least two flight segments

as a required crewmember for the type airplane involved within the 12-month period preceding the performance of any check pilot or check flight engi-neer duty in an FSTD; or

(2) Satisfactorily complete an ap-

proved line-observation program with-in the period prescribed by that pro-gram and that must precede the per-formance of any check pilot or check flight engineer duty in an FSTD.

(e) The flight segments or line-obser-

vation program required in paragraph (d) of this section are considered to be completed in the month required if completed in the calendar month be-fore or in the calendar month after the month in which it is due.

(f) A person who serves as a required

flightcrew member while performing check pilot or check flight engineer du-ties must also meet the requirements of this chapter for the duty position in which they are serving.

[Docket FAA–2019–0360, Amdt. 121–392, 89 FR

51425, June 18, 2024]

§ 121.412 Qualifications: Flight instruc-

tors.

(a) For the purposes of this part:

(1) A flight instructor (airplane) is a

person who is qualified to instruct in an airplane for a particular type air-plane.

(2) A flight instructor (FSTD) is a

person who is qualified to instruct only in an FSTD for a particular type air-plane.

182 14 CFR Ch. I (1–1–25 Edition) § 121.413

(3) Flight instructors are those in-

structors who perform the functions described in §121.401(a)(4).

(b) No certificate holder may use a

person nor may any person serve as a flight instructor in a training program established under this subpart unless, with respect to the airplane type in-volved, that person—

(1) Holds the pilot certificates and

rating required to serve as a pilot in command or a flight engineer certifi-cate, as applicable, in operations under this part;

(2) Has satisfactorily completed the

appropriate training phases for the air-plane, including recurrent training, that are required to serve as a pilot in command or flight engineer, as appli-cable, in operations under this part;

(3) Has satisfactorily completed the

appropriate proficiency or flight checks that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(4) Has satisfactorily completed the

applicable training requirements of §121.414.

paragraphs (b) (2), (3), and (4) of this section, as applicable, shall be entered in the individual’s training record maintained by the certificate holder.

(d) A flight instructor (FSTD) must

accomplish the following—

(1) Fly at least two flight segments

as a required crewmember for the type of airplane within the 12-month period preceding the performance of any flight instructor duty in an FSTD; or

(2) Satisfactorily complete an ap-

proved line-observation program with-in the period prescribed by that pro-gram preceding the performance of any flight instructor duty in an FSTD.

(e) The flight segments or line-obser-

vation program required in paragraph (d) of this section is considered com-pleted in the month required if com-pleted in the calendar month before, or the calendar month after the month in which it is due.

(f) A person who serves as a required

flightcrew member while performing flight instructor duties must also meet the requirements of this chapter for the duty position in which they are

serving.

[Docket FAA–2019–0360, Amdt. 121–392, 89 FR

51426, June 18, 2024]

§ 121.413 Initial, transition and recur-

rent training and checking require-ments: Check pilots and check flight engineers.

(a) No certificate holder may use a

person nor may any person serve as a check pilot or check flight engineer unless—

(1) That person has satisfactorily

completed initial or transition check pilot or check flight engineer training, as applicable; and

(2) Within the preceding 24 calendar

months, that person satisfactorily con-ducts a check or supervises operating experience under the observation of an FAA inspector or an aircrew des-ignated examiner employed by the op-erator. The observation check may be accomplished in part or in full in an airplane and in an FSTD.

(b) The observation check required

by paragraph (a)(2) of this section is considered to have been completed in the month required if completed in the calendar month before, or the calendar month after, the month in which it is due.

check pilots or check flight engineers must include the following, as applica-ble:

(1) Check pilot or check flight engi-

neer duties, functions, and responsibil-ities.

(2) The applicable Code of Federal

Regulations and the certificate hold-er’s policies and procedures.

(3) The appropriate methods, proce-

dures, and techniques for conducting the required checks.

(4) Proper evaluation of student per-

formance, including the detection of—

(i) Improper and insufficient train-

ing; and

(ii) Personal characteristics of an ap-

plicant that could adversely affect safety.

(5) The appropriate corrective action

in the case of unsatisfactory checks.

(6) The approved methods, proce-

dures, and limitations for performing the required normal, abnormal, and emergency procedures in the airplane.

183 Federal Aviation Administration, DOT § 121.414

(7) For check pilots or check flight

engineers who conduct training or checking in an FSTD, the following subjects specific to the device(s) for the airplane type:

(i) Proper operation of the controls

and systems;

(ii) Proper operation of environ-

mental and fault panels;

(iii) Data and motion limitations of

simulation; and

(iv) The minimum airplane simulator

equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(d) The transition ground training for

check pilots or check flight engineers must include the following:

(1) The approved methods, proce-

dures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the airplane to which the check pilot or check flight engineer is transitioning.

(2) For check pilots or check flight

engineers who conduct training or checking in an FSTD, the following subjects specific to the device(s) for the airplane type to which the check pilot or check flight engineer is transitioning:

(i) Proper operation of the controls

and systems;

(ii) Proper operation of environ-

mental and fault panels;

(iii) Data and motion limitations of

simulation; and

(iv) The minimum airplane simulator

equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(e) The initial and transition flight

training for check pilots (airplane) and check flight engineers (airplane) must include the following:

(1) The safety measures for emer-

gency situations that are likely to de-velop during a check.

(2) The potential results of improper,

untimely, or non-execution of safety measures during a check.

(3) For check pilots (airplane)— (i) Training and practice in con-

ducting flight checks from the left and right pilot seats in the required nor-mal, abnormal, and emergency proce-dures to ensure competence to conduct the pilot flight checks required by this part; and (ii) The safety measures to be taken

from either pilot seat for emergency situations that are likely to develop during a check.

(4) For check flight engineers (air-

plane), training to ensure competence to perform assigned duties.

(f) The requirements of paragraph (e)

of this section may be accomplished in full or in part inflight and in an FSTD, as appropriate.

(g) The initial and transition flight

training for check pilots or check flight engineers who conduct training or checking in an FSTD must include the following:

(1) Training and practice in con-

ducting flight checks in the required normal, abnormal, and emergency pro-cedures to ensure competence to con-duct the flight checks required by this part. This training and practice must be accomplished in an FSTD.

(2) Training in the operation of

FSTDs to ensure competence to con-duct the flight checks required by this part.

(h) Recurrent ground training for

check pilots or check flight engineers who conduct training or checking in an FSTD must be completed every 12 cal-endar months and must include the subjects required in paragraph (c)(7) of this section.

[Docket FAA–2019–0360, Amdt. 121–392, 89 FR

51426, June 18, 2024]

§ 121.414 Initial, transition and recur-

rent training and checking require-ments: Flight instructors.

(a) No certificate holder may use a

person nor may any person serve as a flight instructor unless—

(1) That person has satisfactorily

completed initial or transition flight instructor training; and

(2) Within the preceding 24 calendar

months, that person satisfactorily con-ducts instruction under the observa-tion of an FAA inspector, an operator check pilot, a check flight engineer, or an aircrew designated examiner em-ployed by the operator, as appropriate. The observation check may be accom-plished in part or in full in an airplane and an FSTD.

(b) The observation check required

by paragraph (a)(2) of this section is considered to have been completed in

184 14 CFR Ch. I (1–1–25 Edition) § 121.414

the month required if completed in the

calendar month before, or the calendar month after, the month in which it is due.

flight instructors must include the fol-lowing:

(1) Flight instructor duties, func-

tions, and responsibilities.

(2) The applicable Code of Federal

Regulations and the certificate hold-er’s policies and procedures.

(3) The appropriate methods, proce-

dures, and techniques for conducting flight instruction.

(4) Proper evaluation of student per-

formance including the detection of—

(i) Improper and insufficient train-

ing; and

(ii) Personal characteristics of an ap-

plicant that could adversely affect safety.

(5) The corrective action in the case

of unsatisfactory training progress.

(6) The approved methods, proce-

dures, and limitations for performing the required normal, abnormal, and emergency procedures in the airplane.

(7) Except for holders of a flight in-

structor certificate—

(i) The fundamental principles of the

teaching-learning process;

(ii) Teaching methods and proce-

dures; and

(iii) The instructor-student relation-

ship.

(8) For flight instructors who con-

duct training in an FSTD, the fol-lowing subjects specific to the device(s) for the airplane type:

(i) Proper operation of the controls

and systems;

(ii) Proper operation of environ-

mental and fault panels;

(iii) Data and motion limitations of

simulation; and

(iv) The minimum airplane simulator

equipment required by this part 121 or part 60 of this chapter for each maneu-ver and procedure completed in an FSTD.

(d) The transition ground training for

flight instructors must include the fol-lowing:

(1) The approved methods, proce-

dures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the airplane to which the flight instructor

is transitioning.

(2) For flight instructors who con-

duct training in an FSTD, the fol-lowing subjects specific to the device(s) for the airplane type to which the flight instructor is transitioning:

(i) Proper operation of the controls

and systems;

(ii) Proper operation of environ-

mental and fault panels;

(iii) Data and motion limitations of

simulation; and

(iv) The minimum airplane simulator

equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(e) The initial and transition flight

training for flight instructors (air-plane) must include the following:

(1) The safety measures for emer-

gency situations that are likely to de-velop during instruction.

(2) The potential results of improper,

untimely, or non-execution of safety measures during instruction.

(3) For pilot flight instructor (air-

plane)—

(i) Inflight training and practice in

conducting flight instruction from the left and right pilot seats in the re-quired normal, abnormal, and emer-gency procedures to ensure competence as an instructor; and

(ii) The safety measures to be taken

from either pilot seat for emergency situations that are likely to develop during instruction.

(4) For flight engineer instructors

(airplane), inflight training to ensure competence to perform assigned duties.

(f) The requirements of paragraph (e)

of this section may be accomplished in full or in part inflight and in an FSTD,

as appropriate.

(g) The initial and transition flight

training for flight instructors who con-duct training in an FSTD must include the following:

(1) Training and practice in the re-

quired normal, abnormal, and emer-gency procedures to ensure competence to conduct the flight instruction re-quired by this part. This training and practice must be accomplished in full or in part in an FSTD.

185 Federal Aviation Administration, DOT § 121.415

(2) Training in the operation of

FSTDs to ensure competence to con-duct the flight instruction required by this part.

(h) Recurrent flight instructor

ground training for flight instructors who conduct training in an FSTD must be completed every 12 calendar months and must include the subjects required in paragraph (c)(8) of this section.

[Docket 28471, 61 FR 30743, June 17, 1996; 62

FR 3739, Jan. 24, 1997, as amended by Amdt. 121–366, 78 FR 67838, Nov. 12, 2013; Amdt. 121– 382, 85 FR 10922, Feb. 25, 2020; Docket FAA– 2019–0360, Amdt. 121–392, 89 FR 51427, June 18, 2024]

§ 121.415 Crewmember and dispatcher

training program requirements.

(a) Each training program must pro-

vide the following ground training as appropriate to the particular assign-ment of the crewmember or dispatcher:

(1) Basic indoctrination ground train-

ing for newly hired crewmembers or dispatchers including 40 programmed hours of instruction, unless reduced under §121.405 or as specified in §121.401(d), in at least the following—

(i) Duties and responsibilities of

crewmembers or dispatchers, as appli-cable;

(ii) Appropriate provisions of the

Federal Aviation Regulations;

(iii) Contents of the certificate hold-

er’s operating certificate and oper-ations specifications (not required for flight attendants); and

(iv) Appropriate portions of the cer-

tificate holder’s operating manual.

(2) The initial and transition ground

training specified in §§121.419, 121.421 and 121.422, as applicable.

(3) For crewmembers, emergency

training as specified in §§121.417 and 121.805.

(4) After February 15, 2008, training

for crewmembers and dispatchers in their roles and responsibilities in the certificate holder’s passenger recovery plan, if applicable.

(b) Each training program must pro-

vide the flight training specified in §§121.424 through 121.426, as applicable.

vide recurrent ground and flight train-ing as provided in §121.427.

(d) Each training program must pro-

vide the differences training specified in §121.418(a) if the Administrator finds

that, due to differences between air-planes of the same type operated by the certificate holder, additional train-ing is necessary to insure that each crewmember and dispatcher is ade-quately trained to perform their as-signed duties.

(e) Upgrade training as specified in

§§121.420 and 121.426 for a particular type airplane may be included in the training program for flightcrew mem-bers who have qualified and served as second in command pilot on that air-plane.

(f) Conversion training as specified in

§§121.419 and 121.424 for a particular type airplane may be included in the training program for flightcrew mem-bers who have qualified and served as flight engineer on that airplane.

(g) Particular subjects, maneuvers,

procedures, or parts thereof specified in §§121.419, 121.420, 121.421, 121.422, 121.424, 121.425, and 121.426 for transition, con-version or upgrade training, as applica-ble, may be omitted, or the pro-grammed hours of ground instruction or inflight training may be reduced, as provided in §121.405.

(h) In addition to initial, transition,

conversion, upgrade, recurrent and dif-ferences training, each training pro-gram must also provide ground and flight training, instruction, and prac-tice as necessary to insure that each crewmember and aircraft dispatcher—

(1) Remains adequately trained and

currently proficient with respect to each airplane, crewmember position, and type of operation in which he serves; and

(2) Qualifies in new equipment, facili-

ties, procedures, and techniques, in-cluding modifications to airplanes.

(i) Each training program must in-

clude a process to provide for the reg-ular analysis of individual pilot per-formance to identify pilots with per-formance deficiencies during training and checking and multiple failures dur-ing checking.

(j) Each training program must in-

clude methods for remedial training and tracking of pilots identified in the

186 14 CFR Ch. I (1–1–25 Edition) § 121.417

analysis performed in accordance with

paragraph (i) of this section.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–130, 41 FR 47229, Oct. 28, 1976; Amdt. 121–281, 66 FR 19043, Apr. 12, 2001; Amdt. 121–329, 72 FR 1881, Jan. 16, 2007; Amdt. 121–366, 78 FR 67839, Nov. 12, 2013; Amdt. 121– 382, 85 FR 10922, Feb. 25, 2020; Docket FAA– 2019–0360, Amdt. 121–392, 89 FR 51427, June 18, 2024]

§ 121.417 Crewmember emergency

training.

(a) Each training program must pro-

vide the emergency training set forth in this section with respect to each air-plane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar as appropriate for each crewmember and the certificate holder.

(b) Emergency training must provide

the following:

(1) Instruction in emergency assign-

ments and procedures, including co-ordination among crewmembers.

(2) Individual instruction in the loca-

tion, function, and operation of emer-gency equipment including—

(i) Equipment used in ditching and

evacuation;

(ii) [Reserved] (iii) Portable fire extinguishers, with

emphasis on type of extinguisher to be used on different classes of fires; and

(iv) Emergency exits in the emer-

gency mode with the evacuation slide/ raft pack attached (if applicable), with training emphasis on the operation of the exits under adverse conditions.

(3) Instruction in the handling of

emergency situations including—

(i) Rapid decompression; (ii) Fire inflight or on the surface,

and smoke control procedures with em-phasis on electrical equipment and re-lated circuit breakers found in cabin areas including all galleys, service cen-ters, lifts, lavatories and movie screens;

(iii) Ditching and other evacuation,

including the evacuation of persons and their attendants, if any, who may need the assistance of another person to move expeditiously to an exit in the event of an emergency.

(iv) [Reserved] (v) Hijacking and other unusual situ-

ations. (4) Review and discussion of previous

aircraft accidents and incidents per-taining to actual emergency situa-tions.

plish the following emergency training during the specified training periods, using those items of installed emer-gency equipment for each type of air-plane in which he or she is to serve (Al-ternate recurrent training required by §121.433(c) of this part may be accom-plished by approved pictorial presen-tation or demonstration):

(1) One-time emergency drill require-

ments to be accomplished during ini-tial training. Each crewmember must perform—

(i) At least one approved protective

breathing equipment (PBE) drill in which the crewmember combats an ac-tual or simulated fire using at least one type of installed hand fire extin-guisher or approved fire extinguisher that is appropriate for the type of ac-tual fire or simulated fire to be fought while using the type of installed PBE required by §121.337 or approved PBE simulation device as defined by para-graph (d) of this section for combatting fires aboard airplanes;

(ii) At least one approved firefighting

drill in which the crewmember com-bats an actual fire using at least one type of installed hand fire extinguisher or approved fire extinguisher that is appropriate for the type of fire to be

fought. This firefighting drill is not re-quired if the crewmember performs the PBE drill of paragraph (c)(1)(i) by com-bating an actual fire; and

(iii) An emergency evacuation drill

with each person egressing the airplane or approved training device using at least one type of installed emergency evacuation slide. The crewmember may either observe the airplane exits being opened in the emergency mode and the associated exit slide/raft pack being de-ployed and inflated, or perform the tasks resulting in the accomplishment of these actions.

(2) Additional emergency drill re-

quirements to be accomplished during initial training and once each 24 cal-endar months during recurrent train-ing. Each crewmember must—

187 Federal Aviation Administration, DOT § 121.417

(i) Perform the following emergency

drills and operate the following equip-ment:

(A) Each type of emergency exit in

the normal and emergency modes, in-cluding the actions and forces required in the deployment of the emergency evacuation slides;

(B) Each type of installed hand fire

extinguisher;

system to include protective breathing equipment;

(D) Donning, use, and inflation of in-

dividual flotation means, if applicable; and

(E) Ditching, if applicable, including

but not limited to, as appropriate:

(1) Cockpit preparation and proce-

dures;

(2) Crew coordination;

(3) Passenger briefing and cabin prep-

aration;

(4) Donning and inflation of life pre-

servers;

(5) Use of life-lines; and

(6) Boarding of passengers and crew

into raft or a slide/raft pack.

(ii) Observe the following drills: (A) Removal from the airplane (or

training device) and inflation of each type of life raft, if applicable;

(B) Transfer of each type of slide/raft

pack from one door to another;

tachment from the airplane (or train-ing device) of each type of slide/raft pack; and

(D) Emergency evacuation including

the use of a slide.

(d) After September 1, 1993, no crew-

member may serve in operations under this part unless that crewmember has performed the PBE drill and the fire-fighting drill described by paragraphs (c)(1)(i) and (c)(1)(ii) of this section, as part of a one-time training require-ment of paragraphs (c)(1) or (c)(2) of this section as appropriate. Any crew-member who performs the PBE drill and the firefighting drill prescribed in paragraphs (c)(1)(i) and (c)(1)(ii) of this section after May 26, 1987, is deemed to be in compliance with this regulation upon presentation of information or documentation, in a form and manner acceptable to the Executive Director, Flight Standards Service, showing that the appropriate drills have been accom-

plished.

(e) Crewmembers who serve in oper-

ations above 25,000 feet must receive instruction in the following:

(1) Respiration. (2) Hypoxia. (3) Duration of consciousness without

supplemental oxygen at altitude.

(4) Gas expansion. (5) Gas bubble formation. (6) Physical phenomena and incidents

of decompression.

(f) For the purposes of this section

the following definitions apply:

(1) Actual fire means an ignited com-

bustible material, in controlled condi-tions, of sufficient magnitude and du-ration to accomplish the training ob-jectives outlined in paragraphs (c)(1)(i) and (c)(1)(ii) of this section.

(2) Approved fire extinguisher means a

training device that has been approved by the Administrator for use in meet-ing the training requirements of §121.417(c).

(3) Approved PBE simulation device

means a training device that has been approved by the Administrator for use in meeting the training requirements of §121.417(c).

(4) Combats, in this context, means to

properly fight an actual or simulated fire using an appropriate type of fire extinguisher until that fire is extin-guished.

(5) Observe means to watch without

participating actively in the drill.

(6) PBE drill means an emergency

drill in which a crewmember dem-onstrates the proper use of protective breathing equipment while fighting an actual or simulated fire.

(7) Perform means to satisfactorily

accomplish a prescribed emergency drill using established procedures that stress the skill of the persons involved in the drill.

(8) Simulated fire means an artificial

duplication of smoke or flame used to create various aircraft firefighting sce-narios, such as lavatory, galley oven, and aircraft seat fires.

[Docket 9509, 35 FR 90, Jan. 3, 1970]

EDITORIAL NOTE: For F EDERAL REGISTER ci-

tations affecting §121.417, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

188 14 CFR Ch. I (1–1–25 Edition) § 121.418

§ 121.418 Differences training and re-

lated aircraft differences training.

(a) Differences training. (1) Differences

training for crewmembers and dis-patchers must consist of at least the following as applicable to their as-signed duties and responsibilities:

(i) Instruction in each appropriate

subject or part thereof required for ini-tial ground training in the airplane un-less the Administrator finds that par-ticular subjects are not necessary.

(ii) Flight training in each appro-

priate maneuver or procedure required for initial flight training in the air-plane unless the Administrator finds that particular maneuvers or proce-dures are not necessary.

(iii) The number of programmed

hours of ground and flight training de-termined by the Administrator to be necessary for the airplane, the oper-ation, and the crewmember or aircraft dispatcher involved.

(2) Differences training for all vari-

ations of a particular type airplane may be included in initial, transition, conversion, upgrade, and recurrent training for the airplane.

(b) Related aircraft differences training.

(1) In order to seek approval of related aircraft differences training for flightcrew members, a certificate hold-er must submit a request for related aircraft designation to the Adminis-

trator, and obtain approval of that re-quest.

(2) If the Administrator determines

under paragraph (b)(1) of this section that a certificate holder is operating related aircraft, the certificate holder may submit to the Administrator a re-quest for approval of a training pro-gram that includes related aircraft dif-ferences training.

(3) A request for approval of a train-

ing program that includes related air-craft differences training must include at least the following:

(i) Each appropriate subject required

for the ground training for the related aircraft.

(ii) Each appropriate maneuver or

procedure required for the flight train-ing and crewmember emergency train-ing for the related aircraft.

(iii) The number of programmed

hours of ground training, flight train-ing and crewmember emergency train-ing necessary based on review of the re-

lated aircraft and the duty position.

training. Approved related aircraft dif-

ferences training for flightcrew mem-bers may be included in initial, transi-tion, conversion, upgrade and recurrent training for the base aircraft. If the certificate holder’s approved training program includes related aircraft dif-ferences training in accordance with paragraph (b) of this section, the train-ing required by §§121.419, 121.420, 121.424, 121.425, 121.426, and 121.427, as applicable to flightcrew members, may be modified for the related aircraft.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–366, 78 FR 67839, Nov. 12, 2013; Amdt. 121–382, 85 FR 10922, Feb. 25, 2020]

§ 121.419 Pilots and flight engineers:

Initial, transition, conversion and upgrade ground training.

(a) Except as provided in paragraph

(b) of this section, initial and conver-sion ground training for pilots and ini-tial and transition ground training for flight engineers, must include instruc-tion in at least the following as appli-cable to their assigned duties:

(1) General subjects— (i) The certificate holder’s dispatch

or flight release procedures;

(ii) Principles and methods for deter-

mining weight and balance, and run-way limitations for takeoff and land-ing;

(iii) Enough meteorology to insure a

practical knowledge of weather phe-nomena, including the principles of frontal systems, icing, fog, thunder-storms, and high altitude weather situ-ations;

(iv) Air traffic control systems, pro-

cedures, and phraseology;

(v) Navigation and the use of naviga-

tion aids, including instrument ap-proach procedures;

(vi) Normal and emergency commu-

nication procedures;

(vii) Visual cues prior to and during

descent below DA/DH or MDA;

(viii) Approved crew resource man-

agement initial training; and

(ix) Other instructions as necessary

to ensure pilot and flight engineer competence.

(2) For each airplane type— (i) A general description;

189 Federal Aviation Administration, DOT § 121.419

(ii) Performance characteristics;

(iii) Engines and propellers; (iv) Major components; (v) Major airplane systems (e.g.,

flight controls, electrical, hydraulic); other systems as appropriate; prin-ciples of normal, abnormal, and emer-gency operations; appropriate proce-dures and limitations;

(vi) Procedures for— (A) Recognizing and avoiding severe

weather situations;

(B) Escaping from severe weather sit-

uations, in case of inadvertent encoun-ters, including low-altitude windshear, and

storms (including best penetrating al-titudes), turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous meteorological conditions;

(vii) Operating limitations; (viii) Fuel consumption and cruise

control;

(ix) Flight planning; (x) Each normal and emergency pro-

cedure;

(xi) For pilots, stall prevention and

recovery in clean configuration, take-off and maneuvering configuration, and landing configuration.

(xii) For pilots, upset prevention and

recovery; and

(xiii) The approved Airplane Flight

Manual.

(b) Initial and conversion ground

training for pilots who have completed the airline transport pilot certification training program in §61.156 of this chapter, and transition ground training for pilots, must include instruction in at least the following as applicable to their assigned duties:

(1) Ground training specific to the

certificate holder’s—

(i) Dispatch or flight release proce-

dures;

(ii) Method for determining weight

and balance and runway limitations for takeoff and landing;

(iii) Meteorology hazards applicable

to the certificate holder’s areas of op-eration;

(iv) Approved departure, arrival, and

approach procedures;

(v) Normal and emergency commu-

nication procedures; and (vi) Approved crew resource manage-

ment training.

(2) The training required by para-

graph (a)(2) of this section for the air-plane type.

paragraph (a) or (b) of this section, as applicable, initial ground training for pilots in command must include in-struction and facilitated discussion on the following:

(1) Leadership and command, includ-

ing flightcrew member duties under §121.542; and

(2) Mentoring, including techniques

for instilling and reinforcing the high-est standards of technical performance, airmanship, and professionalism in newly hired pilots.

(d) Initial ground training for pilots

and flight engineers must consist of at least the following programmed hours of instruction in the required subjects specified in paragraph (a) of this sec-tion and in §121.415(a) unless reduced under §121.405:

(1) Group I airplanes— (i) Reciprocating powered, 64 hours;

and

(ii) Turbopropeller powered, 80 hours. (2) Group II airplanes, 120 hours. (e) Initial ground training for pilots

who have completed the airline trans-

port pilot certification training pro-gram in §61.156 must consist of at least the following programmed hours of in-struction in the required subjects spec-ified in paragraph (b) of this section and in §121.415(a) unless reduced under §121.405:

(1) Group I airplanes— (i) Reciprocating powered, 54 hours;

and

(ii) Turbopropeller powered, 70 hours. (2) Group II airplanes, 110 hours. (f) Initial programmed hours applica-

ble to pilots as specified in paragraphs (d) and (e) of this section must include 2 additional hours to meet the require-ments in paragraphs (a)(2)(xi) and (xii) of this section.

[Docket FAA–2010–0100, 78 FR 42377, July 15,

2013, as amended by Amdt. 121–366, 78 FR 67839, Nov. 12, 2013; Amdt. 121–382, 85 FR 10922, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51427, June 18, 2024; Amdt. 121–392A, 89 FR 57730, July 16, 2024]

190 14 CFR Ch. I (1–1–25 Edition) § 121.420

§ 121.420 Pilots: Upgrade ground train-

ing.

(a) Upgrade ground training must in-

clude instruction in at least the fol-lowing subjects as applicable to the du-ties assigned to the pilot in command:

(1) Seat dependent procedures, as ap-

plicable;

(2) Duty position procedures, as ap-

plicable; and

(3) Crew resource management, in-

cluding decision making, authority and responsibility, and conflict resolution.

(b) In addition to the requirements in

paragraph (a) of this section, upgrade ground training must include instruc-tion and facilitated discussion on the following:

(1) Leadership and command, includ-

ing flightcrew member duties under §121.542; and

(2) Mentoring, including techniques

for reinforcing the highest standards of technical performance, airmanship,

and professional development in newly hired pilots.

[Amdt. 121–382, 85 FR 10923, Feb. 25, 2020 as

amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51427, June 18, 2024]

§ 121.421 Flight attendants: Initial and

transition ground training.

(a) Initial and transition ground

training for flight attendants must in-clude instruction in at least the fol-lowing:

(1) General subjects— (i) The authority of the pilot in com-

mand;

(ii) Passenger handling, including the

procedures to be followed in the case of deranged persons or other persons whose conduct might jeopardize safety; and

(iii) Approved crew resource manage-

ment initial training.

(2) For each airplane type— (i) A general description of the air-

plane emphasizing physical character-istics that may have a bearing on ditching, evacuation, and inflight emergency procedures and on other re-lated duties;

(ii) The use of both the public address

system and the means of commu-nicating with other flight crew-members, including emergency means in the case of attempted hijacking or other unusual situations; and (iii) Proper use of electrical galley

equipment and the controls for cabin heat and ventilation.

(b) Initial and transition ground

training for flight attendants must in-clude a competence check to determine ability to perform assigned duties and responsibilities.

attendants must consist of at least the following programmed hours of in-struction in the subjects specified in paragraph (a) of this section and in §121.415(a) unless reduced under §121.405.

(1) Group I airplanes— (i) Reciprocating powered, 8 hours;

and

(ii) Turbopropeller powered, 8 hours. (2) Group II airplanes, 16 hours.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–250, 60 FR 65949, Dec. 20, 1995]

§ 121.422 Aircraft dispatchers: Initial

and transition ground training.

(a) Initial and transition ground

training for aircraft dispatchers must include instruction in at least the fol-lowing:

(1) General subjects— (i) Use of communications systems

including the characteristics of those systems and the appropriate normal and emergency procedures;

(ii) Meteorology, including various

types of meteorological information and forecasts, interpretation of weath-er data (including forecasting of en route and terminal temperatures and other weather conditions), frontal sys-tems, wind conditions, and use of ac-tual and prognostic weather charts for various altitudes;

(iii) The NOTAM system; (iv) Navigational aids and publica-

tions;

(v) Joint dispatcher-pilot responsibil-

ities;

(vi) Characteristics of appropriate

airports;

(vii) Prevailing weather phenomena

and the available sources of weather information;

(viii) Air traffic control and instru-

ment approach procedures; and

(ix) Approved dispatcher resource

management (DRM) initial training.

(2) For each airplane—

191 Federal Aviation Administration, DOT § 121.423

(i) A general description of the air-

plane emphasizing operating and per-formance characteristics, navigation equipment, instrument approach and communication equipment, emergency equipment and procedures, and other subjects having a bearing on dispatcher duties and responsibilities;

(ii) Flight operation procedures in-

cluding procedures specified in §121.419(a)(2)(vi);

(iii) Weight and balance computa-

tions;

(iv) Basic airplane performance dis-

patch requirements and procedures;

(v) Flight planning including track

selection, flight time analysis, and fuel requirements; and

(vi) Emergency procedures. (3) Emergency procedures must be

emphasized, including the alerting of proper governmental, company, and private agencies during emergencies to give maximum help to an airplane in distress.

(b) Initial and transition ground

training for aircraft dispatchers must include a competence check given by an appropriate supervisor or ground in-structor that demonstrates knowledge and ability with the subjects set forth in paragraph (a) of this section.

craft dispatchers must consist of at least the following programmed hours of instruction in the subjects specified in paragraph (a) of this section and in §121.415(a) unless reduced under §121.405:

(1) Group I airplanes— (i) Reciprocating powered, 30 hours;

and

(ii) Turbopropeller powered, 40 hours. (2) Group II airplanes, 40 hours.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–250, 60 FR 65949, Dec. 20, 1995]

§ 121.423 Pilots: Extended Envelope

Training.

(a) Each certificate holder must in-

clude in its approved training program, the extended envelope training set forth in this section with respect to each airplane type for each pilot. The extended envelope training required by this section must be performed in a Level C or higher full flight simulator, approved by the Administrator in ac-cordance with §121.407 of this part. (b) Extended envelope training must

include the following maneuvers and procedures:

(1) Manually controlled slow flight; (2) Manually controlled loss of reli-

able airspeed;

(3) Manually controlled instrument

departure and arrival;

(4) Upset recovery maneuvers; and (5) Recovery from bounced landing.

include instructor-guided hands on ex-perience of recovery from full stall and stick pusher activation, if equipped.

(d) Recurrent training: Within 24 cal-

endar months preceding service as a pilot, each person must satisfactorily complete the extended envelope train-ing described in paragraphs (b)(1) through (4) and (c) of this section. Within 36 calendar months preceding service as a pilot, each person must satisfactorily complete the extended envelope training described in para-graph (b)(5) of this section.

(e) Deviation from use of Level C or

higher full flight simulator:

(1) A certificate holder may submit a

request to the Administrator for ap-proval of a deviation from the require-ments of paragraph (a) of this section to conduct the extended envelope training using an alternative method to meet the learning objectives of this section.

(2) A request for deviation from para-

graph (a) of this section must include the following information:

(i) A simulator availability assess-

ment, including hours by specific simu-lator and location of the simulator, and a simulator shortfall analysis that includes the training that cannot be completed in a Level C or higher full flight simulator; and

(ii) Alternative methods for achiev-

ing the learning objectives of this sec-tion.

(3) A certificate holder may request

an extension of a deviation issued under this section.

(4) Deviations or extensions to devi-

ations will be issued for a period not to exceed 12 months.

[Docket FAA–2008–0677, 78 FR 67839, Nov. 12,

2013; Amdt. 121–382, 85 FR 10923, Feb. 25, 2020, as amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51427, June 18, 2024]

192 14 CFR Ch. I (1–1–25 Edition) § 121.424

§ 121.424 Pilots: Initial, transition, con-

version, and upgrade flight train-ing.

(a) Initial, transition, and conversion

flight training for pilots must include the following:

(1) Flight training and practice in the

maneuvers and procedures set forth in the certificate holder’s approved low- altitude windshear flight training pro-gram and in appendix E to this part, as applicable; and

(2) Extended envelope training set

forth in §121.423.

(b) In addition to the requirements in

paragraph (a) of this section, initial flight training for pilots in command must include sufficient scenario-based training incorporating CRM and lead-ership and command skills to ensure the pilot’s proficiency as pilot in com-mand. The training required by this paragraph (b) may be completed inflight or in an FSTD.

graph (a) of this section must be per-formed inflight except—

(1) That windshear maneuvers and

procedures must be performed in an FFS in which the maneuvers and pro-cedures are specifically authorized to be accomplished;

(2) That the extended envelope train-

ing required by §121.423 must be per-formed in a Level C or higher full flight simulator unless the Adminis-trator has issued to the certificate holder a deviation in accordance with §121.423(e); and

(3) To the extent that certain other

maneuvers and procedures may be per-formed in an FFS, an FTD, or a static airplane as permitted in appendix E to this part.

(d) Except as permitted in paragraph

(e) of this section, the initial flight training required by paragraph (a)(1) of this section must include at least the following programmed hours of inflight training and practice unless reduced under §121.405;

(1) Group I airplanes—

(i) Reciprocating powered. Pilot in

command, 10 hours; second in com-mand, 6 hours; and

(ii) Turbopropeller powered. Pilot in

command, 15 hours; second in com-mand, 7 hours. (2) Group II airplanes. Pilot in com-

mand, 20 hours; second in command, 10 hours.

(e) If the certificate holder’s ap-

proved training program includes a course of training utilizing an FFS under §121.409 (c) and (d) of this part, each pilot must successfully com-plete—

(1) With respect to §121.409(c) of this

part—

(i) Training and practice in the FFS

in at least all of the maneuvers and procedures set forth in appendix E of this part for initial flight training that are capable of being performed in an FFS; and

(ii) A proficiency check in the FFS or

the airplane to the level of proficiency of a pilot in command or second in command, as applicable, in at least the maneuvers and procedures set forth in appendix F of this part that are capa-ble of being performed in an FFS.

(2) With respect to §121.409(d) of this

part, training and practice in at least the maneuvers and procedures set forth in the certificate holder’s approved low-altitude windshear flight training program that are capable of being per-formed in an FFS in which the maneu-vers and procedures are specifically au-thorized.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–199, 53 FR 37697, Sept. 27, 1988; Amdt. 121–366, 78 FR 67840, Nov. 12, 2013; Amdt. 121–382, 85 FR 10923, Feb. 25, 2020; Amdt. 121–384, 85 FR 39070, June 30, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51427, June 18, 2024]

§ 121.425 Flight engineers: Initial and

transition flight training.

(a) Initial and transition flight train-

ing for flight engineers must include at least the following:

(1) Training and practice in proce-

dures related to the carrying out of flight engineer duties and functions. This training and practice may be ac-complished either inflight or in an FSTD.

(2) A flight check that includes— (i) Preflight inspection; (ii) Inflight performance of assigned

duties accomplished from the flight en-gineer station during taxi, runup, take-off, climb, cruise, descent, approach, and landing;

193 Federal Aviation Administration, DOT § 121.426

(iii) Accomplishment of other func-

tions, such as fuel management and preparation of fuel consumption records, and normal and emergency or alternate operation of all airplane flight systems, performed either inflight or in an FSTD.

(b) Flight engineers possessing a

commercial pilot certificate with an instrument, category and class rating, or pilots already qualified as second in command and reverting to flight engi-neer, may complete the entire flight check, required by paragraph (a)(2) of this section, in an approved FFS.

(d) of this section, the initial flight training required by paragraph (a) of this section must include at least the same number of programmed hours of flight training and practice that are specified for a second in command pilot under §121.424(c) unless reduced under §121.405.

(d) If the certificate holder’s ap-

proved training program includes a course of training utilizing an FSTD under §121.409(c), each flight engineer must successfully complete in the FSTD —

(1) Training and practice in at least

all of the assigned duties, procedures, and functions required by paragraph (a) of this section; and

(2) A flight check to a flight engineer

level of proficiency in the assigned du-ties, procedures, and functions.

[Docket 9509, 35 FR 90, Jan. 3, 1970, as amend-

ed by Amdt. 121–144, 43 FR 22647, May 25, 1978; Amdt. 121–382, 85 FR 10923, Feb. 25, 2020]

§ 121.426 Pilots: Upgrade flight train-

ing.

(a) Upgrade flight training for pilots

must include the following:

(1) Seat dependent maneuvers and

procedures, as applicable;

(2) Duty position maneuvers and pro-

cedures, as applicable;

(3) Extended envelope training set

forth in §121.423;

(4) Maneuvers and procedures set

forth in the certificate holder’s low al-titude windshear flight training pro-gram;

(5) Sufficient scenario-based training

incorporating CRM and leadership and command skills, to ensure the pilot’s proficiency as pilot in command; and (6) Sufficient training to ensure the

pilot’s knowledge and skill with re-spect to the following:

(i) The airplane, its systems and com-

ponents;

(ii) Proper control of airspeed, con-

figuration, direction, altitude, and at-titude in accordance with the Airplane Flight Manual, the certificate holder’s operations manual, checklists, or other approved material appropriate to the airplane type; and

(iii) Compliance with ATC, instru-

ment procedures, or other applicable procedures.

(b) The training required by para-

graph (a) of this section must be per-formed inflight except—

(1) That windshear maneuvers and

procedures must be performed in an FFS in which the maneuvers and pro-cedures are specifically authorized to be accomplished;

(2) That the extended envelope train-

ing required by §121.423 must be per-formed in a Level C or higher FFS un-less the Administrator has issued to the certificate holder a deviation in ac-cordance with §121.423(e); and

(3) To the extent that certain other

maneuvers and procedures may be per-formed in an FFS, an FTD, or a static airplane as permitted in Appendix E of this part.

proved training program includes a

course of training utilizing an FFS under §121.409(c) and (d), each pilot must successfully complete—

(1) With respect to §121.409(c)—A pro-

ficiency check in the FFS or the air-plane to the level of proficiency of a pilot in command in at least the ma-neuvers and procedures set forth in Ap-pendix F of this part that are capable of being performed in an FFS.

(2) With respect to §121.409(d), train-

ing and practice in at least the maneu-vers and procedures set forth in the certificate holder’s approved low-alti-tude windshear flight training program that are capable of being performed in an FFS in which the maneuvers and procedures are specifically authorized.

[Amdt. 121–382, 85 FR 10924, Feb. 25, 2020, as

amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

194 14 CFR Ch. I (1–1–25 Edition) § 121.427

§ 121.427 Recurrent training.

(a) Recurrent training must ensure

that each crewmember or aircraft dis-patcher is adequately trained and cur-rently proficient with respect to the type airplane (including differences

training, if applicable) and crew-member position involved.

(b) Recurrent ground training for

crewmembers and dispatchers must in-clude at least the following:

(1) A quiz or other review to deter-

mine the state of the crewmember’s or dispatcher’s knowledge with respect to the airplane and position involved.

(2) Instruction as necessary in the

following:

(i) For pilots, the subjects required

for ground training by §§121.415(a)(1), (3), and (4) and 121.419(b);

(ii) For flight engineers, the subjects

required for ground training by §§121.415(a)(1), (3), and (4) and 121.419(a);

(iii) For flight attendants, the sub-

jects required for ground training by §§121.415(a)(1), (3), and (4) and 121.421(a); and

(iv) For aircraft dispatchers, the sub-

jects required for ground training by §§121.415(a)(1) and (4) and 121.422(a).

(3) For flight attendants and dis-

patchers, a competence check as re-quired by §§121.421(b) and 121.422(b), re-spectively.

(4) For crewmembers, CRM training

and for aircraft dispatchers, DRM training. For flightcrew members, CRM training or portions thereof may be ac-complished during an approved FFS line-oriented flight training (LOFT) session.

crewmembers and aircraft dispatchers must consist of at least the following programmed hours of instruction in the required subjects specified in para-graph (b) of this section unless reduced under §121.405:

(1) For pilots— (i) Group I reciprocating powered air-

planes, 15 hours;

(ii) Group I turbopropeller powered

airplanes, 19 hours; and

(iii) Group II airplanes, 24 hours. (2) For flight engineers— (i) Group I, reciprocating powered

airplanes, 16 hours;

(ii) Group I turbopropeller powered

airplanes, 20 hours; and (iii) Group II airplanes, 25 hours.

(3) For flight attendants— (i) Group I reciprocating powered air-

planes, 4 hours;

(ii) Group I turbopropeller powered

airplanes, 5 hours; and

(iii) Group II airplanes, 12 hours. (4) For aircraft dispatchers— (i) Group I reciprocating powered air-

planes, 8 hours;

(ii) Group I turbopropeller powered

airplanes, 10 hours; and

(iii) Group II airplanes, 20 hours. (d) Recurrent ground training for pi-

lots serving as pilot in command:

(1) Within 36 months preceding serv-

ice as pilot in command, each person must complete recurrent ground train-ing on leadership and command and mentoring. This training is in addition to the ground training required in paragraph (b) of this section and the programmed hours required in para-graph (c) of this section. This training must include instruction and facili-tated discussion on the following:

(i) Leadership and command, includ-

ing instruction on flightcrew member duties under §121.542; and

(ii) Mentoring, including techniques

for instilling and reinforcing the high-est standards of technical performance, airmanship, and professionalism in newly hired pilots.

(2) The requirements of paragraph

(d)(1) do not apply until after a pilot has completed ground training on lead-ership and command and mentoring, as required by §§121.419, 121.420 and 121.429, as applicable.

(e) Recurrent flight training for

flightcrew members must include at least the following:

(1) For pilots— (i) Extended envelope training as re-

quired by §121.423 of this part; and

(ii) Flight training in an approved

FFS in maneuvers and procedures set forth in the certificate holder’s ap-proved low-altitude windshear flight training program and flight training in maneuvers and procedures set forth in Appendix F of this part, or in a flight training program approved by the Ad-ministrator, except as follows—

(A) The number of programmed

inflight hours is not specified; and

(B) Satisfactory completion of a pro-

ficiency check may be substituted for

195 Federal Aviation Administration, DOT § 121.432

recurrent flight training as permitted

in §121.433(c) and (d).

(2) For flight engineers, flight train-

ing as provided by §121.425(a) except as follows—

(i) The specified number of inflight

hours is not required; and

(ii) The flight check, other than the

preflight inspection, may be conducted in an FSTD. The preflight inspection may be conducted in an airplane, or by using an approved pictorial means that

realistically portrays the location and detail of preflight inspection items and provides for the portrayal of abnormal conditions. Satisfactory completion of an approved line-oriented flight train-ing may be substituted for the flight check.

(f) Recurrent programmed hours ap-

plicable to pilots as specified in para-graph (c)(1) of this section must in-clude 30 additional minutes to meet the requirements in paragraph (e)(1)(i) of this section.

[Docket 9509, 35 FR 90, Jan. 30, 1970, as

amended by Amdt. 121–80, 36 FR 19362, Oct. 5, 1971; Amdt. 121–144, 43 FR 22647, May 25, 1978; Amdt.121–199, 53 FR 37697, Sept. 27, 1988; Amdt. 121–250, 60 FR 65949, Dec. 20, 1995; Amdt. 121–281, 66 FR 19043, Apr. 12, 2001; Amdt. 121–366, 78 FR 67840, Nov. 12, 2013; Amdt. 121–382, 85 FR 10924, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

§ 121.429 Pilots in command: Leader-

ship and command and mentoring training.

(a) No certificate holder may use a

pilot as pilot in command in an oper-ation under this part unless the pilot has completed the following ground training in accordance with the certifi-cate holder’s approved training pro-gram:

(1) Leadership and command training

in §121.419(c)(1) and mentoring training in §121.419(c)(2); or

(2) Leadership and command training

in §121.420(b)(1) and mentoring training in §121.420(b)(2).

(b) Credit for training provided by

the certificate holder:

(1) The Administrator may credit

leadership and command training and mentoring training completed by the pilot, with that certificate holder, after April 27, 2017, and prior to April 27, 2020, toward all or part of the training required by paragraph (a) of this sec-

tion.

(2) In granting credit for the training

required by paragraph (a) of this sec-

tion, the Administrator may consider training aids, devices, methods, and procedures used by the certificate hold-er in voluntary leadership and com-mand and mentoring instruction.

[Amdt. 121–382, 85 FR 10925, Feb. 25, 2020, as

amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

Subpart O—Crewmember

Qualifications

§ 121.431 Applicability.

(a) This subpart:

(1) Prescribes crewmember qualifica-

tions for all certificate holders except where otherwise specified; and

(2) Permits training center personnel

authorized under part 142 of this chap-ter who meet the requirements of §§121.411 through 121.414 to provide training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

(b) For the purpose of this subpart,

the airplane groups and terms and defi-nitions prescribed in §121.400 and the following definitions apply:

Consolidation is the process by which

a person through practice and practical experience increases proficiency in newly acquired knowledge and skills.

Line operating flight time is flight time

performed in operations under this part.

Operating cycle is a complete flight

segment consisting of a takeoff, climb, enroute portion, descent, and a land-ing.

[Docket 10171, 36 FR 12284, June 30, 1971, as

amended by Amdt. 121–250, 60 FR 65949, Dec. 20, 1995; Amdt. 121–248, 60 FR 20869, Apr. 27, 1995; Amdt. 121–250, 60 FR 65949, Dec. 20, 1995; Amdt. 121–259, 61 FR 34561, July 2, 1996; Amdt. 121–263, 62 FR 13791, Mar. 21, 1997; Docket FAA–2010–0100, Amdt. 121–365B, 81 FR 2, Jan. 4, 2016; Amdt. 121–382, 85 FR 10925, Feb. 25, 2020]

§ 121.432 General.

(a) Except in the case of operating

experience under §121.434 and ground training for mentoring required by §§121.419, 121.420, 121.427, and 121.429, as

196 14 CFR Ch. I (1–1–25 Edition) § 121.433

applicable, a pilot who serves as second

in command of an operation that re-quires three or more pilots must be fully qualified to act as pilot in com-mand of that operation.

(b) No certificate holder may conduct

a check or any training in operations under this part, except for the fol-lowing checks and training required by this part or the certificate holder:

(1) Line checks for pilots. (2) Flight engineer checks (except for

emergency procedures), if the person being checked is qualified and current in accordance with §121.453(a).

(3) Flight attendant training and

competence checks.

flight engineer flight checks, the per-son being trained or checked may not be used as a required crewmember.

[Docket 9509, 35 FR 95, Jan. 3, 1970, as amend-

ed by Amdt. 121–130, 41 FR 47229, Oct. 28, 1976; Amdt. 121–366, 78 FR 67840, Nov. 12, 2013; Amdt. 121–382, 85 FR 10925, Feb. 25, 2020]

§ 121.433 Training required.

(a) Initial training. No certificate

holder may use any person nor may any person serve as a required crew-member on an airplane unless that per-son has satisfactorily completed, in a training program approved under sub-part N of this part, initial ground and flight training for that type airplane and for the particular crewmember po-sition, except as follows:

(1) Crewmembers who have qualified

and served as a crewmember on an-

other type airplane of the same group may serve in the same crewmember ca-pacity upon completion of transition training as provided in §121.415.

(2) Crewmembers who have qualified

and served as second in command or flight engineer on a particular type air-plane may serve as pilot in command or second in command, respectively, upon completion of upgrade or conver-sion training, as applicable, for that airplane as provided in §121.415.

(b) Differences training. No certificate

holder may use any person nor may any person serve as a required crew-member on an airplane of a type for which differences training is included in the certificate holder’s approved training program unless that person has satisfactorily completed, with re-spect to both the crewmember position

and the particular variation of the air-plane in which the person serves, either initial or transition ground and flight training, or differences training, as

provided in §121.415.

cate holder may use any person nor may any person serve as a required crewmember on an airplane unless, within the preceding 12 calendar months—

(i) For flight crewmembers, the per-

son has satisfactorily completed recur-rent ground and flight training for that airplane and crewmember position and a flight check as applicable;

(ii) For flight attendants and dis-

patchers, the person has satisfactorily completed recurrent ground training and a competence check; and

(iii) In addition, for pilots in com-

mand the person has satisfactorily completed, within the preceding 6 cal-endar months, recurrent flight training in addition to the recurrent flight training required in paragraph (c)(1)(i) of this section, in an airplane in which the person serves as pilot in command in operations under this part.

(2) For pilots, a proficiency check as

provided in §121.441 of this part may be substituted for the recurrent flight training required by this paragraph and the approved FFS course of train-ing under §121.409(b) of this part may be substituted for alternate periods of recurrent flight training required in that airplane, except as provided in paragraphs (d) and (e) of this section.

(d) Notwithstanding paragraph (c)(2)

of this section, a proficiency check as provided in §121.441 may not be sub-stituted for the extended envelope training required by §121.423 or train-ing in those maneuvers and procedures set forth in a certificate holder’s ap-proved low-altitude windshear flight training program when that program is included in a recurrent flight training course as required by §121.409(d).

[Docket 9509, 35 FR 95, Jan. 3, 1970, as amend-

ed by Amdt. 121–91, 37 FR 10729, May 27, 1972; Amdt. 121–199, 53 FR 37697, Sept. 27, 1988; Amdt. 121–366, 78 FR 67840, Nov. 12, 2013; Amdt. 121–382, 85 FR 10925, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

197 Federal Aviation Administration, DOT § 121.434

§ 121.434 Operating experience, oper-

ating cycles, and consolidation of knowledge and skills.

(a) No certificate holder may use a

person nor may any person serve as a required crewmember of an airplane unless the person has satisfactorily completed, on that type airplane and in that crewmember position, the oper-ating experience, operating cycles, and the line operating flight time for con-solidation of knowledge and skills, re-quired by this section, except as fol-lows:

(1) Crewmembers other than pilots in

command may serve as provided herein for the purpose of meeting the require-ments of this section.

(2) Pilots who are meeting the pilot

in command requirements may serve as second in command.

(3) Separate operating experience, op-

erating cycles, and line operating flight time for consolidation of knowl-edge and skills are not required for variations within the same type air-plane.

(4) Deviation based upon designation

of related aircraft in accordance with §121.418(b).

(i) The Administrator may authorize

a deviation from the operating experi-ence, operating cycles, and line oper-ating flight time for consolidation of knowledge and skills required by this section based upon a designation of re-lated aircraft in accordance with §121.418(b) of this part and a determina-tion that the certificate holder can demonstrate an equivalent level of safety.

(ii) A request for deviation from the

operating experience, operating cycles, and line operating flight time for con-solidation of knowledge and skills re-quired by this section based upon a des-ignation of related aircraft must be submitted to the Administrator. The request must include the following:

(A) Identification of aircraft operated

by the certificate holder designated as related aircraft.

(B) Hours of operating experience and

number of operating cycles necessary based on review of the related aircraft, the operation, and the duty position.

based on review of the related aircraft, the operation, and the duty position. (iii) The administrator may, at any

time, terminate a grant of deviation authority issued under this paragraph (a)(4).

(b) In acquiring the operating experi-

ence, operating cycles, and line oper-ating flight time for consolidation of knowledge and skills, crewmembers must comply with the following:

(1) In the case of a flight crew-

member, the person must hold the ap-propriate certificates and ratings for the crewmember position and the air-plane, except that a pilot who is meet-ing the pilot in command requirements must hold the appropriate certificates and ratings for a pilot in command in the airplane.

(2) The operating experience, oper-

ating cycles, and line operating flight time for consolidation of knowledge and skills must be acquired after satis-factory completion of the appropriate ground and flight training for the par-ticular airplane type and crewmember position.

(3) In the case of a pilot who satisfac-

torily completed the preflight visual inspection of an aircraft by approved pictorial means during an initial, tran-sition, conversion, or upgrade pro-ficiency check, the pilot must also demonstrate proficiency to a check pilot on at least one complete preflight visual inspection of the interior and ex-terior of a static airplane. This dem-onstration of proficiency must be com-pleted by the pilot and certified by the check pilot before the completion of operating experience.

(4) The experience must be acquired

inflight during operations under this part. However, in the case of an air-craft not previously used by the certifi-cate holder in operations under this part, operating experience acquired in the aircraft during proving flights or ferry flights may be used to meet this requirement.

operating experience and operating cy-cles as follows:

(1) A pilot in command must— (i) Perform the duties of a pilot in

command under the supervision of a check pilot; and

(ii) For a qualifying pilot in com-

mand completing initial or upgrade training specified in §121.424 or

198 14 CFR Ch. I (1–1–25 Edition) § 121.434

§121.426, be observed in the perform-

ance of prescribed duties by an FAA in-spector during at least one flight leg which includes a takeoff and landing. During the time that a qualifying pilot in command is acquiring the operating experience in paragraphs (c)(l)(i) and (ii) of this section, a check pilot who is also serving as the pilot in command must occupy a pilot station. However, in the case of a transitioning pilot in command the check pilot serving as pilot in command may occupy the ob-server’s seat, if the transitioning pilot has made at least two takeoffs and landings in the type airplane used, and has satisfactorily demonstrated to the check pilot that he is qualified to per-form the duties of a pilot in command of that type of airplane.

(2) A second in command pilot must

perform the duties of a second in com-mand under the supervision of an ap-propriately qualified check pilot.

(3) The hours of operating experience

and operating cycles for all pilots are as follows:

(i) For initial training, 15 hours in

Group I reciprocating powered air-planes, 20 hours in Group I turbo-propeller powered airplanes, and 25 hours in Group II airplanes. Operating experience in both airplane groups must include at least 4 operating cy-cles (at least 2 as the pilot flying the airplane).

(ii) For transition training, except as

provided in paragraph (c)(3)(iii) of this section, 10 hours in Group I recipro-cating powered airplanes, 12 hours in Group I turbopropeller powered air-planes, 25 hours for pilots in command in Group II airplanes, and 15 hours for second in command pilots in Group II airplanes. Operating experience in both airplane groups must include at least 4 operating cycles (at least 2 as the pilot flying the airplane).

(iii) In the case of transition training

where the certificate holder’s approved training program includes a course of training in an FFS under §121.409(c), each pilot in command must comply with the requirements prescribed in paragraph (c)(3)(i) of this section for initial training.

(d) A flight engineer must perform

the duties of a flight engineer under the supervision of a check flight engi-neer or a qualified flight engineer for

at least the following number of hours:

(1) Group I reciprocating powered air-

planes, 8 hours.

(2) Group I turbopropeller powered

airplanes, 10 hours.

(3) Group II airplanes, 12 hours. (e) A flight attendant must, for at

least 5 hours, perform the assigned du-ties of a flight attendant under the su-pervision of a flight attendant super-visor qualified under this part who per-sonally observes the performance of these duties. However, operating expe-rience is not required for a flight at-tendant who has previously acquired such experience on any large passenger carrying airplane of the same group, if the certificate holder shows that the flight attendant has received sufficient ground training for the airplane in which the flight attendant is to serve. Flight attendants receiving operating experience may not be assigned as a re-quired crewmember. Flight attendants who have satisfactorily completed training time acquired in an approved training program conducted in a full- scale (except for length) cabin training device of the type airplane in which they are to serve may substitute this

time for 50 percent of the hours re-quired by this paragraph.

(f) Flight crewmembers may sub-

stitute one additional takeoff and land-ing for each hour of flight to meet the operating experience requirements of this section, up to a maximum reduc-tion of 50% of flight hours, except those in Group II initial training, and second in command pilots in Group II transition training.

(g) Except as provided in paragraph

(h) of this section, pilot in command and second in command crewmembers must each acquire at least 100 hours of line operating flight time for consoli-dation of knowledge and skills (includ-ing operating experience required under paragraph (c) of this section) within 120 days after the satisfactory completion of:

(1) Any part of the flight maneuvers

and procedures portion of either an air-line transport pilot certificate with type rating practical test or an addi-tional type rating practical test, or

(2) A §121.441 proficiency check.

199 Federal Aviation Administration, DOT § 121.435

(h) The following exceptions apply to

the consolidation requirement of para-graph (g) of this section:

(1) Pilots who have qualified and

served as pilot in command or second in command on a particular type air-plane in operations under this part be-fore August 25, 1995 are not required to complete line operating flight time for consolidation of knowledge and skills.

(2) Pilots who have completed the

line operating flight time requirement for consolidation of knowledge and skills while serving as second in com-mand on a particular type airplane in operations under this part after August 25, 1995 are not required to repeat the line operating flight time before serv-ing as pilot in command on the same type airplane.

(3) If, before completing the required

100 hours of line operating flight time, a pilot serves as a pilot in another air-plane type operated by the certificate holder, the pilot may not serve as a pilot in the airplane for which the pilot has newly qualified unless the pilot satifactorily completes refresher train-ing as provided in the certificate hold-er’s approved training program and that training is conducted by an appro-priately qualified instructor or check pilot.

(4) If the required 100 hours of line

operating flight time are not com-pleted within 120 days, the certificate holder may extend the 120-day period to no more than 150 days if—

(i) The pilot continues to meet all

other applicable requirements of sub-part O of this part; and

(ii) On or before the 120th day the

pilot satisfactorily completes refresher training conducted by an appropriately qualified instructor or check pilot as provided in the certificate holder’s ap-proved training program, or a check pilot determines that the pilot has re-tained an adequate level of proficiency after observing that pilot in a super-vised line operating flight.

(5) The Administrator, upon applica-

tion by the certificate holder, may au-thorize deviations from the require-ments of paragraph (g) of this section, by an appropriate amendment to the operations specifications, to the extent warranted by any of the following cir-cumstances: (i) A newly certificated certificate

holder does not employ any pilots who meet the minimum requirements of paragraph (g) of this section.

(ii) An existing certificate holder

adds to its fleet an airplane type not before proven for use in its operations.

(iii) A certificate holder establishes a

new domicile to which it assigns pilots who will be required to become quali-fied on the airplanes operated from that domicile.

(i) Notwithstanding the reductions in

programmed hours permitted under §§121.405 and 121.409 of subpart N of this part, the hours of operating experience for crewmembers are not subject to re-duction other than as provided in ac-cordance with a deviation authorized under paragraph (a) of this section or as provided in paragraphs (e) and (f) of this section.

[Docket 9509, 35 FR 95, Jan. 3, 1970, as amend-

ed by Amdt. 121–74, 36 FR 12284, June 30, 1971; Amdt. 121–91, 37 FR 10729, May 27, 1972; Amdt. 121–140, 43 FR 9599, Mar. 9, 1978; Amdt. 121– 144, 43 FR 22647, May 25, 1978; Amdt. 121–159, 45 FR 41593, June 19, 1980; Amdt. 121–248, 60 FR 20870, Apr. 27, 1995; Amdt. 121–366, 78 FR 67840, Nov. 12, 2013; Amdt. 121–382, 85 FR 10925, Feb. 25, 2020; Docket FAA–2019–0360,

Amdt. 121–392, 89 FR 51428, June 18, 2024]

§ 121.435 Pilots: Operations Famil-

iarization.

(a) Applicability. The operations fa-

miliarization requirements in para-graph (b) of this section apply to all persons newly hired by the certificate holder to serve as a pilot in part 121 op-erations and who began the certificate holder’s basic indoctrination ground training on or after April 27, 2022. The requirements in paragraph (b) of this section also apply to all certificate holders required to comply with this subpart, except for those certificate holders operating under part 135 of this chapter that have been authorized to comply with this subpart instead of the requirements of part 135, subparts E, G, and H, pursuant to §135.3(c), and those fractional ownership program man-agers operating under part 91, subpart K, of this chapter that have been au-thorized to comply with this subpart instead of §§91.1065 through 91.1107, pur-suant to §91.1063(b) of this chapter.

(b) Operations familiarization require-

ments. (1) No certificate holder may

200 14 CFR Ch. I (1–1–25 Edition) § 121.436

use, and no person may serve as, a pilot

in operations under this part unless that person has completed the oper-ations familiarization required by this paragraph (b). Operations familiariza-tion may be completed during or after basic indoctrination training, but must be completed before the pilot begins operating experience under §121.434.

(2) Operations familiarization must

include at least two operating cycles conducted by the certificate holder in accordance with the operating rules of this part.

(3) All pilots completing operations

familiarization must occupy the ob-server seat on the flight deck and have access to and use an operational head-set.

who operates an aircraft that does not have an observer seat on the flight deck may submit a request to the Ad-ministrator for approval of a deviation from the requirements of paragraphs (a) and (b) of this section.

(2) A request for deviation from any

of the requirements in paragraphs (a) and (b) of this section must include the following information:

(i) The total number and types of air-

craft operated by the certificate holder in operations under this part that do not have an observer seat on the flight deck;

(ii) The total number and types of

aircraft operated by the certificate holder in operations under this part that do have an observer seat on the flight deck; and

(iii) Alternative methods for achiev-

ing the objectives of this section.

(3) A certificate holder may request

an extension of a deviation issued under this section.

(4) Deviations or extensions to devi-

ations will be issued for a period not to exceed 12 months.

[Amdt. 121–382, 85 FR 10925, Feb. 25, 2020]

§ 121.436 Pilot Qualification: Certifi-

cates and experience requirements.

(a) No certificate holder may use nor

may any pilot act as pilot in command of an aircraft (or as second in command of an aircraft in a flag or supplemental operation that requires three or more pilots) unless the pilot: (1) Holds an airline transport pilot

certificate not subject to the limita-tions in §61.167 of this chapter;

(2) Holds an appropriate aircraft type

rating for the aircraft being flown; and

(3) If serving as pilot in command in

part 121 operations, has 1,000 hours as:

(i) Second in command in operations

under this part;

(ii) Pilot in command in operations

under §91.1053(a)(2)(i) of this chapter;

(iii) Pilot in command in operations

under §135.243(a)(1) of this chapter;

(iv) Pilot in command in eligible on-

demand operations that require the pilot to satisfy §135.4(a)(2)(ii)(A) of this chapter; or

(v) Any combination thereof. (b) No certificate holder may use nor

may any pilot act as second in com-mand unless the pilot holds an airline transport pilot certificate and an ap-propriate aircraft type rating for the aircraft being flown. A second-in-com-mand type rating obtained under §61.55 does not satisfy the requirements of this section.

flight hour requirement in paragraph (a)(3) of this section, a pilot may credit 500 hours of military flight time pro-vided the flight time was obtained—

(1) As pilot in command in a multien-

gine, turbine-powered, fixed-wing air-plane or powered-lift aircraft, or any combination thereof; and

(2) In an operation requiring more

than one pilot.

(d) For the purpose of satisfying the

flight hour requirement in paragraph (a)(3) of this section, a pilot may credit flight time obtained as pilot in com-mand in operations under this part prior to July 31, 2013.

(e) For those pilots who were em-

ployed as pilot in command in part 121 operations on July 31, 2013, compliance with the requirements of paragraph (a)(3) of this section is not required.

[Docket FAA–2010–0100, 78 FR 42378, July 15,

2013, as amended by Amdt. 121–365A, 78 FR 77574, Dec. 24, 2013; Amdt. 121–385, 87 FR 57590, Sept. 21, 2022]

§ 121.438 Pilot operating limitations

and pairing requirements.

(a) If the second in command has

fewer than 100 hours of flight time as second in command in operations under

201 Federal Aviation Administration, DOT § 121.439

this part in the type airplane being

flown, and the pilot in command is not an appropriately qualified check pilot, the pilot in command must make all takeoffs and landings in the following situations:

(1) At special airports designated by

the Administrator or at special air-ports designated by the certificate holder; and

(2) In any of the following conditions: (i) The prevailing visibility value in

the latest weather report for the air-port is at or below

3⁄4mile.

(ii) The runway visual range for the

runway to be used is at or below 4,000 feet.

(iii) The runway to be used has

water, snow, slush or similar condi-tions that may adversely affect air-plane performance.

(iv) The braking action on the run-

way to be used is reported to be less than ‘‘good’’.

(v) The crosswind component for the

runway to be used is in excess of 15 knots.

(vi) Windshear is reported in the vi-

cinity of the airport.

(vii) Any other condition in which

the PIC determines it to be prudent to exercise the PIC’s prerogative.

(b) No person may conduct oper-

ations under this part unless, for that type airplane, either the pilot in com-mand or the second in command has at least 75 hours of line operating flight time, either as pilot in command or second in command. The Administrator may, upon application by the certifi-cate holder, authorize deviations from the requirements of this paragraph (b) by an appropriate amendment to the operations specifications in any of the following circumstances:

(1) A newly certificated certificate

holder does not employ any pilots who meet the minimum requirements of this paragraph.

(2) An existing certificate holder adds

to its fleet a type airplane not before proven for use in its operations.

(3) An existing certificate holder es-

tablishes a new domicile to which it as-signs pilots who will be required to be-come qualified on the airplanes oper-ated from that domicile.

[Docket 27210, 60 FR 20870, Apr. 27, 1995] § 121.439 Pilot qualification: Recent

experience.

(a) No certificate holder may use any

person nor may any person serve as a required pilot flightcrew member, un-less within the preceding 90 days, that person has made at least three takeoffs and landings in the type airplane in which that person is to serve. The takeoffs and landings required by this paragraph may be performed in a Level B or higher FFS approved under

§121.407 to include takeoff and landing maneuvers. In addition, any person who fails to make the three required takeoffs and landings within any con-secutive 90-day period must re-estab-lish recency of experience as provided in paragraph (b) of this section.

(b) In addition to meeting all applica-

ble training and checking requirements of this part, a required pilot flightcrew member who has not met the require-ments of paragraph (a) of this section must re-establish recency of experience as follows:

(1) Under the supervision of a check

pilot, make at least three takeoffs and landings in the type airplane in which that person is to serve or in a Level B or higher FFS.

(2) The takeoffs and landings re-

quired in paragraph (b)(1) of this sec-tion must include—

(i) At least one takeoff with a simu-

lated failure of the most critical pow-erplant;

(ii) At least one landing from an ILS

approach to the lowest ILS minimum authorized for the certificate holder; and

(iii) At least one landing to a full

stop.

any of the requirements of paragraphs (a) or (b) of this section, each required flightcrew member position must be occupied by an appropriately qualified person, and the FFS must be operated as if in a normal inflight environment without use of the repositioning fea-tures of the FFS.

(e) A check pilot who observes the

takeoffs and landings prescribed in paragraph (b)(1) of this section shall certify that the person being observed is proficient and qualified to perform flight duty in operations under this

202 14 CFR Ch. I (1–1–25 Edition) § 121.440

part and may require any additional

maneuvers that are determined nec-essary to make this certifying state-ment.

(f) Deviation authority based upon

designation of related aircraft in ac-

cordance with §121.418(b).

(1) The Administrator may authorize

a deviation from the requirements of paragraph (a) of this section based upon a designation of related aircraft in accordance with §121.418(b) of this part and a determination that the cer-tificate holder can demonstrate an equivalent level of safety.

(2) A request for deviation from para-

graph (a) of this section must be sub-mitted to the Administrator. The re-quest must include the following:

(i) Identification of aircraft operated

by the certificate holder designated as related aircraft.

(ii) The number of takeoffs, landings,

maneuvers, and procedures necessary to maintain or re-establish recency based on review of the related aircraft, the operation, and the duty position.

(3) The administrator may, at any

time, terminate a grant of deviation authority issued under this paragraph (f).

[Docket 16383, 43 FR 22648, May 25, 1978, as

amended by Amdt. 121–148, 43 FR 46235, Oct. 5, 1978; Amdt. 121–179, 47 FR 33390, Aug. 2, 1982; Amdt. 121–366, 78 FR 67841, Nov. 12, 2013; Amdt. 121–382, 85 FR 10926, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

§ 121.440 Line checks.

(a) No certificate holder may use any

person nor may any person serve as pilot in command of an airplane unless, within the preceding 12 calendar months, that person has passed a line check in which he satisfactorily per-forms the duties and responsibilities of a pilot in command in one of the types of airplanes he is to fly.

(b) A pilot in command line check for

domestic and flag operations must—

(1) Be given by a check pilot who is

currently qualified on both the route and the airplane; and

(2) Consist of at least one flight over

a typical part of the certificate hold-er’s route, or over a foreign or Federal airway, or over a direct route. (c) A pilot in command line check for

supplemental operations must—

(1) Be given by a check pilot who is

currently qualified on the airplane; and

(2) Consist of at least one flight over

a part of a Federal airway, foreign air-way, or advisory route over which the pilot may be assigned.

[Docket 9509, 35 FR 96, Jan. 3, 1970, as amend-

ed by Amdt. 121–143, 43 FR 22642, May 25, 1978; Amdt. 121–253, 61 FR 2612, Jan. 26, 1996; Amdt. 121–344, 74 FR 34235, July 15, 2009; Amdt. 121– 359, 77 FR 34785, June 12, 2012; Docket FAA– 2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

§ 121.441 Proficiency checks.

(a) No certificate holder may use any

person nor may any person serve as a required pilot flight crewmember un-less that person has satisfactorily com-pleted either a proficiency check, or an approved FFS course of training under §121.409, as follows:

(1) For a pilot in command— (i) A proficiency check within the

preceding 12 calendar months in the aircraft type in which the person is to serve and,

(ii) In addition, within the preceding

6 calendar months, either a proficiency check or the approved FFS course of training.

(2) For all other pilots— (i) Within the preceding 24 calendar

months either a proficiency check or the line-oriented flight training course under §121.409; and

(ii) Within the preceding 12 calendar

months, either a proficiency check or any FFS training course under §121.409

(b) Except as provided in paragraphs

(1) It must include at least the proce-

dures and maneuvers set forth in ap-pendix F to this part unless otherwise specifically provided in that appendix.

(2) It must be given by the Adminis-

trator or a check pilot.

used in the conduct of a proficiency check as provided in appendix F to this part.

(d) A person giving a proficiency

check may, in his or her discretion,

203 Federal Aviation Administration, DOT § 121.443

waive any of the maneuvers or proce-

dures for which a specific waiver au-thority is set forth in Appendix F of this part if the conditions in para-graphs (d)(1) through (3) of this section are satisfied:

(1) The Administrator has not specifi-

cally required the particular maneuver or procedure to be performed.

(2) The pilot being checked is, at the

time of the check, employed by a cer-tificate holder as a pilot.

(3) The pilot being checked meets one

of the following conditions:

(i) The pilot is currently qualified for

operations under this part in the par-ticular type airplane and flightcrew member position.

(ii) The pilot has, within the pre-

ceding six calendar months, satisfac-torily completed an approved training curriculum, except for an upgrade training curriculum in accordance with §§121.420 and 121.426, for the particular

type airplane.

(e) If the pilot being checked fails

any of the required maneuvers, the per-son giving the proficiency check may give additional training to the pilot during the course of the proficiency check. In addition to repeating the ma-neuvers failed, the person giving the proficiency check may require the pilot being checked to repeat any other maneuvers he finds are necessary to de-termine the pilot’s proficiency. If the pilot being checked is unable to dem-onstrate satisfactory performance to the person conducting the check, the certificate holder may not use him nor may he serve in operations under this part until he has satisfactorily com-pleted a proficiency check.

(f) Deviation authority based upon

designation of related aircraft in ac-cordance with §121.418(b) of this part.

(1) The Administrator may authorize

a deviation from the proficiency check requirements of paragraphs (a), (b)(1), and (c) of this section based upon a des-ignation of related aircraft in accord-ance with §121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(2) A request for deviation from para-

graphs (a), (b)(1), and (c) of this section must be submitted to the Adminis-trator. The request must include the

following:

(i) Identification of aircraft operated

by the certificate holder designated as related aircraft.

(ii) Based on review of the related

aircraft, the operation, and the duty position:

(A) For recurrent proficiency checks,

the frequency of the related aircraft proficiency check, the maneuvers and procedures to be included in the related aircraft proficiency check, and the level of FSTD to be used for each ma-neuver and procedure.

(B) For qualification proficiency

checks, the maneuvers and procedures to be included in the related aircraft proficiency check and the level of FSTD to be used for each maneuver and procedure.

(3) The administrator may, at any

time, terminate a grant of deviation authority issued under this paragraph (f).

[Docket 9509, 35 FR 96, Jan. 3, 1970, as amend-

ed by Amdt. 121–103, 38 FR 12203, May 10, 1973, Amdt. 121–108, 38 FR 35446, Dec. 28, 1973; Amdt. 121–144, 43 FR 22648, May 25, 1978; Amdt. 121–263, 62 FR 13791, Mar. 21, 1997; Amdt. 121–366, 78 FR 67841, Nov. 12, 2013; Docket FAA–2016–9526, Amdt. 121–377, 81 FR 90983, Dec. 16, 2016; Amdt. 121–377A, 81 FR 95860, Dec. 29, 2016; Amdt. 121–377B, 83 FR 12475, Mar. 22, 2018; Amdt. 121–382, 85 FR 10926, Feb. 25, 2020; Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

§ 121.443 Pilot in command qualifica-

tion: Route and airports.

(a) Each certificate holder shall pro-

vide a system acceptable to the Admin-istrator for disseminating the informa-tion required by paragraph (b) of this section to the pilot in command and appropriate flight operation personnel. The system must also provide an ac-ceptable means for showing compliance with §121.445.

(b) No certificate holder may use any

person, nor may any person serve, as pilot in command unless the certificate holder has provided that person cur-rent information concerning the fol-lowing subjects pertinent to the areas over which that person is to serve, and to each airport and terminal area into which that person is to operate, and ensures that that person has adequate

204 14 CFR Ch. I (1–1–25 Edition) § 121.445

knowledge of, and the ability to use,

the information:

(1) Weather characteristics appro-

priate to the season.

(2) Navigation facilities. (3) Communication procedures, in-

cluding airport visual aids.

(4) Kinds of terrain and obstructions. (5) Minimum safe flight levels. (6) En route and terminal area ar-

rival and departure procedures, holding procedures and authorized instrument approach procedures for the airports involved.

(7) Congested areas and physical lay-

out of each airport in the terminal area in which the pilot will operate.

(8) Notices to Airmen.

[Docket 17897, 45 FR 41594, June 19, 1980;

Amdt. 121–159, 45 FR 43154, June 26, 1980]

§ 121.445 Pilot in command airport

qualification: Special areas and air-ports.

(a) The Administrator may deter-

mine that certain airports (due to items such as surrounding terrain, ob-structions, or complex approach or de-parture procedures) are special airports requiring special airport qualifications and that certain areas or routes, or both, require a special type of naviga-tion qualification.

(b) Except as provided in paragraph

(c) of this section, no certificate holder may use any person, nor may any per-son serve, as pilot in command to or from an airport determined to require special airport qualifications unless, within the preceding 12 calendar months:

(1) The pilot in command or second in

command has made an entry to that airport (including a takeoff and land-ing) while serving as a pilot flight crewmember; or

(2) The pilot in command has quali-

fied by using pictorial means accept-able to the Administrator for that air-port.

not apply when an entry to that air-port (including a takeoff or a landing) is being made if the ceiling at that air-

port is at least 1,000 feet above the low-est MEA or MOCA, or initial approach altitude prescribed for the instrument approach procedure for that airport, and the visibility at that airport is at least 3 miles.

(d) No certificate holder may use any

person, nor may any person serve, as pilot in command between terminals over a route or area that requires a special type of navigation qualification unless, within the preceding 12 cal-endar months, that person has dem-onstrated qualification on the applica-ble navigation system in a manner ac-ceptable to the Administrator, by one of the following methods:

(1) By flying over a route or area as

pilot in command using the applicable special type of navigation system.

(2) By flying over a route or area as

pilot in command under the super-vision of a check pilot using the special type of navigation system.

(3) By completing the training pro-

gram requirements of appendix G of this part.

[Docket 17897, 45 FR 41594, June 19, 1980, as

amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

§ 121.447 [Reserved]

§ 121.453 Flight engineer qualifica-

tions.

(a) No certificate holder may use any

person nor may any person serve as a flight engineer on an airplane unless, within the preceding 6 calendar months, he has had at least 50 hours of flight time as a flight engineer on that type airplane or the certificate holder or the Administrator has checked him on that type airplane and determined that he is familiar and competent with all essential current information and operating procedures.

(b) A flight check given in accord-

ance with §121.425(a)(2) satisfies the re-quirements of paragraph (a) of this sec-tion.

[Docket 9509, 35 FR 96, Jan. 3, 1970]

205 Federal Aviation Administration, DOT § 121.463

§§ 121.455–121.459 [Reserved]

Subpart P—Aircraft Dispatcher

Qualifications and Duty Time

Limitations: DOMESTIC AND FLAGOPER-

ATIONS ; FLIGHT ATTENDANT DUTYPE-

RIOD LIMITATIONS AND RESTREQUIRE -

MENTS : DOMESTIC , FLAG, ANDSUPPLE -

MENTAL OPERATIONS

§ 121.461 Applicability.

This subpart prescribes—

(a) Qualifications and duty time limi-

tations for aircraft dispatchers for cer-tificate holders conducting domestic flag operations; and

(b) Duty period limitations and rest

requirements for flight attendants used by certificate holders conducting do-mestic, flag, or supplemental oper-ations.

[Docket 28154, 61 FR 2612, Jan. 26, 1996]

§ 121.463 Aircraft dispatcher qualifica-

tions.

(a) No certificate holder conducting

domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher for a par-ticular airplane group unless that per-son has, with respect to an airplane of that group, satisfactorily completed the following:

(1) Initial dispatcher training, except

that a person who has satisfactorily completed such training for another type airplane of the same group need only complete the appropriate transi-tion training.

(2) Operating familiarization con-

sisting of at least 5 hours observing op-erations under this part from the flight deck or, for airplanes without an ob-server seat on the flight deck, from a forward passenger seat with headset or speaker. This requirement may be re-duced to a minimum of 2

1⁄2hours by the

substitution of one additional takeoff and landing for an hour of flight. A per-son may serve as an aircraft dispatcher without meeting the requirement of this paragraph (a) for 90 days after ini-tial introduction of the airplane into operations under this part.

(b) No certificate holder conducting

domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher for a par-

ticular type airplane unless that per-son has, with respect to that airplane, satisfactorily completed differences training, if applicable.

domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher unless within the preceding 12 calendar months the aircraft dispatcher has satisfactorily completed operating familiarization consisting of at least 5 hours observing operations under this part, in one of the types of airplanes in each group to be dispatched. This observation shall be made from the flight deck or, for airplanes without an observer seat on the flight deck, from a forward pas-senger seat with headset or speaker. The requirement of paragraph (a) of this section may be reduced to a min-imum of 2

1⁄2hours by the substitution

of one additional takeoff and landing for an hour of flight. The requirement of this paragraph may be satisfied by

observation of 5 hours of simulator training for each airplane group in one of the simulators approved under §121.407 for the group. However, if the requirement of paragraph (a) is met by the use of a simulator, no reduction in hours is permitted.

(d) No certificate holder conducting

domestic or flag operations may use any person, nor may any person serve as an aircraft dispatcher to dispatch airplanes in operations under this part unless the certificate holder has deter-mined that he is familiar with all es-sential operating procedures for that segment of the operation over which he exercises dispatch jurisdiction. How-ever, a dispatcher who is qualified to dispatch airplanes through one seg-ment of an operation may dispatch air-planes through other segments of the operation after coordinating with dis-patchers who are qualified to dispatch airplanes through those other seg-ments.

(e) For the purposes of this section,

the airplane groups, terms, and defini-tions in §121.400 apply.

[Docket 7325, 37 FR 5607, Mar. 17, 1972, as

amended by Amdt. 121–251, 60 FR 65934, Dec. 20, 1995]

206 14 CFR Ch. I (1–1–25 Edition) § 121.465

§ 121.465 Aircraft dispatcher duty time

limitations: Domestic and flag oper-ations.

(a) Each certificate holder con-

ducting domestic or flag operations shall establish the daily duty period for a dispatcher so that it begins at a time that allows him or her to become thor-oughly familiar with existing and an-ticipated weather conditions along the route before he or she dispatches any airplane. He or she shall remain on duty until each airplane dispatched by him or her has completed its flight, or has gone beyond his or her jurisdiction, or until he or she is relieved by another qualified dispatcher.

(b) Except in cases where cir-

cumstances or emergency conditions beyond the control of the certificate holder require otherwise—

(1) No certificate holder conducting

domestic or flag operations may sched-ule a dispatcher for more than 10 con-

secutive hours of duty;

(2) If a dispatcher is scheduled for

more than 10 hours of duty in 24 con-secutive hours, the certificate holder shall provide him or her a rest period of at least eight hours at or before the end of 10 hours of duty.

(3) Each dispatcher must be relieved

of all duty with the certificate holder for at least 24 consecutive hours during any seven consecutive days or the equivalent thereof within any calendar month.

and (b) of this section, a certificate holder conducting flag operations may, if authorized by the Administrator, schedule an aircraft dispatcher at a duty station outside of the 48 contig-uous States and the District of Colum-bia, for more than 10 consecutive hours of duty in a 24-hour period if that air-craft dispatcher is relieved of all duty with the certificate holder for at least eight hours during each 24-hour period.

[Docket 28154, 61 FR 2612, Jan. 26, 1996]

§ 121.467 Flight attendant duty period

limitations and rest requirements: Domestic, flag, and supplemental operations.

(a) For purposes of this section—

Calendar day means the period of

elapsed time, using Coordinated Uni-versal Time or local time, that begins at midnight and ends 24 hours later at

the next midnight.

Duty period means the period of

elapsed time between reporting for an assignment involving flight time and release from that assignment by the certificate holder conducting domestic, flag, or supplemental operations. The time is calculated using either Coordi-nated Universal Time or local time to reflect the total elapsed time.

Flight attendant means an individual,

other than a flight crewmember, who is assigned by a certificate holder con-ducting domestic, flag, or supple-mental operations, in accordance with the required minimum crew com-plement under the certificate holder’s operations specifications or in addition to that minimum complement, to duty in an aircraft during flight time and whose duties include but are not nec-essarily limited to cabin-safety-related responsibilities.

Rest period means the period free of

all restraint or duty for a certificate holder conducting domestic, flag, or supplemental operations and free of all responsibility for work or duty should the occasion arise.

(b) Except as provided in paragraph

(c) of this section, a certificate holder conducting domestic, flag, or supple-mental operations may assign a duty period to a flight attendant only when the applicable duty period limitations and rest requirements of this para-graph are met.

(1) Except as provided in paragraphs

(b)(4), (b)(5), and (b)(6) of this section,

no certificate holder conducting do-mestic, flag, or supplemental oper-ations may assign a flight attendant to a scheduled duty period of more than 14 hours.

(2) A flight attendant scheduled to a

duty period of 14 hours or less as pro-vided under paragraph (b)(1) of this sec-tion must be given a scheduled rest pe-riod of at least 10 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(3) The rest period required under

paragraph (b)(2) of this section may not be reduced to less than 10 consecutive hours.

207 Federal Aviation Administration, DOT § 121.467

(4) A certificate holder conducting

domestic, flag, or supplemental oper-ations may assign a flight attendant to a scheduled duty period of more than 14 hours, but no more than 16 hours, if the certificate holder has assigned to the flight or flights in that duty period at least one flight attendant in addition to the minimum flight attendant com-plement required for the flight or flights in that duty period under the certificate holder’s operations speci-fications.

(5) A certificate holder conducting

domestic, flag, or supplemental oper-ations may assign a flight attendant to a scheduled duty period of more than 16 hours, but no more than 18 hours, if the certificate holder has assigned to the flight or flights in that duty period at least two flight attendants in addition to the minimum flight attendant com-plement required for the flight or flights in that duty period under the certificate holder’s operations speci-fications.

(6) A certificate holder conducting

domestic, flag, or supplemental oper-ations may assign a flight attendant to a scheduled duty period of more than 18 hours, but no more than 20 hours, if the scheduled duty period includes one or more flights that land or take off out-side the 48 contiguous states and the District of Columbia, and if the certifi-cate holder has assigned to the flight or flights in that duty period at least three flight attendants in addition to the minimum flight attendant com-plement required for the flight or flights in that duty period under the domestic certificate holder’s oper-ations specifications.

(7) Except as provided in paragraph

(b)(8) of this section, a flight attendant scheduled to a duty period of more than 14 hours but no more than 20 hours, as provided in paragraphs (b)(4), (b)(5), and (b)(6) of this section, must be given a scheduled rest period of at least 12 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the com-mencement of the subsequent duty pe-riod.

(8) The rest period required under

paragraph (b)(7) of this section may be scheduled or reduced to 10 consecutive hours if the flight attendant is pro-vided a subsequent rest period of at

least 14 consecutive hours; this subse-quent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the comple-tion of the scheduled duty period and the commencement of the subsequent duty period.

(9) Notwithstanding paragraphs

(b)(4), (b)(5), and (b)(6) of this section, if a certificate holder conducting domes-tic, flag, or supplemental operations elects to reduce the rest period to 10 hours as authorized by paragraph (b)(8) of this section, the certificate holder may not schedule a flight attendant for a duty period of more than 14 hours during the 24-hour period commencing after the beginning of the reduced rest period.

(10) No certificate holder conducting

domestic, flag, or supplemental oper-ations may assign a flight attendant any duty period with the certificate holder unless the flight attendant has had at least the minimum rest required under this section.

(11) No certificate holder conducting

domestic, flag, or supplemental oper-ations may assign a flight attendant to perform any duty with the certificate holder during any required rest period.

(12) Time spent in transportation,

not local in character, that a certifi-cate holder conducting domestic, flag, or supplemental operations requires of a flight attendant and provides to transport the flight attendant to an airport at which that flight attendant is to serve on a flight as a crew-member, or from an airport at which the flight attendant was relieved from duty to return to the flight attendant’s home station, is not considered part of a rest period.

(13) Each certificate holder con-

ducting domestic, flag, or supple-mental operations must relieve each flight attendant engaged in air trans-portation and each commercial oper-ator must relieve each flight attendant engaged in air commerce from all fur-ther duty for at least 24 consecutive hours during any 7 consecutive cal-endar days.

(14) A flight attendant is not consid-

ered to be scheduled for duty in excess of duty period limitations if the flights

208 14 CFR Ch. I (1–1–25 Edition) § 121.470

to which the flight attendant is as-

signed are scheduled and normally ter-minate within the limitations but due to circumstances beyond the control of the certificate holder conducting do-mestic, flag, or supplemental oper-ations (such as adverse weather condi-tions) are not at the time of departure expected to reach their destination within the scheduled time.

this section, a certificate holder con-ducting domestic, flag, or supple-mental operations may apply the flightcrew member flight time and duty limitations and rest requirements of part 117 of this chapter to flight at-tendants for all operations conducted under this part provided that—

(1) The certificate holder establishes

written procedures that—

(i) Apply to all flight attendants used

in the certificate holder’s operation;

(ii) Include the flightcrew member

requirements contained in part 117, as appropriate to the operation being con-ducted, except that rest facilities on board the aircraft are not required;

(iii) Include provisions to add one

flight attendant to the minimum flight attendant complement for each flightcrew member who is in excess of the minimum number required in the aircraft type certificate data sheet and who is assigned to the aircraft under the provisions of part 117, as applica-ble, of this part;

(iv) Are approved by the Adminis-

trator and are described or referenced in the certificate holder’s operations specifications; and

(2) Whenever the Administrator finds

that revisions are necessary for the continued adequacy of the written pro-cedures that are required by paragraph (c)(1) of this section and that had been granted final approval, the certificate holder must, after notification by the Administrator, make any changes in the procedures that are found nec-essary by the Administrator. Within 30 days after the certificate holder re-ceives such notice, it may file a peti-tion to reconsider the notice with the responsible Flight Standards office. The filing of a petition to reconsider stays the notice, pending decision by the Administrator. However, if the Ad-ministrator finds that an emergency requires immediate action in the inter-

est of safety, the Administrator may, upon a statement of the reasons, re-quire a change effective without stay.

[Amdt. 121–241, 59 FR 42991, Aug. 19, 1994, as

amended by Amdt. 121–253, 61 FR 2612, Jan. 26, 1996; Amdt. 121–357, 77 FR 402, Jan. 4, 2012; Amdt. 121–357A, 77 FR 28764, May 16, 2012; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, Mar. 5, 2018; Amdt. 121–386, 87 FR 61465, Oct. 12, 2022]

Subpart Q—Flight Time Limitations

and Rest Requirements: Do-mestic Operations

SOURCE : Docket 23634, 50 FR 29319, July 18,

1985, unless otherwise noted.

§ 121.470 Applicability.

This subpart prescribes flight time

limitations and rest requirements for domestic all-cargo operations, except that:

(a) Certificate holders conducting op-

erations with aircraft having a pas-senger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pounds or less, may comply with the applicable requirements of §§135.261 through 135.273 of this chapter.

(b) Certificate holders conducting

scheduled operations entirely within the States of Alaska or Hawaii with aircraft having a passenger seat con-figuration of more than 30 seats, ex-cluding each crewmember seat, or a payload capacity of more than 7,500 pounds, may comply with the require-ments of this subpart or subpart R of this part for those operations.

the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) Cargo operations conducted under

contract to a U.S. government agency.

(2) All-cargo operations not con-

ducted under contract to a U.S. Gov-ernment agency,

(3) A certificate holder may elect to

treat operations in paragraphs (c)(1) and (c)(2) of this section differently but, once having decided to conduct those operations under part 117, may

209 Federal Aviation Administration, DOT § 121.471

not segregate those operations between

this subpart and part 117.

[Docket FAA–2009–1093, 77 FR 402, Jan. 4,

2012; Amdt. 121–357, 78 FR 69288, Nov. 19, 2013, as amended by Docket FAA–2022–1563, Amdt. 121–390, 88 FR 48090, July 26, 2023]

§ 121.471 Flight time limitations and

rest requirements: All flight crew-members.

(a) No certificate holder conducting

domestic operations may schedule any flight crewmember and no flight crew-member may accept an assignment for flight time in scheduled air transpor-tation or in other commercial flying if that crewmember’s total flight time in all commercial flying will exceed—

(1) 1,000 hours in any calendar year; (2) 100 hours in any calendar month; (3) 30 hours in any 7 consecutive days; (4) 8 hours between required rest peri-

ods.

(b) Except as provided in paragraph

(c) of this section, no certificate holder conducting domestic operations may schedule a flight crewmember and no flight crewmember may accept an as-signment for flight time during the 24 consecutive hours preceding the sched-uled completion of any flight segment without a scheduled rest period during that 24 hours of at least the following:

(1) 9 consecutive hours of rest for less

than 8 hours of scheduled flight time.

(2) 10 consecutive hours of rest for 8

or more but less than 9 hours of sched-uled flight time.

(3) 11 consecutive hours of rest for 9

or more hours of scheduled flight time.

a flight crewmember for less than the rest required in paragraph (b) of this section or may reduce a scheduled rest under the following conditions:

(1) A rest required under paragraph

(b)(1) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 10 hours that must begin no later than 24 hours after the commencement of the reduced rest pe-riod.

(2) A rest required under paragraph

(b)(2) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 11 hours that must begin no later than 24 hours after the commencement of the reduced rest pe-

riod.

(3) A rest required under paragraph

(b)(3) of this section may be scheduled for or reduced to a minimum of 9 hours if the flight crewmember is given a rest period of at least 12 hours that must begin no later than 24 hours after the commencement of the reduced rest pe-riod.

(4) No certificate holder may assign,

nor may any flight crewmember per-form any flight time with the certifi-cate holder unless the flight crew-member has had at least the minimum rest required under this paragraph.

(d) Each certificate holder con-

ducting domestic operations shall re-lieve each flight crewmember engaged in scheduled air transportation from all further duty for at least 24 consecu-tive hours during any 7 consecutive days.

(e) No certificate holder conducting

domestic operations may assign any flight crewmember and no flight crew-member may accept assignment to any duty with the air carrier during any re-quired rest period.

(f) Time spent in transportation, not

local in character, that a certificate holder requires of a flight crewmember and provides to transport the crew-member to an airport at which he is to serve on a flight as a crewmember, or from an airport at which he was re-lieved from duty to return to his home station, is not considered part of a rest period.

(g) A flight crewmember is not con-

sidered to be scheduled for flight time in excess of flight time limitations if the flights to which he is assigned are scheduled and normally terminate within the limitations, but due to cir-cumstances beyond the control of the certificate holder (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the scheduled time.

[Docket 23634, 50 FR 29319, July 18, 1985, as

amended by Amdt. 121–253, 61 FR 2612, Jan. 26, 1996]

210 14 CFR Ch. I (1–1–25 Edition) § 121.473

§ 121.473 Fatigue risk management

system.

(a) No certificate holder may exceed

any provision of this subpart unless ap-proved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management

System must include:

(1) A fatigue risk management pol-

icy.

(2) An education and awareness train-

ing program.

(3) A fatigue reporting system. (4) A system for monitoring

flightcrew fatigue.

(5) An incident reporting process. (6) A performance evaluation.

[Docket FAA–2009–1093, 77 FR 403, Jan. 4,

2012]

Subpart R—Flight Time Limitations:

Flag Operations

SOURCE : Docket 6258, 29 FR 19217, Dec. 31,

1964; 30 FR 3639, Mar. 19, 1965, unless other-wise noted.

§ 121.480 Applicability.

This subpart prescribes flight time

limitations and rest requirements for flag all-cargo operations, except that:

(a) Certificate holders conducting op-

(b) A certificate holder may apply

the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) All-cargo operations conducted

under contract to a U.S. government agency.

(2) All-cargo operations not con-

ducted under contract to a U.S. Gov-ernment agency,

(3) A certificate holder may elect to

treat operations in paragraphs (b)(1) and (b) (2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between

this subpart and part 117.

[Docket FAA–2009–1093, 77 FR 403, Jan. 4,

2012, as amended by Docket FAA–2022–1563, Amdt. 121–390, 88 FR 48090, July 26, 2023]

§ 121.481 Flight time limitations: One

or two pilot crews.

(a) A certificate holder conducting

flag operations may schedule a pilot to fly in an airplane that has a crew of one or two pilots for eight hours or less during any 24 consecutive hours with-out a rest period during these eight hours.

(b) If a certificate holder conducting

flag operations schedules a pilot to fly more than eight hours during any 24 consecutive hours, it shall give him an intervening rest period, at or before the end of eight scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than eight hours. The certificate holder shall relieve that pilot of all duty with it during that rest period.

than eight hours during 24 consecutive hours must be given at least 18 hours of rest before being assigned to any duty with the certificate holder.

(d) No pilot may fly more than 32

hours during any seven consecutive days, and each pilot must be relieved from all duty for at least 24 consecu-tive hours at least once during any seven consecutive days.

(e) No pilot may fly as a member of

a crew more than 100 hours during any one calendar month.

(f) No pilot may fly as a member of a

crew more than 1,000 hours during any 12-calendar-month period.

[Docket 6258, 29 FR 19217, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2612, Jan. 26, 1996]

§ 121.483 Flight time limitations: Two

pilots and one additional flight crewmember.

(a) No certificate holder conducting

flag operations may schedule a pilot to fly, in an airplane that has a crew of two pilots and at least one additional flight crewmember, for a total of more than 12 hours during any 24 consecutive hours.

211 Federal Aviation Administration, DOT § 121.487

(b) If a pilot has flown 20 or more

hours during any 48 consecutive hours or 24 or more hours during any 72 con-secutive hours, he must be given at least 18 hours of rest before being as-signed to any duty with the air carrier. In any case, he must be given at least 24 consecutive hours of rest during any seven consecutive days.

member more than—

(1) 120 hours during any 30 consecu-

tive days;

(2) 300 hours during any 90 consecu-

tive days; or

(3) 1,000 hours during any 12-calendar-

month period.

[Docket 6258, 29 FR 19217, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2612, Jan. 26, 1996]

§ 121.485 Flight time limitations: Three

or more pilots and an additional flight crewmember.

(a) Each certificate holder con-

ducting flag operations shall schedule its flight hours to provide adequate rest periods on the ground for each pilot who is away from his base and who is a pilot on an airplane that has a crew of three or more pilots and an additional flight crewmember. It shall also provide adequate sleeping quarters on the airplane whenever a pilot is scheduled to fly more than 12 hours during any 24 consecutive hours.

(b) The certificate holder conducting

flag operations shall give each pilot, upon return to his base from any flight or series of flights, a rest period that is at least twice the total number of hours he flew since the last rest period at his base. During the rest period re-quired by this paragraph, the air car-rier may not require him to perform any duty for it. If the required rest pe-riod is more than seven days, that part of the rest period in excess of seven days may be given at any time before the pilot is again scheduled for flight duty on any route.

member more than—

(1) 350 hours during any 90 consecu-

tive days; or (2) 1,000 hours during any 12-calendar-

month period.

[Docket 6258, 29 FR 19217, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2612, Jan. 26, 1996]

§ 121.487 Flight time limitations: Pilots

not regularly assigned.

(a) Except as provided in paragraphs

(b) through (e) of this section, a pilot who is not regularly assigned as a flight crewmember for an entire cal-endar month under §121.483 or 121.485 may not fly more than 100 hours in any 30 consecutive days.

(b) The monthly flight time limita-

tions for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot crews in any calendar month, or whose assignment in such a crew is interrupted more than once in that cal-endar month by assignment to a crew consisting of two or more pilots and an additional flight crewmember, are those set forth in §121.481.

graph (b) of this section, the monthly and quarterly flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two- pilot and additional flight crewmember

crews in any calendar month, or whose assignment in such a crew is inter-rupted more than once in that calendar month by assignment to a crew con-sisting of three pilots and additional flight crewmember, are those set forth in §121.483.

(d) The quarterly flight time limita-

tions for a pilot to whom paragraphs (b) and (c) of this section do not apply and who is scheduled for duty aloft for a total of not more than 20 hours with-in any calendar month in two-pilot crews (with or without additional flight crewmembers) are those set forth in §121.485.

(e) The monthly and quarterly flight

time limitations for a pilot assigned to each of two-pilot, two-pilot and addi-tional flight crewmember, and three- pilot and additional flight crewmember crews in a given calendar month, and who is not subject to paragraph (b), (c), or (d) of this section, are those set forth in §121.483.

[Docket 6258, 29 FR 19217, Dec. 31, 1964; Amdt.

121–3, 30 FR 3639, Mar. 19, 1965, as amended by Amdt. 121–137, 42 FR 43973, Sept. 1, 1977]

212 14 CFR Ch. I (1–1–25 Edition) § 121.489

§ 121.489 Flight time limitations: Other

commercial flying.

No pilot that is employed as a pilot

by a certificate holder conducting flag operations may do any other commer-cial flying if that commercial flying plus his flying in air transportation will exceed any flight time limitation in this part.

[Docket 28154, 61 FR 2612, Jan. 26, 1996]

§ 121.491 Flight time limitations:

Deadhead transportation.

Time spent in deadhead transpor-

tation to or from duty assignment is not considered to be a part of a rest pe-riod.

§ 121.493 Flight time limitations:

Flight engineers and flight naviga-tors.

(a) In any operation in which one

flight engineer or flight navigator is required, the flight time limitations in §121.483 apply to that flight engineer or flight navigator.

(b) In any operation in which more

than one flight engineer or flight navi-gator is required, the flight time limi-tations in §121.485 apply to those flight engineers or flight navigators.

§ 121.495 Fatigue risk management

system.

(a) No certificate holder may exceed

any provision of this subpart unless ap-proved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management

System must include:

(1) A fatigue risk management pol-

icy.

(2) An education and awareness train-

ing program.

(3) A fatigue reporting system. (4) A system for monitoring

flightcrew fatigue.

(5) An incident reporting process. (6) A performance evaluation.

[Docket FAA–2009–1093, 77 FR 403, Jan. 4,

2012]

Subpart S—Flight Time Limitations:

Supplemental Operations

SOURCE : Docket 6258, 29 FR 19218, Dec. 31,

1964; 30 FR 3639, Mar. 19, 1965, unless other-wise noted. § 121.500 Applicability.

This subpart prescribes flight time

limitations and rest requirements for supplemental all-cargo operations, ex-cept that:

(a) Certificate holders conducting op-

erations with aircraft having a pas-senger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pound or less, may comply with the ap-plicable requirements of §§135.261 through 135.273 of this chapter.

(b) A certificate holder may apply

the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) All-cargo operations conducted

under contract to a U.S. Government agency.

(2) All-cargo operations not con-

ducted under contract to a U.S. Gov-ernment agency,

(3) A certificate holder may elect to

treat operations in paragraphs (b)(1) and (b)(2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between

this subpart and part 117.

[Docket FAA–2009–1093, 77 FR 403, Jan. 4,

2012, as amended by Docket FAA–2022–1563, Amdt. 121–390, 88 FR 48090, July 26, 2023]

§ 121.503 Flight time limitations: Pi-

lots: airplanes.

(a) A certificate holder conducting

supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24 consecutive hours without a rest period during those eight hours.

(b) Each pilot who has flown more

than eight hours during any 24 con-secutive hours must be given at least 16 hours of rest before being assigned to any duty with the certificate holder.

ducting supplemental operations shall relieve each pilot from all duty for at least 24 consecutive hours at least once during any seven consecutive days.

(d) No pilot may fly as a crewmember

in air transportation more than 100 hours during any 30 consecutive days.

213 Federal Aviation Administration, DOT § 121.513

(e) No pilot may fly as a crewmember

in air transportation more than 1,000 hours during any calendar year.

(f) Notwithstanding paragraph (a) of

this section, the certificate holder may, in conducting a transcontinental nonstop flight, schedule a flight crew-member for more than eight but not more than 10 hours of continuous duty aloft without an intervening rest pe-riod, if—

(1) The flight is in an airplane with a

pressurization system that is operative at the beginning of the flight;

(2) The flight crew consists of at least

two pilots and a flight engineer; and

(3) The certificate holder uses, in

conducting the operation, an air/ ground communication service that is independent of systems operated by the United States, and a dispatch organiza-

tion, both of which are approved by the Administrator as adequate to serve the terminal points concerned.

[Docket 6258, 29 FR 19218, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2613, Jan. 26, 1996]

§ 121.505 Flight time limitations: Two

pilot crews: airplanes.

(a) If a certificate holder conducting

supplemental operations schedules a pilot to fly more than eight hours dur-ing any 24 consecutive hours, it shall give him an intervening rest period at or before the end of eight scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest pe-riod, but not less than eight hours. The certificate holder conducting supple-mental operations shall relieve that pilot of all duty with it during that rest period.

(b) No pilot of an airplane that has a

crew of two pilots may be on duty for more than 16 hours during any 24 con-secutive hours.

[Docket 6258, 29 FR 19218, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2613, Jan. 26, 1996]

§ 121.507 Flight time limitations: Three

pilot crews: airplanes.

(a) No certificate holder conducting

supplemental operations may schedule a pilot—

(1) For flight deck duty in an air-

plane that has a crew of three pilots for more than eight hours in any 24 con-

secutive hours; or

(2) To be aloft in an airplane that has

a crew of three pilot for more than 12 hours in any 24 consecutive hours.

(b) No pilot of an airplane that has a

crew of three pilots may be on duty for more than 18 hours in any 24 consecu-tive hours.

[Docket 6258, 29 FR 19218, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2613, Jan. 26, 1996]

§ 121.509 Flight time limitations: Four

pilot crews: airplanes.

(a) No certificate holder conducting

supplemental operations may schedule a pilot—

(1) For flight deck duty in an air-

plane that has a crew of four pilots for more than eight hours in any 24 con-secutive hours; or

(2) To be aloft in an airplane that has

a crew of four pilots for more than 16 hours in any 24 consecutive hours.

(b) No pilot of an airplane that has a

crew of four pilots may be on duty for more than 20 hours in any 24 consecu-tive hours.

[Docket 6258, 29 FR 19218, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2613, Jan. 26, 1996]

§ 121.511 Flight time limitations:

Flight engineers: airplanes.

(a) In any operation in which one

flight engineer is serving the flight time limitations in §§121.503 and 121.505 apply to that flight engineer.

(b) In any operation in which more

than one flight engineer is serving and the flight crew contains more than two pilots the flight time limitations in §121.509 apply in place of those in §121.505.

§ 121.513 Flight time limitations: Over-

seas and international operations: airplanes.

In place of the flight time limita-

tions in §§121.503 through 121.511, a cer-tificate holder conducting supple-mental operations may elect to comply with the flight time limitations of §§121.515 and 121.521 through 121.525 for operations conducted—

214 14 CFR Ch. I (1–1–25 Edition) § 121.515

(a) Between a place in the 48 contig-

uous States and the District of Colum-bia, or Alaska, and any place outside thereof;

(b) Between any two places outside

the 48 contiguous States, the District of Columbia, and Alaska; or

State of Alaska or the State of Hawaii.

[Docket 6258, 29 FR 19218, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2613, Jan. 26, 1996]

§ 121.515 Flight time limitations: All

airmen: airplanes.

No airman may be aloft as a flight

crewmember more than 1,000 hours in any 12-calendar-month period.

§ 121.517 Flight time limitations: Other

commercial flying: airplanes.

No airman who is employed by a cer-

tificate holder conducting supple-mental operations may do any other commercial flying, if that commercial flying plus his flying in operations under this part will exceed any flight time limitation in this part.

[Docket 28154, 61 FR 2613, Jan. 26, 1996]

§ 121.519 Flight time limitations:

Deadhead transportation: airplanes.

Time spent by an airman in deadhead

transportation to or from a duty as-signment is not considered to be part of any rest period.

§ 121.521 Flight time limitations: Crew

of two pilots and one additional air-man as required.

(a) No certificate holder conducting

supplemental operations may schedule an airman to be aloft as a member of the flight crew in an airplane that has a crew of two pilots and at least one additional flight crewmember for more than 12 hours during any 24 consecutive hours.

(b) If an airman has been aloft as a

member of a flight crew for 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 con-secutive hours, he must be given at least 18 hours of rest before being as-signed to any duty with the certificate holder. In any case, he must be relieved of all duty for at least 24 consecutive hours during any seven consecutive days. (c) No airman may be aloft as a flight

crewmember more than—

(1) 120 hours during any 30 consecu-

tive days; or

(2) 300 hours during any 90 consecu-

tive days.

[Docket 6258, 29 FR 19218, Dec. 31, 1964, as

amended by Amdt. 121–17, 31 FR 1147, Jan. 28, 1966; Amdt. 121–253, 61 FR 2613, Jan. 26, 1996]

§ 121.523 Flight time limitations: Crew

of three or more pilots and addi-tional airmen as required.

(a) No certificate holder conducting

supplemental operations may schedule an airman for flight deck duty as a flight engineer, or navigator in a crew of three or more pilots and additional airmen for a total of more than 12 hours during any 24 consecutive hours.

(b) Each certificate holder con-

ducting supplemental operations shall schedule its flight hours to provide adequate rest periods on the ground for

each airman who is away from his prin-cipal operations base. It shall also pro-vide adequate sleeping quarters on the airplane whenever an airman is sched-uled to be aloft as a flight crewmember for more than 12 hours during any 24 consecutive hours.

supplemental operations may schedule any flight crewmember to be on contin-uous duty for more than 30 hours. Such a crewmember is considered to be on continuous duty from the time he re-ports for duty until the time he is re-leased from duty for a rest period of at least 10 hours on the ground. If a flight crewmember is on continuous duty for more than 24 hours (whether scheduled or not) during any scheduled duty pe-riod, he must be given at least 16 hours for rest on the ground after completing the last flight scheduled for that sched-uled duty period before being assigned any further flight duty.

(d) If a flight crewmember is required

to engage in deadhead transportation for more than four hours before begin-ning flight duty, one half of the time spent in deadhead transportation must be treated as duty time for the purpose of complying with duty time limita-tions, unless he is given at least 10 hours of rest on the ground before being assigned to flight duty.

215 Federal Aviation Administration, DOT § 121.533

(e) Each certificate holder con-

ducting supplemental operations shall give each airman, upon return to his operations base from any flight or se-ries of flights, a rest period that is at least twice the total number of hours he was aloft as a flight crewmember since the last rest period at his base, before assigning him to any further duty. If the required rest period is more than seven days, that part of the rest period that is more than seven days may be given at any time before the pilot is again scheduled for flight duty.

(f) No airman may be aloft as a flight

crewmember for more than 350 hours in any 90 consecutive days.

[Docket 6258, 29 FR 19218, Dec. 31, 1964; 30 FR

3639, Mar. 19, 1965, as amended by Amdt. 121– 253, 61 FR 2613, Jan. 26, 1996; Amdt. 121–387, 87 FR 75846, Dec. 9, 2022]

§ 121.525 Flight time limitations: Pilots

serving in more than one kind of flight crew.

(a) This section applies to each pilot

assigned during any 30 consecutive days to more than one type of flight crew.

(b) The flight time limitations for a

pilot who is scheduled for duty aloft for more than 20 hours in two-pilot crews in 30 consecutive days, or whose assign-ment in such a crew is interrupted more than once in any 30 consecutive days by assignment to a crew of two or more pilots and an additional flight crewmember, are those listed in §§121.503 through 121.509, as appro-priate.

graph (b) of this section, the flight time limitations for a pilot scheduled for duty aloft for more than 20 hours in two-pilot and additional flight crew-member crews in 30 consecutive days or whose assignment in such a crew is in-terrupted more than once in any 30 consecutive days by assignment to a crew consisting of three pilots and an additional flight crewmember, are those set forth in §121.521.

(d) The flight time limitations for a

pilot to whom paragraphs (b) and (c) of this section do not apply, and who is scheduled for duty aloft for a total of not more than 20 hours within 30 con-secutive days in two-pilot crews (with or without additional flight crew-

members) are those set forth in §121.523.

(e) The flight time limitations for a

pilot assigned to each of two-pilot, two-pilot and additional flight crew-member, and three-pilot and additional flight crewmember crews in 30 consecu-tive days, and who is not subject to paragraph (b), (c), or (d) of this section, are those listed in §121.523.

§ 121.527 Fatigue risk management

system.

(a) No certificate holder may exceed

any provision of this subpart unless ap-proved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management

System must include:

(1) A fatigue risk management pol-

icy.

(2) An education and awareness train-

ing program.

(3) A fatigue reporting system. (4) A system for monitoring

flightcrew fatigue.

(5) An incident reporting process. (6) A performance evaluation.

[Docket FAA–2009–1093, 77 FR 403, Jan. 4,

2012]

Subpart T—Flight Operations

SOURCE : Docket 6258, 29 FR 19219, Dec. 31,

1964, unless otherwise noted.

§ 121.531 Applicability.

This subpart prescribes requirements

for flight operations applicable to all

certificate holders, except where other-wise specified.

§ 121.533 Responsibility for oper-

ational control: Domestic oper-ations.

(a) Each certificate holder con-

ducting domestic operations is respon-sible for operational control.

(b) The pilot in command and the air-

craft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compli-ance with this chapter and operations specifications.

sible for—

(1) Monitoring the progress of each

flight;

216 14 CFR Ch. I (1–1–25 Edition) § 121.535

(2) Issuing necessary information for

the safety of the flight; and

(3) Cancelling or redispatching a

flight if, in his opinion or the opinion of the pilot in command, the flight can-not operate or continue to operate safely as planned or released.

(d) Each pilot in command of an air-

craft is, during flight time, in com-mand of the aircraft and crew and is re-sponsible for the safety of the pas-sengers, crewmembers, cargo, and air-plane.

(e) Each pilot in command has full

control and authority in the operation of the aircraft, without limitation, over other crewmembers and their du-ties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2613, Jan. 26, 1996]

§ 121.535 Responsibility for oper-

ational control: Flag operations.

(a) Each certificate holder con-

ducting flag operations is responsible for operational control.

(b) The pilot in command and the air-

craft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compli-ance with this chapter and operations specifications.

sible for—

(1) Monitoring the progress of each

flight;

(2) Issuing necessary instructions and

information for the safety of the flight; and

(3) Cancelling or redispatching a

flight if, in his opinion or the opinion of the pilot in command, the flight can-not operate or continue to operate safely as planned or released.

(d) Each pilot in command of an air-

craft is, during flight time, in com-mand of the aircraft and crew and is re-sponsible for the safety of the pas-sengers, crewmembers, cargo, and air-plane.

(e) Each pilot in command has full

control and authority in the operation of the aircraft, without limitation, over other crewmembers and their du-ties during flight time, whether or not he holds valid certificates authorizing

him to perform the duties of those crewmembers.

(f) No pilot may operate an aircraft

in a careless or reckless manner so as to endanger life or property.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2613, Jan. 26, 1996]

§ 121.537 Responsibility for oper-

ational control: Supplemental oper-ations.

(a) Each certificate holder con-

ducting supplemental operations—

(1) Is responsible for operational con-

trol; and

(2) Shall list each person authorized

by it to exercise operational control in its operator’s manual.

(b) The pilot in command and the di-

rector of operations are jointly respon-sible for the initiation, continuation, diversion, and termination of a flight in compliance with this chapter and the operations specifications. The di-rector of operations may delegate the functions for the initiation, continu-ation, diversion, and termination of a flight but he may not delegate the re-sponsibility for those functions.

sponsible for cancelling, diverting, or delaying a flight if in his opinion or the opinion of the pilot in command the flight cannot operate or continue to operate safely as planned or released. The director of operations is respon-sible for assuring that each flight is monitored with respect to at least the following:

(1) Departure of the flight from the

place of origin and arrival at the place of destination, including intermediate stops and any diversions therefrom.

(2) Maintenance and mechanical

delays encountered at places of origin and destination and intermediate stops.

(3) Any known conditions that may

adversely affect the safety of flight.

(d) Each pilot in command of an air-

craft is, during flight time, in com-mand of the aircraft and crew and is re-sponsible for the safety of the pas-sengers, crewmembers, cargo, and air-craft. The pilot in command has full control and authority in the operation of the aircraft, without limitation,

217 Federal Aviation Administration, DOT § 121.543

over other crewmembers and their du-

ties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

(e) Each pilot in command of an air-

craft is responsible for the preflight planning and the operation of the flight in compliance with this chapter and the operations specifications.

(f) No pilot may operate an aircraft,

in a careless or reckless manner, so as to endanger life or property.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2613, Jan. 26, 1996]

§ 121.538 Aircraft security.

Certificate holders conducting oper-

ations under this part must comply with the applicable security require-

ments in 49 CFR chapter XII.

[67 FR 8350, Feb. 22, 2002]

§ 121.539 Operations notices.

Each certificate holder shall notify

its appropriate operations personnel of each change in equipment and oper-ating procedures, including each known change in the use of navigation aids, airports, air traffic control proce-dures and regulations, local airport traffic control rules, and known haz-ards to flight, including icing and other potentially hazardous meteorological conditions and irregularities in ground and navigation facilities.

§ 121.541 Operations schedules: Do-

mestic and flag operations.

In establishing flight operations

schedules, each certificate holder con-ducting domestic or flag operations shall allow enough time for the proper servicing of aircraft at intermediate stops, and shall consider the prevailing winds en route and the cruising speed of the type of aircraft used. This cruis-ing speed may not be more than that resulting from the specified cruising output of the engines.

[Docket 28154, 61 FR 2613, Jan. 26, 1996]

§ 121.542 Flight crewmember duties.

(a) No certificate holder shall re-

quire, nor may any flight crewmember perform, any duties during a critical phase of flight except those duties re-quired for the safe operation of the air-

craft. Duties such as company required calls made for such nonsafety related purposes as ordering galley supplies and confirming passenger connections, announcements made to passengers promoting the air carrier or pointing out sights of interest, and filling out company payroll and related records are not required for the safe operation of the aircraft.

(b) No flight crewmember may en-

gage in, nor may any pilot in command permit, any activity during a critical phase of flight which could distract any flight crewmember from the per-formance of his or her duties or which could interfere in any way with the proper conduct of those duties. Activi-ties such as eating meals, engaging in nonessential conversations within the cockpit and nonessential communica-tions between the cabin and cockpit crews, and reading publications not re-lated to the proper conduct of the flight are not required for the safe op-eration of the aircraft.

critical phases of flight includes all ground operations involving taxi, take-off and landing, and all other flight op-erations conducted below 10,000 feet, except cruise flight.

NOTE: Taxi is defined as ‘‘movement of an

airplane under its own power on the surface of an airport.’’

(d) During all flight time as defined

in 14 CFR 1.1, no flight crewmember may use, nor may any pilot in com-mand permit the use of, a personal wireless communications device (as de-fined in 49 U.S.C. 44732(d)) or laptop computer while at a flight crewmember duty station unless the purpose is di-rectly related to operation of the air-craft, or for emergency, safety-related, or employment-related communica-tions, in accordance with air carrier procedures approved by the Adminis-trator.

[Docket 20661, 46 FR 5502, Jan. 19, 1981, as

amended by Amdt. 121–369, 79 FR 8263, Feb. 12, 2014]

§ 121.543 Flight crewmembers at con-

trols.

(a) Except as provided in paragraph

(b) of this section, each required flight crewmember on flight deck duty must

218 14 CFR Ch. I (1–1–25 Edition) § 121.544

remain at the assigned duty station

with seat belt fastened while the air-craft is taking off or landing, and while it is en route.

(b) A required flight crewmember

may leave the assigned duty station—

(1) If the crewmember’s absence is

necessary for the performance of duties in connection with the operation of the aircraft;

(2) If the crewmember’s absence is in

connection with physiological needs; or

(3) If the crewmember is taking a rest

period, and relief is provided—

(i) In the case of the assigned pilot in

command during the en route cruise portion of the flight, by a pilot who holds an airline transport pilot certifi-cate not subject to the limitations in §61.167 of this chapter and an appro-priate type rating, is currently quali-fied as pilot in command or second in command, and is qualified as pilot in command of that aircraft during the en route cruise portion of the flight. A second in command qualified to act as a pilot in command en route need not have completed the following pilot in command requirements: The 6-month recurrent flight training required by §121.433(c)(1)(iii); the operating experi-ence required by §121.434; the takeoffs and landings required by §121.439; the line check required by §121.440; and the 6-month proficiency check or simu-lator training required by §121.441(a)(1);

and

(ii) In the case of the assigned second

in command, by a pilot qualified to act as second in command of that aircraft during en route operations. However, the relief pilot need not meet the re-cent experience requirements of §121.439(b).

[Docket 16383, 43 FR 22648, May 25, 1978, as

amended by Amdt. 121–179, 47 FR 33390, Aug. 2, 1982; Amdt. 121–365, 78 FR 42378, July 15, 2013]

§ 121.544 Pilot monitoring.

Each pilot who is seated at the pilot

controls of the aircraft while not flying the aircraft must accomplish pilot monitoring duties as appropriate in ac-cordance with the certificate holder’s procedures contained in the manual re-quired by §121.133.

[Docket FAA–2019–0360, Amdt. 121–392, 89 FR

51428, June 18, 2024] § 121.545 Manipulation of controls.

No pilot in command may allow any

person to manipulate the controls of an aircraft during flight nor may any per-son manipulate the controls during flight unless that person is—

(a) A qualified pilot of the certificate

holder operating that aircraft.

(b) An authorized pilot safety rep-

resentative of the Administrator or of the National Transportation Safety Board who has the permission of the pilot in command, is qualified in the aircraft, and is checking flight oper-ations; or

holder who has the permission of the pilot in command, is qualified in the aircraft, and is authorized by the cer-tificate holder operating the aircraft.

[Docket 6258, 29 FR 19220, Dec. 31, 1964, as

amended by Docket 8084, 32 FR 5769, Apr. 11, 1967; Amdt. 121–144, 43 FR 22648, May 25, 1978]

§ 121.547 Admission to flight deck.

(a) No person may admit any person

to the flight deck of an aircraft unless the person being admitted is—

(1) A crewmember; (2) An FAA air carrier inspector, a

DOD commercial air carrier evaluator, or an authorized representative of the National Transportation Safety Board, who is performing official duties;

(3) Any person who— (i) Has permission of the pilot in

command, an appropriate management official of the part 119 certificate hold-er, and the Administrator; and

(ii) Is an employee of— (A) The United States, or (B) A part 119 certificate holder and

whose duties are such that admission to the flightdeck is necessary or advan-tageous for safe operation; or

tificated by the Administrator and whose duties are such that admission to the flightdeck is necessary or advan-tageous for safe operation.

(4) Any person who has the permis-

sion of the pilot in command, an appro-priate management official of the part 119 certificate holder and the Adminis-trator. Paragraph (a)(2) of this section does not limit the emergency authority

of the pilot in command to exclude any person from the flightdeck in the inter-ests of safety.

219 Federal Aviation Administration, DOT § 121.550

(b) For the purposes of paragraph

(a)(3) of this section, employees of the United States who deal responsibly with matters relating to safety and employees of the certificate holder whose efficiency would be increased by familiarity with flight conditions, may be admitted by the certificate holder. However, the certificate holder may not admit employees of traffic, sales, or other departments that are not di-rectly related to flight operations, un-less they are eligible under paragraph (a)(4) of this section.

to the flight deck unless there is a seat available for his use in the passenger compartment, except—

(1) An FAA air carrier inspector, a

DOD commercial air carrier evaluator, or authorized representative of the Ad-ministrator or National Transpor-tation Safety Board who is checking or observing flight operations;

(2) An air traffic controller who is au-

thorized by the Administrator to ob-serve ATC procedures;

(3) A certificated airman employed

by the certificate holder whose duties require an airman certificate;

(4) A certificated airman employed

by another part 119 certificate holder whose duties with that part 119 certifi-cate holder require an airman certifi-cate and who is authorized by the part 119 certificate holder operating the air-craft to make specific trips over a route;

(5) An employee of the part 119 cer-

tificate holder operating the aircraft whose duty is directly related to the conduct or planning of flight oper-ations or the in-flight monitoring of aircraft equipment or operating proce-dures, if his presence on the flightdeck is necessary to perform his duties and he has been authorized in writing by a responsible supervisor, listed in the Op-erations Manual as having that author-ity; and

(6) A technical representative of the

manufacturer of the aircraft or its components whose duties are directly related to the in-flight monitoring of aircraft equipment or operating proce-dures, if his presence on the flightdeck is necessary to perform his duties and he has been authorized in writing by the Administrator and by a responsible supervisor of the operations depart-

ment of the part 119 certificate holder, listed in the Operations Manual as hav-ing that authority.

[Docket 6258, 29 FR 19220, Dec. 31, 1964, as

amended by Docket 8084, 32 FR 5769, Apr. 11, 1967; Amdt. 121–253, 61 FR 2613, Jan. 26, 1996; Amdt. 121–288, 67 FR 2127, Jan. 15, 2002; Amdt. 121–298, 68 FR 41217, July 10, 2003]

§ 121.548 Aviation safety inspector’s

credentials: Admission to pilot’s compartment.

Whenever, in performing the duties

of conducting an inspection, an inspec-tor of the Federal Aviation Adminis-tration presents form FAA 110A, ‘‘Aviation Safety Inspector’s Creden-tial,’’ to the pilot in command of an

aircraft operated by a certificate hold-er, the inspector must be given free and uninterrupted access to the pilot’s compartment of that aircraft.

[Docket 28154, 61 FR 2613, Jan. 26, 1996]

§ 121.548a DOD Commercial Air Car-

rier Evaluator’s Credential.

Whenever, in performing the duties

of conducting an evaluation, a DOD commercial air carrier evaluator pre-sents S&A Form 110B, ‘‘DOD Commer-cial Air Carrier Evaluator’s Creden-tial,’’ to the pilot in command of an airplane operated by the certificate holder, the evaluator must be given free and uninterrupted access to the pi-lot’s compartment of that airplane.

[Docket FAA–2003–15571, 68 FR 41217, July 10,

2003]

§ 121.549 Flying equipment.

(a) The pilot in command shall en-

sure that appropriate aeronautical charts containing adequate informa-tion concerning navigation aids and in-strument approach procedures are aboard the aircraft for each flight.

(b) Each crewmember shall, on each

flight, have readily available for his use a flashlight that is in good working order.

§ 121.550 Secret Service Agents: Admis-

sion to flight deck.

Whenever an Agent of the Secret

Service who is assigned the duty of protecting a person aboard an aircraft

220 14 CFR Ch. I (1–1–25 Edition) § 121.551

operated by a certificate holder con-

siders it necessary in the performance of his duty to ride on the flight deck of the aircraft, he must, upon request and presentation of his Secret Service cre-dentials to the pilot in command of the aircraft, be admitted to the flight deck and permitted to occupy an observer seat thereon.

[Docket 9031, 35 FR 12061, July 28, 1970, as

amended by Amdt. 121–253, 61 FR 2613, Jan. 26, 1996]

§ 121.551 Restriction or suspension of

operation: Domestic and flag oper-ations.

When a certificate holder conducting

domestic or flag operations knows of conditions, including airport and run-way conditions, that are a hazard to safe operations, it shall restrict or sus-pend operations until those conditions are corrected.

[Docket 28154, 61 FR 2613, Jan. 26, 1996]

§ 121.553 Restriction or suspension of

operation: Supplemental oper-ations.

When a certificate holder conducting

supplemental operations or pilot in command knows of conditions, includ-ing airport and runway conditions, that are a hazard to safe operations, the certificate holder or pilot in com-mand, as the case may be, shall re-strict or suspend operations until those conditions are corrected.

[Docket 28154, 61 FR 2613, Jan. 26, 1996]

§ 121.555 Compliance with approved

routes and limitations: Domestic and flag operations.

No pilot may operate an airplane in

scheduled air transportation—

(a) Over any route or route segment

unless it is specified in the certificate holder’s operations specifications; or

(b) Other than in accordance with the

limitations in the operations specifica-tions.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.557 Emergencies: Domestic and

flag operations.

(a) In an emergency situation that

requires immediate decision and action the pilot in command may take any ac-

tion that he considers necessary under the circumstances. In such a case he may deviate from prescribed oper-ations procedures and methods, weath-er minimums, and this chapter, to the extent required in the interests of safe-ty.

(b) In an emergency situation arising

during flight that requires immediate

decision and action by an aircraft dis-patcher, and that is known to him, the aircraft dispatcher shall advise the pilot in command of the emergency, shall ascertain the decision of the pilot in command, and shall have the deci-sion recorded. If the aircraft dispatcher cannot communicate with the pilot, he shall declare an emergency and take any action that he considers necessary under the circumstances.

dispatcher exercises emergency author-ity, he shall keep the appropriate ATC facility and dispatch centers fully in-formed of the progress of the flight. The person declaring the emergency shall send a written report of any devi-ation through the certificate holder’s operations manager, to the Adminis-trator. A dispatcher shall send his re-port within 10 days after the date of the emergency, and a pilot in command shall send his report within 10 days after returning to his home base.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.559 Emergencies: Supplemental

operations.

(a) In an emergency situation that

requires immediate decision and ac-tion, the pilot in command may take any action that he considers necessary under the circumstances. In such a case, he may deviate from prescribed operations, procedures and methods, weather minimums, and this chapter, to the extent required in the interests of safety.

(b) In an emergency situation arising

during flight that requires immediate decision and action by appropriate management personnel in the case of operations conducted with a flight fol-lowing service and which is known to them, those personnel shall advise the pilot in command of the emergency,

221 Federal Aviation Administration, DOT § 121.565

shall ascertain the decision of the pilot

in command, and shall have the deci-sion recorded. If they cannot commu-nicate with the pilot, they shall de-clare an emergency and take any ac-tion that they consider necessary under the circumstances.

exercised, the pilot in command or the appropriate management personnel shall keep the appropriate communica-tion facility fully informed of the progress of the flight. The person de-claring the emergency shall send a written report of any deviation, through the certificate holder’s direc-tor of operations, to the Administrator within 10 days after the flight is com-pleted or, in the case of operations out-side the United States, upon return to the home base.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2614, Jan. 26, 1996; Amdt. 121–333, 72 FR 31682, June 7, 2007]

§ 121.561 Reporting potentially haz-

ardous meteorological conditions and irregularities of ground facili-ties or navigation aids.

(a) Whenever he encounters a mete-

orological condition or an irregularity in aground facility or navigation aid, in flight, the knowledge of which he considers essential to the safety of other flights, the pilot in command shall notify an appropriate ground sta-tion as soon as practicable.

(b) The ground radio station that is

notified under paragraph (a) of this sec-tion shall report the information to the agency directly responsible for oper-ating the facility.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–333, 72 FR 31682, June 7, 2007]

§ 121.563 Reporting mechanical irreg-

ularities.

The pilot in command shall ensure

that all mechanical irregularities oc-curring during flight time are entered in the maintenance log of the airplane at the end of that flight time. Before each flight the pilot in command shall ascertain the status of each irregu-larity entered in the log at the end of

the preceding flight.

[Docket 17897, 45 FR 41594, June 19, 1980, as

amended by Amdt. 121–179, 47 FR 33390, Aug. 2, 1982]

§ 121.565 Engine inoperative: Landing;

reporting.

(a) Except as provided in paragraph

(b) of this section, whenever an air-plane engine fails or whenever an en-gine is shutdown to prevent possible damage, the pilot in command must land the airplane at the nearest suit-able airport, in point of time, at which a safe landing can be made.

(b) If not more than one engine of an

airplane that has three or more engines fails or is shut down to prevent pos-sible damage, the pilot-in-command may proceed to an airport that the pilot selects if, after considering the following, the pilot makes a reasonable decision that proceeding to that air-port is as safe as landing at the nearest suitable airport:

(1) The nature of the malfunction and

the possible mechanical difficulties that may occur if flight is continued.

(2) The altitude, weight, and useable

fuel at the time that the engine is shutdown.

(3) The weather conditions en route

and at possible landing points.

(4) The air traffic congestion. (5) The kind of terrain. (6) His familiarity with the airport to

be used.

port each engine shutdown in flight to the appropriate communication facil-ity as soon as practicable and must keep that facility fully informed of the progress of the flight.

(d) If the pilot in command lands at

an airport other than the nearest suit-able airport, in point of time, he or she shall (upon completing the trip) send a written report, in duplicate, to his or her director of operations stating the reasons for determining that the selec-tion of an airport, other than the near-est airport, was as safe a course of ac-tion as landing at the nearest suitable airport. The director of operations shall, within 10 days after the pilot re-turns to his or her home base, send a copy of this report with the director of

222 14 CFR Ch. I (1–1–25 Edition) § 121.567

operation’s comments to the respon-

sible Flight Standards office.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–207, 54 FR 39293, Sept. 25, 1989; Amdt. 121–253, 61 FR 2614, Jan. 26, 1996; Amdt. 121–329, 72 FR 1881, Jan. 16, 2007; Amdt. 121–333, 72 FR 31682, June 7, 2007; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, Mar. 5, 2018]

§ 121.567 Instrument approach proce-

dures and IFR landing minimums.

No person may make an instrument

approach at an airport except in ac-cordance with IFR weather minimums and instrument approach procedures set forth in the certificate holder’s op-erations specifications.

§ 121.569 Equipment interchange: Do-

mestic and flag operations.

(a) Before operating under an inter-

change agreement, each certificate holder conducting domestic or flag op-erations shall show that—

(1) The procedures for the inter-

change operation conform with this chapter and with safe operating prac-tices;

(2) Required crewmembers and dis-

patchers meet approved training re-quirements for the airplanes and equip-ment to be used and are familiar with the communications and dispatch pro-cedures to be used;

(3) Maintenance personnel meet

training requirements for the airplanes and equipment, and are familiar with the maintenance procedures to be used;

(4) Flight crewmembers and dis-

patchers meet appropriate route and airport qualifications; and

(5) The airplanes to be operated are

essentially similar to the airplanes of the certificate holder with whom the interchange is effected with respect to the arrangement of flight instruments and the arrangement and motion of controls that are critical to safety un-less the Administrator determines that the certificate holder has adequate training programs to insure that any potentially hazardous dissimilarities are safely overcome by flight crew fa-miliarization.

(b) Each certificate holder con-

ducting domestic or flag operations shall include the pertinent provisions and procedures involved in the equip-ment interchange agreement in its

manuals.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.570 Airplane evacuation capa-

bility.

(a) No person may cause an airplane

carrying passengers to be moved on the surface, take off, or land unless each automatically deployable emergency evacuation assisting means, installed pursuant to §121.310(a), is ready for evacuation.

(b) Each certificate holder shall en-

sure that, at all times passengers are on board prior to airplane movement on the surface, at least one floor-level exit provides for the egress of pas-sengers through normal or emergency means.

[Docket 26142, 57 FR 42674, Sept. 15, 1992]

§ 121.571 Briefing passengers before

takeoff.

(a) Each certificate holder operating

a passenger-carrying airplane shall in-sure that all passengers are orally briefed by the appropriate crewmember as follows:

(1) Before each takeoff, on each of the

following:

(i) Smoking. Each passenger shall be

briefed on when, where, and under what conditions smoking is prohibited in-cluding, but not limited to, any appli-cable requirements of part 252 of this title). This briefing shall include a statement that the Federal Aviation Regulations require passenger compli-ance with the lighted passenger infor-mation signs, posted placards, areas designated for safety purposes as no smoking areas, and crewmember in-structions with regard to these items. The briefing shall also include a state-ment that Federal law prohibits tam-pering with, disabling, or destroying any smoke detector in an airplane lav-

atory; smoking in lavatories; and, when applicable, smoking in passenger compartments.

(ii) The location of emergency exits. (iii) The use of safety belts, including

instructions on how to fasten and un-fasten the safety belts. Each passenger shall be briefed on when, where, and under what conditions the safety belt

223 Federal Aviation Administration, DOT § 121.573

must be fastened about that passenger.

This briefing shall include a statement that the Federal Aviation Regulations require passenger compliance with lighted passenger information signs and crewmember instructions con-cerning the use of safety belts.

(iv) The location and use of any re-

quired emergency flotation means.

(v) On operations that do not use a

flight attendant, the following addi-tional information:

(A) The placement of seat backs in an

upright position before takeoff and landing.

(B) Location of survival equipment. (C) If the flight involves operations

above 12,000 MSL, the normal and emergency use of oxygen.

(D) Location and operation of fire ex-

tinguisher.

(2) After each takeoff, immediately

before or immediately after turning the seat belt sign off, an announcement shall be made that passengers should keep their seat belts fastened, while seated, even when the seat belt sign is off.

(3) Except as provided in paragraph

(a)(4) of this section, before each take-off a required crewmember assigned to the flight shall conduct an individual briefing of each person who may need the assistance of another person to move expeditiously to an exit in the event of an emergency. In the briefing the required crewmember shall—

(i) Brief the person and his attend-

ant, if any, on the routes to each ap-propriate exit and on the most appro-priate time to begin moving to an exit in the event of an emergency; and

(ii) Inquire of the person and his at-

tendant, if any, as to the most appro-priate manner of assisting the person so as to prevent pain and further in-jury.

(4) The requirements of paragraph

(a)(3) of this section do not apply to a person who has been given a briefing before a previous leg of a flight in the same aircraft when the crewmembers on duty have been advised as to the most appropriate manner of assisting the person so as to prevent pain and further injury.

(b) Each certificate holder must

carry on each passenger-carrying air-plane, in convenient locations for use of each passenger, printed cards

supplementing the oral briefing. Each card must contain information perti-nent only to the type and model of air-plane used for that flight, including—

(1) Diagrams of, and methods of oper-

ating, the emergency exits;

(2) Other instructions necessary for

use of emergency equipment; and

(3) No later than June 12, 2005, for Do-

mestic and Flag scheduled passenger- carrying flights, the sentence, ‘‘Final assembly of this airplane was com-pleted in [INSERT NAME OF COUN-TRY].’’

scribe in its manual the procedure to be followed in the briefing required by paragraph (a) of this section.

[Docket 2033, 30 FR 3206, Mar. 9, 1965]

EDITORIAL NOTE: For F EDERAL REGISTER ci-

tations affecting §121.571, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

§ 121.573 Briefing passengers: Ex-

tended overwater operations.

(a) In addition to the oral briefing re-

quired by §121.571(a), each certificate holder operating an airplane in ex-tended overwater operations shall en-sure that all passengers are orally briefed by the appropriate crewmember on the location and operation of life preservers, liferafts, and other flota-tion means, including a demonstration of the method of donning and inflating a life preserver.

(b) The certificate holder shall de-

scribe in its manual the procedure to be followed in the briefing required by paragraph (a) of this section.

over water after takeoff, the briefing required by paragraph (a) of this sec-tion must be done before takeoff.

(d) If the airplane does not proceed

directly over water after takeoff, no part of the briefing required by para-graph (a) of this section has to be given before takeoff, but the entire briefing must be given before reaching the overwater part of the flight.

[Docket 2033, 30 FR 3206, Mar. 9, 1965, as

amended by Amdt. 121–144, 43 FR 22648, May 25, 1978; Amdt. 121–146, 43 FR 28403, June 29, 1978]

224 14 CFR Ch. I (1–1–25 Edition) § 121.574

§ 121.574 Oxygen and portable oxygen

concentrators for medical use by passengers.

(a) A certificate holder may allow a

passenger to carry and operate equip-ment for the storage, generation, or dispensing of oxygen when all of the conditions in paragraphs (a) through (d) of this section are satisfied. Begin-ning August 22, 2016, a certificate hold-er may allow a passenger to carry and operate a portable oxygen concentrator when the conditions in paragraphs (b) and (e) of this section are satisfied.

(1) The equipment is— (i) Furnished by the certificate hold-

er;

(ii) Of an approved type or is in con-

formity with the manufacturing, pack-aging, marking, labeling, and mainte-nance requirements of 49 CFR parts 171, 172, and 173, except §173.24(a)(1);

(iii) Maintained by the certificate

holder in accordance with an approved maintenance program;

(iv) Free of flammable contaminants

on all exterior surfaces;

(v) Capable of providing a minimum

mass flow of oxygen to the user of four liters per minute;

(vi) Constructed so that all valves,

fittings, and gauges are protected from damage; and

(vii) Appropriately secured. (2) When the oxygen is stored in the

form of a liquid, the equipment has been under the certificate holder’s ap-proved maintenance program since its purchase new or since the storage con-tainer was last purged.

(3) When the oxygen is stored in the

form of a compressed gas as defined in 49 CFR 173.115(b)—

(i) The equipment has been under the

certificate holder’s approved mainte-nance program since its purchase new or since the last hydrostatic test of the storage cylinder; and

(ii) The pressure in any oxygen cyl-

inder does not exceed the rated cyl-inder pressure.

(4) Each person using the equipment

has a medical need to use it evidenced by a written statement to be kept in that person’s possession, signed by a li-censed physician which specifies the maximum quantity of oxygen needed each hour and the maximum flow rate needed for the pressure altitude cor-responding to the pressure in the cabin

of the airplane under normal operating conditions. This paragraph does not apply to the carriage of oxygen in an airplane in which the only passengers carried are persons who may have a medical need for oxygen during flight, no more than one relative or other in-terested person for each of those per-sons, and medical attendants.

(5) When a physician’s statement is

required by paragraph (a)(4) of this sec-tion, the total quantity of oxygen car-ried is equal to the maximum quantity of oxygen needed each hour, as speci-fied in the physician’s statement, mul-tiplied by the number of hours used to compute the amount of airplane fuel required by this part.

(6) The pilot in command is advised

when the equipment is on board, and when it is intended to be used.

(7) The equipment is stowed, and

each person using the equipment is seated, so as not to restrict access to or use of any required emergency, or regular exit or of the aisle in the pas-senger compartment.

(b) No person may smoke or create

an open flame and no certificate holder may allow any person to smoke or cre-ate an open flame within 10 feet of oxy-gen storage and dispensing equipment carried in accordance with paragraph (a) of this section or a portable oxygen concentrator carried and operated in accordance with paragraph (e) of this section.

any person to connect or disconnect oxygen dispensing equipment, to or from a gaseous oxygen cylinder while any passenger is aboard the airplane.

(d) The requirements of this section

do not apply to the carriage of supple-mental or first-aid oxygen and related equipment required by this chapter.

(e) Portable oxygen concentrators —(1)

Acceptance criteria. A passenger may

carry or operate a portable oxygen con-centrator for personal use on board an aircraft and a certificate holder may allow a passenger to carry or operate a portable oxygen concentrator on board an aircraft operated under this part during all phases of flight if the port-able oxygen concentrator satisfies all of the requirements in this paragraph (e):

225 Federal Aviation Administration, DOT § 121.575

(i) Is legally marketed in the United

States in accordance with Food and Drug Administration requirements in title 21 of the CFR;

(ii) Does not radiate radio frequency

emissions that interfere with aircraft systems;

(iii) Generates a maximum oxygen

pressure of less than 200 kPa gauge (29.0 psig/43.8 psia) at 20 °C (68 °F);

(iv) Does not contain any hazardous

materials subject to the Hazardous Ma-terials Regulations (49 CFR parts 171 through 180) except as provided in 49 CFR 175.10 for batteries used to power portable electronic devices and that do not require aircraft operator approval; and

(v) Bears a label on the exterior of

the device applied in a manner that en-sures the label will remain affixed for the life of the device and containing the following certification statement in red lettering: ‘‘The manufacturer of this POC has determined this device conforms to all applicable FAA accept-ance criteria for POC carriage and use on board aircraft.’’ The label require-ments in this paragraph (e)(1)(v) do not apply to the following portable oxygen concentrators approved by the FAA for use on board aircraft prior to May 24, 2016:

(A) AirSep Focus; (B) AirSep FreeStyle; (C) AirSep FreeStyle 5; (D) AirSep LifeStyle; (E) Delphi RS–00400; (F) DeVilbiss Healthcare iGo; (G) Inogen One; (H) Inogen One G2; (I) Inogen One G3; (J) Inova Labs LifeChoice; (K) Inova Labs LifeChoice Activox; (L) International Biophysics

LifeChoice;

(M) Invacare Solo2; (N) Invacare XPO2; (O) Oxlife Independence Oxygen Con-

centrator;

(P) Oxus RS–00400; (Q) Precision Medical EasyPulse; (R) Respironics EverGo; (S) Respironics SimplyGo; (T) SeQual Eclipse; (U) SeQual eQuinox Oxygen System

(model 4000);

(V) SeQual Oxywell Oxygen System

(model 4000); (W) SeQual SAROS; and

(X) VBox Trooper Oxygen Concen-

trator.

(2) Operating requirements. Portable

oxygen concentrators that satisfy the acceptance criteria identified in para-graph (e)(1) of this section may be car-ried or operated by a passenger on an aircraft provided the aircraft operator ensures that all of the conditions in this paragraph (e)(2) are satisfied:

(i) Exit seats. No person operating a

portable oxygen concentrator is per-mitted to occupy an exit seat.

(ii) Stowage of device. During move-

ment on the surface, takeoff and land-ing, the device must be stowed under the seat in front of the user, or in an-other approved stowage location so that it does not block the aisle way or the entryway to the row. If the device is to be operated by the user, it must be operated only at a seat location that does not restrict any passenger’s access to, or use of, any required emergency or regular exit, or the aisle(s) in the passenger compartment.

[Docket 12169, 39 FR 42677, Dec. 6, 1974, as

amended by Amdt. 121–159, 45 FR 41594, June

19, 1980; Docket FAA–2014–0554, Amdt. 121– 374, 81 FR 33118, May 24, 2016]

§ 121.575 Alcoholic beverages.

(a) No person may drink any alco-

holic beverage aboard an aircraft un-less the certificate holder operating the aircraft has served that beverage to him.

(b) No certificate holder may serve

any alcoholic beverage to any person aboard any of its aircraft who—

(1) Appears to be intoxicated; (2) Is escorting a person or being es-

corted in accordance with 49 CFR 1544.221; or

(3) Has a deadly or dangerous weapon

accessible to him while aboard the air-craft in accordance with 49 CFR 1544.219, 1544.221, or 1544.223.

any person to board any of its aircraft if that person appears to be intoxi-cated.

(d) Each certificate holder shall,

within five days after the incident, re-port to the Administrator the refusal

226 14 CFR Ch. I (1–1–25 Edition) § 121.576

of any person to comply with para-

graph (a) of this section, or of any dis-turbance caused by a person who ap-pears to be intoxicated aboard any of its aircraft.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–118, 40 FR 17552, Apr. 21, 1975; Amdt. 121–178, 47 FR 13316, Mar. 29, 1982; Amdt. 121–275, 67 FR 31932, May 10, 2002]

§ 121.576 Retention of items of mass in

passenger and crew compartments.

The certificate holder must provide

and use means to prevent each item of galley equipment and each serving cart, when not in use, and each item of crew baggage, which is carried in a pas-senger or crew compartment from be-coming a hazard by shifting under the appropriate load factors corresponding to the emergency landing conditions under which the airplane was type cer-tificated.

[Docket 16383, 43 FR 22648, May 25, 1978]

§ 121.577 Stowage of food, beverage,

and passenger service equipment during airplane movement on the surface, takeoff, and landing.

(a) No certificate holder may move

an airplane on the surface, take off, or land when any food, beverage, or table-ware furnished by the certificate hold-er is located at any passenger seat.

(b) No certificate holder may move

an airplane on the surface, take off, or land unless each food and beverage tray and seat back tray table is se-cured in its stowed position.

an airplane to move on the surface, take off, or land unless each passenger serving cart is secured in its stowed po-sition.

(d) No certificate holder may permit

an airplane to move on the surface, take off, or land unless each movie screen that extends into an aisle is stowed.

(e) Each passenger shall comply with

instructions given by a crewmember with regard to compliance with this section.

[Docket 26142, 57 FR 42674, Sept. 15, 1992]

§ 121.578 Cabin ozone concentration.

(a) For the purpose of this section,

the following definitions apply: (1) Flight segment means scheduled

nonstop flight time between two air-ports.

(2) Sea level equivalent refers to condi-

tions of 25 °C and 760 millimeters of

mercury pressure.

(b) Except as provided in paragraphs

(d) and (e) of this section, no certifi-cate holder may operate an airplane above the following flight levels unless it is successfully demonstrated to the Administrator that the concentration of ozone inside the cabin will not ex-

ceed—

(1) For flight above flight level 320,

0.25 parts per million by volume, sea level equivalent, at any time above that flight level; and

(2) For flight above flight level 270,

0.1 parts per million by volume, sea level equivalent, time-weighted aver-age for each flight segment that ex-ceeds 4 hours and includes flight above that flight level. (For this purpose, the amount of ozone below flight level 180 is considered to be zero.)

must be shown by analysis or tests, based on either airplane operational procedures and performance limita-tions or the certificate holder’s oper-ations. The analysis or tests must show either of the following:

(1) Atmospheric ozone statistics indi-

cate, with a statistical confidence of at least 84%, that at the altitudes and lo-cations at which the airplane will be operated cabin ozone concentrations will not exceed the limits prescribed by paragraph (b) of this section.

(2) The airplane ventilation system

including any ozone control equipment, will maintain cabin ozone concentra-tions at or below the limits prescribed by paragraph (b) of this section.

(d) A certificate holder may obtain

an authorization to deviate from the requirements of paragraph (b) of this section, by an amendment to its oper-ations specifications, if—

(1) It shows that due to cir-

cumstances beyond its control or to unreasonable economic burden it can-not comply for a specified period of time; and

(2) It has submitted a plan acceptable

to the Administrator to effect compli-ance to the extent possible.

227 Federal Aviation Administration, DOT § 121.579

(e) A certificate holder need not com-

ply with the requirements of paragraph (b) of this section for an aircraft—

(1) When the only persons carried are

flight crewmembers and persons listed in §121.583;

(2) If the aircraft is scheduled for re-

tirement before January 1, 1985; or

(3) If the aircraft is scheduled for re-

engining under the provisions of sub-part E of part 91, until it is re-engined.

[Docket 121–154, 45 FR 3883, Jan. 21, 1980. Re-

designated by Amdt. 121–162, 45 FR 46739, July 10, 1980, and amended by Amdt. 121–181, 47 FR 58489, Dec. 30, 1982; Amdt. 121–251, 60 FR 65935, Dec. 20, 1995]

§ 121.579 Minimum altitudes for use of

autopilot.

(a) Definitions. For purpose of this

section—

(1) Altitudes for takeoff/initial climb

and go-around/missed approach are de-fined as above the airport elevation.

(2) Altitudes for enroute operations

are defined as above terrain elevation.

(3) Altitudes for approach are defined

as above the touchdown zone elevation (TDZE), unless the altitude is specifi-cally in reference to DA (H) or MDA, in which case the altitude is defined by reference to the DA(H) or MDA itself.

(b) Takeoff and initial climb. No person

may use an autopilot for takeoff or ini-tial climb below the higher of 500 feet or an altitude that is no lower than twice the altitude loss specified in the Airplane Flight Manual (AFM), except as follows—

(1) At a minimum engagement alti-

tude specified in the AFM; or

(2) At an altitude specified by the Ad-

ministrator, whichever is greater.

autopilot enroute, including climb and descent, below the following—

(1) 500 feet; (2) At an altitude that is no lower

than twice the altitude loss specified in the AFM for an autopilot malfunction in cruise conditions; or

(3) At an altitude specified by the Ad-

ministrator, whichever is greater.

(d) Approach. No person may use an

autopilot at an altitude lower than 50 feet below the DA(H) or MDA for the instrument procedure being flown, ex-cept as follows— (1) For autopilots with an AFM speci-

fied altitude loss for approach oper-ations—

(i) An altitude no lower than twice

the specified altitude loss if higher than 50 feet below the MDA or DA(H);

(ii) An altitude no lower than 50 feet

higher than the altitude loss specified in the AFM, when the following condi-tions are met—

(A) Reported weather conditions are

less than the basic VFR weather condi-tions in §91.155 of this chapter;

(B) Suitable visual references speci-

fied in §91.175 of this chapter have been established on the instrument ap-proach procedure; and

ceiving both lateral and vertical path references;

(iii) An altitude no lower than the

higher of the altitude loss specified in the AFM or 50 feet above the TDZE, when the following conditions are met—

(A) Reported weather conditions are

equal to or better than the basic VFR weather conditions in §91.155 of this chapter; and

(B) The autopilot is coupled and re-

ceiving both lateral and vertical path references; or

(iv) A greater altitude specified by

the Administrator.

(2) For autopilots with AFM specified

approach altitude limitations, the greater of—

(i) The minimum use altitude speci-

fied for the coupled approach mode se-lected;

(ii) 50 feet; or (iii) An altitude specified by Admin-

istrator.

(3) For autopilots with an AFM speci-

fied negligible or zero altitude loss for an autopilot approach mode malfunc-tion, the greater of—

(i) 50 feet; or (ii) An altitude specified by Adminis-

trator.

(4) If executing an autopilot coupled

go-around or missed approach using a certificated and functioning autopilot in accordance with paragraph (e) in this section.

(e) Go-Around/Missed Approach. No

person may engage an autopilot during a go-around or missed approach below the minimum engagement altitude

228 14 CFR Ch. I (1–1–25 Edition) § 121.580

specified for takeoff and initial climb

in paragraph (b) in this section. An autopilot minimum use altitude does not apply to a go-around/missed ap-proach initiated with an engaged auto-pilot. Performing a go-around or missed approach with an engaged auto-pilot must not adversely affect safe ob-stacle clearance.

(f) Landing. Notwithstanding para-

graph (d) of this section, autopilot min-imum use altitudes do not apply to autopilot operations when an approved automatic landing system mode is being used for landing. Automatic landing systems must be authorized in an operations specification issued to the operator.

[Docket FAA–2012–1059, 79 FR 6086, Feb. 3,

2014]

§ 121.580 Prohibition on interference

with crewmembers.

No person may assault, threaten, in-

timidate, or interfere with a crew-member in the performance of the crewmember’s duties aboard an air-craft being operated under this part.

[Docket FAA–1998–4954, 64 FR 1080, Jan. 7,

1999]

§ 121.581 Observer’s seat: En route in-

spections.

(a) Except as provided in paragraph

(c) of this section, each certificate holder shall make available a seat on the flight deck of each airplane, used by it in air commerce, for occupancy by the Administrator while conducting en route inspections. The location and equipment of the seat, with respect to its suitability for use in conducting en route inspections, is determined by the Administrator.

(b) In each airplane that has more

than one observer’s seat, in addition to the seats required for the crew com-plement for which the airplane was cer-tificated, the forward observer’s seat or the observer’s seat selected by the Ad-ministrator must be made available when complying with paragraph (a) of this section.

before December 20, 1995, for not more than 30 passengers that does not have an observer seat on the flightdeck, the certificate holder must provide a for-ward passenger seat with headset or speaker for occupancy by the Adminis-

trator while conducting en route in-spections.

[Docket 6258, 29 FR 19219, Dec. 31, 1964, as

amended by Amdt. 121–144, 43 FR 22648, May 25, 1978; Amdt. 121–251, 60 FR 65935, Dec. 20, 1995; Amdt. 121–288, 67 FR 2128, Jan. 15, 2002]

§ 121.582 Means to discreetly notify a

flightcrew.

Except for all-cargo operations as de-

fined in §110.2 of this chapter, after Oc-tober 15, 2007, for all passenger car-rying airplanes that require a lockable flightdeck door in accordance with §121.313(f), the certificate holder must have an approved means by which the cabin crew can discreetly notify the flightcrew in the event of suspicious activity or security breaches in the cabin.

[Docket FAA–2005–22449, 72 FR 45635, Aug. 15,

2007, as amended by Amdt. 121–353, 76 FR 7488, Feb. 10, 2011]

§ 121.583 Carriage of persons without

compliance with the passenger-car-rying requirements of this part.

(a) When authorized by the certifi-

cate holder, the following persons, but no others, may be carried aboard an airplane without complying with the passenger-carrying airplane require-ments in §§121.309(f), 121.310, 121.391, 121.571, and 121.587; the passenger-car-rying operation requirements in part 117 and §§121.157(c) and 121.291; the re-quirements pertaining to passengers in §§121.285, 121.313(f), 121.317, 121.547, and 121.573; and the information disclosure requirements in §121.311(k):

(1) A crewmember. (2) A company employee. (3) An FAA air carrier inspector, a

DOD commercial air carrier evaluator, or an authorized representative of the National Transportation Safety Board, who is performing official duties.

(4) A person necessary for—

(i) The safety of the flight; (ii) The safe handling of animals; (iii) The safe handling of hazardous

materials whose carriage is governed by regulations in 49 CFR part 175;

(iv) The security of valuable or con-

fidential cargo;

(v) The preservation of fragile or per-

ishable cargo;

229 Federal Aviation Administration, DOT § 121.584

(vi) Experiments on, or testing of,

cargo containers or cargo handling de-vices;

(vii) The operation of special equip-

ment for loading or unloading cargo; and

(viii) The loading or unloading of

outsize cargo.

(5) A person described in paragraph

(a)(4) of this section, when traveling to or from his assignment.

(6) A person performing duty as an

honor guard accompanying a shipment made by or under the authority of the United States.

(7) A military courier, military route

supervisor, military cargo contract co-ordinator, or a flight crewmember of another military cargo contract air carrier or commercial operator, carried by a military cargo contract air carrier or commercial operator in operations under a military cargo contract, if that carriage is specifically authorized by the appropriate armed forces.

(8) A dependent of an employee of the

certificate holder when traveling with the employee on company business to or from outlying stations not served by adequate regular passenger flights.

(b) No certificate holder may operate

an airplane carrying a person covered by paragraph (a) of this section un-less—

(1) Each person has unobstructed ac-

cess from his seat to the pilot compart-ment or to a regular or emergency exit;

(2) The pilot in command has a

means of notifying each person when smoking is prohibited and when safety belts must be fastened; and

(3) The airplane has an approved seat

with an approved safety belt for each person. The seat must be located so that the occupant is not in any posi-tion to interfere with the flight crew-members performing their duties.

cate holder operating an airplane car-rying persons covered by paragraph (a) of this section shall ensure that all such persons have been orally briefed by the appropriate crewmember on—

(1) Smoking; (2) The use of seat belts; (3) The location and operation of

emergency exits;

(4) The use of oxygen and emergency

oxygen equipment; and (5) For extended overwater oper-

ations, the location of life rafts, and the location and operation of life pre-servers including a demonstration of the method of donning and inflating a life preserver.

(d) Each certificate holder operating

an airplane carrying persons covered by paragraph (a) of this section shall incorporate procedures for the safe car-riage of such persons into the certifi-cate holder’s operations manual.

(e) The pilot in command may au-

thorize a person covered by paragraph (a) of this section to be admitted to the crew compartment of the airplane.

[Docket 10580, 35 FR 14612, Sept. 18, 1970, as

amended by Amdt. 121–96, 37 FR 19608, Sept. 21, 1972; Amdt. 121–159, 45 FR 41594, June 19, 1980; Amdt. 121–232, 57 FR 48663, Oct. 27, 1992; Amdt. 121–251, 60 FR 65935, Dec. 20, 1995; Amdt. 121–253, 61 FR 2614, Jan. 26, 1996; Amdt. 121–298, 68 FR 41217, July 10, 2003; Amdt. 121– 357, 77 FR 403, Jan. 4, 2012; Amdt. 121–373, 80 FR 58586, Sept. 30, 2015]

§ 121.584 Requirement to view the

area outside the flightdeck door.

From the time the airplane moves in

order to initiate a flight segment through the end of that flight segment, no person may unlock or open the flightdeck door unless:

(a) A person authorized to be on the

flightdeck uses an approved audio pro-cedure and an approved visual device to verify that:

(1) The area outside the flightdeck

door is secure, and;

(2) If someone outside the flightdeck

is seeking to have the flightdeck door opened, that person is not under du-ress, and;

(3) If the airplane is in flight, any in-

stalled physical secondary barrier (IPSB) required by §121.313(l) has been deployed; and

(b) After the requirements of para-

graph (a) of this section have been sat-isfactorily accomplished, the crew-member in charge on the flightdeck au-thorizes the door to be unlocked and open.

[Amdt. 121–334, 72 FR 45635, Aug. 15, 2007, as

amended by Amdt. 121–389, 88 FR 41308, June 26, 2023]

230 14 CFR Ch. I (1–1–25 Edition) § 121.585

§ 121.585 Exit seating.

(a)(1) Each certificate holder shall

determine, to the extent necessary to perform the applicable functions of paragraph (d) of this section, the suit-ability of each person it permits to oc-cupy an exit seat, in accordance with this section. For the purpose of this section—

(i) Exit seat means—

(A) Each seat having direct access to

an exit; and,

(B) Each seat in a row of seats

through which passengers would have to pass to gain access to an exit, from the first seat inboard of the exit to the first aisle inboard of the exit.

(ii) A passenger seat having ‘‘direct

access’’ means a seat from which a pas-senger can proceed directly to the exit

without entering an aisle or passing around an obstruction.

(2) Each certificate holder shall make

the passenger exit seating determina-tions required by this paragraph in a non-discriminatory manner consistent with the requirements of this section, by persons designated in the certificate holder’s required operations manual.

(3) Each certificate holder shall des-

ignate the exit seats for each passenger seating configuration in its fleet in ac-cordance with the definitions in this paragraph and submit those designa-tions for approval as part of the proce-dures required to be submitted for ap-proval under paragraphs (n) and (p) of this section.

(b) No certificate holder may seat a

person in a seat affected by this section if the certificate holder determines that it is likely that the person would be unable to perform one or more of the applicable functions listed in para-graph (d) of this section because—

(1) The person lacks sufficient mobil-

ity, strength, or dexterity in both arms and hands, and both legs:

(i) To reach upward, sideways, and

downward to the location of emergency exit and exit-slide operating mecha-nisms;

(ii) To grasp and push, pull, turn, or

otherwise manipulate those mecha-nisms;

(iii) To push, shove, pull, or other-

wise open emergency exits;

(iv) To lift out, hold, deposit on near-

by seats, or maneuver over the seatbacks to the next row objects the

size and weight of over-wing window exit doors;

(v) To remove obstructions similar in

size and weight to over-wing exit doors;

(vi) To reach the emergency exit ex-

peditiously;

(vii) To maintain balance while re-

moving obstructions;

(viii) To exit expeditiously; (ix) To stabilize an escape slide after

deployment; or

(x) To assist others in getting off an

escape slide;

(2) The person is less than 15 years of

age or lacks the capacity to perform one or more of the applicable functions listed in paragraph (d) of this section without the assistance of an adult com-panion, parent, or other relative;

(3) The person lacks the ability to

read and understand instructions re-quired by this section and related to emergency evacuation provided by the certificate holder in printed or graphic form or the ability to understand oral crew commands.

(4) The person lacks sufficient visual

capacity to perform one or more of the applicable functions in paragraph (d) of this section without the assistance of visual aids beyond contact lenses or eyeglasses;

(5) The person lacks sufficient aural

capacity to hear and understand in-structions shouted by flight attend-ants, without assistance beyond a hear-ing aid;

(6) The person lacks the ability ade-

quately to impart information orally to other passengers; or,

(7) The person has: (i) A condition or responsibilities,

such as caring for small children, that might prevent the person from per-forming one or more of the applicable functions listed in paragraph (d) of this section; or

(ii) A condition that might cause the

person harm if he or she performs one or more of the applicable functions listed in paragraph (d) of this section.

instructions given by a crewmember or other authorized employee of the cer-tificate holder implementing exit seat-ing restrictions established in accord-ance with this section.

231 Federal Aviation Administration, DOT § 121.585

(d) Each certificate holder shall in-

clude on passenger information cards, presented in the language in which briefings and oral commands are given by the crew, at each exit seat affected by this section, information that, in the event of an emergency in which a crewmember is not available to assist, a passenger occupying an exit seat may use if called upon to perform the fol-lowing functions:

(1) Locate the emergency exit; (2) Recognize the emergency exit

opening mechanism;

(3) Comprehend the instructions for

operating the emergency exit;

(4) Operate the emergency exit; (5) Assess whether opening the emer-

gency exit will increase the hazards to which passengers may be exposed;

(6) Follow oral directions and hand

signals given by a crewmember;

(7) Stow or secure the emergency exit

door so that it will not impede use of the exit;

(8) Assess the condition of an escape

slide, activate the slide, and stabilize the slide after deployment to assist others in getting off the slide;

(9) Pass expeditiously through the

emergency exit; and

(10) Assess, select, and follow a safe

path away from the emergency exit.

(e) Each certificate holder shall in-

clude on passenger information cards, at each exit seat—

(1) In the primary language in which

emergency commands are given by the crew, the selection criteria set forth in paragraph (b) of this section, and a re-quest that a passenger identify himself or herself to allow reseating if he or she:

(i) Cannot meet the selection criteria

set forth in paragraph (b) of this sec-tion;

(ii) Has a nondiscernible condition

that will prevent him or her from per-forming the applicable functions listed in paragraph (d) of this section;

(iii) May suffer bodily harm as the re-

sult of performing one or more of those functions; or

(iv) Does not wish to perform those

functions; and

(2) In each language used by the cer-

tificate holder for passenger informa-tion cards, a request that a passenger identify himself or herself to allow re-seating if he or she lacks the ability to

read, speak, or understand the lan-guage or the graphic form in which in-structions required by this section and related to emergency evacuation are provided by the certificate holder, or the ability to understand the specified language in which crew commands will be given in an emergency.

(3) May suffer bodily harm as the re-

sult of performing one or more of those functions; or,

(4) Does not wish to perform those

functions.

A certificate holder shall not require

the passenger to disclose his or her rea-son for needing reseating.

(f) Each certificate holder shall make

available for inspection by the public

at all passenger loading gates and tick-et counters at each airport where it conducts passenger operations, written procedures established for making de-terminations in regard to exit row seating.

(g) No certificate holder may allow

taxi or pushback unless at least one re-quired crewmember has verified that no exit seat is occupied by a person the crewmember determines is likely to be unable to perform the applicable func-tions listed in paragraph (d) of this sec-tion.

(h) Each certificate holder shall in-

clude in its passenger briefings a ref-erence to the passenger information cards, required by paragraphs (d) and (e), the selection criteria set forth in paragraph (b), and the functions to be performed, set forth in paragraph (d) of this section.

(i) Each certificate holder shall in-

clude in its passenger briefings a re-quest that a passenger identify himself or herself to allow reseating if he or she—

(1) Cannot meet the selection criteria

set forth in paragraph (b) of this sec-tion;

(2) Has a nondiscernible condition

that will prevent him or her from per-forming the applicable functions listed in paragraph (d) of this section;

(3) May suffer bodily harm as the re-

sult of performing one or more of those functions listed in paragraph (d) of this section; or,

232 14 CFR Ch. I (1–1–25 Edition) § 121.586

(4) Does not wish to perform those

functions listed in paragraph (d) of this section.

A certificate holder shall not require

the passenger to disclose his or her rea-son for needing reseating.

(j) [Reserved] (k) In the event a certificate holder

determines in accordance with this sec-tion that it is likely that a passenger assigned to an exit seat would be un-able to perform the functions listed in paragraph (d) of this section or a pas-senger requests a non-exit seat, the certificate holder shall expeditiously relocate the passenger to a non-exit

seat.

(l) In the event of full booking in the

non-exit seats and if necessary to ac-commodate a passenger being relocated from an exit seat, the certificate hold-er shall move a passenger who is will-ing and able to assume the evacuation functions that may be required, to an exit seat.

(m) A certificate holder may deny

transportation to any passenger under this section only because—

(1) The passenger refuses to comply

with instructions given by a crew-member or other authorized employee of the certificate holder implementing exit seating restrictions established in accordance with this section, or

(2) The only seat that will physically

accommodate the person’s handicap is an exit seat.

(n) In order to comply with this sec-

tion certificate holders shall—

(1) Establish procedures that address: (i) The criteria listed in paragraph

(b) of this section;

(ii) The functions listed in paragraph

(d) of this section;

(iii) The requirements for airport in-

formation, passenger information cards, crewmember verification of ap-propriate seating in exit seats, pas-senger briefings, seat assignments, and denial of transportation as set forth in this section;

(iv) How to resolve disputes arising

from implementation of this section, including identification of the certifi-cate holder employee on the airport to whom complaints should be addressed for resolution; and,

(2) Submit their procedures for pre-

liminary review and approval to the principal operations inspectors as-

signed to them at the responsible Flight Standards office.

(o) Certificate holders shall assign

seats prior to boarding consistent with the criteria listed in paragraph (b) and the functions listed in paragraph (d) of this section, to the maximum extent feasible.

(p) The procedures required by para-

graph (n) of this section will not be-come effective until final approval is granted by the Executive Director, Flight Standards Service, Washington, DC. Approval will be based solely upon the safety aspects of the certificate holder’s procedures.

[Docket 25821, 55 FR 8072, Mar. 6, 1990, as

amended by Amdt. 121–232, 57 FR 48663, Oct. 27, 1992; Amdt. 121–253, 61 FR 2614, Jan. 26, 1996; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, 9173, Mar. 5, 2018]

§ 121.586 Authority to refuse transpor-

tation.

(a) No certificate holder may refuse

transportation to a passenger on the basis that, because the passenger may need the assistance of another person to move expeditiously to an exit in the event of an emergency, his transpor-tation would or might be inimical to safety of flight unless—

(1) The certificate holder has estab-

lished procedures (including reasonable notice requirements) for the carriage of passengers who may need the assist-ance of another person to move expedi-tiously to an exit in the event of an emergency; and

(2) At least one of the following con-

ditions exist:

(i) The passenger fails to comply with

the notice requirements in the certifi-cate holder’s procedures.

(ii) The passenger cannot be carried

in accordance with the certificate hold-er’s procedures.

(b) Each certificate holder shall pro-

vide the responsible Flight Standards office with a copy of each procedure it establishes in accordance with para-graph (a)(2) of this section.

that revisions in the procedures de-scribed in paragraph (a)(2) of this sec-tion are necessary in the interest of safety or in the public interest, the cer-tificate holder, after notification by

233 Federal Aviation Administration, DOT § 121.589

the Administrator, shall make those

revisions in its procedures. Within 30 days after the certificate holder re-ceives such notice, it may file a peti-tion to reconsider the notice with the responsible Flight Standards office. The filing of a petition to reconsider stays the notice pending a decision by the Administrator. However, if the Ad-ministrator finds that there is an emergency that requires immediate ac-tion in the interest of safety in air commerce, he may, upon a statement of the reasons, require a change effec-tive without stay.

(d) Each certificate holder shall

make available to the public at each airport it serves a copy of each proce-dure it establishes in accordance with paragraph (a)(1) of this section.

[Docket 12881, 42 FR 18394, Apr. 7, 1977, as

amended by Amdt. 121–174, 46 FR 38051, July 23, 1981; Amdt. 121–207, 54 FR 39293, Sept. 25, 1989; Amdt. 121–253, 61 FR 2614, Jan. 26, 1996; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, Mar. 5, 2018]

§ 121.587 Closing and locking of

flightcrew compartment door.

(a) Except as provided in paragraph

(b) of this section, a pilot in command of an airplane that has a lockable flightcrew compartment door in ac-cordance with §121.313 and that is car-rying passengers shall ensure that the door separating the flightcrew com-partment from the passenger compart-ment is closed and locked at all times when the aircraft is being operated.

(b) The provisions of paragraph (a) of

this section do not apply at any time when it is necessary to permit access and egress by persons authorized in ac-cordance with §121.547 and provided the part 119 operator complies with FAA approved procedures regarding the opening, closing and locking of the flightdeck doors.

[Docket FAA–2001–11032, 67 FR 2128, Jan. 15,

2002]

§ 121.589 Carry-on baggage.

(a) No certificate holder may allow

the boarding of carry-on baggage on an airplane unless each passenger’s bag-gage has been scanned to control the size and amount carried on board in ac-cordance with an approved carry-on baggage program in its operations specifications. In addition, no pas-

senger may board an airplane if his/her carry-on baggage exceeds the baggage allowance prescribed in the carry-on baggage program in the certificate holder’s operations specifications.

(b) No certificate holder may allow

all passenger entry doors of an airplane to be closed in preparation for taxi or pushback unless at least one required

crewmember has verified that each ar-ticle of baggage is stowed in accord-ance with this section and §121.285 (c) and (d).

an airplane to take off or land unless each article of baggage is stowed:

(1) In a suitable closet or baggage or

cargo stowage compartment placarded for its maximum weight and providing proper restraint for all baggage or cargo stowed within, and in a manner that does not hinder the possible use of any emergency equipment; or

(2) As provided in §121.285 (c) and (d);

(3) Under a passenger seat. (d) Baggage, other than articles of

loose clothing, may not be placed in an overhead rack unless that rack is equipped with approved restraining de-vices or doors.

(e) Each passenger must comply with

instructions given by crewmembers re-garding compliance with paragraphs (a), (b), (c), (d), and (g) of this section.

(f) Each passenger seat under which

baggage is allowed to be stowed shall be fitted with a means to prevent arti-cles of baggage stowed under it from sliding forward. In addition, each aisle seat shall be fitted with a means to prevent articles of baggage stowed under it from sliding sideward into the aisle under crash impacts severe enough to induce the ultimate inertia forces specified in the emergency land-ing condition regulations under which the airplane was type certificated.

(g) In addition to the methods of

stowage in paragraph (c) of this sec-tion, flexible travel canes carried by blind individuals may be stowed—

(1) Under any series of connected pas-

senger seats in the same row, if the cane does not protrude into an aisle and if the cane is flat on the floor; or

234 14 CFR Ch. I (1–1–25 Edition) § 121.590

(2) Between a nonemergency exit

window seat and the fuselage, if the cane is flat on the floor; or

(3) Beneath any two nonemergency

exit window seats, if the cane is flat on the floor; or

(4) In accordance with any other

method approved by the Adminis-trator.

[Docket 24996, 52 FR 21476, June 5, 1987, as

amended by Amdt. 121–251, 60 FR 65935, Dec. 20, 1995]

§ 121.590 Use of certificated land air-

ports in the United States.

(a) Except as provided in paragraphs

(b) or (c) of this section, or unless au-thorized by the Administrator under 49 U.S.C. 44706(c), no air carrier and no pilot being used by an air carrier may operate, in the conduct of a domestic type operation, flag type operation, or supplemental type operation, an air-plane at a land airport in any State of the United States, the District of Co-lumbia, or any territory or possession of the United States unless that air-port is certificated under part 139 of this chapter. Further, after June 9, 2005 for Class I airports and after December 9, 2005 for Class II, III, and IV airports, when an air carrier and a pilot being used by the air carrier are required to operate at an airport certificated under part 139 of this chapter, the air carrier and the pilot may only operate at that airport if the airport is classified under part 139 to serve the type airplane to be operated and the type of operation to be conducted.

(b)(1) An air carrier and a pilot being

used by the air carrier in the conduct of a domestic type operation, flag type operation, or supplemental type oper-ation may designate and use as a re-quired alternate airport for departure or destination an airport that is not certificated under part 139 of this chap-ter.

(2) Until December 9, 2005, an air car-

rier and a pilot being used by the air carrier in the conduct of domestic type operations and flag type operations, may operate an airplane designed for more than 9 but less than 31 passenger seats, at a land airport, in any State of the United States, the District of Co-lumbia, or any territory or possession of the United States, that does not hold an airport operating certificate

issued under part 139 of this chapter, and that serves small air carrier air-craft (as defined under ‘‘Air carrier air-craft’’ and ‘‘Class III airport’’ in §139.5 of this Chapter).

the air carrier in conducting a domes-tic type operation, flag type operation, or supplemental type operation may operate an airplane at an airport oper-ated by the U.S. Government that is not certificated under part 139 of this chapter, only if that airport meets the equivalent—

(1) Safety standards for airports cer-

tificated under part 139 of this chapter; and

(2) Airport classification require-

ments under part 139 to serve the type airplane to be operated and the type of operation to be conducted.

(d) An air carrier, a commercial oper-

ator, and a pilot being used by the air carrier or the commercial operator— when conducting a passenger-carrying airplane operation under this part that is not a domestic type operation, a flag type operation, or a supplemental type operation—may operate at a land air-port not certificated under part 139 of this chapter only when the following conditions are met:

(1) The airport is adequate for the

proposed operation, considering such items as size, surface, obstructions, and lighting.

(2) For an airplane carrying pas-

sengers at night, the pilot may not take off from, or land at, an airport un-less—

(i) The pilot has determined the wind

direction from an illuminated wind di-rection indicator or local ground com-munications or, in the case of takeoff, that pilot’s personal observations; and

(ii) The limits of the area to be used

for landing or takeoff are clearly shown by boundary or runway marker lights. If the area to be used for takeoff or landing is marked by flare pots or lanterns, their use must be authorized by the Administrator.

(e) A commercial operator and a pilot

used by the commercial operator in conducting a domestic type operation, flag type operation, or supplemental type operation may operate an airplane

235 Federal Aviation Administration, DOT § 121.593

at an airport operated by the U.S. Gov-

ernment that is not certificated under part 139 of this chapter only if that air-port meets the equivalent—

(1) Safety standards for airports cer-

tificated under part 139 of this chapter; and

(2) Airport classification require-

ments under part 139 of this chapter to serve the type airplane to be operated and the type of operation to be con-ducted.

(f) For the purpose of this section,

the terms—

Domestic type operation means any do-

mestic operation conducted with—

(1) An airplane designed for at least

31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States, the District of Colum-bia, or any territory or possession of the United States; or

(2) An airplane designed for more

than 9 passenger seats but less than 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States (except Alaska), the Dis-trict of Columbia, or any territory or possession of the United States.

Flag type operation means any flag op-

eration conducted with—

(1) An airplane designed for at least

(2) An airplane designed for more

Supplemental type operation means

any supplemental operation (except an all-cargo operation) conducted with an airplane designed for at least 31 pas-senger seats (as determined by the air-craft type certificate issued by a com-petent civil aviation authority) at any land airport in any State of the United

States, the District of Columbia, or any territory or possession of the United States.

United States means the States of the

United States, the District of Colum-bia, and the territories and possessions of the United States.

NOTE: Special Statutory Requirement to

Operate to or From a Part 139 Airport. Each air carrier that provides—in an aircraft (e.g., airplane, rotorcraft, etc.) designed for more than 9 passenger seats—regularly scheduled charter air transportation for which the pub-lic is provided in advance a schedule con-taining the departure location, departure time, and arrival location of the flight must operate to and from an airport certificated under part 139 of this chapter in accordance with 49 U.S.C. 41104(b). That statutory provi-sion contains stand-alone requirements for such air carriers and special exceptions for operations in Alaska and outside the United States. Nothing in §121.590 exempts the air carriers described in this note from the re-quirements of 49 U.S.C. 41104(b). Certain op-erations by air carriers that conduct public charter operations under 14 CFR part 380 are covered by the statutory requirements to op-erate to and from part 139 airports. See 49

U.S.C. 41104(b).

[Docket FAA–2000–7479, 69 FR 6424, Feb. 10,

2004; Amdt. 121–304, 69 FR 31522, June 4, 2004]

Subpart U—Dispatching and Flight

Release Rules

SOURCE : Docket 6258, 29 FR 19222, Dec. 31,

1964, unless otherwise noted.

§ 121.591 Applicability.

This subpart prescribes dispatching

rules for domestic and flag operations and flight release rules for supple-mental operations.

[Docket 28154, 61 FR 2614, Jan. 26, 1996]

§ 121.593 Dispatching authority: Do-

mestic operations.

Except when an airplane lands at an

intermediate airport specified in the original dispatch release and remains there for not more than one hour, no person may start a flight unless an air-craft dispatcher specifically authorizes that flight.

236 14 CFR Ch. I (1–1–25 Edition) § 121.595

§ 121.595 Dispatching authority: Flag

operations.

(a) No person may start a flight un-

less an aircraft dispatcher specifically authorizes that flight.

(b) No person may continue a flight

from an intermediate airport without redispatch if the airplane has been on the ground more than six hours.

§ 121.597 Flight release authority: Sup-

plemental operations.

(a) No person may start a flight

under a flight following system with-out specific authority from the person authorized by the operator to exercise operational control over the flight.

(b) No person may start a flight un-

less the pilot in command or the person authorized by the operator to exercise operational control over the flight has executed a flight release setting forth the conditions under which the flights will be conducted. The pilot in com-mand may sign the flight release only when he and the person authorized by the operator to exercise operational control believe that the flight can be made with safety.

from an intermediate airport without a new flight release if the aircraft has been on the ground more than six hours.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–3, 30 FR 3639, Mar. 19, 1965]

§ 121.599 Familiarity with weather

conditions.

(a) Domestic and flag operations. No

aircraft dispatcher may release a flight unless he is thoroughly familiar with reported and forecast weather condi-tions on the route to be flown.

(b) Supplemental operations. No pilot

in command may begin a flight unless

he is thoroughly familiar with reported and forecast weather conditions on the route to be flown.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.601 Aircraft dispatcher informa-

tion to pilot in command: Domestic and flag operations.

(a) The aircraft dispatcher shall pro-

vide the pilot in command all available current reports or information on air-

port conditions and irregularities of navigation facilities that may affect the safety of the flight.

(b) Before beginning a flight, the air-

craft dispatcher shall provide the pilot in command with all available weather reports and forecasts of weather phe-nomena that may affect the safety of flight, including adverse weather phe-nomena, such as clear air turbulence, thunderstorms, and low altitude wind shear, for each route to be flown and each airport to be used.

patcher shall provide the pilot in com-mand any additional available infor-mation of meteorological conditions (including adverse weather phenomena, such as clear air turbulence, thunder-storms, and low altitude wind shear), and irregularities of facilities and serv-ices that may affect the safety of the flight.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–134, 42 FR 27573, May 31, 1977; Amdt. 121–144, 43 FR 22649, May 25, 1978; Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.603 Facilities and services: Sup-

plemental operations.

(a) Before beginning a flight, each

pilot in command shall obtain all available current reports or informa-tion on airport conditions and irreg-ularities of navigation facilities that may affect the safety of the flight.

(b) During a flight, the pilot in com-

mand shall obtain any additional avail-able information of meteorological conditions and irregularities of facili-ties and services that may affect the safety of the flight.

§ 121.605 Airplane equipment.

No person may dispatch or release an

airplane unless it is airworthy and is equipped as prescribed in §121.303.

§ 121.607 Communication and naviga-

tion facilities: Domestic and flag op-erations.

(a) Except as provided in paragraph

(b) of this section for a certificate hold-er conducting flag operations, no per-son may dispatch an airplane over an approved route or route segment unless the communication and navigation fa-cilities required by §§121.99 and 121.103

237 Federal Aviation Administration, DOT § 121.617

for the approval of that route or seg-

ment are in satisfactory operating con-dition.

(b) If, because of technical reasons or

other reasons beyond the control of a certificate holder conducting flag oper-ations, the facilities required by §§121.99 and 121.103 are not available over a route or route segment outside the United States, the certificate hold-er may dispatch an airplane over that route or route segment if the pilot in command and dispatcher find that communication and navigation facili-ties equal to those required are avail-able and are in satisfactory operating condition.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.609 Communication and naviga-

tion facilities: Supplemental oper-ations.

No person may release an aircraft

over any route or route segment unless communication and navigation facili-ties equal to those required by §121.121 are in satisfactory operating condition.

§ 121.611 Dispatch or flight release

under VFR.

No person may dispatch or release an

aircraft for VFR operation unless the ceiling and visibility en route, as indi-cated by available weather reports or forecasts, or any combination thereof, are and will remain at or above appli-cable VFR minimums until the aircraft arrives at the airport or airports speci-fied in the dispatch or flight release.

§ 121.613 Dispatch or flight release

under IFR or over the top.

Except as provided in §121.615, no per-

son may dispatch or release an aircraft

for operations under IFR or over-the- top, unless appropriate weather reports or forecasts, or any combination there-of, indicate that the weather condi-tions will be at or above the authorized minimums at the estimated time of ar-rival at the airport or airports to which dispatched or released.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–33, 32 FR 13912, Oct. 6, 1967] § 121.615 Dispatch or flight release

over water: Flag and supplemental operations.

(a) No person may dispatch or release

an aircraft for a flight that involves ex-tended overwater operation unless ap-propriate weather reports or forecasts or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at any airport to which dispatched or released or to any required alternate airport.

(b) Each certificate holder con-

ducting a flag or supplemental oper-ation or a domestic operation within the State of Alaska shall conduct ex-tended overwater operations under IFR unless it shows that operating under IFR is not necessary for safety.

ducting a flag or supplemental oper-ation or a domestic operation within the State of Alaska shall conduct other overwater operations under IFR if the Administrator determines that oper-ation under IFR is necessary for safety.

(d) Each authorization to conduct ex-

tended overwater operations under VFR and each requirement to conduct other overwater operations under IFR will be specified in the certificate hold-er’s operations specifications.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–33, 32 FR 13912, Oct. 6, 1967; Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.617 Alternate airport for depar-

ture.

(a) If the weather conditions at the

airport of takeoff are below the landing minimums in the certificate holder’s operations specifications for that air-port, no person may dispatch or release an aircraft from that airport unless the dispatch or flight release specifies an alternate airport located within the following distances from the airport of takeoff:

(1) Aircraft having two engines. Not

more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative.

(2) Aircraft having three or more en-

gines. Not more than two hours from

the departure airport at normal cruis-ing speed in still air with one engine inoperative.

238 14 CFR Ch. I (1–1–25 Edition) § 121.619

(b) For the purpose of paragraph (a)

of this section, the alternate airport weather conditions must meet the re-quirements of the certificate holder’s operations specifications.

an aircraft from an airport unless he lists each required alternate airport in the dispatch or flight release.

§ 121.619 Alternate airport for destina-

tion: IFR or over-the-top: Domestic operations.

(a) No person may dispatch an air-

plane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dis-patch release. When the weather condi-tions forecast for the destination and first alternate airport are marginal at least one additional alternate must be designated. However, no alternate air-port is required if for at least 1 hour before and 1 hour after the estimated time of arrival at the destination air-port the appropriate weather reports or forecasts, or any combination of them, indicate—

(1) The ceiling will be at least 2,000

feet above the airport elevation; and

(2) Visibility will be at least 3 miles. (b) For the purposes of paragraph (a)

of this section, the weather conditions at the alternate airport must meet the requirements of §121.625.

unless he lists each required alternate airport in the dispatch release.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–159, 45 FR 41594, June 19, 1980]

§ 121.621 Alternate airport for destina-

tion: Flag operations.

(a) No person may dispatch an air-

plane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dis-patch release, unless—

(1) The flight is scheduled for not

more than 6 hours and, for at least 1 hour before and 1 hour after the esti-mated time of arrival at the destina-tion airport, the appropriate weather reports or forecasts, or any combina-tion of them, indicate the ceiling will be:

(i) At least 1,500 feet above the lowest

circling MDA, if a circling approach is required and authorized for that air-

port; or

(ii) At least 1,500 feet above the low-

est published instrument approach minimum or 2,000 feet above the air-port elevation, whichever is greater; and

(iii) The visibility at that airport will

be at least 3 miles, or 2 miles more than the lowest applicable visibility minimums, whichever is greater, for the instrument approach procedures to be used at the destination airport; or

(2) The flight is over a route approved

without an available alternate airport for a particular destination airport and the airplane has enough fuel to meet the requirements of §121.641(b) or §121.645(c).

(b) For the purposes of paragraph (a)

of this section, the weather conditions at the alternate airport must meet the requirements of the certificate holder’s operations specifications.

unless he lists each required alternate airport in the dispatch release.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–159, 45 FR 41594, June 19, 1980; Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.623 Alternate airport for destina-

tion: IFR or over-the-top: Supple-mental operations.

(a) Except as provided in paragraph

(b) of this section, each person releas-ing an aircraft for operation under IFR or over-the-top shall list at least one alternate airport for each destination airport in the flight release.

(b) An alternate airport need not be

designated for IFR or over-the-top op-erations where the aircraft carries enough fuel to meet the requirements of §§121.643 and 121.645 for flights out-side the 48 contiguous States and the District of Columbia over routes with-out an available alternate airport for a particular airport of destination.

of this section, the weather require-ments at the alternate airport must meet the requirements of the certifi-cate holder’s operations specifications.

239 Federal Aviation Administration, DOT § 121.628

(d) No person may release a flight un-

less he lists each required alternate airport in the flight release.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2614, Jan. 26, 1996]

§ 121.624 ETOPS Alternate Airports.

(a) No person may dispatch or release

an airplane for an ETOPS flight unless enough ETOPS Alternate Airports are listed in the dispatch or flight release such that the airplane remains within the authorized ETOPS maximum diver-sion time. In selecting these ETOPS Alternate Airports, the certificate holder must consider all adequate air-ports within the authorized ETOPS di-version time for the flight that meet the standards of this part.

(b) No person may list an airport as

an ETOPS Alternate Airport in a dis-patch or flight release unless, when it might be used (from the earliest to the latest possible landing time)—

(1) The appropriate weather reports

or forecasts, or any combination there-of, indicate that the weather condi-tions will be at or above the ETOPS Al-ternate Airport minima specified in the certificate holder’s operations specifications; and

(2) The field condition reports indi-

cate that a safe landing can be made.

weather conditions at each ETOPS Al-ternate Airport must meet the require-ments of §121.631 (c).

(d) No person may list an airport as

an ETOPS Alternate Airport in the dis-patch or flight release unless that air-port meets the public protection re-

quirements of §121.97(b)(1)(ii).

[Docket FAA–2002–6717, 72 FR 1881, Jan. 16,

2007]

§ 121.625 Alternate Airport weather

minima.

Except as provided in §121.624 for

ETOPS Alternate Airports, no person may list an airport as an alternate in the dispatch or flight release unless the appropriate weather reports or fore-casts, or any combination thereof, indi-cate that the weather conditions will be at or above the alternate weather minima specified in the certificate holder’s operations specifications for

that airport when the flight arrives.

[Docket FAA–2002–6717, 72 FR 1881, Jan. 16,

2007]

§ 121.627 Continuing flight in unsafe

conditions.

(a) No pilot in command may allow a

flight to continue toward any airport to which it has been dispatched or re-leased if, in the opinion of the pilot in command or dispatcher (domestic and flag operations only), the flight cannot be completed safely; unless, in the opinion of the pilot in command, there is no safer procedure. In that event, continuation toward that airport is an emergency situation as set forth in §121.557.

(b) If any instrument or item of

equipment required under this chapter for the particular operation becomes inoperative en route, the pilot in com-mand shall comply with the approved procedures for such an occurrence as specified in the certificate holder’s

manual.

[Docket 6258, 29 FR 1922, Dec. 31, 1964, as

amended by Amdt. 121–222, 56 FR 12310, Mar. 22, 1991; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996]

§ 121.628 Inoperable instruments and

equipment.

(a) No person may take off an air-

plane with inoperable instruments or equipment installed unless the fol-lowing conditions are met:

(1) An approved Minimum Equipment

List exists for that airplane.

(2) The responsible Flight Standards

office has issued the certificate holder operations specifications authorizing operations in accordance with an ap-proved Minimum Equipment List. The flight crew shall have direct access at all times prior to flight to all of the in-formation contained in the approved Minimum Equipment List through printed or other means approved by the Administrator in the certificate hold-ers operations specifications. An ap-proved Minimum Equipment List, as authorized by the operations specifica-tions, constitutes an approved change to the type design without requiring recertification.

(3) The approved Minimum Equip-

ment List must:

240 14 CFR Ch. I (1–1–25 Edition) § 121.629

(i) Be prepared in accordance with

the limitations specified in paragraph (b) of this section.

(ii) Provide for the operation of the

airplane with certain instruments and equipment in an inoperable condition.

(4) Records identifying the inoperable

instruments and equipment and the in-formation required by paragraph (a)(3)(ii) of this section must be avail-able to the pilot.

(5) The airplane is operated under all

applicable conditions and limitations contained in the Minimum Equipment List and the operations specifications authorizing use of the Minimum Equip-ment List.

(b) The following instruments and

equipment may not be included in the Minimum Equipment List:

(1) Instruments and equipment that

are either specifically or otherwise re-quired by the airworthiness require-ments under which the airplane is type certificated and which are essential for safe operations under all operating conditions.

(2) Instruments and equipment re-

quired by an airworthiness directive to be in operable condition unless the air-worthiness directive provides other-wise.

(3) Instruments and equipment re-

quired for specific operations by this part.

and (b)(3) of this section, an airplane with inoperable instruments or equip-ment may be operated under a special flight permit under §§21.197 and 21.199 of this chapter.

[Docket 25780, 56 FR 12310, Mar. 22, 1991;

Amdt. 121–222, 56 FR 14290, Apr. 8, 1991; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, Mar. 5, 2018]

§ 121.629 Operation in icing condi-

tions.

(a) No person may dispatch or release

an aircraft, continue to operate an air-craft en route, or land an aircraft when in the opinion of the pilot in command or aircraft dispatcher (domestic and flag operations only), icing conditions are expected or met that might ad-versely affect the safety of the flight.

(b) No person may take off an air-

craft when frost, ice, or snow is adher-ing to the wings, control surfaces, pro-

pellers, engine inlets, or other critical surfaces of the aircraft or when the takeoff would not be in compliance with paragraph (c) of this section. Takeoffs with frost under the wing in the area of the fuel tanks may be au-thorized by the Administrator.

(d) of this section, no person may dis-patch, release, or take off an aircraft any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft, un-less the certificate holder has an ap-proved ground deicing/anti-icing pro-gram in its operations specifications and unless the dispatch, release, and takeoff comply with that program. The approved ground deicing/anti-icing pro-gram must include at least the fol-lowing items:

(1) A detailed description of— (i) How the certificate holder deter-

mines that conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft and that ground deicing/anti-icing oper-ational procedures must be in effect;

(ii) Who is responsible for deciding

that ground deicing/anti-icing oper-ational procedures must be in effect;

(iii) The procedures for implementing

ground deicing/anti-icing operational procedures;

(iv) The specific duties and respon-

sibilities of each operational position or group responsible for getting the aircraft safely airborne while ground deicing/anti-icing operational proce-dures are in effect.

(2) Initial and annual recurrent

ground training and testing for flight crewmembers and qualification for all other affected personnel (e.g., aircraft dispatchers, ground crews, contract personnel) concerning the specific re-quirements of the approved program and each person’s responsibilities and duties under the approved program, specifically covering the following areas:

(i) The use of holdover times. (ii) Aircraft deicing/anti-icing proce-

dures, including inspection and check procedures and responsibilities.

(iii) Communications procedures. (iv) Aircraft surface contamination

(i.e., adherence of frost, ice, or snow)

241 Federal Aviation Administration, DOT § 121.631

and critical area identification, and

how contamination adversely affects aircraft performance and flight charac-teristics.

(v) Types and characteristics of deic-

ing/anti-icing fluids.

(vi) Cold weather preflight inspection

procedures;

(vii) Techniques for recognizing con-

tamination on the aircraft.

(3) The certificate holder’s holdover

timetables and the procedures for the use of these tables by the certificate holder’s personnel. Holdover time is the estimated time deicing/anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of an aircraft. Holdover time begins when the final application of deicing/anti- icing fluid commences and expires when the deicing/anti-icing fluid ap-plied to the aircraft loses its effective-ness. The holdover times must be sup-ported by data acceptable to the Ad-ministrator. The certificate holder’s program must include procedures for flight crewmembers to increase or de-crease the determined holdover time in changing conditions. The program must provide that takeoff after exceed-ing any maximum holdover time in the certificate holder’s holdover timetable is permitted only when at least one of the following conditions exists:

(i) A pretakeoff contamination

check, as defined in paragraph (c)(4) of this section, determines that the wings, control surfaces, and other crit-ical surfaces, as defined in the certifi-cate holder’s program, are free of frost, ice, or snow.

(ii) It is otherwise determined by an

alternate procedure approved by the Administrator in accordance with the certificate holder’s approved program that the wings, control surfaces, and other critical surfaces, as defined in the certificate holder’s program, are free of frost, ice, or snow.

(iii) The wings, control surfaces, and

other critical surfaces are redeiced and a new holdover time is determined.

(4) Aircraft deicing/anti-icing proce-

dures and responsibilities, pretakeoff check procedures and responsibilities, and pretakeoff contamination check procedures and responsibilities. A pre-takeoff check is a check of the air-craft’s wings or representative aircraft

surfaces for frost, ice, or snow within the aircraft’s holdover time. A pre-takeoff contamination check is a check to make sure the wings, control sur-faces, and other critical surfaces, as de-fined in the certificate holder’s pro-gram, are free of frost, ice, and snow. It must be conducted within five minutes prior to beginning take off. This check must be accomplished from outside the aircraft unless the program specifies otherwise.

(d) A certificate holder may continue

to operate under this section without a program as required in paragraph (c) of this section, if it includes in its oper-ations specifications a requirement that, any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft, no aircraft will take off unless it has been checked to ensure that the wings, con-trol surfaces, and other critical sur-faces are free of frost, ice, and snow. The check must occur within five min-utes prior to beginning takeoff. This check must be accomplished from out-side the aircraft.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–231, 57 FR 44942, Sept. 29, 1992; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996]

§ 121.631 Original dispatch or flight re-

lease, redispatch or amendment of dispatch or flight release.

(a) A certificate holder may specify

any regular, provisional, or refueling airport, authorized for the type of air-craft, as a destination for the purpose of original dispatch or release.

(b) No person may allow a flight to

continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate air-port that was specified in the dispatch

or flight release are forecast to be at or above the alternate minimums speci-fied in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport. However, the dispatch or flight release may be amended en route to include any alternate airport that is within the fuel range of the aircraft as specified in §§121.639 through 121.647.

242 14 CFR Ch. I (1–1–25 Edition) § 121.633

continue beyond the ETOPS Entry Point unless—

(1) Except as provided in paragraph

(d) of this section, the weather condi-tions at each ETOPS Alternate Airport required by §121.624 are forecast to be at or above the operating minima for that airport in the certificate holder’s operations specifications when it might be used (from the earliest to the latest possible landing time); and

(2) All ETOPS Alternate Airports

within the authorized ETOPS max-imum diversion time are reviewed and the flight crew advised of any changes in conditions that have occurred since dispatch.

(d) If paragraph (c)(1) of this section

cannot be met for a specific airport, the dispatch or flight release may be amended to add an ETOPS Alternate Airport within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima.

(e) Before the ETOPS Entry Point,

the pilot in command for a supple-mental operator or a dispatcher for a flag operator must use company com-munications to update the flight plan if needed because of a re-evaluation of aircraft system capabilities.

(f) No person may change an original

destination or alternate airport that is specified in the original dispatch or flight release to another airport while the aircraft is en route unless the other airport is authorized for that type of aircraft and the appropriate require-ments of §§121.593 through 121.661 and 121.173 are met at the time of redis-patch or amendment of the flight re-lease.

(g) Each person who amends a dis-

patch or flight release en route shall record that amendment.

[Docket 628, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–65, 35 FR 12709, Aug. 11, 1970; Amdt. 121–329, 72 FR 1881, Jan. 16, 2007]

§ 121.633 Considering time-limited sys-

tems in planning ETOPS alternates.

(a) For ETOPS up to and including

180 minutes, no person may list an air-port as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport (at the ap-proved one-engine inoperative cruise

speed under standard conditions in still air) would exceed the approved time for the airplane’s most limiting ETOPS Significant System (including the air-plane’s most limiting fire suppression system time for those cargo and bag-gage compartments required by regula-tion to have fire-suppression systems) minus 15 minutes.

(b) For ETOPS beyond 180 minutes,

no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport:

(1) at the all engine operating cruise

speed, corrected for wind and tempera-ture, exceeds the airplane’s most lim-iting fire suppression system time minus 15 minutes for those cargo and baggage compartments required by reg-ulation to have fire suppression sys-tems (except as provided in paragraph (c) of this section), or

(2) at the one-engine-inoperative

cruise speed, corrected for wind and temperature, exceeds the airplane’s most limiting ETOPS Significant Sys-tem time (other than the airplane’s most limiting fire suppression system time minus 15 minutes for those cargo and baggage compartments required by regulation to have fire-suppression sys-tems).

planes with more than two engines, the certificate holder need not meet para-graph (b)(1) of this section until Feb-ruary 15, 2013.

[Docket FAA–2002–6717, 72 FR 1882, Jan. 16,

2007]

§ 121.635 Dispatch to and from refuel-

ing or provisional airports: Domes-tic and flag operations.

No person may dispatch an airplane

to or from a refueling or provisional airport except in accordance with the requirements of this part applicable to dispatch from regular airports and un-less that airport meets the require-ments of this part applicable to regular airports.

[Docket 16383, 43 FR 22649, May 25, 1978]

243 Federal Aviation Administration, DOT § 121.643

§ 121.637 Takeoffs from unlisted and

alternate airports: Domestic and flag operations.

(a) No pilot may takeoff an airplane

from an airport that is not listed in the operations specifications unless—

(1) The airport and related facilities

are adequate for the operation of the airplane;

(2) He can comply with the applicable

airplane operating limitations;

(3) The airplane has been dispatched

according to dispatching rules applica-ble to operation from an approved air-port; and

(4) The weather conditions at that

airport are equal to or better than the following:

(i) Airports in the United States. The

weather minimums for takeoff pre-scribed in part 97 of this chapter; or where minimums are not prescribed for the airport, 800–2, 900–1

1⁄2, or 1,000–1.

(ii) Airports outside the United States.

The weather minimums for takeoff pre-scribed or approved by the government of the country in which the airport is located; or where minimums are not prescribed or approved for the airport, 800–2, 900–1

1⁄2, or 1,000–1.

(b) No pilot may take off from an al-

ternate airport unless the weather con-ditions are at least equal to the mini-mums prescribed in the certificate holder’s operations specifications for alternate airports.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–33, 32 FR 13912, Oct. 6, 1967; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996]

§ 121.639 Fuel supply: All domestic op-

erations.

No person may dispatch or take off

an airplane unless it has enough fuel—

(a) To fly to the airport to which it is

dispatched;

(b) Thereafter, to fly to and land at

the most distant alternate airport (where required) for the airport to which dispatched; and

at normal cruising fuel consumption or, for certificate holders who are au-thorized to conduct day VFR oper-ations in their operations specifica-tions and who are operating non-transport category airplanes type cer-tificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel

consumption for day VFR operations.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–251, 60 FR 65935, Dec. 20, 1995]

§ 121.641 Fuel supply: Nonturbine and

turbo-propeller-powered airplanes: Flag operations.

(a) No person may dispatch or take

off a nonturbine or turbo-propeller- powered airplane unless, considering the wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport

to which it is dispatched;

(2) Thereafter, to fly to and land at

the most distant alternate airport specified in the dispatch release; and

(3) Thereafter, to fly for 30 minutes

plus 15 percent of the total time re-quired to fly at normal cruising fuel consumption to the airports specified in paragraphs (a) (1) and (2) of this sec-tion or to fly for 90 minutes at normal cruising fuel consumption, whichever is less.

(b) No person may dispatch a nontur-

bine or turbo-propeller-powered air-plane to an airport for which an alter-nate is not specified under §121.621(a)(2), unless it has enough fuel, considering wind and forecast weather conditions, to fly to that airport and thereafter to fly for three hours at nor-mal cruising fuel consumption.

§ 121.643 Fuel supply: Nonturbine and

turbo-propeller-powered airplanes: Supplemental operations.

(a) Except as provided in paragraph

(b) of this section, no person may re-lease for flight or takeoff a nonturbine or turbo-propeller-powered airplane un-less, considering the wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport

to which it is released;

(2) Thereafter, to fly to and land at

the most distant alternate airport specified in the flight release; and

(3) Thereafter, to fly for 45 minutes

at normal cruising fuel consumption

244 14 CFR Ch. I (1–1–25 Edition) § 121.645

or, for certificate holders who are au-

thorized to conduct day VFR oper-ations in their operations specifica-tions and who are operating non-transport category airplanes type cer-tificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.

(b) If the airplane is released for any

flight other than from one point in the contiguous United States to another point in the contiguous United States, it must carry enough fuel to meet the requirements of paragraphs (a) (1) and (2) of this section and thereafter fly for 30 minutes plus 15 percent of the total time required to fly at normal cruising fuel consumption to the airports speci-fied in paragraphs (a) (1) and (2) of this section, or to fly for 90 minutes at nor-mal cruising fuel consumption, which-ever is less.

bine or turbo-propeller-powered air-plane to an airport for which an alter-nate is not specified under §121.623(b), unless it has enough fuel, considering wind and other weather conditions ex-pected, to fly to that airport and there-after to fly for three hours at normal cruising fuel consumption.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–10, 30 FR 10025, Aug. 12, 1965; Amdt. 121–251, 60 FR 65935, Dec. 20, 1995]

§ 121.645 Fuel supply: Turbine-engine

powered airplanes, other than turbo propeller: Flag and supple-mental operations.

(a) Any flag operation within the 48

contiguous United States and the Dis-trict of Columbia may use the fuel re-quirements of §121.639.

(b) For any certificate holder con-

ducting flag or supplemental oper-ations outside the 48 contiguous United States and the District of Columbia, unless authorized by the Administrator in the operations specifications, no per-son may release for flight or takeoff a turbine-engine powered airplane (other

than a turbo-propeller powered air-plane) unless, considering wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport

to which it is released; (2) After that, to fly for a period of 10

percent of the total time required to fly from the airport of departure to, and land at, the airport to which it was released;

(3) After that, to fly to and land at

the most distant alternate airport specified in the flight release, if an al-ternate is required; and

(4) After that, to fly for 30 minutes at

holding speed at 1,500 feet above the al-ternate airport (or the destination air-port if no alternate is required) under standard temperature conditions.

engine powered airplane (other than a turbo-propeller airplane) to an airport for which an alternate is not specified under §121.621(a)(2) or §121.623(b) unless it has enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for at least two hours at normal cruising fuel consumption.

(d) The Administrator may amend

the operations specifications of a cer-tificate holder conducting flag or sup-plemental operations to require more fuel than any of the minimums stated in paragraph (a) or (b) of this section if he finds that additional fuel is nec-essary on a particular route in the in-terest of safety.

(e) For a supplemental operation

within the 48 contiguous States and the District of Columbia with a turbine engine powered airplane the fuel re-quirements of §121.643 apply.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–10, 30 FR 10025, Aug. 12, 1965; Amdt. 121–144, 43 FR 22649, May 25, 1978; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996]

§ 121.646 En-route fuel supply: flag and

supplemental operations.

(a) No person may dispatch or release

for flight a turbine-engine powered air-plane with more than two engines for a flight more than 90 minutes (with all engines operating at cruise power) from an Adequate Airport unless the following fuel supply requirements are met:

(1) The airplane has enough fuel to

meet the requirements of §121.645(b);

(2) The airplane has enough fuel to

fly to the Adequate Airport—

(i) Assuming a rapid decompression

at the most critical point;

245 Federal Aviation Administration, DOT § 121.647

(ii) Assuming a descent to a safe alti-

tude in compliance with the oxygen supply requirements of §121.333; and

(iii) Considering expected wind and

other weather conditions.

(3) The airplane has enough fuel to

hold for 15 minutes at 1500 feet above field elevation and conduct a normal approach and landing.

(b) No person may dispatch or release

for flight an ETOPS flight unless, con-sidering wind and other weather condi-tions expected, it has the fuel other-wise required by this part and enough fuel to satisfy each of the following re-quirements:

(1) Fuel to fly to an ETOPS Alternate

Airport.

(i) Fuel to account for rapid decom-

pression and engine failure. The air-plane must carry the greater of the fol-lowing amounts of fuel:

(A) Fuel sufficient to fly to an

ETOPS Alternate Airport assuming a rapid decompression at the most crit-

ical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of §121.333 of this chapter;

(B) Fuel sufficient to fly to an

ETOPS Alternate Airport (at the one- engine-inoperative cruise speed) as-suming a rapid decompression and a si-multaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen requirements of §121.333 of this chapter; or

ETOPS Alternate Airport (at the one engine inoperative cruise speed) assum-ing an engine failure at the most crit-ical point followed by descent to the one engine inoperative cruise altitude.

(ii) Fuel to account for errors in wind

forecasting. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section, the certificate holder must increase the actual forecast wind speed by 5% (resulting in an increase in headwind or a decrease in tailwind) to account for any potential errors in wind forecasting. If a certificate holder is not using the actual forecast wind based on a wind model accepted by the FAA, the airplane must carry addi-tional fuel equal to 5% of the fuel re-quired for paragraph (b)(1)(i) of this section, as reserve fuel to allow for er-

rors in wind data.

(iii) Fuel to account for icing. In cal-

culating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), the certificate holder must ensure that the airplane carries the greater of the fol-lowing amounts of fuel in anticipation of possible icing during the diversion:

(A) Fuel that would be burned as a

result of airframe icing during 10 per-cent of the time icing is forecast (in-cluding the fuel used by engine and wing anti-ice during this period).

(B) Fuel that would be used for en-

gine anti-ice, and if appropriate wing anti-ice, for the entire time during which icing is forecast.

(iv) Fuel to account for engine dete-

rioration. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), the airplane also carries fuel equal to 5% of the fuel specified above, to account for deterioration in cruise fuel burn performance unless the certificate holder has a program to monitor airplane in-service deteriora-tion to cruise fuel burn performance.

(2) Fuel to account for holding, ap-

proach, and landing. In addition to the fuel required by paragraph (b)(1) of this section, the airplane must carry fuel sufficient to hold at 1500 feet above field elevation for 15 minutes upon reaching an ETOPS Alternate Airport and then conduct an instrument ap-proach and land.

(3) Fuel to account for APU use. If an

APU is a required power source, the certificate holder must account for its fuel consumption during the appro-priate phases of flight.

[Docket FAA–2002–6717, 72 FR 1882, Jan. 16,

2007, as amended by Amdt. 121–348, 75 FR 12121, Mar. 15, 2010]

§ 121.647 Factors for computing fuel

required.

Each person computing fuel required

for the purposes of this subpart shall consider the following:

(a) Wind and other weather condi-

tions forecast.

(b) Anticipated traffic delays.

246 14 CFR Ch. I (1–1–25 Edition) § 121.649

sible missed approach at destination.

(d) Any other conditions that may

delay landing of the aircraft.

For the purposes of this section, re-

quired fuel is in addition to unusable fuel.

§ 121.649 Takeoff and landing weather

minimums: VFR: Domestic oper-ations.

(a) Except as provided in paragraph

(b) of this section, regardless of any clearance from ATC, no pilot may takeoff or land an airplane under VFR when the reported ceiling or visibility is less than the following:

(1) For day operations—1,000-foot

ceiling and one-mile visibility.

(2) For night operations—1,000-foot

ceiling and two-mile visibility.

(b) Where a local surface restriction

to visibility exists (e.g., smoke, dust, blowing snow or sand) the visibility for day and night operations may be re-duced to

1⁄2mile, if all turns after take-

off and prior to landing, and all flight beyond one mile from the airport boundary can be accomplished above or outside the area of local surface visi-bility restriction.

section do not apply to the VFR oper-ation of fixed-wing aircraft at any of the locations where the special weather minimums of §91.157 of this chapter are not applicable (See part 91, appendix D, section 3 of this chapter). The basic VFR weather minimums of §91.155 of this chapter apply at those locations.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–39, 33 FR 4097, Mar. 2, 1968; Amdt. 121–206, 54 FR 34331, Aug. 18, 1989; Amdt. 121–226, 56 FR 65663, Dec. 17, 1991]

§ 121.651 Takeoff and landing weather

minimums: IFR: All certificate hold-ers.

(a) Notwithstanding any clearance

from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather conditions reported by the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, are less than those specified in—

(1) The certificate holder’s operations

specifications; or (2) Parts 91 and 97 of this chapter, if

the certificate holder’s operations specifications do not specify takeoff minimums for the airport.

(b) Except as provided in paragraphs

(d) and (e) of this section, no pilot may continue an approach past the final ap-proach fix, or where a final approach fix is not used, begin the final approach segment of an instrument approach procedure—

(1) At any airport, unless the U.S.

National Weather Service, a source ap-proved by that Service, or a source ap-proved by the Administrator, issues a weather report for that airport; and

(2) At airports within the United

States and its territories or at U.S. military airports, unless the latest weather report for that airport issued by the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, reports the visibility to be equal to or more than the visibility minimums prescribed for that procedure. For the purpose of this section, the term ‘‘U.S. military airports’’ means airports in foreign countries where flight oper-ations are under the control of U.S. military authority.

approach segment of an instrument ap-proach procedure in accordance with paragraph (b) of this section, and after that receives a later weather report in-dicating below-minimum conditions,

may continue the approach to DA/DH or MDA. Upon reaching DA/DH or at MDA, and at any time before the missed approach point, the pilot may continue the approach below DA/DH or MDA if either the requirements of §91.176 of this chapter, or the following requirements are met:

(1) The aircraft is continuously in a

position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and where that de-scent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

(2) The flight visibility is not less

than the visibility prescribed in the standard instrument approach proce-dure being used;

247 Federal Aviation Administration, DOT § 121.651

(3) Except for Category II or Cat-

egory III approaches where any nec-essary visual reference requirements are specified by authorization of the Administrator, at least one of the fol-lowing visual references for the in-tended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except

that the pilot may not descend below 100 feet above the touchdown zone ele-vation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold. (iii) The threshold markings. (iv) The threshold lights. (v) The runway end identifier lights. (vi) The visual approach slope indi-

cator.

(vii) The touchdown zone or touch-

down zone markings.

(viii) The touchdown zone lights. (ix) The runway or runway markings. (x) The runway lights; and (4) When the aircraft is on a straight-

in nonprecision approach procedure which incorporates a visual descent point, the aircraft has reached the vis-ual descent point, except where the air-craft is not equipped for or capable of establishing that point, or a descent to the runway cannot be made using nor-mal procedures or rates of descent if descent is delayed until reaching that point.

(d) A pilot may begin the final ap-

proach segment of an instrument ap-proach procedure other than a Cat-egory II or Category III procedure at an airport when the visibility is less than the visibility minimums pre-scribed for that procedure if the airport is served by an operative ILS and an operative PAR, and both are used by the pilot. However, no pilot may con-tinue an approach below the authorized DA/DH unless the requirements of §91.176 of this chapter, or the following requirements are met:

(1) The aircraft is continuously in a

position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers and where such a descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing; (2) The flight visibility is not less

than the visibility prescribed in the standard instrument approach proce-dure being used; and

(3) Except for Category II or Cat-

egory III approaches where any nec-essary visual reference requirements are specified by the authorization of the Administrator, at least one of the following visual references for the in-tended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except

(ii) The threshold. (iii) The threshold markings. (iv) The threshold lights. (v) The runway end identifier lights. (vi) The visual approach slope indi-

cator.

(vii) The touchdown zone or touch-

down zone markings.

(viii) The touchdown zone lights. (ix) The runway or runway markings. (x) The runway lights. (e) A pilot may begin the final ap-

proach segment of an instrument ap-proach procedure, or continue that ap-proach procedure, at an airport when the visibility is reported to be less than the visibility minimums prescribed for that procedure if the pilot uses an op-erable EFVS in accordance with §91.176 of this chapter and the certificate hold-er’s operations specifications for EFVS operations.

(f) For the purpose of this section,

the final approach segment begins at the final approach fix or facility pre-scribed in the instrument approach procedure. When a final approach fix is not prescribed for a procedure that in-cludes a procedure turn, the final ap-proach segment begins at the point where the procedure turn is completed and the aircraft is established inbound toward the airport on the final ap-proach course within the distance pre-scribed in the procedure.

(g) Unless otherwise authorized in

the certificate holder’s operations specifications, each pilot making an IFR takeoff, approach, or landing at a foreign airport shall comply with the

248 14 CFR Ch. I (1–1–25 Edition) § 121.652

applicable instrument approach proce-

dures and weather minimums pre-scribed by the authority having juris-diction over the airport.

[Docket 20060, 46 FR 2291, Jan. 8, 1981, as

amended by Amdt. 121–303, 69 FR 1641, Jan. 9, 2004; Amdt. 121–333, 72 FR 31682, June 7, 2007; Docket FAA–2013–0485, Amdt. 121–376, 81 FR 90175, Dec. 13, 2016]

§ 121.652 Landing weather minimums:

IFR: All certificate holders.

(a) If the pilot in command of an air-

plane has not served 100 hours as pilot in command in operations under this part in the type of airplane he is oper-ating, the MDA or DA/DH and visi-bility landing minimums in the certifi-cate holder’s operations specification for regular, provisional, or refueling airports are increased by 100 feet and one-half mile (or the RVR equivalent). The MDA or DA/DH and visibility minimums need not be increased above those applicable to the airport when used as an alternate airport, but in no event may the landing minimums be less than 300 and 1. However, a Pilot in command employed by a certificate holder conducting operations in large aircraft under part 135 of this chapter, may credit flight time acquired in op-erations conducted for that operator under part 91 in the same type airplane for up to 50 percent of the 100 hours of pilot in command experience required by this paragraph.

(b) The 100 hours of pilot in command

experience required by paragraph (a) of this section may be reduced (not to ex-ceed 50 percent) by substituting one landing in operations under this part in the type of airplane for 1 required hour of pilot in command experience, if the pilot has at least 100 hours as pilot in command of another type airplane in operations under this part.

sliding scale when authorized in the certificate holder’s operations speci-fications do not apply until the pilot in command subject to paragraph (a) of this section meets the requirements of that paragraph in the type of airplane he is operating.

[Docket 7594, 33 FR 10843, July 31, 1968, as

amended by Amdt. 121–143, 43 FR 22642, May 25, 1978; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996; Amdt. 121–333, 72 FR 31682, June 7, 2007] § 121.653 [Reserved]

§ 121.655 Applicability of reported

weather minimums.

In conducting operations under

§§121.649 through 121.653, the ceiling and visibility values in the main body of the latest weather report control for VFR and IFR takeoffs and landings and for instrument approach procedures on all runways of an airport. However, if the latest weather report, including an oral report from the control tower, contains a visibility value specified as runway visibility or runway visual range for a particular runway of an air-port, that specified value controls for VFR and IFR landings and takeoffs and straight-in instrument approaches for that runway.

§ 121.657 Flight altitude rules.

(a) General. Notwithstanding §91.119

or any rule applicable outside the United States, no person may operate an aircraft below the minimums set forth in paragraphs (b) and (c) of this section, except when necessary for takeoff or landing, or except when, after considering the character of the terrain, the quality and quantity of meteorological services, the naviga-tional facilities available, and other flight conditions, the Administrator prescribes other minimums for any route or part of a route where he finds that the safe conduct of the flight re-quires other altitudes. Outside of the United States the minimums pre-scribed in this section are controlling unless higher minimums are prescribed in the certificate holder’s operations specifications or by the foreign country over which the aircraft is operating.

(b) Day VFR operations. No certificate

holder conducting domestic operations may operate a passenger-carrying air-craft and no certificate holder con-ducting flag or supplemental oper-ations may operate any aircraft under VFR during the day at an altitude less than 1,000 feet above the surface or less than 1,000 feet from any mountain, hill, or other obstruction to flight.

operations. No person may operate an

aircraft under IFR including over-the-

249 Federal Aviation Administration, DOT § 121.667

top or at night under VFR at an alti-

tude less than 1,000 feet above the high-est obstacle within a horizontal dis-tance of five miles from the center of the intended course, or, in designated mountainous areas, less than 2,000 feet above the highest obstacle within a horizontal distance of five miles from the center of the intended course.

(d) Day over-the-top operations below

minimum en route altitudes. A person

may conduct day over-the-top oper-ations in an airplane at flight altitudes lower than the minimum en route IFR altitudes if—

(1) The operation is conducted at

least 1,000 feet above the top of lower broken or overcast cloud cover;

(2) The top of the lower cloud cover is

generally uniform and level;

(3) Flight visibility is at least five

miles; and

(4) The base of any higher broken or

overcast cloud cover is generally uni-

form and level and is at least 1,000 feet above the minimum en route IFR alti-tude for that route segment.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–144, 43 FR 22649, May 25, 1978; Amdt. 121–206, 54 FR 34331, Aug. 18, 1989; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996]

§ 121.659 Initial approach altitude: Do-

mestic and supplemental oper-ations.

(a) Except as provided in paragraph

(b) of this section, when making an ini-tial approach to a radio navigation fa-cility under IFR, no person may de-scend an aircraft below the pertinent minimum altitude for initial approach (as specified in the instrument ap-proach procedure for that facility) until his arrival over that facility has been definitely established.

(b) When making an initial approach

on a flight being conducted under §121.657(d), no pilot may commence an instrument approach until his arrival over the radio facility has definitely been established. In making an instru-ment approach under these cir-cumstances no person may descend an aircraft lower than 1,000 feet above the top of the lower cloud or the minimum altitude determined by the Adminis-trator for that part of the IFR ap-proach, whichever is lower. § 121.661 Initial approach altitude:

Flag operations.

When making an initial approach to

a radio navigation facility under IFR, no person may descend below the perti-nent minimum altitude for initial ap-proach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established.

§ 121.663 Responsibility for dispatch

release: Domestic and flag oper-ations.

Each certificate holder conducting

domestic or flag operations shall pre-pare a dispatch release for each flight between specified points, based on in-formation furnished by an authorized aircraft dispatcher. The pilot in com-mand and an authorized aircraft dis-patcher shall sign the release only if they both believe that the flight can be made with safety. The aircraft dis-patcher may delegate authority to sign a release for a particular flight, but he may not delegate his authority to dis-patch.

[Docket 28154, 61 FR 2615, Jan. 26, 1996]

§ 121.665 Load manifest.

Each certificate holder is responsible

for the preparation and accuracy of a load manifest form before each takeoff. The form must be prepared and signed for each flight by employees of the cer-tificate holder who have the duty of su-pervising the loading of aircraft and preparing the load manifest forms or by other qualified persons authorized by the certificate holder.

§ 121.667 Flight plan: VFR and IFR:

Supplemental operations.

(a) No person may take off an air-

craft unless the pilot in command has filed a flight plan, containing the ap-propriate information required by part 91, with the nearest FAA communica-tion station or appropriate military station or, when operating outside the United States, with other appropriate authority. However, if communications facilities are not readily available, the pilot in command shall file the flight plan as soon as practicable after the aircraft is airborne. A flight plan must

250 14 CFR Ch. I (1–1–25 Edition) § 121.681

continue in effect for all parts of the

flight.

(b) When flights are operated into

military airports, the arrival or com-pletion notice required by §§91.153 and 91.169 may be filed with the appropriate airport control tower or aeronautical communication facility used for that airport.

[Docket 6258, 29 FR 19222, Dec. 31, 1964, as

amended by Amdt. 121–206, 54 FR 34331, Aug. 18, 1989]

Subpart V—Records and Reports

SOURCE : Docket 6258, 29 FR 19226, Dec. 31,

1964, unless otherwise noted.

§ 121.681 Applicability.

This subpart prescribes requirements

for the preparation and maintenance of records and reports for all certificate holders.

§ 121.683 Crewmember and dispatcher

record.

(a) Each certificate holder shall—

(1) Maintain current records of each

crewmember and each aircraft dis-patcher (domestic and flag operations only) that show whether the crew-member or aircraft dispatcher complies with the applicable sections of this chapter, including, but not limited to, proficiency and route checks, airplane and route qualifications, training, any required physical examinations, flight, duty, and rest time records; and

(2) Record each action taken con-

cerning the release from employment or physical or professional disqualifica-tion of any flight crewmember or air-craft dispatcher (domestic and flag op-erations only) and keep the record for at least six months thereafter.

(b) Each certificate holder con-

ducting supplemental operations shall maintain the records required by para-graph (a) of this section at its principal base of operations, or at another loca-tion used by it and approved by the Ad-ministrator.

proved by the Administrator may be used in complying with the require-

ments of paragraph (a) of this section.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–144, 43 FR 22649, May 25, 1978; Amdt. 121–241, 59 FR 42993, Aug. 19, 1994; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996]

§ 121.685 Aircraft record: Domestic

and flag operations.

Each certificate holder conducting

domestic or flag operations shall main-tain a current list of each aircraft that it operates in scheduled air transpor-tation and shall send a copy of the record and each change to the respon-sible Flight Standards office. Airplanes of another certificate holder operated under an interchange agreement may be incorporated by reference.

[Docket 28154, 61 FR 2615, Jan. 26, 1996, as

amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9172, Mar. 5, 2018]

§ 121.687 Dispatch release: Flag and

domestic operations.

(a) The dispatch release may be in

any form but must contain at least the

following information concerning each flight:

(1) Identification number of the air-

craft.

(2) Trip number. (3) Departure airport, intermediate

stops, destination airports, and alter-nate airports.

(4) A statement of the type of oper-

ation (e.g., IFR, VFR).

(5) Minimum fuel supply. (6) For each flight dispatched as an

ETOPS flight, the ETOPS diversion time for which the flight is dispatched.

(b) The dispatch release must con-

tain, or have attached to it, weather reports, available weather forecasts, or a combination thereof, for the destina-tion airport, intermediate stops, and alternate airports, that are the latest available at the time the release is signed by the pilot in command and dispatcher. It may include any addi-tional available weather reports or forecasts that the pilot in command or the aircraft dispatcher considers nec-essary or desirable.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–329, 72 FR 1883, Jan. 16, 2007]

251 Federal Aviation Administration, DOT § 121.695

§ 121.689 Flight release form: Supple-

mental operations.

(a) Except as provided in paragraph

(c) of this section, the flight release may be in any form but must contain at least the following information con-cerning each flight:

(1) Company or organization name. (2) Make, model, and registration

number of the aircraft being used.

(3) Flight or trip number, and date of

flight.

(4) Name of each flight crewmember,

flight attendant, and pilot designated as pilot in command.

(5) Departure airport, destination air-

ports, alternate airports, and route.

(6) Minimum fuel supply (in gallons

or pounds).

(7) A statement of the type of oper-

ation (e.g., IFR, VFR).

(8) For each flight released as an

ETOPS flight, the ETOPS diversion time for which the flight is released.

(b) The aircraft flight release must

contain, or have attached to it, weath-er reports, available weather forecasts, or a combination thereof, for the des-tination airport, and alternate air-ports, that are the latest available at the time the release is signed. It may include any additional available weath-er reports or forecasts that the pilot in command considers necessary or desir-able.

ducting domestic or flag operations under the rules of this part applicable to supplemental operations shall com-ply with the dispatch or flight release forms required for scheduled operations under this subpart.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–253, 61 FR 2615, Jan. 26, 1996; Amdt. 121–329, 72 FR 1883, Jan. 16,

2007]

§ 121.691 [Reserved]

§ 121.693 Load manifest: All certificate

holders.

The load manifest must contain the

following information concerning the loading of the airplane at takeoff time:

(a) The weight of the aircraft, fuel

and oil, cargo and baggage, passengers and crewmembers. (b) The maximum allowable weight

for that flight that must not exceed the least of the following weights:

(1) Maximum allowable takeoff

weight for the runway intended to be used (including corrections for altitude and gradient, and wind and tempera-ture conditions existing at the takeoff time).

(2) Maximum takeoff weight consid-

ering anticipated fuel and oil consump-tion that allows compliance with appli-cable en route performance limita-tions.

(3) Maximum takeoff weight consid-

ering anticipated fuel and oil consump-tion that allows compliance with the maximum authorized design landing weight limitations on arrival at the destination airport.

(4) Maximum takeoff weight consid-

ering anticipated fuel and oil consump-tion that allows compliance with land-ing distance limitations on arrival at the destination and alternate airports.

approved procedures.

(d) Evidence that the aircraft is load-

ed according to an approved schedule that insures that the center of gravity is within approved limits.

(e) Names of passengers, unless such

information is maintained by other means by the certificate holder.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–159, 45 FR 41595, June 19, 1980; Amdt. 121–253, 61 FR 2615, Jan. 26, 1996]

§ 121.695 Disposition of load manifest,

dispatch release, and flight plans: Domestic and flag operations.

(a) The pilot in command of an air-

plane shall carry in the airplane to its destination—

(1) A copy of the completed load

manifest (or information from it, ex-cept information concerning cargo and passenger distribution);

(2) A copy of the dispatch release;

and

(3) A copy of the flight plan. (b) The certificate holder shall keep

copies of the records required in this section for at least three months.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–178, 47 FR 13316, Mar. 29, 1982; Amdt. 121–253, 61 FR 2616, Jan. 26, 1996]

252 14 CFR Ch. I (1–1–25 Edition) § 121.697

§ 121.697 Disposition of load manifest,

flight release, and flight plans: Sup-plemental operations.

(a) The pilot in command of an air-

plane shall carry in the airplane to its destination the original or a signed copy of the—

(1) Load manifest; (2) Flight release; (3) Airworthiness release; (4) Pilot route certification; and (5) Flight plan. (b) If a flight originates at the cer-

tificate holder’s principal base of oper-ations, it shall retain at that base a signed copy of each document listed in paragraph (a) of this section.

(d) of this section, if a flight originates at a place other than the certificate holder’s principal base of operations, the pilot in command (or another per-son not aboard the airplane who is au-thorized by the certificate holder) shall, before or immediately after de-parture of the flight, mail signed cop-ies of the documents listed in para-graph (a) of this section, to the prin-cipal base of operations.

(d) If a flight originates at a place

other than the certificate holder’s prin-cipal base of operations, and there is at that place a person to manage the flight departure for the certificate holder who does not himself or herself

depart on the airplane, signed copies of the documents listed in paragraph (a) of this section may be retained at that place for not more than 30 days before being sent to the certificate holder’s principal base of operations. However, the documents for a particular flight need not be further retained at that place or be sent to the principal base of operations, if the originals or other copies of them have been previously re-turned to the principal base of oper-ations.

(e) The certificate holder conducting

supplemental operations shall:

(1) Identify in its operations manual

the person having custody of the copies of documents retained in accordance with paragraph (d) of this section; and

(2) Retain at its principal base of op-

erations either an original or a copy of the records required by this section for

at least three months.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–123, 40 FR 44541, Sept. 29, 1975; Amdt. 121–143, 43 FR 22642, May 25, 1978; Amdt. 121–178, 47 FR 13316, Mar. 29, 1982; Amdt. 121–253, 61 FR 2616, Jan. 26, 1996]

§§ 121.698–121.699 [Reserved]

§ 121.701 Maintenance log: Aircraft.

(a) Each person who takes action in

the case of a reported or observed fail-ure or malfunction of an airframe, en-gine, propeller, or appliance that is critical to the safety of flight shall make, or have made, a record of that action in the airplane’s maintenance log.

(b) Each certificate holder shall have

an approved procedure for keeping ade-quate copies of the record required in paragraph (a) of this section in the air-

plane in a place readily accessible to each flight crewmember and shall put that procedure in the certificate hold-er’s manual.

§ 121.703 Service difficulty reports.

(a) Each certificate holder shall re-

port the occurrence or detection of each failure, malfunction, or defect concerning—

(1) Fires during flight and whether

the related fire-warning system func-tioned properly;

(2) Fires during flight not protected

by a related fire-warning system;

(3) False fire warning during flight; (4) An engine exhaust system that

causes damage during flight to the en-gine, adjacent structure, equipment, or components;

(5) An aircraft component that

causes accumulation or circulation of smoke, vapor, or toxic or noxious fumes in the crew compartment or pas-senger cabin during flight;

(6) Engine shutdown during flight be-

cause of flameout;

(7) Engine shutdown during flight

when external damage to the engine or airplane structure occurs;

(8) Engine shutdown during flight due

to foreign object ingestion or icing;

(9) Engine shutdown during flight of

more than one engine;

253 Federal Aviation Administration, DOT § 121.703

(10) A propeller feathering system or

ability of the system to control over-speed during flight;

(11) A fuel or fuel-dumping system

that affects fuel flow or causes haz-ardous leakage during flight;

(12) An unwanted landing gear exten-

sion or retraction, or an unwanted opening or closing of landing gear doors during flight;

(13) Brake system components that

result in loss of brake actuating force when the airplane is in motion on the ground;

(14) Aircraft structure that requires

major repair;

(15) Cracks, permanent deformation,

or corrosion of aircraft structures, if more than the maximum acceptable to the manufacturer or the FAA;

(16) Aircraft components or systems

that result in taking emergency ac-tions during flight (except action to shut down an engine); and

(17) Emergency evacuation systems

or components including all exit doors, passenger emergency evacuation light-ing systems, or evacuation equipment that are found defective, or that fail to perform the intended functions during an actual emergency or during train-ing, testing, maintenance, demonstra-tions, or inadvertent deployments.

(b) For the purpose of this section

during flight means the period from the

moment the aircraft leaves the surface of the earth on takeoff until it touches down on landing.

by paragraph (a) of this section, each certificate holder shall report any other failure, malfunction, or defect in an aircraft that occurs or is detected at any time if, in its opinion, that failure, malfunction, or defect has endangered or may endanger the safe operation of an aircraft used by it.

(d) Each certificate holder shall sub-

mit each report required by this sec-tion, covering each 24-hour period be-ginning at 0900 local time of each day and ending at 0900 local time on the next day, to the FAA offices in Okla-homa City, Oklahoma. Each report of occurrences during a 24-hour period shall be submitted to the collection point within the next 96 hours. How-ever, a report due on Saturday or Sun-day may be submitted on the following Monday, and a report due on a holiday

may be submitted on the next work day.

(e) The certificate holder shall sub-

mit the reports required by this section on a form or in another format accept-able to the Administrator. The reports shall include the following informa-tion:

(1) Type and identification number of

the aircraft.

(2) The name of the operator. (3) The date, flight number, and stage

during which the incident occurred (e.g., preflight, takeoff, climb, cruise, descent landing, and inspection).

(4) The emergency procedure effected

(e.g., unscheduled landing and emer-gency descent).

(5) The nature of the failure, mal-

function, or defect.

(6) Identification of the part and sys-

tem involved, including available infor-mation pertaining to type designation of the major component and time since overhaul.

(7) Apparent cause of the failure,

malfunction, or defect (e.g., wear, crack, design deficiency, or personnel error).

(8) Whether the part was repaired, re-

placed, sent to the manufacturer, or other action taken.

(9) Whether the aircraft was ground-

ed.

(10) Other pertinent information nec-

essary for more complete identifica-tion, determination of seriousness, or corrective action.

(f) A certificate holder that is also

the holder of a Type Certificate (in-cluding a Supplemental Type Certifi-cate), a Parts Manufacturer Approval, or a Technical Standard Order Author-ization, or that is the licensee of a type certificate holder, need not report a failure, malfunction, or defect under this section if the failure, malfunction, or defect has been reported by it under §21.3 of this chapter or under the acci-dent reporting provisions of 49 CFR part 830.

(g) No person may withhold a report

required by this section even though all information required in this section is not available.

(h) When certificate holder gets addi-

tional information, including informa-tion from the manufacturer or other

254 14 CFR Ch. I (1–1–25 Edition) § 121.705

agency, concerning a report required

by this section, it shall expeditiously submit it as a supplement to the first report and reference the date and place of submission of the first report.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Docket 8084, 32 FR 5770, Apr. 11, 1967; Amdt. 121–72, 35 FR 18188, Nov. 28, 1970; Amdt. 121–143, 43 FR 22642, May 25, 1978; Amdt. 121–178, 47 FR 13316, Mar. 29, 1982; Amdt. 121–187, 50 FR 32375, Aug. 9, 1985; Amdt. 121–195, 53 FR 8728, Mar. 16, 1988; Amdt. 121–251, 60 FR 65936, Dec. 20, 1995; Amdt. 121–319, 70 FR 76979, Dec. 29, 2005; Amdt. 121–387, 87 FR 75846, Dec. 9, 2022]

§ 121.705 Mechanical interruption

summary report.

Each certificate holder shall submit

to the Administrator, before the end of the 10th day of the following month, a summary report for the previous month of:

(a) Each interruption to a flight, un-

scheduled change of aircraft en route, or unscheduled stop or diversion from a route, caused by known or suspected mechanical difficulties or malfunctions that are not required to be reported under §121.703.

(b) The number of engines removed

prematurely because of malfunction, failure or defect, listed by make and model and the aircraft type in which it was installed.

featherings in flight, listed by type of propeller and engine and aircraft on

which it was installed. Propeller featherings for training, demonstra-tion, or flight check purposes need not be reported.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–10, 30 FR 10025, Aug. 12, 1965; Amdt. 121–319, 70 FR 76979, Dec. 29, 2005]

§ 121.707 Alteration and repair re-

ports.

(a) Each certificate holder shall,

promptly upon its completion, prepare a report of each major alteration or major repair of an airframe, aircraft engine, propeller, or appliance of an aircraft operated by it.

(b) The certificate holder shall sub-

mit a copy of each report of a major al-teration to, and shall keep a copy of each report of a major repair available for inspection by, the representative of the Administrator who is assigned to

it.

§ 121.709 Airworthiness release or air-

craft log entry.

(a) No certificate holder may operate

an aircraft after maintenance, preven-tive maintenance or alterations are performed on the aircraft unless the certificate holder, or the person with whom the certificate holder arranges for the performance of the mainte-nance, preventive maintenance, or al-terations, prepares or causes to be pre-pared—

(1) An airworthiness release; or (2) An appropriate entry in the air-

craft log.

(b) The airworthiness release or log

entry required by paragraph (a) of this section must—

(1) Be prepared in accordance with

the procedures set forth in the certifi-cate holder’s manual;

(2) Include a certification that— (i) The work was performed in ac-

cordance with the requirements of the certificate holder’s manual;

(ii) All items required to be inspected

were inspected by an authorized person who determined that the work was sat-isfactorily completed;

(iii) No known condition exists that

would make the airplane unairworthy; and

(iv) So far as the work performed is

concerned, the aircraft is in condition for safe operation; and

(3) Be signed by an authorized certifi-

cated mechanic or repairman except that a certificated repairman may sign the release or entry only for the work for which he is employed and certifi-cated.

of this section, after maintenance, pre-ventive maintenance, or alterations performed by a repair station that is located outside the United States, the airworthiness release or log entry re-quired by paragraph (a) of this section may be signed by a person authorized by that repair station.

(d) When an airworthiness release

form is prepared the certificate holder must give a copy to the pilot in com-mand and must keep a record thereof for at least 2 months.

255 Federal Aviation Administration, DOT § 121.721

(e) Instead of restating each of the

conditions of the certification required by paragraph (b) of this section, the air carrier may state in its manual that the signature of an authorized certifi-cated mechanic or repairman con-stitutes that certification.

[Docket 6258, 29 FR 19226, Dec. 31, 1964, as

amended by Amdt. 121–6, 30 FR 6432, May 8, 1965; Amdt. 121–21, 31 FR 10613, Aug. 9, 1966; Amdt. 121–286, 66 FR 41116, Aug. 6, 2001]

§ 121.711 Communication records: Do-

mestic and flag operations.

(a) Each certificate holder con-

ducting domestic or flag operations must record each en route communica-tion between the certificate holder and its pilots using a communication sys-tem as required by §121.99 of this part.

(b) For purposes of this section the

term en route means from the time the aircraft pushes back from the depart-ing gate until the time the aircraft reaches the arrival gate at its destina-tion.

(a) of this section must contain at least the following information:

(1) The date and time of the contact; (2) The flight number; (3) Aircraft registration number; (4) Approximate position of the air-

craft during the contact;

(5) Call sign; and (6) Narrative of the contact. (d) The record required in paragraph

(a) of this section must be kept for at least 30 days.

[Docket FAA–2008–0677, 78 FR 67841, Nov. 12,

2013]

§ 121.713 Retention of contracts and

amendments: Commercial operators who conduct intrastate operations for compensation or hire.

(a) Each commercial operator who

conducts intrastate operations for compensation or hire shall keep a copy of each written contract under which it provides services as a commercial oper-ator for a period of at least 1 year after the date of execution of the contract. In the case of an oral contract, it shall keep a memorandum stating its ele-ments, and of any amendments to it, for a period of at least one year after the execution of that contract or change. (b) Each commercial operator who

conducts intrastate operations for compensation or hire shall submit a fi-nancial report for the first 6 months of each fiscal year and another financial report for each complete fiscal year. If that person’s operating certificate is

suspended for more than 29 days, that person shall submit a financial report as of the last day of the month in which the suspension is terminated. The report required to be submitted by this section shall be submitted within 60 days of the last day of the period covered by the report and must in-clude—

(1) A balance sheet that shows assets,

liabilities, and net worth on the last day of the reporting period;

(2) The information required by

§119.36 (e)(2), (e)(7), and (e)(8) of this chapter;

(3) An itemization of claims in litiga-

tion against the applicant, if any, as of the last day of the period covered by the report;

(4) A profit and loss statement with

the separation of items relating to the applicant’s commercial operator ac-tivities from his other business activi-ties, if any; and

(5) A list of each contract that gave

rise to operating income on the profit and loss statement, including the names and addresses of the contracting parties and the nature, scope, date, and duration of each contract.

[Docket 28154, 60 FR 65936, Dec. 20, 1995, as

amended by Amdt. 121–262, 62 FR 13257, Mar. 19, 1997]

Subpart W—Crewmember

Certificate: International

§ 121.721 Applicability.

This section describes the certifi-

cates that were issued to United States citizens who were employed by air car-riers at the time of issuance as flight crewmembers on United States reg-istered aircraft engaged in inter-national air commerce. The purpose of the certificate is to facilitate the entry and clearance of those crewmembers into ICAO contracting states. They were issued under Annex 9, as amended,

256 14 CFR Ch. I (1–1–25 Edition) § 121.723

to the Convention on International

Civil Aviation.

[Docket 28154, 61 FR 30435, June 14, 1996]

§ 121.723 Surrender of international

crewmember certificate.

The holder of a certificate issued

under this section, or the air carrier by whom the holder is employed, shall surrender the certificate for cancella-tion at the responsible Flight Stand-ards office at the termination of the holder’s employment with that air car-rier.

[Docket 28154, 61 FR 30435, June 14, 1996, as

amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

Subpart X—Emergency Medical

Equipment and Training

SOURCE : Docket FAA–2000–7119, 66 FR 19044,

Apr. 12, 2001, unless otherwise noted.

§ 121.801 Applicability.

This subpart prescribes the emer-

gency medical equipment and training requirements applicable to all certifi-cate holders operating passenger-car-rying airplanes under this part. Noth-ing in this subpart is intended to re-quire certificate holders or its agents

to provide emergency medical care or to establish a standard of care for the provision of emergency medical care.

§ 121.803 Emergency medical equip-

ment.

(a) No person may operate a pas-

senger-carrying airplane under this part unless it is equipped with the emergency medical equipment listed in this section.

(b) Each equipment item listed in

this section—

(1) Must be inspected regularly in ac-

(2) Must be readily accessible to the

crew and, with regard to equipment lo-cated in the passenger compartment, to passengers; (3) Must be clearly identified and

clearly marked to indicate its method of operation; and

(4) When carried in a compartment or

container, must be carried in a com-partment or container marked as to contents and the compartment or con-tainer, or the item itself, must be marked as to date of last inspection.

events, or minor accidents that might occur during flight time each airplane must have the following equipment that meets the specifications and re-quirements of appendix A of this part:

(1) Approved first-aid kits. (2) In airplanes for which a flight at-

tendant is required, an approved emer-gency medical kit.

(3) In airplanes for which a flight at-

tendant is required, an approved emer-gency medical kit as modified effective April 12, 2004.

(4) In airplanes for which a flight at-

tendant is required and with a max-imum payload capacity of more than 7,500 pounds, an approved automated external defibrillator as of April 12, 2004.

§ 121.805 Crewmember training for in-

flight medical events.

(a) Each training program must pro-

vide the instruction set forth in this section with respect to each airplane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar as appro-priate for each crewmember and the certificate holder.

(b) Training must provide the fol-

lowing:

(1) Instruction in emergency medical

event procedures, including coordina-tion among crewmembers.

(2) Instruction in the location, func-

tion, and intended operation of emer-gency medical equipment.

(3) Instruction to familiarize crew-

members with the content of the emer-gency medical kit.

(4) Instruction to familiarize crew-

members with the content of the emer-gency medical kit as modified on April 12, 2004.

(5) For each flight attendant— (i) Instruction, to include perform-

ance drills, in the proper use of auto-mated external defibrillators.

257 Federal Aviation Administration, DOT § 121.905

(ii) Instruction, to include perform-

ance drills, in cardiopulmonary resus-citation.

(iii) Recurrent training, to include

performance drills, in the proper use of an automated external defibrillators and in cardiopulmonary resuscitation at least once every 24 months.

formance drills, and recurrent training required under this section are not re-quired to be equivalent to the expert level of proficiency attained by profes-sional emergency medical personnel.

Subpart Y—Advanced

Qualification Program

SOURCE : Docket FAA–2005–20750, 70 FR

54815, Sept. 16, 2005, unless otherwise noted.

§ 121.901 Purpose and eligibility.

(a) Contrary provisions of parts 61, 63,

65, 121, 135, and 142 of this chapter not-withstanding, this subpart provides for approval of an alternative method (known as ‘‘Advanced Qualification Program’’ or ‘‘AQP’’) for qualifying, training, certifying, and otherwise en-suring competency of crewmembers, aircraft dispatchers, other operations personnel, instructors, and evaluators who are required to be trained under parts 121 and 135 of this chapter.

(b) A certificate holder is eligible

under this subpart if the certificate holder is required or elects to have an approved training program under §§121.401, 135.3(c), or 135.341 of this chapter.

proval of each proposed curriculum

under this AQP as specified in §121.909.

§ 121.903 General requirements for Ad-

vanced Qualification Programs.

(a) A curriculum approved under an

AQP may include elements of existing training programs under part 121 and part 135 of this chapter. Each cur-riculum must specify the make, model, series or variant of aircraft and each crewmember position or other posi-tions to be covered by that curriculum. Positions to be covered by the AQP must include all flight crewmember po-sitions, flight instructors, and eval-uators and may include other posi-tions, such as flight attendants, air-craft dispatchers, and other operations

personnel.

(b) Each certificate holder that ob-

tains approval of an AQP under this subpart must comply with all the re-quirements of the AQP and this sub-part instead of the corresponding pro-visions of parts 61, 63, 65, 121, or 135 of this chapter. However, each applicable requirement of parts 61, 63, 65, 121, or 135 of this chapter, including but not limited to practical test requirements, that is not specifically addressed in the AQP continues to apply to the certifi-cate holder and to the individuals being trained and qualified by the cer-tificate holder. No person may be trained under an AQP unless that AQP has been approved by the FAA and the person complies with all the require-ments of the AQP and this subpart.

ducts its training program under this subpart may use any person nor may any person serve in any duty position as a required crewmember, an aircraft dispatcher, an instructor, or an eval-uator, unless that person has satisfac-torily accomplished, in a training pro-gram approved under this subpart for the certificate holder, the training and evaluation of proficiency required by the AQP for that type airplane and duty position.

(d) All documentation and data re-

quired under this subpart must be sub-mitted in a form and manner accept-able to the FAA.

(e) Any training or evaluation re-

quired under an AQP that is satisfac-torily completed in the calendar month before or the calendar month after the calendar month in which it is due is considered to have been completed in the calendar month it was due.

§ 121.905 Confidential commercial in-

formation.

(a) Each certificate holder that

claims that AQP information or data it

is submitting to the FAA is entitled to confidential treatment under 5 U.S.C. 552(b)(4) because it constitutes con-fidential commercial information as described in 5 U.S.C. 552(b)(4), and should be withheld from public disclo-sure, must include its request for con-fidentiality with each submission.

258 14 CFR Ch. I (1–1–25 Edition) § 121.907

(b) When requesting confidentiality

for submitted information or data, the certificate holder must:

(1) If the information or data is

transmitted electronically, embed the claim of confidentiality within the electronic record so the portions claimed to be confidential are readily apparent when received and reviewed.

(2) If the information or data is sub-

mitted in paper format, place the word ‘‘CONFIDENTIAL’’ on the top of each page containing information or data claimed to be confidential.

(3) Justify the basis for a claim of

confidentiality under 5 U.S.C. 552(b)(4).

§ 121.907 Definitions.

The following definitions apply to

this subpart:

Crew Resource Management (CRM)

means the effective use of all the re-sources available to crewmembers, in-cluding each other, to achieve a safe and efficient flight.

Curriculum outline means a listing of

each segment, module, lesson, and les-son element in a curriculum, or an equivalent listing acceptable to the FAA.

Evaluation of proficiency means a Line

Operational Evaluation (LOE) or an equivalent evaluation under an AQP acceptable to the FAA.

Evaluator means a person who as-

sesses or judges the performance of crewmembers, instructors, other eval-uators, aircraft dispatchers, or other operations personnel.

First Look means the assessment of

performance to determine proficiency on designated flight tasks before any briefing, training, or practice on those tasks is given in the training session for a continuing qualification cur-riculum. First Look is conducted dur-ing an AQP continuing qualification cycle to determine trends of degraded proficiency, if any, due in part to the length of the interval between training sessions.

Instructional systems development

means a systematic methodology for developing or modifying qualification standards and associated curriculum content based on a documented anal-ysis of the job tasks, skills, and knowl-edge required for job proficiency. Job task listing means a listing of all

tasks, subtasks, knowledge, and skills required for accomplishing the oper-

ational job.

Line Operational Evaluation (LOE)

means a simulated line environment, the scenario content of which is de-signed to test integrating technical and CRM skills.

Line Operational Simulation (LOS)

means a training or evaluation session, as applicable, that is conducted in a simulated line environment using equipment qualified and approved for its intended purpose in an AQP.

Planned hours means the estimated

amount of time (as specified in a cur-riculum outline) that it takes a typical student to complete a segment of in-struction (to include all instruction, demonstration, practice, and evalua-tion, as appropriate, to reach pro-ficiency).

Qualification standard means a state-

ment of a minimum required perform-ance, applicable parameters, criteria, applicable flight conditions, evaluation strategy, evaluation media, and appli-cable document references.

Qualification standards document

means a single document containing all the qualification standards for an AQP together with a prologue that pro-vides a detailed description of all fac-ets of the evaluation process.

Special tracking means assigning a

person to an augmented schedule of training, checking, or both.

Training session means a contiguously

scheduled period devoted to training activities at a facility approved by the FAA for that purpose.

Variant means a specifically config-

ured aircraft for which the FAA has identified training and qualifications that are significantly different from those applicable to other aircraft of the same make, model, and series.

§ 121.909 Approval of Advanced Quali-

fication Program.

(a) Approval process. Application for

approval of an AQP curriculum under this subpart is made to the responsible Flight Standards office.

(b) Approval criteria. Each AQP must

have separate curriculums for indoc-trination, qualification, and continuing

259 Federal Aviation Administration, DOT § 121.911

qualification (including upgrade, tran-

sition, and requalification), as specified in §§121.911, 121.913, and 121.915. All AQP curriculums must be based on an instructional systems development methodology. This methodology must incorporate a thorough analysis of the certificate holder’s operations, air-craft, line environment and job func-tions. All AQP qualification and con-tinuing qualification curriculums must integrate the training and evaluation of CRM and technical skills and knowl-edge. An application for approval of an AQP curriculum may be approved if the program meets the following re-quirements:

(1) The program must meet all the re-

quirements of this subpart.

(2) Each indoctrination, qualifica-

tion, and continuing qualification AQP, and derivatives must include the following documentation:

(i) Initial application for AQP. (ii) Initial job task listing. (iii) Instructional systems develop-

ment methodology.

(iv) Qualification standards docu-

ment.

(v) Curriculum outline. (vi) Implementation and operations

plan.

(3) Subject to approval by the FAA,

certificate holders may elect, where appropriate, to consolidate informa-tion about multiple programs within any of the documents referenced in paragraph (b)(2) of this section.

(4) The Qualification Standards Doc-

ument must indicate specifically the requirements of the parts 61, 63, 65, 121, or 135 of this chapter, as applicable, that would be replaced by an AQP cur-riculum. If a practical test require-ment of parts 61, 63, 65, 121, or 135 of this chapter is replaced by an AQP cur-riculum, the certificate holder must es-tablish an initial justification and a continuing process approved by the FAA to show how the AQP curriculum provides an equivalent level of safety for each requirement that is to be re-placed.

certificate holder that applies for one or more advanced qualification cur-riculums must include as part of its ap-plication a proposed transition plan (containing a calendar of events) for moving from its present approved

training to the advanced qualification program training.

(d) Advanced Qualification Program re-

visions or rescissions of approval. If after

a certificate holder begins training and qualification under an AQP, the FAA finds the certificate holder is not meet-ing the provisions of its approved AQP, the FAA may require the certificate holder, pursuant to §121.405(e), to make revisions. Or if otherwise warranted, the FAA may withdraw AQP approval and require the certificate holder to submit and obtain approval for a plan (containing a schedule of events) that the certificate holder must comply with and use to transition to an ap-

proved training program under subpart N of this part or under subpart H of part 135 of this chapter, as appropriate. The certificate holder may also volun-tarily submit and obtain approval for a plan (containing a schedule of events) to transition to an approved training program under subpart N of this part or under subpart H of part 135 of this chapter, as appropriate.

(e) Approval by the FAA. Final ap-

proval of an AQP by the FAA indicates the FAA has accepted the justification provided under paragraph (b)(4) of this section and the applicant’s initial jus-tification and continuing process es-tablish an equivalent level of safety for each requirement of parts 61, 63, 65, 121, and 135 of this chapter that is being re-placed.

[Docket FAA–2005–20750, 70 FR 54815, Sept. 16,

2005, as amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018; Dock-et FAA–2022–1355, Amdt. 121–387, 87 FR 75846, Dec. 9, 2022]

§ 121.911 Indoctrination curriculum.

Each indoctrination curriculum must

include the following:

(a) For newly hired persons being

trained under an AQP: The certificate holder’s policies and operating prac-tices and general operational knowl-edge.

(b) For newly hired crewmembers and

aircraft dispatchers: General aero-nautical knowledge appropriate to the duty position.

principles of the teaching and learning

260 14 CFR Ch. I (1–1–25 Edition) § 121.913

process; methods and theories of in-

struction; and the knowledge necessary to use aircraft, flight training devices, flight simulators, and other training equipment in advanced qualification curriculums, as appropriate.

(d) For evaluators: General evalua-

tion requirements of the AQP; methods of evaluating crewmembers and air-craft dispatchers and other operations personnel, as appropriate, and policies and practices used to conduct the kinds of evaluations particular to an AQP (e.g., LOE).

§ 121.913 Qualification curriculum.

Each qualification curriculum must

contain training, evaluation, and cer-tification activities, as applicable for specific positions subject to the AQP, as follows:

(a) The certificate holder’s planned

hours of training, evaluation, and su-pervised operating experience.

(b) For crewmembers, aircraft dis-

patchers, and other operations per-sonnel, the following:

(1) Training, evaluation, and certifi-

cation activities that are aircraft- and equipment-specific to qualify a person for a particular duty position on, or du-ties related to the operation of, a spe-cific make, model, series, or variant aircraft.

(2) A list of and text describing the

knowledge requirements, subject mate-rials, job skills, and qualification standards of each proficiency objective to be trained and evaluated.

(3) The requirements of the certifi-

cate holder’s approved AQP program that are in addition to or in place of, the requirements of parts 61, 63, 65, 121 or 135 of this chapter, including any ap-plicable practical test requirements.

(4) A list of and text describing oper-

ating experience, evaluation/remedi-ation strategies, provisions for special tracking, and how recency of experi-ence requirements will be accom-plished.

operating experience and line check.

(d) For instructors, the following as

appropriate:

(1) Training and evaluation activities

to qualify a person to conduct instruc-tion on how to operate, or on how to ensure the safe operation of a par-ticular make, model, and series air-

craft (or variant).

(2) A list of and text describing the

knowledge requirements, subject mate-rials, job skills, and qualification standards of each procedure and pro-ficiency objective to be trained and evaluated.

(3) A list of and text describing eval-

uation/remediation strategies, stand-ardization policies and recency require-ments.

(e) For evaluators: The requirements

of paragraph (d)(1) of this section plus the following, as appropriate:

(1) Training and evaluation activities

that are aircraft and equipment spe-cific to qualify a person to assess the performance of persons who operate or who ensure the safe operation of, a par-ticular make, model, and series air-

craft (or variant).

(2) A list of and text describing the

knowledge requirements, subject mate-rials, job skills, and qualification standards of each procedure and pro-ficiency objective to be trained and evaluated.

(3) A list of and text describing eval-

uation/remediation strategies, stand-ardization policies and recency require-ments.

§ 121.915 Continuing qualification cur-

riculum.

Each continuing qualification cur-

riculum must contain training and evaluation activities, as applicable for specific positions subject to the AQP, as follows:

(a) Continuing qualification cycle. A

continuing qualification cycle that en-sures that during each cycle each per-son qualified under an AQP, including instructors and evaluators, will receive a mix that will ensure training and evaluation on all events and subjects necessary to ensure that each person maintains proficiency in knowledge, technical skills, and cognitive skills required for initial qualification in ac-cordance with the approved continuing qualification AQP, evaluation/remedi-ation strategies, and provisions for spe-cial tracking. Each continuing quali-fication cycle must include at least the following:

261 Federal Aviation Administration, DOT § 121.915

(1) Evaluation period. Initially the

continuing qualification cycle is com-prised of two or more evaluation peri-ods of equal duration. Each person qualified under an AQP must receive ground training and flight training, as appropriate, and an evaluation of pro-ficiency during each evaluation period at a training facility. The number and frequency of training sessions must be approved by the FAA.

(2) Training. Continuing qualification

must include training in all tasks, pro-cedures and subjects required in ac-cordance with the approved program documentation, as follows:

(i) For pilots in command, seconds in

command, and flight engineers, First Look in accordance with the certifi-cate holder’s FAA-approved program documentation.

(ii) For pilots in command, seconds

in command, flight engineers, flight at-tendants, instructors and evaluators: Ground training including a general re-view of knowledge and skills covered in qualification training, updated infor-mation on newly developed procedures, and safety information.

(iii) For crewmembers, instructors,

evaluators, and other operational per-sonnel who conduct their duties in flight: Proficiency training in an air-craft, flight training device, flight sim-ulator, or other equipment, as appro-priate, on normal, abnormal, and emer-gency flight procedures and maneuvers.

(iv) For dispatchers and other oper-

ational personnel who do not conduct their duties in flight: ground training including a general review of knowl-edge and skills covered in qualification training, updated information on newly developed procedures, safety related in-formation, and, if applicable, a line ob-servation program.

(v) For instructors and evaluators:

Proficiency training in the type flight training device or the type flight simu-lator, as appropriate, regarding train-ing equipment operation. For instruc-tors and evaluators who are limited to conducting their duties in flight sim-ulators or flight training devices: Training in operational flight proce-dures and maneuvers (normal, abnor-mal, and emergency).

(b) Evaluation of performance. Con-

tinuing qualification must include evaluation of performance on a sample

of those events and major subjects identified as diagnostic of competence and approved for that purpose by the FAA. The following evaluation require-ments apply:

(1) Evaluation of proficiency as fol-

lows:

(i) For pilots in command, seconds in

command, and flight engineers: An evaluation of proficiency, portions of which may be conducted in an aircraft, flight simulator, or flight training de-vice as approved in the certificate holder’s curriculum that must be com-pleted during each evaluation period.

(ii) For any other persons covered by

an AQP, a means to evaluate their pro-ficiency in the performance of their du-ties in their assigned tasks in an oper-ational setting.

(2) Line checks as follows: (i) Except as provided in paragraph

(b)(2)(ii) of this section, for pilots in command: A line check conducted in an aircraft during actual flight oper-ations under part 121 or part 135 of this chapter or during operationally (line) oriented flights, such as ferry flights or proving flights. A line check must be completed in the calendar month at the midpoint of the evaluation period.

(ii) With the FAA’s approval, a no-

notice line check strategy may be used in lieu of the line check required by paragraph (b)(2)(i) of this section. The certificate holder who elects to exer-cise this option must ensure the ‘‘no- notice’’ line checks are administered so the flight crewmembers are not noti-fied before the evaluation. In addition, the AQP certificate holder must ensure that each pilot in command receives at least one ‘‘no-notice’’ line check every 24 months. As a minimum, the number of ‘‘no-notice’’ line checks adminis-tered each calendar year must equal at least 50% of the certificate holder’s pilot-in-command workforce in accord-ance with a strategy approved by the FAA for that purpose. In addition, the line checks to be conducted under this paragraph must be conducted over all geographic areas flown by the certifi-cate holder in accordance with a sam-pling methodology approved by the FAA for that purpose.

(iii) During the line checks required

under paragraph (b)(2)(i) and (ii) of this

262 14 CFR Ch. I (1–1–25 Edition) § 121.917

section, each person performing duties

as a pilot in command, second in com-mand, or flight engineer for that flight must be individually evaluated to de-termine whether the person remains

adequately trained and currently pro-ficient with respect to the particular aircraft, crew position, and type of op-eration in which he or she serves; and the person has sufficient knowledge and skills to operate effectively as part of a crew. The evaluator must be a check pilot, check flight engineer, an APD, or an FAA inspector and must hold the certificates and ratings re-quired of the pilot in command.

command, seconds in command, flight engineers, aircraft dispatchers, instruc-tors, evaluators, and flight attendants, approved recency of experience require-ments appropriate to the duty position.

(d) Duration of cycles and periods. Ini-

tially, the continuing qualification cycle approved for an AQP must not exceed 24 calendar months in duration, and must include two or more evalua-tion periods of equal duration. After that, upon demonstration by a certifi-cate holder that an extension is war-ranted, the FAA may approve an exten-sion of the continuing qualification cycle to a maximum of 36 calendar months in duration.

(e) Requalification. Each continuing

qualification curriculum must include a curriculum segment that covers the requirements for requalifying a crew-member, aircraft dispatcher, other op-erations personnel, instructor, or eval-uator who has not maintained con-tinuing qualification.

[Docket FAA–2005–20750, 70 FR 54815, Sept. 16,

2005, as amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51428, June 18, 2024]

§ 121.917 Other requirements.

In addition to the requirements of

§§121.913 and 121.915, each AQP quali-fication and continuing qualification curriculum must include the following requirements:

(a) Integrated Crew Resource Man-

agement (CRM) or Dispatcher Resource Management (DRM) ground and if ap-propriate flight training applicable to each position for which training is pro-vided under an AQP. (b) Approved training on and evalua-

tion of skills and proficiency of each person being trained under AQP to use his or her resource management skills and his or her technical (piloting or other) skills in an actual or simulated operations scenario. For flight crew-members this training and evaluation must be conducted in an approved flight training device, flight simulator, or, if approved under this subpart, in an aircraft.

esses acceptable to the FAA that will ensure the certificate holder provides performance information on its crew-members, dispatchers, instructors, evaluators, and other operations per-sonnel that will enable the certificate holder and the FAA to determine whether the form and content of train-ing and evaluation activities are satis-factorily accomplishing the overall ob-jectives of the curriculum.

§ 121.919 Certification.

A person subject to an AQP is eligi-

ble to receive a commercial or airline transport pilot, flight engineer, or air-

craft dispatcher certificate or appro-priate rating based on the successful completion of training and evaluation events accomplished under that pro-gram if the following requirements are met:

(a) Training and evaluation of re-

quired knowledge and skills under the AQP must meet minimum certification and rating criteria established by the FAA in parts 61, 63, or 65 of this chap-ter. The FAA may approve alternatives to the certification and rating criteria of parts 61, 63, or 65 of this chapter, in-cluding practical test requirements, if it can be demonstrated that the newly established criteria or requirements represent an equivalent or better meas-ure of crewmember or dispatcher com-petence, operational proficiency, and safety.

(b) The applicant satisfactorily com-

pletes the appropriate qualification curriculum.

in required technical knowledge and skills (e.g., piloting or other) and crew resource management (e.g., CRM or

263 Federal Aviation Administration, DOT § 121.923

DRM) knowledge and skills in sce-

narios ( i.e., LOE) that test both types

of knowledge and skills together.

(d) The applicant is otherwise eligi-

ble under the applicable requirements of part 61, 63, or 65 of this chapter.

(e) The applicant has been trained to

proficiency on the certificate holder’s approved AQP Qualification Standards as witnessed by an instructor, check pilot, check flight engineer, or APD and has passed an LOE administered by an APD or the FAA.

[Docket FAA–2019–0360, Amdt. 121–392, 89 FR

51428, June 18, 2024]

§ 121.921 Training devices and simula-

tors.

(a) Each flight training device or air-

plane simulator that will be used in an AQP for one of the following purposes must be evaluated by the FAA for as-signment of a flight training device or flight simulator qualification level:

(1) Required evaluation of individual

or crew proficiency.

(2) Training to proficiency or train-

ing activities that determine if an indi-vidual or crew is ready for an evalua-tion of proficiency.

(3) Activities used to meet recency of

experience requirements.

(4) Line Operational Simulations

(LOS).

(b) Approval of other training equip-

ment.

(1) Any training equipment that is

intended to be used in an AQP for pur-poses other than those set forth in paragraph (a) of this section must be approved by the FAA for its intended use.

(2) An applicant for approval of train-

ing equipment under this paragraph must identify the device by its nomen-clature and describe its intended use.

(3) Each training device approved for

use in an AQP must be part of a con-tinuing program to provide for its serv-iceability and fitness to perform its in-tended function as approved by the FAA.

§ 121.923 Approval of training, quali-

fication, or evaluation by a person who provides training by arrange-ment.

(a) A certificate holder operating

under part 121 or part 135 of this chap-ter may arrange to have AQP training,

qualification, evaluation, or certifi-cation functions performed by another person (a ‘‘training provider’’) if the following requirements are met:

(1) The training provider is certifi-

cated under part 119 or 142 of this chap-ter.

(2) The training provider’s AQP

training and qualification curriculums, curriculum segments, or portions of curriculum segments must be provi-sionally approved by the FAA. A train-ing provider may apply for provisional approval independently or in conjunc-tion with a certificate holder’s applica-tion for AQP approval. Application for provisional approval must be made to the responsible Flight Standards office.

(3) The specific use of provisionally

approved curriculums, curriculum seg-ments, or portions of curriculum seg-ments in a certificate holder’s AQP must be approved by the FAA as set forth in §121.909.

(b) An applicant for provisional ap-

proval of a curriculum, curriculum seg-ment, or portion of a curriculum seg-ment under this paragraph must show the following requirements are met:

(1) The applicant must have a cur-

riculum for the qualification and con-tinuing qualification of each instructor and evaluator used by the applicant.

(2) The applicant’s facilities must be

found by the FAA to be adequate for any planned training, qualification, or evaluation for a certificate holder op-erating under part 121 or part 135 of this chapter.

(3) Except for indoctrination curricu-

lums, the curriculum, curriculum seg-ment, or portion of a curriculum seg-ment must identify the specific make, model, and series aircraft (or variant) and crewmember or other positions for which it is designed.

proval to use a training provider’s pro-visionally approved curriculum, cur-riculum segment, or portion of a cur-riculum segment in its AQP, must show the following requirements are met:

(1) Each instructor or evaluator used

by the training provider must meet all the qualification and continuing quali-fication requirements that apply to employees of the certificate holder

264 14 CFR Ch. I (1–1–25 Edition) § 121.925

that has arranged for the training, in-

cluding knowledge of the certificate holder’s operations.

(2) Each provisionally approved cur-

riculum, curriculum segment, or por-tion of a curriculum segment must be approved by the FAA for use in the cer-tificate holder’s AQP. The FAA will ei-ther provide approval or require modi-fications to ensure that each cur-riculum, curriculum segment, or por-tion of a curriculum segment is appli-cable to the certificate holder’s AQP.

[Docket FAA–2005–20750, 70 FR 54815, Sept. 16,

2005, as amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018; Dock-et FAA–2022–1355, Amdt. 121–387, 87 FR 75846, Dec. 9, 2022]

§ 121.925 Recordkeeping requirements.

Each certificate holder conducting

an approved AQP must establish and

maintain records in sufficient detail to demonstrate the certificate holder is in compliance with all the requirements of the AQP and this subpart.

Subpart Z—Hazardous Materials

Training Program

SOURCE : Docket FAA–2003–15085, 70 FR

58823, Oct. 7, 2005, unless otherwise noted.

§ 121.1001 Applicability and defini-

tions.

(a) This subpart prescribes the re-

quirements applicable to each certifi-cate holder for training each crew-member and person performing or di-rectly supervising any of the following job functions involving any item for transport on board an aircraft:

(1) Acceptance; (2) Rejection; (3) Handling; (4) Storage incidental to transport; (5) Packaging of company material;

(6) Loading. (b) Definitions. For purposes of this

subpart, the following definitions apply:

(1) Company material (COMAT) —Mate-

rial owned or used by a certificate holder.

(2) Initial hazardous materials train-

ing—The basic training required for

each newly hired person, or each per-son changing job functions, who per-forms or directly supervises any of the

job functions specified in paragraph (a) of this section.

(3) Recurrent hazardous materials

training —The training required every

24 months for each person who has sat-isfactorily completed the certificate holder’s approved initial hazardous ma-terials training program and performs or directly supervises any of the job functions specified in paragraph (a) of this section.

§ 121.1003 Hazardous materials train-

ing: General.

(a) Each certificate holder must es-

tablish and implement a hazardous ma-terials training program that:

(1) Satisfies the requirements of Ap-

pendix O of this part;

(2) Ensures that each person per-

forming or directly supervising any of the job functions specified in §121.1001(a) is trained to comply with all applicable parts of 49 CFR parts 171 through 180 and the requirements of this subpart; and

(3) Enables the trained person to rec-

ognize items that contain, or may con-tain, hazardous materials regulated by 49 CFR parts 171 through 180.

(b) Each certificate holder must pro-

vide initial hazardous materials train-ing and recurrent hazardous materials training to each crewmember and per-son performing or directly supervising any of the job functions specified in §121.1001(a).

ardous materials training program must be approved by the FAA prior to implementation.

§ 121.1005 Hazardous materials train-

ing required.

(a) Training requirement. Except as

provided in paragraphs (b), (c) and (f) of this section, no certificate holder may use any crewmember orperson to per-form any of the job functions or direct supervisory responsibilities, and no person may perform any of the job functions or direct supervisory respon-sibilities, specified in §121.1001(a) un-less that person has satisfactorily com-pleted the certificate holder’s FAA-ap-proved initial or recurrent hazardous materials training program within the past 24 months.

265 Federal Aviation Administration, DOT § 121.1007

(b) New hire or new job function. A per-

son who is a new hire and has not yet satisfactorily completed the required initial hazardous materials training, or a person who is changing job functions and has not received initial or recur-rent training for a job function involv-ing storage incidental to transport, or loading of items for transport on an aircraft, may perform those job func-tions for not more than 30 days from the date of hire or a change in job func-tion, if the person is under the direct visual supervision of a person who is authorized by the certificate holder to supervise that person and who has suc-cessfully completed the certificate holder’s FAA-approved initial or recur-rent training program within the past 24 months.

certificate holder. A certificate holder

that uses or assigns a person to per-form or directly supervise a job func-tion specified in §121.1001(a), when that person also performs or directly super-vises the same job function for another certificate holder, need only train that person in its own policies and proce-dures regarding those job functions, if all of the following are met:

(1) The certificate holder using this

exception receives written verification from the person designated to hold the training records representing the other certificate holder that the person has satisfactorily completed hazardous ma-terials training for the specific job function under the other certificate holder’s FAA approved hazardous ma-terial training program under Appen-dix O of this part; and

(2) The certificate holder who trained

the person has the same operations specifications regarding the accept-ance, handling, and transport of haz-ardous materials as the certificate holder using this exception.

(d) Recurrent hazardous materials

training—Completion date. A person who

satisfactorily completes recurrent haz-ardous materials training in the cal-endar month before, or the calendar month after, the month in which the recurrent training is due, is considered to have taken that training during the month in which it is due. If the person completes this training earlier than the month before it is due, the month of the completion date becomes his or

her new anniversary month.

(e) Repair stations. A certificate hold-

er must ensure that each repair station performing work for, or on the certifi-cate holder’s behalf is notified in writ-ing of the certificate holder’s policies and operations specification authoriza-tion permitting or prohibition against the acceptance, rejection, handling, storage incidental to transport, and transportation of hazardous materials, including company material. This noti-fication requirement applies only to re-pair stations that are regulated by 49 CFR parts 171 through 180.

(f) Certificate holders operating at for-

eign locations. This exception applies if

a certificate holder operating at a for-eign location where the country re-quires the certificate holder to use per-sons working in that country to load aircraft. In such a case, the certificate holder may use those persons even if they have not been trained in accord-ance with the certificate holder’s FAA approved hazardous materials training program. Those persons, however, must be under the direct visual supervision of someone who has successfully com-pleted the certificate holder’s approved initial or recurrent hazardous mate-rials training program in accordance with this part. This exception applies only to those persons who load air-craft.

§ 121.1007 Hazardous materials train-

ing records.

(a) General requirement. Each certifi-

cate holder must maintain a record of all training required by this part re-ceived within the preceding three years for each person who performs or di-rectly supervises a job function speci-fied in §121.1001(a). The record must be maintained during the time that the person performs or directly supervises any of those job functions, and for 90 days thereafter. These training records must be kept for direct employees of the certificate holder, as well as inde-pendent contractors, subcontractors, and any other person who performs or directly supervises these job functions for or on behalf of the certificate hold-er.

(b) Location of records. The certificate

holder must retain the training records

266 14 CFR Ch. I (1–1–25 Edition) § 121.1101

required by paragraph (a) of this sec-

tion for all initial and recurrent train-ing received within the preceding 3

years for all persons performing or di-rectly supervising the job functions listed in Appendix O at a designated lo-cation. The records must be available upon request at the location where the trained person performs or directly su-pervises the job function specified in §121.1001(a). Records may be main-tained electronically and provided on location electronically. When the per-son ceases to perform or directly super-vise a hazardous materials job func-tion, the certificate holder must retain the hazardous materials training records for an additional 90 days and make them available upon request at the last location where the person worked.

must contain the following:

(1) The individual’s name; (2) The most recent training comple-

tion date;

(3) A description, copy or reference to

training materials used to meet the training requirement;

(4) The name and address of the orga-

nization providing the training; and

(5) A copy of the certification issued

when the individual was trained, which shows that a test has been completed satisfactorily.

(d) New hire or new job function. Each

certificate holder using a person under the exception in §121.1005(b) must maintain a record for that person. The records must be available upon request at the location where the trained per-son performs or directly supervises the job function specified in §121.1001(a). Records may be maintained electroni-cally and provided on location elec-tronically. The record must include the following:

(1) A signed statement from an au-

thorized representative of the certifi-cate holder authorizing the use of the person in accordance with the excep-tion;

(2) The date of hire or change in job

function;

(3) The person’s name and assigned

job function;

(4) The name of the supervisor of the

job function; and (5) The date the person is to complete

hazardous materials training in accord-ance with appendix O of this part.

Subpart AA—Continued Airworthi-

ness and Safety Improve-ments

SOURCE : Amdt. 121–336, 72 FR 63411, Nov. 8,

2007, unless otherwise noted.

§ 121.1101 Purpose and definition.

(a) This subpart requires persons

holding an air carrier or operating cer-tificate under part 119 of this chapter to support the continued airworthiness of each airplane. These requirements may include, but are not limited to, re-vising the maintenance program, incor-porating design changes, and incor-porating revisions to Instructions for Continued Airworthiness.

(b) [Reserved]

[Amdt. 121–336, 72 FR 63411, Nov. 8, 2007, as

amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.1103 [Reserved]

§ 121.1105 Aging airplane inspections

and records reviews.

(a) Applicability. This section applies

to all airplanes operated by a certifi-cate holder under this part, except for those airplanes operated between any point within the State of Alaska and any other point within the State of Alaska.

(b) Operation after inspection and

records review. After the dates specified

in this paragraph, a certificate holder may not operate an airplane under this part unless the Administrator has noti-fied the certificate holder that the Ad-ministrator has completed the aging airplane inspection and records review required by this section. During the in-spection and records review, the cer-tificate holder must demonstrate to the Administrator that the mainte-nance of age-sensitive parts and com-ponents of the airplane has been ade-quate and timely enough to ensure the highest degree of safety.

(1) Airplanes exceeding 24 years in serv-

ice on December 8, 2003; initial and repet-itive inspections and records reviews. For

an airplane that has exceeded 24 years in service on December 8, 2003, no later

267 Federal Aviation Administration, DOT § 121.1107

than December 5, 2007, and thereafter

at intervals not to exceed 7 years.

(2) Airplanes exceeding 14 years in serv-

ice but not 24 years in service on Decem-ber 8, 2003; initial and repetitive inspec-tions and records reviews. For an air-

plane that has exceeded 14 years in service but not 24 years in service on December 8, 2003, no later than Decem-ber 4, 2008, and thereafter at intervals not to exceed 7 years.

(3) Airplanes not exceeding 14 years in

service on December 8, 2003; initial and re-petitive inspections and records reviews. For an airplane that has not exceeded 14 years in service on December 8, 2003, no later than 5 years after the start of the airplane’s 15th year in service and thereafter at intervals not to exceed 7 years.

event of an unforeseen scheduling con-flict for a specific airplane, the Admin-istrator may approve an extension of up to 90 days beyond an interval speci-fied in paragraph (b) of this section.

(d) Airplane and records availability.

The certificate holder must make available to the Administrator each airplane for which an inspection and records review is required under this section, in a condition for inspection specified by the Administrator, to-gether with records containing the fol-lowing information:

(1) Total years in service of the air-

plane;

(2) Total time in service of the air-

frame;

(3) Total flight cycles of the air-

frame;

(4) Date of the last inspection and

records review required by this section;

(5) Current status of life-limited

parts of the airframe;

(6) Time since the last overhaul of all

structural components required to be overhauled on a specific time basis;

(7) Current inspection status of the

airplane, including the time since the last inspection required by the inspec-tion program under which the airplane is maintained;

(8) Current status of applicable air-

worthiness directives, including the date and methods of compliance, and if the airworthiness directive involves re-curring action, the time and date when the next action is required; (9) A list of major structural alter-

ations; and

(10) A report of major structural re-

pairs and the current inspection status for those repairs.

(e) Notification to Administrator. Each

certificate holder must notify the Ad-

ministrator at least 60 days before the date on which the airplane and air-plane records will be made available for the inspection and records review.

[Docket FAA–1999–5401, 67 FR 72761, Dec. 6,

2002, as amended by Amdt. 121–284, 70 FR 5532, Feb. 2, 2005; Amdt. 121–310, 70 FR 23936, May 6, 2005. Redesignated by Amdt. 121–336, 72 FR 63412, Nov. 8, 2007]

§ 121.1107 Repairs assessment for pres-

surized fuselages.

(a) No certificate holder may operate

an Airbus Model A300 (excluding the –600 series), British Aerospace Model BAC 1–11, Boeing Model 707, 720, 727, 737, or 747, McDonnell Douglas Model DC–8, DC–9/MD–80 or DC–10, Fokker Model F28, or Lockheed Model L–1011 airplane beyond the applicable flight cycle implementation time specified below, or May 25, 2001, whichever oc-curs later, unless operations specifica-tions have been issued to reference re-pair assessment guidelines applicable to the fuselage pressure boundary (fu-selage skin, door skin, and bulkhead webs), and those guidelines are incor-porated in its maintenance program. The repair assessment guidelines must be approved by the responsible Aircraft Certification Service office for the type certificate for the affected airplane.

(1) For the Airbus Model A300 (ex-

cluding the –600 series), the flight cycle implementation time is:

(i) Model B2: 36,000 flights. (ii) Model B4–100 (including Model

B4–2C): 30,000 flights above the window line, and 36,000 flights below the win-dow line.

(iii) Model B4–200: 25,500 flights above

the window line, and 34,000 flights below the window line.

(2) For all models of the British Aero-

space BAC 1–11, the flight cycle imple-mentation time is 60,000 flights.

(3) For all models of the Boeing 707,

the flight cycle implementation time is 15,000 flights.

268 14 CFR Ch. I (1–1–25 Edition) § 121.1109

(4) For all models of the Boeing 720,

the flight cycle implementation time is 23,000 flights.

(5) For all models of the Boeing 727,

the flight cycle implementation time is 45,000 flights.

(6) For all models of the Boeing 737,

the flight cycle implementation time is 60,000 flights.

(7) For all models of the Boeing 747,

the flight cycle implementation time is 15,000 flights.

(8) For all models of the McDonnell

Douglas DC–8, the flight cycle imple-mentation time is 30,000 flights.

(9) For all models of the McDonnell

Douglas DC–9/MD–80, the flight cycle implementation time is 60,000 flights.

(10) For all models of the McDonnell

Douglas DC–10, the flight cycle imple-mentation time is 30,000 flights.

(11) For all models of the Lockheed

L–1011, the flight cycle implementation time is 27,000 flights.

(12) For the Fokker F–28 Mark 1000,

2000, 3000, and 4000, the flight cycle im-plementation time is 60,000 flights.

(b) [Reserved]

[Docket 29104, 65 FR 24125, Apr. 25, 2000; 65 FR

50744, Aug. 21, 2000, as amended by Amdt. 121– 282, 66 FR 23130, May 7, 2001; Amdt. 121–305, 69 FR 45942, July 30, 2004. Redesignated and amended by Amdt. 121–336, 72 FR 63412, Nov. 8, 2007; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.1109 Supplemental inspections.

(a) Applicability. Except as specified

in paragraph (b) of this section, this section applies to transport category, turbine powered airplanes with a type certificate issued after January 1, 1958, that as a result of original type certifi-cation or later increase in capacity have—

(1) A maximum type certificated pas-

senger seating capacity of 30 or more; or

(2) A maximum payload capacity of

7,500 pounds or more.

(b) Exception. This section does not

apply to an airplane operated by a cer-tificate holder under this part between any point within the State of Alaska and any other point within the State of Alaska.

ber 20, 2010, a certificate holder may not operate an airplane under this part unless the following requirements have

been met:

(1) Baseline Structure. The certificate

holder’s maintenance program for the airplane includes FAA-approved dam-age-tolerance-based inspections and procedures for airplane structure sus-ceptible to fatigue cracking that could contribute to a catastrophic failure. For the purpose of this section, this structure is termed ‘‘fatigue critical structure.’’

(2) Adverse effects of repairs, alter-

ations, and modifications. The mainte-

nance program for the airplane in-cludes a means for addressing the ad-verse effects repairs, alterations, and modifications may have on fatigue critical structure and on inspections required by paragraph (c)(1) of this sec-tion. The means for addressing these adverse effects must be approved by the responsible Aircraft Certification Service office.

(3) Changes to maintenance program.

The changes made to the maintenance program required by paragraphs (c)(1) and (c)(2) of this section, and any later revisions to these changes, must be submitted to the Principal Mainte-nance Inspector for review and ap-proval.

[Docket FAA–1999–5401, 70 FR 5532, Feb. 2,

2005. Redesignated by Amdt. 121–336, 72 FR 63412, Nov. 8, 2007; Amdt. 121–337, 72 FR 70508, Dec. 12, 2007; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.1111 Electrical wiring inter-

connection systems (EWIS) mainte-nance program.

(a) Except as provided in paragraph

(f) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity, have—

(1) A maximum type-certificated pas-

senger capacity of 30 or more, or

(2) A maximum payload capacity of

7500 pounds or more.

(b) After March 10, 2011, no certifi-

cate holder may operate an airplane identified in paragraph (a) of this sec-tion unless the maintenance program for that airplane includes inspections and procedures for electrical wiring interconnection systems (EWIS).

269 Federal Aviation Administration, DOT § 121.1113

program changes must be based on EWIS Instructions for Continued Air-worthiness (ICA) that have been devel-oped in accordance with the provisions of Appendix H of part 25 of this chapter applicable to each affected airplane (in-cluding those ICA developed for supple-mental type certificates installed on each airplane) and that have been ap-proved by the responsible Aircraft Cer-tification Service office.

(1) For airplanes subject to §26.11 of

this chapter, the EWIS ICA must com-ply with paragraphs H25.5(a)(1) and (b).

(2) For airplanes subject to §25.1729 of

this chapter, the EWIS ICA must com-ply with paragraph H25.4 and all of paragraph H25.5.

(d) After March 10, 2011, before re-

turning an airplane to service after any alterations for which EWIS ICA are de-veloped, the certificate holder must in-clude in the airplane’s maintenance program inspections and procedures for EWIS based on those ICA.

(e) The EWIS maintenance program

changes identified in paragraphs (c) and (d) of this section and any later EWIS revisions must be submitted to the Principal Inspector for review and approval.

(f) This section does not apply to the

following airplane models:

(1) Lockheed L–188 (2) Bombardier CL–44 (3) Mitsubishi YS–11 (4) British Aerospace BAC 1–11 (5) Concorde (6) deHavilland D.H. 106 Comet 4C (7) VFW-Vereinigte Flugtechnische

Werk VFW–614

(8) Illyushin Aviation IL 96T (9) Bristol Aircraft Britannia 305 (10) Handley Page Herald Type 300 (11) Avions Marcel Dassault—Breguet

Aviation Mercure 100C

(12) Airbus Caravelle (13) Lockheed L–300

[Amdt. 121–336, 72 FR 63411, Nov. 8, 2007, as

amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.1113 Fuel tank system mainte-

nance program.

(a) Except as provided in paragraph

(g) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result

of original type certification or later increase in capacity, have—

(1) A maximum type-certificated pas-

senger capacity of 30 or more, or

(2) A maximum payload capacity of

7500 pounds or more.

(b) For each airplane on which an

auxiliary fuel tank is installed under a field approval, before June 16, 2008, the certificate holder must submit to the responsible Aircraft Certification Serv-ice office proposed maintenance in-structions for the tank that meet the requirements of Special Federal Avia-tion Regulation No. 88 (SFAR 88) of this chapter.

cate holder may operate an airplane identified in paragraph (a) of this sec-tion unless the maintenance program for that airplane has been revised to in-clude applicable inspections, proce-dures, and limitations for fuel tanks systems.

(d) The proposed fuel tank system

maintenance program revisions must be based on fuel tank system Instruc-tions for Continued Airworthiness (ICA) that have been developed in ac-cordance with the applicable provisions of SFAR 88 of this chapter or §25.1529 and part 25, Appendix H, of this chap-ter, in effect on June 6, 2001 (including those developed for auxiliary fuel tanks, if any, installed under supple-mental type certificates or other de-sign approval) and that have been ap-proved by the responsible Aircraft Cer-tification Service office.

(e) After December 16, 2008, before re-

turning an aircraft to service after any alteration for which fuel tank ICA are developed under SFAR 88 or under §25.1529 in effect on June 6, 2001, the certificate holder must include in the maintenance program for the airplane inspections and procedures for the fuel tank system based on those ICA.

(f) The fuel tank system maintenance

program changes identified in para-graphs (d) and (e) of this section and any later fuel tank system revisions must be submitted to the Principal In-spector for review and approval.

(g) This section does not apply to the

following airplane models:

(1) Bombardier CL–44 (2) Concorde

270 14 CFR Ch. I (1–1–25 Edition) § 121.1115

(3) deHavilland D.H. 106 Comet 4C

(4) VFW–Vereinigte Flugtechnische

Werk VFW–614

(5) Illyushin Aviation IL 96T (6) Bristol Aircraft Britannia 305 (7) Handley Page Herald Type 300 (8) Avions Marcel Dassault—Breguet

Aviation Mercure 100C

(9) Airbus Caravelle (10) Lockheed L–300

[Amdt. 121–336, 72 FR 63411, Nov. 8, 2007, as

amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.1115 Limit of validity.

(a) Applicability. This section applies

to certificate holders operating any transport category, turbine-powered airplane with a maximum takeoff gross weight greater than 75,000 pounds and a type certificate issued after January 1, 1958, regardless of whether the max-imum takeoff gross weight is a result of an original type certificate or a later design change. This section also applies to certificate holders operating any transport category, turbine-pow-ered airplane with a type certificate issued after January 1, 1958, regardless of the maximum takeoff gross weight, for which a limit of validity of the en-gineering data that supports the struc-tural maintenance program (hereafter referred to as LOV) is required in ac-cordance with §25.571 or §26.21 of this chapter after January 14, 2011.

(b) Limit of validity. No certificate

holder may operate an airplane identi-fied in paragraph (a) of this section after the applicable date identified in Table 1 of this section unless an Air-worthiness Limitations section ap-

proved under Appendix H to part 25 or §26.21 of this chapter is incorporated into its maintenance program. The ALS must—

(1) Include an LOV approved under

§25.571 or §26.21 of this chapter, as ap-plicable, except as provided in para-graph (f) of this section; and

(2) Be clearly distinguishable within

its maintenance program. (c) Operation of airplanes excluded

from §26.21. No certificate holder may

operate an airplane identified in §26.21(g) of this chapter after July 14,

2013, unless an Airworthiness Limita-tions section approved under Appendix H to part 25 or §26.21 of this chapter is incorporated into its maintenance pro-gram. The ALS must—

(1) Include an LOV approved under

§25.571 or §26.21 of this chapter, as ap-plicable, except as provided in para-graph (f) of this section; and

(2) Be clearly distinguishable within

its maintenance program.

(d) Extended limit of validity. No cer-

tificate holder may operate an airplane beyond the LOV, or extended LOV, specified in paragraph (b)(1), (c), (d), or (f) of this section, as applicable, unless the following conditions are met:

(1) An ALS must be incorporated into

its maintenance program that—

(i) Includes an extended LOV and any

widespread fatigue damage airworthi-ness limitation items approved under §26.23 of this chapter; and

(ii) Is approved under §26.23 of this

chapter.

(2) The extended LOV and the air-

worthiness limitation items pertaining to widespread fatigue damage must be clearly distinguishable within its maintenance program.

(e) Principal Maintenance Inspector ap-

proval. Certificate holders must submit

the maintenance program revisions re-quired by paragraphs (b), (c), and (d) of this section to the Principal Mainte-nance Inspector for review and ap-proval.

(f) Exception. For any airplane for

which an LOV has not been approved as of the applicable compliance date spec-ified in paragraph (c) or Table 1 of this section, instead of including an ap-proved LOV in the ALS, an operator must include the applicable default LOV specified in Table 1 or Table 2 of this section, as applicable, in the ALS.

ABLE 1—A IRPLANES SUBJECT TO § 26.21

Airplane model Compliance date—

months after Janu-

ary 14, 2011 Default LOV

[flight cycles (FC)

or flight hours (FH)]

Airbus—Existing1Models Only:

A300 B2–1A, B2–1C, B2K–3C, B2–203 .................................................... 30 .......................... 48,000 FC

271 Federal Aviation Administration, DOT § 121.1115

TABLE 1—A IRPLANES SUBJECT TO § 26.21—Continued

Airplane model Compliance date—

months after Janu-

ary 14, 2011 Default LOV

[flight cycles (FC)

or flight hours (FH)]

A300 B4–2C, B4–103 ................................................................................ 30 .......................... 4 0,000 FC

A300 B4–203 ............................................................................................. 30 ..................... ..... 34,000 FC

A300–600 Series ........................................................................................ 60 ...................... .... 30,000 FC/67,500 FH

A310–200 Series ........................................................................................ 60 ...................... .... 40,000 FC/60,000 FH

A310–300 Series ........................................................................................ 60 ...................... .... 35,000 FC/60,000 FH

A318 Series ................................................................................................ 60 .................. ........ 48,000 FC/60,000 FH

A319 Series ................................................................................................ 60 .................. ........ 48,000 FC/60,000 FH

A320–100 Series ........................................................................................ 60 ...................... .... 48,000 FC/48,000 FH

A320–200 Series ........................................................................................ 60 ...................... .... 48,000 FC/60,000 FH

A321 Series ................................................................................................ 60 .................. ........ 48,000 FC/60,000 FH

A330–200, –300 Series (except WV050 family) (non enhanced) ............. 60 .......................... 40,000 FC/60,000 FH

A330–200, –300 Series WV050 family (enhanced) .................................. 60 .......................... 33,000 FC/100,000 FH

A330–200 Freighter Series ........................................................................ 60 .......................... Se e NOTE.

A340–200, –300 Series (except WV 027 and WV050 family) (non en-

hanced).60 .......................... 20,000 FC/80,000 FH

A340–200, –300 Series WV 027 (non enhanced) ..................................... 60 .......................... 30,000 FC/60,000 FH

A340–300 Series WV050 family (enhanced) ............................................. 60 .......................... 20,000 FC/100,0 00 FH

A340–500, –600 Series ............................................................................. 60 .......................... 1 6,600 FC/100,000 FH

A380–800 Series ........................................................................................ 72 ...................... .... See NOTE.

Boeing—Existing1Models Only:

717 ............................................................................................................. 60 ............. ............. 60,000 FC/60,000 FH

727 (all series) ........................................................................................... 30 .................. ........ 60,000 FC

737 (Classics): 737–100, –200, –200C, –300, –400, –500 ....................... 30 .......................... 75,000 FC

737 (NG): 737–600, –700, –700C, –800, –900, –900ER .......................... 60 .......................... 75,000 FC

747 (Classics): 747–100, –100B, –100B SUD, –200B, –200C, –200F,

–300, 747SP, 747SR.30 .......................... 20,000 FC

747–400: 747–400, –400D, –400F ............................................................ 60 .......................... 20,000 FC

757 ............................................................................................................. 60 ............. ............. 50,000 FC

767 ............................................................................................................. 60 ............. ............. 50,000 FC

777–200, –300 ........................................................................................... 60 ..................... ..... 40,000 FC

777–200LR, 777–300ER ............................................................................ 72 .......................... 40, 000 FC

777F ........................................................................................................... 72 .............. ............ 11,000 FC

Bombardier—Existing1Models Only:

CL–600: 2D15 (Regional Jet Series 705), 2D24 (Regional Jet Series

900).72 .......................... 60,000 FC

Embraer—Existing1Models Only:

ERJ 170 ..................................................................................................... 72 ................. ......... See NOTE.

ERJ 190 ..................................................................................................... 72 ................. ......... See NOTE.

Fokker—Existing1Models Only:

F.28 Mark 0070, Mark 0100 ...................................................................... 30 .......................... 90,0 00 FC

Lockheed—Existing1Models Only:

L–1011 ....................................................................................................... 30 ................ .......... 36,000 FC

188 ............................................................................................................. 30 ............. ............. 26,600 FC

382 (all series) ........................................................................................... 30 .................. ........ 20,000 FC/50,000 FH

McDonnell Douglas—Existing1Models Only:

DC–8, –8F .................................................................................................. 30 .................. ........ 50,000 FC/50,000 FH

DC–9 (except for MD–80 models) ............................................................. 30 .......................... 100,000 FC/100,000

MD–80 (DC–9–81, –82, –83, –87, MD–88) ............................................... 30 .......................... 50,000 FC/50,00 0 FH

MD–90 ........................................................................................................ 60 ................ .......... 60,000 FC/90,000 FH

DC–10–10, –15 .......................................................................................... 30 ...................... .... 42,000 FC/60,000 FH

DC–10–30, –40, –10F, –30F, –40F ........................................................... 30 .......................... 30,000 FC /60,000 FH

MD–10–10F ................................................................................................ 60 .................... ...... 42,000 FC/60,000 FH

MD–10–30F ................................................................................................ 60 .................... ...... 30,000 FC/60,000 FH

MD–11, MD–11F ........................................................................................ 60 ........................ .. 20,000 FC/60,000 FH

Maximum Takeoff Gross Weight Changes:

All airplanes whose maximum takeoff gross weight has been decreased

to 75,000 pounds or below after January 14, 2011, or increased to greater than 75,000 pounds at any time by an amended type certifi-cate or supplemental type certificate.30, or within 12

months after the LOV is ap-proved, or be-fore operating the airplane, whichever oc-curs latest.Not applicable.

272 14 CFR Ch. I (1–1–25 Edition) § 121.1117

TABLE 1—A IRPLANES SUBJECT TO § 26.21—Continued

Airplane model Compliance date—

months after Janu-

ary 14, 2011 Default LOV

[flight cycles (FC)

or flight hours (FH)]

All Other Airplane Models (TCs and amended TCs) not Listed in Table 2 ............. 72, or within 12

months after the LOV is ap-proved, or be-fore operating the airplane, whichever oc-curs latest.Not applicable.

1Type certificated as of January 14, 2011.

Note: Airplane operation limitation is stated in the Airworthiness Limitation section.

TABLE 2—A IRPLANES EXCLUDED FROM § 26.21

Airplane model Default LOV

[flight cycles (FC)

or flight hours

(FH)]

Airbus:

Caravelle ................................... 15,000 FC/24,000

Avions Marcel Dassault:

Breguet Aviation Mercure 100C 20,000 FC/16,000

Boeing:

Boeing 707 (–100 Series and

–200 Series) .......................... 20,000 FC

Boeing 707 (–300 Series and

–400 Series) .......................... 20,000 FC

Boeing 720 ................................ 30,000 FC

Bombardier:

CL–44D4 and CL–44J .............. 20,000 FC

BD–700 ..................................... 15,000 FC

Bristol Aeroplane Company:

Britannia 305 ............................. 10,000 FC

British Aerospace Airbus, Ltd.:

BAC 1–11 (all models) .............. 85,000 FC

British Aerospace (Commercial Aircraft)

Ltd.:

Armstrong Whitworth Argosy

A.W. 650 Series 101 ............. 20,000 FC

BAE Systems (Operations) Ltd.:

BAe 146–100A (all models) ...... 50,000 FC

BAe 146–200–07 ...................... 50,000 FC

BAe 146–200–07 Dev ............... 50,000 FC

BAe 146–200–11 ...................... 50,000 FC

BAe 146–200–07A .................... 47,000 FC

BAe 146–200–11 Dev ............... 43,000 FC

BAe 146–300 (all models) ........ 40,000 FC

Avro 146–RJ70A (all models) ... 40,000 FC

Avro 146–RJ85A and 146–

RJ100A (all models) .............. 50,000 FC

D & R Nevada, LLC:

Convair Model 22 ...................... 1,000 FC/1,000

Convair Model 23M ................... 1,000 FC/1,000

deHavilland Aircraft Company, Ltd.:

D.H. 106 Comet 4C .................. 8,000 FH

Gulfstream:

GV ............................................. 40,000 FH

GV–SP ...................................... 40,000 FH

Ilyushin Aviation Complex:

IL–96T ....................................... 10,000 FC/30,000

Lockhead:

300–50A01(USAF C 141A) ....... 20,000 FC [Docket FAA–2006–24281, 75 FR 69785, Nov. 15,

2010, as amended by Amdt. 121–360, 77 FR 30878, May 24, 2012; Admt. 121–360A, 77 FR 55105, Sept. 7, 2012; Docket FAA–2022–1355, Amdt. 121–387, 87 FR 75847, Dec. 9, 2022]

§ 121.1117 Flammability reduction

means.

(a) Applicability. Except as provided

in paragraph (o) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type cer-tification or later increase in capacity have:

(1) A maximum type-certificated pas-

senger capacity of 30 or more, or

(2) A maximum payload capacity of

7,500 pounds or more.

(b) New Production Airplanes. Except

in accordance with §121.628, no certifi-cate holder may operate an airplane identified in Table 1 of this section (in-cluding all-cargo airplanes) for which the State of Manufacture issued the original certificate of airworthiness or export airworthiness approval after De-cember 27, 2010 unless an Ignition Miti-gation Means (IMM) or Flammability Reduction Means (FRM) meeting the requirements of §26.33 of this chapter is operational.

ABLE 1

Model—Boeing Model—Airbus

747 Series A318, A319, A320, A321 Series

737 Series A330, A340 Series

777 Series

767 Series

plicable date stated in paragraph (e) of this section, no certificate holder may operate any airplane subject to §26.33 of this chapter that has an Auxiliary

273 Federal Aviation Administration, DOT § 121.1117

Fuel Tank installed pursuant to a field

approval, unless the following require-ments are met:

(1) The certificate holder complies

with 14 CFR 26.35 by the applicable date stated in that section.

(2) The certificate holder installs

Flammability Impact Mitigation Means (FIMM), if applicable, that is approved by the responsible Aircraft Certification Service office.

(3) Except in accordance with

§121.628, the FIMM, if applicable, is operational.

(d) Retrofit. Except as provided in

paragraphs (j), (k), and (l) of this sec-tion, after the dates specified in para-graph (e) of this section, no certificate holder may operate an airplane to which this section applies unless the requirements of paragraphs (d)(1) and (d)(2) of this section are met.

(1) IMM, FRM or FIMM, if required

by §§26.33, 26.35, or 26.37 of this chapter, that are approved by the responsible Aircraft Certification Service office, are installed within the compliance times specified in paragraph (e) of this section.

(2) Except in accordance with

§121.628, the IMM, FRM or FIMM, as applicable, are operational.

(e) Compliance Times. Except as pro-

vided in paragraphs (k) and (l) of this section, the installations required by paragraph (d) of this section must be accomplished no later than the appli-cable dates specified in paragraph (e)(1), (e)(2), or (e)(3) of this section.

(1) Fifty percent of each certificate

holder’s fleet identified in paragraph (d)(1) of this section must be modified no later than December 26, 2014.

(2) One hundred percent of each cer-

tificate holder’s fleet identified in paragraph (d)(1) of this section must be modified no later than December 26, 2017.

(3) For those certificate holders that

have only one airplane of a model iden-tified in Table 1 of this section, the air-plane must be modified no later than December 26, 2017.

(f) Compliance After Installation. Ex-

cept in accordance with §121.628, no certificate holder may—

(1) Operate an airplane on which IMM

or FRM has been installed before the dates specified in paragraph (e) of this section unless the IMM or FRM is oper-

ational, or

(2) Deactivate or remove an IMM or

FRM once installed unless it is re-placed by a means that complies with paragraph (d) of this section.

(g) Maintenance Program Revisions. No

certificate holder may operate an air-plane for which airworthiness limita-tions have been approved by the re-sponsible Aircraft Certification Service office in accordance with §§26.33, 26.35, or 26.37 of this chapter after the air-plane is modified in accordance with paragraph (d) of this section unless the maintenance program for that airplane is revised to include those applicable airworthiness limitations.

(h) After the maintenance program is

revised as required by paragraph (g) of this section, before returning an air-plane to service after any alteration for which airworthiness limitations are required by §§25.981, 26.33, or 26.37 of

this chapter, the certificate holder must revise the maintenance program for the airplane to include those air-worthiness limitations.

(i) The maintenance program

changes identified in paragraphs (g) and (h) of this section must be sub-mitted to the operator’s Principal Maintenance Inspector responsible for review and approval prior to incorpora-tion.

(j) The requirements of paragraph (d)

of this section do not apply to air-planes operated in all-cargo service, but those airplanes are subject to para-graph (f) of this section.

(k) The compliance dates specified in

paragraph (e) of this section may be ex-tended by one year, provided that—

(1) No later than March 26, 2009, the

certificate holder notifies its respon-sible Flight Standards office or Prin-cipal Inspector that it intends to com-ply with this paragraph;

(2) No later than June 24, 2009, the

certificate holder applies for an amend-ment to its operations specification in accordance with §119.51 of this chapter and revises the manual required by §121.133 to include a requirement for the airplane models specified in Table 2 of this section to use ground air condi-tioning systems for actual gate times

274 14 CFR Ch. I (1–1–25 Edition) § 121.1119

of more than 30 minutes, when avail-

able at the gate and operational, when-ever the ambient temperature exceeds 60 degrees Fahrenheit; and

(3) Thereafter, the certificate holder

uses ground air conditioning systems as described in paragraph (k)(2) of this section on each airplane subject to the extension.

ABLE 2

Model—Boeing Model—Airbus

747 Series A318, A319, A320, A321 Series

737 Series A300, A310 Series

777 Series A330, A340 Series

767 Series

757 Series

(l) For any certificate holder for

which the operating certificate is issued after December 26, 2008, the com-pliance date specified in paragraph (e) of this section may be extended by one year, provided that the certificate holder meets the requirements of para-graph (k)(2) of this section when its ini-tial operations specifications are issued and, thereafter, uses ground air conditioning systems as described in paragraph (k)(2) of this section on each airplane subject to the extension.

(m) After the date by which any per-

son is required by this section to mod-ify 100 percent of the affected fleet, no certificate holder may operate in pas-senger service any airplane model spec-ified in Table 2 of this section unless the airplane has been modified to com-ply with §26.33(c) of this chapter.

(n) No certificate holder may operate

any airplane on which an auxiliary fuel tank is installed after December 26, 2017 unless the FAA has certified the tank as compliant with §25.981 of this chapter, in effect on December 26, 2008.

(o) Exclusions. The requirements of

this section do not apply to the fol-lowing airplane models:

(1) Convair CV–240, 340, 440, including

turbine powered conversions.

(2) Lockheed L–188 Electra. (3) Vickers VC–10. (4) Douglas DC–3, including turbine

powered conversions.

(5) Bombardier CL–44. (6) Mitsubishi YS–11. (7) BAC 1–11. (8) Concorde. (9) deHavilland D.H. 106 Comet 4C. (10) VFW—Vereinigte Flugtechnische

VFW–614.

(11) Illyushin Aviation IL 96T. (12) Bristol Aircraft Britannia 305. (13) Handley Page Herald Type 300. (14) Avions Marcel Dassault—Breguet

Aviation Mercure 100C.

(15) Airbus Caravelle. (16) Fokker F–27/Fairchild Hiller FH–

(17) Lockheed L–300.

[Docket FAA–2005–22997, 73 FR 42501, July 21,

2008, as amended by Amdt. 121–345, 74 FR 31619, July 2, 2009; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

§ 121.1119 Fuel tank vent explosion

protection.

(a) Applicability. This section applies

to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that have:

(1) A maximum type-certificated pas-

senger capacity of 30 or more; or

(2) A maximum payload capacity of

7,500 pounds or more.

(b) New production airplanes. No cer-

tificate holder may operate an airplane for which the State of Manufacture issued the original certificate of air-worthiness or export airworthiness ap-proval after August 23, 2018 unless means, approved by the Administrator, to prevent fuel tank explosions caused by propagation of flames from outside the fuel tank vents into the fuel tank vapor spaces are installed and oper-ational.

[Docket FAA–2014–0500, Amdt. 121–375, 81 FR

41208, June 24, 2016]

Subpart BB [Reserved ]

§§ 121.1200–121.1399 [Reserved]

Subpart CC [Reserved ]

§§ 121.1400–121.1499 [Reserved]

Subpart DD—Special Federal

Aviation Regulations

§ 121.1500 SFAR No. 111—Lavatory Ox-

ygen Systems.

(a) Applicability. This SFAR applies

to the following persons:

(1) All operators of transport cat-

egory airplanes that are required to comply with AD 2012–11–09, but only for

275 Federal Aviation Administration, DOT Pt. 121, App. A

airplanes on which the actions required

by that AD have not been accom-plished.

(2) Applicants for airworthiness cer-

tificates.

(3) Holders of production certificates. (4) Applicants for type certificates,

including changes to type certificates.

(b) Regulatory relief. Except as noted

in paragraph (d) of this section and contrary provisions of 14 CFR part 21, and 14 CFR 25.1447, 119.51, 121.329, 121.333 and 129.13, notwithstanding, for the duration of this SFAR:

(1) A person described in paragraph

(a) of this section may conduct flight operations and add airplanes to oper-ations specifications with disabled lav-atory oxygen systems, modified in ac-cordance with FAA Airworthiness Di-rective 2011–04–09, subject to the fol-lowing limitations:

(i) This relief is limited to regulatory

compliance of lavatory oxygen sys-tems.

(ii) Within 30 days of March 29, 2013,

all oxygen masks must be removed from affected lavatories, and the mask stowage location must be reclosed.

(iii) Within 60 days of March 29, 2013

each affected operator must verify that crew emergency procedures specifically include a visual check of the lavatory as a priority when checking the cabin following any event where oxygen masks were deployed in the cabin.

(2) An applicant for an airworthiness

certificate may obtain an airworthi-ness certificate for airplanes to be op-erated by a person described in para-graph (a) of this section, although the airplane lavatory oxygen system is dis-abled.

(3) A holder of a production certifi-

cate may apply for an airworthiness certificate or approval for airplanes to be operated by a person described in paragraph (a) of this section.

(4) An applicant for a type certificate

or change to a type certificate may ob-tain a design approval without showing compliance with §25.1447(c)(1) of this chapter for lavatory oxygen systems, in accordance with this SFAR.

(5) Each person covered by paragraph

(a) of this section may inform pas-sengers that the lavatories are not equipped with supplemental oxygen. (c) Return to service documentation.

When a person described in paragraph (a) of this section has modified air-planes as required by Airworthiness Di-rective 2011–04–09, the affected air-planes must be returned to service with a note in the airplane maintenance records that the modification was done under the provisions of this SFAR.

(d) Expiration. This SFAR expires on

September 10, 2015, except this SFAR will continue to apply to any airplane for which the FAA approves an exten-sion of the AD compliance time for the duration of the extension.

[Docket FAA–2011–0186, 78 FR 5710, Jan. 28,

2013]

APPENDIX A TOPART121—F IRST AID

KITS AND EMERGENCY MEDICAL KITS

Approved first-aid kits, at least one ap-

proved emergency medical kit, and at least one approved automated external defibrillator required under §121.803 of this part must be readily accessible to the crew, stored securely, and kept free from dust, moisture, and damaging temperatures.

IRST-AIDKITS

1. The minimum number of first aid kits

required is set forth in the following table:

No. of passenger seats No. of

first-aid

kits

0–50 ....................................................................... 1

51–150 ................................................................... 2

151–250 ................................................................. 3

More than 250 ....................................................... 4

2. Except as provided in paragraph (3), each

approved first-aid kit must contain at least the following appropriately maintained con-tents in the specified quantities:

Contents Quantity

Adhesive bandage compresses, 1-inch ................ 16

Antiseptic swabs .................................................... 20

Ammonia inhalants ................................................ 10

Bandage compresses, 4-inch ................................ 8

Triangular bandage compresses, 40-inch ............. 5

Arm splint, noninflatable ........................................ 1

Leg splint, noninflatable ......................................... 1

Roller bandage, 4-inch .......................................... 4

Adhesive tape, 1-inch standard roll ....................... 2

Bandage scissors .................................................. 1

3. Arm and leg splints which do not fit

within a first-aid kit may be stowed in a readily accessible location that is as near as practicable to the kit.

276 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. B

EMERGENCY MEDICAL KITS

1. Until April 12, 2004, at least one approved

emergency medical kit that must contain at least the following appropriately maintained contents in the specified quantities:

Contents Quantity

Sphygmomanometer ........................................... 1

Stethoscope ......................................................... 1

Airways, cropharyngeal (3 sizes) ........................ 3

Syringes (sizes necessary to administer re-

quired drugs).4

Needles (sizes necessary to administer required

drugs).6

50% Dextrose injection, 50cc .............................. 1

Epinephrine 1:1000, single dose ampule or

equivalent).2

Diphenhydramine HC1 injection, single dose

ampule or equivalent.2

Nitroglycerin tablets ............................................. 10

Basic instructions for use of the drugs in the kit 1

protective nonpermeable gloves or equivalent ... 1 pair

2. As of April 12, 2004, at least one approved

emergency medical kit that must contain at least the following appropriately maintained

contents in the specified quantities:

Contents Quantity

Sphygmonanometer ............................................ 1

Stethoscope ......................................................... 1

Airways, oropharyngeal (3 sizes): 1 pediatric, 1

small adult, 1 large adult or equivalent.3

Self-inflating manual resuscitation device with 3

masks (1 pediatric, 1 small adult, 1 large adult or equivalent).1:3 masks

CPR mask (3 sizes), 1 pediatric, 1 small adult, 1

large adult, or equivalent.3

IV Admin Set: Tubing w/ 2 Y connectors ............ 1

Alcohol sponges .................................... 2

Adhesive tape, 1-inch standard roll ad-

hesive.1

Tape scissors ........................................ 1 pair

Tourniquet ............................................. 1

Saline solution, 500 cc ........................................ 1

Protective nonpermeable gloves or equivalent ... 1 pair

Needles (2–18 ga., 2–20 ga., 2–22 ga., or sizes

necessary to administer required medications).6

Syringes (1–5 cc, 2–10 cc, or sizes necessary

to administer required medications).4

Analgesic, non-narcotic, tablets, 325 mg ............ 4 Contents Quantity

Antihistamine tablets, 25 mg ............................... 4

Antihistamine injectable, 50 mg, (single dose

ampule or equivalent).2

Atropine, 0.5 mg, 5 cc (single dose ampule or

equivalent).2

Aspirin tablets, 325 mg ........................................ 4

Bronchodilator, inhaled (metered dose inhaler or

equivalent).1

Dextrose, 50%/50 cc injectable, (single dose

ampule or equivalent).1

Epinephrine 1:1000, 1 cc, injectable, (single

dose ampule or equivalent).2

Epinephrine 1:10,000, 2 cc, injectable, (single

dose ampule or equivalent).2

Lidocaine, 5 cc, 20 mg/ml, injectable (single

dose ampule or equivalent).2

Nitroglycerin tablets, 0.4 mg ................................ 10

Basic instructions for use of the drugs in the kit 1

3. If all of the above-listed items do not fit

into one container, more than one container may be used.

UTOMATED EXTERNAL DEFIBRILLATORS

At least one approved automated external

defibrillator, legally marketed in the United States in accordance with Food and Drug Administration requirements, that must:

1. Be stored in the passenger cabin. 2. After April 30, 2005: (a) Have a power source that meets FAA

Technical Standard Order requirements for power sources for electronic devices used in aviation as approved by the Administrator; or

(b) Have a power source that was manufac-

tured before July 30, 2004, and been found by the FAA to be equivalent to a power source that meets the Technical Standard Order re-quirements of paragraph (a) of this section.

3. Be maintained in accordance with the

manufacturer’s specifications.

[Docket FAA–2000–7119, 66 FR 19044, Apr. 12,

2001, as amended by Amdt. 121–280, 69 FR 19762, Apr. 14, 2004; Amdt. 121–309, 70 FR 15196, Mar. 24, 2005]

APPENDIX B TOPART121—A IRPLANE FLIGHT RECORDER SPECIFICATION

Parameters Range Accuracy sensor input to

DFDR readout Sampling inter-

val (per second) Resolution4

readout

Time (GMT or Frame

Counter) (range 0 to 4095, sampled 1 per frame).24 Hrs ............................. ±0.125% Per Hour ................ 0.25 (1 per 4

seconds).1 sec.

Altitude .................................... ¥1,000 ft to max certifi-

cated altitude of air-craft.±100 to ±700 ft (See Table 1,

TSO-C51a).1 ........................ 5 ′ to 35 ′

Airspeed ................................. 50 KIAS to V so, and V so

to 1.2V D.±5%, ±3% .............................. 1 ........................ 1 kt.

Heading .................................. 360 °................................ ±2°......................................... 1 ........................ 0.5 °

Normal Acceleration (Vertical) ¥3g to + 6g ................... ±1% of max range excluding

datum error of ±5%.8 ........................ 0.01g.

Pitch Attitude .......................... ±75°................................ ±2°......................................... 1 ........................ 0.5 °

Roll Attitude ............................ ±180°.............................. ±2°......................................... 1 ........................ 0.5 °

Radio Transmitter Keying ....... On-Off (Discrete) ............ ±2°......................................... ±2% ..................

277 Federal Aviation Administration, DOT Pt. 121, App. B

Parameters Range Accuracy sensor input to

DFDR readout Sampling inter-

val (per second) Resolution4

readout

Thrust/Power on Each Engine Full Range Forward ........ ±2°......................................... 1 (per engine) ... 0.2%2

Trailing Edge Flap or Cockpit

Control Selection.Full Range or Each Dis-

crete Position.±3° or as Pilot’s Indicator ...... 0.5 ..................... 0.5%2

Leading Edge Flap or Cockpit

Control Selection.Full Range or Each Dis-

crete Position.±3° or as Pilot’s Indicator ...... 0.5 ..................... 0.5%2

Thrust Reverser Position ........ Stowed, In Transit, and

Reverse (Discrete)................................................. 1 (per 4 sec-

onds per en-gine).

Ground Spoiler Position/

Speed Brake Selection.Full Range or Each Dis-

crete Position.±2% Unless Higher Accuracy

Uniquely Required.1 ........................ 0.2%2.

Marker Beacon Passage ........ Discrete .......................... ................................................ 1 ............... .........

Autopilot Engagement ............ Discrete .......................... ................................................ 1 ............ ............

Longitudinal Acceleration ....... ±1g .................................. ±1.5% max range excluding

datum error of ±5%.4 ........................ 0.01g.

Pilot Input and/or Surface Po-

sition—Primary Controls (Pitch, Roll, Yaw)

3.Full Range ...................... ±2° Unless Higher Accuracy

Uniquely Required.1 ........................ 0.2%2.

Lateral Acceleration ................ ±1g .................................. ±1.5% max range excluding

datum error of ±5%.4 ........................ 0.01g.

Pitch Trim Position ................. Full Range ...................... ±3% Unless Higher Accuracy

Uniquely Required.1 ........................ 0.3%2.

Glideslope Deviation .............. ±400 Microamps ............. ±3% ....................................... 1 ........................ 0.3%2.

Localizer Deviation ................. ±400 Microamps ............. ±3% ....................................... 1 ........................ 0.3%2.

AFCS Mode and Engagement

Status.Discrete .......................... ................................................ 1 ........................

Radio Altitude ......................... ¥20 ft to 2,500 ft ........... ±2 Ft or ±3% Whichever is

Greater Below 500 Ft and ±5% Above 500 Ft.1 ........................ 1 ft + 5%

above 500 ′.

Master Warning ...................... Discrete .......................... ................................................ 1 ........ ................

Main Gear Squat Switch Sta-

tus.Discrete .......................... ................................................ 1 ........................

Angle of Attack (if recorded di-

rectly)..As installed ..................... As installed ............................ 2 ........................ 0.3%2

Outside Air Temperature or

Total Air Temperature..¥50 °C to + 90 °C ......... ±2 °c ...................................... 0.5 ..................... 0.3 °c

Hydraulics, Each System Low

Pressure.Discrete .......................... ................................................ 0.5 ..................... or 0.5%2

Groundspeed. ......................... As installed ..................... Most Accurate Systems In-

stalled (IMS Equipped Air-craft Only).1 ........................ 0.2%

If additional recording capacity is available, recording of the following parameters is recommended. The parameters are listed in

order of significance:

Drift Angle ............................... When available, As in-

stalled.As installed ............................ 4 ........................

Wind Speed and Direction ..... When available, As in-

stalled.As installed ............................ 4 ........................

Latitude and Longitude ........... When available, As in-

stalled.As installed ............................ 4 ........................

Brake pressure/Brake pedal

position.As installed ..................... As installed ............................ 1 ........................

Additional engine parameters:

EPR ................................. As installed ..................... As installed ............................ 1 (per engine). ..

N1 .................................... As installed ..................... As installed ............................ 1 (per engine). . .

N2 .................................... As installed ..................... As installed ............................ 1 (per engine). . .

EGT ................................. As installed ..................... As installed ............................ 1 (per engine). ..

Throttle Lever Position ........... As installed ..................... As installed ............................ 1 (per engine). ..

Fuel Flow ................................ As installed ..................... As installed ............................ 1 (per engine ). ..

TCAS:

TA .................................... As installed ..................... As installed ............................ 1 ............... .........

RA ................................... As installed ..................... As installed ............................ 1 ................ ........

Sensitivity level (as se-

lected by crew).As installed ..................... As installed ............................ 2 ........................

GPWS (ground proximity

warning system).Discrete .......................... ................................................ 1 ........................

Landing gear or gear selector

position.Discrete .......................... ................................................ 0.25 (1 per 4

seconds).

DME 1 and 2 Distance ........... 0–200 NM; ...................... As installed ............................ 0.25 ................... 1 mi.

Nav 1 and 2 Frequency Se-

lection.Full range ....................... As installed ............................ 0.25 ...................

1When altitude rate is recorded. Altitude rate must have sufficient resolution and sampling to permit the derivation of altitude to

5 feet.

278 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

2Per cent of full range.

3For airplanes that can demonstrate the capability of deriving either the control input on control movement (one from the

other) for all modes of operation and flight regimes, the ‘‘or’’ applies. For airplanes with non-mechanical control systems (fl y-by-

wire) the ‘‘and’’ applies. In airplanes with split surfaces, suitable combination of inputs is acceptable in lieu of recording each sur-

face separately.

4This column applies to aircraft manufactured after October 11, 1991.

[Docket 25530, 53 FR 26147, July 11, 1988; 53 FR 30906, Aug. 16, 1988]

APPENDIX C TOPART121—C–46

NONTRANSPORT CATEGORY AIRPLANES

Cargo Operations

1. Required engines. (a) Except as provided

in paragraph (b) of this section, the engines specified in subparagraphs (1) or (2) of this section must be installed in C–46 non-transport category airplanes operated at gross weights exceeding 45,000 pounds:

(1) Pratt and Whitney R2800–51–M1 or

R2800–75–M1 engines (engines converted from basic model R2800–51 or R2800–75 engines in accordance with FAA approved data) that—

(i) Conform to Engine Specification 5E–8; (ii) Conform to the applicable portions of

the operator’s manual;

(iii) Comply with all the applicable air-

worthiness directives; and

(iv) Are equipped with high capacity oil

pump drive gears in accordance with FAA approved data.

(2) Other engines found acceptable by the

Flight Standards office having type certifi-cation responsibility for the C–46 airplane.

(b) Upon application by an operator con-

ducting cargo operations with nontransport category C–46 airplanes between points with-in the State of Alaska, the responsible Flight Standards office may authorize the operation of such airplanes, between points within the State of Alaska; without compli-ance with paragraph (a) of this section if the operator shows that, in its area of operation, installation of the modified engines is not necessary to provide adequate cooling for single-engine operations. Such authorization and any conditions or limitations therefor is made a part of the Operations Specifications of the operator.

2. Minimum acceptable means of complying

with the special airworthiness requirements. Unless otherwise authorized under §121.213, the data set forth in sections 3 through 34 of this appendix, as correlated to the C–46 non-transport category airplane, is the minimum means of compliance with the special air-worthiness requirements of §§121.215 through 121.281.

3. Susceptibility of material to fire. [Deleted

as unnecessary]

4. Cabin interiors. C–46 crew compartments

must meet all the requirements of §121.215, and, as required in §121.221, the door between the crew compartment and main cabin (cargo) compartment must be flame resist-ant. 5. Internal doors. Internal doors, including

the crew to main cabin door, must meet all the requirements of §121.217.

6. Ventilation. Standard C–46 crew compart-

ments meet the ventilation requirements of §121.219 if a means of ventilation for control-ling the flow of air is available between the crew compartment and main cabin. The ven-tilation requirement may be met by use of a door between the crew compartment and main cabin. The door need not have louvers installed; however, if louvers are installed, they must be controllable.

7. Fire precautions. Compliance is required

with all the provisions of §121.221.

(a) In establishing compliance with this

section, the C–46 main cabin is considered as a Class A compartment if—

(1) The operator utilizes a standard system

of cargo loading and tiedown that allows easy access in flight to all cargo in such compartment, and, such system is included in the appropriate portion of the operator’s manual; and

(2) A cargo barrier is installed in the for-

ward end of the main cabin cargo compart-ment. The barrier must—

(i) Establish the most forward location be-

yond which cargo cannot be carried;

(ii) Protect the components and systems of

the airplane that are essential to its safe op-eration from cargo damage; and

(iii) Permit easy access, in flight, to cargo

in the main cabin cargo compartment.

The barrier may be a cargo net or a network

of steel cables or other means acceptable to the Administrator which would provide equivalent protection to that of a cargo net. The barrier need not meet crash load re-quirements of FAR §25.561; however, it must be attached to the cargo retention fittings and provide the degree of cargo retention that is required by the operators’ standard system of cargo loading and tiedown.

(b) C–46 forward and aft baggage compart-

ments must meet, as a minimum, Class B re-quirements of this section or be placarded in a manner to preclude their use as cargo or baggage compartments.

8. Proof of compliance. The demonstration

of compliance required by §121.223 is not re-quired for C–46 airplanes in which—

(1) The main cabin conforms to Class A

cargo compartment requirements of §121.219; and

(2) Forward and aft baggage compartments

conform to Class B requirements of §121.221,

279 Federal Aviation Administration, DOT Pt. 121, App. C

or are placarded to preclude their use as

cargo or baggage compartments.

9. Propeller deicing fluid. No change from

the requirements of §121.225. Isopropyl alco-hol is a combustible fluid within the mean-ing of this section.

10. Pressure cross-feed arrangements, location

of fuel tanks, and fuel system lines and fittings. C–46 fuel systems which conform to all appli-cable Curtiss design specifications and which comply with the FAA type certification re-quirements are in compliance with the provi-sions of §§121.227 through 121.231.

11. Fuel lines and fittings in designated fire

zones. No change from the requirements of

§121.233.

12. Fuel valves. Compliance is required with

all the provisions of §121.235. Compliance can be established by showing that the fuel sys-tem conforms to all the applicable Curtiss design specifications, the FAA type certifi-cation requirements, and, in addition, has explosion-proof fuel booster pump electrical selector switches installed in lieu of the open contact type used originally.

13. Oil lines and fittings in designated fire

zones. No change from the requirements of

§121.237.

14. Oil valves. C–46 oil shutoff valves must

conform to the requirements of §121.239. In addition, C–46 airplanes using Hamilton Standard propellers must provide, by use of stand pipes in the engine oil tanks or other approved means, a positive source of oil for feathering each propeller.

15. Oil system drains. The standard C–46 ‘‘Y’’

drains installed in the main oil inlet line for each engine meet the requirements of §121.241.

16. Engine breather line. The standard C–46

engine breather line installation meets the requirements of §121.243 if the lower breather lines actually extend to the trailing edge of the oil cooler air exit duct.

17. Firewalls and firewall construction. Com-

pliance is required with all of the provisions of §§121.245 and 121.247. The following re-quirements must be met in showing compli-ance with these sections:

(a) Engine compartment. The engine fire-

walls of the C–46 airplane must—

(1) Conform to type design, and all applica-

ble airworthiness directives;

(2) Be constructed of stainless steel or ap-

proved equivalent; and

(3) Have fireproof shields over the fairleads

used for the engine control cables that pass through each firewall.

(b) Combustion heater compartment. C–46 air-

planes must have a combustion heater fire extinguishing system which complies with AD–49–18–1 or an FAA approved equivalent.

18. Cowling. Standard C–46 engine cowling

(cowling of aluminum construction employ-ing stainless steel exhaust shrouds) which conforms to the type design and cowling con-figurations which conform to the C–46 trans-port category requirements meet the re-

quirements of §121.249.

19. Engine accessory section diaphragm. C–46

engine nacelles which conform to the C–46 transport category requirements meet the requirements of §121.251. As provided for in that section, a means of equivalent protec-tion which does not require provision of a di-aphragm to isolate the engine power section and exhaust system from the engine acces-sory compartment is the designation of the entire engine compartment forward of and including the firewall as a designated fire zone, and the installation of adequate fire detection and fire extinguishing systems which meet the requirements of §121.263 and §121.273, respectively, in such zone.

20. Powerplant fire protection. C–46 engine

compartments and combustion heater com-partments are considered as designated fire zones within the meaning of §121.253.

21. Flammable fluids —

(a) Engine compartment. C–46 engine com-

partments which conform to the type design and which comply with all applicable air-worthiness directives meet the requirements of §121.255.

(b) Combustion heater compartment. C–46

combustion heater compartments which con-form to type design and which meet all the requirements of AD–49–18–1 or an FAA ap-proved equivalent meet the requirements of §121.255.

22. Shutoff means —

(a) Engine compartment. C–46 engine com-

partments which comply with AD–62–10–2 or FAA approved equivalent meet the require-ments of §121.257 applicable to engine com-partments, if, in addition, a means satisfac-tory to the Administrator is provided to shut off the flow of hydraulic fluid to the cowl flap cylinder in each engine nacelle. The shutoff means must be located aft of the en-gine firewall. The operator’s manual must include, in the emergency portion, adequate instructions for proper operation of the addi-tional shutoff means to assure correct se-quential positioning of engine cowl flaps under emergency conditions. In accordance with §121.315, this positioning must also be incorporated in the emergency section of the pilot’s checklist.

(b) Combustion heater compartment. C–46

heater compartments which comply with paragraph (5) of AD–49–18–1 or FAA approved equivalent meet the requirements of §121.257 applicable to heater compartments if, in ad-dition, a shutoff valve located above the main cabin floor level is installed in the al-cohol supply line or lines between the alco-hol supply tank and those alcohol pumps lo-cated under the main cabin floor. If all of the alcohol pumps are located above the main cabin floor, the alcohol shutoff valve need not be installed. In complying with para-graph (5) of AD–49–18–1, a fail-safe electric

280 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

fuel shutoff valve may be used in lieu of the

manually operated valve.

23. Lines and fittings —(a) Engine compart-

ment. C–46 engine compartments which com-

ply with all applicable airworthiness direc-tives, including AD–62–10–2, by using FAA approved fire-resistant lines, hoses, and end fittings, and engine compartments which meet the C–46 transport category require-ments, meet the requirements of §121.259.

(b) Combustion heater compartments All

lines, hoses, and end fittings, and couplings which carry fuel to the heaters and heater controls, must be of FAA approved fire-re-sistant construction.

24. Vent and drain lines —(a)

Enginecompartment. C–46 engine compart-

ments meet the requirements of §121.261 if—

(1) The compartments conform to type de-

sign and comply with all applicable air-worthiness directives or FAA approved equivalent; and

(2) Drain lines from supercharger case, en-

gine-driven fuel pump, and engine-driven hy-draulic pump reach into the scupper drain lo-cated in the lower cowling segment.

(b) Combustion heater compartment. C–46

heater compartments meet the requirements of §121.261 if they conform to AD–49–18–1 or FAA approved equivalent.

25. Fire-extinguishing system. (a) To meet

the requirements of §121.263, C–46 airplanes must have installed fire extinguishing sys-tems to serve all designated fire zones. The fire-extinguishing systems, the quantity of extinguishing agent, and the rate of dis-charge shall be such as to provide a min-imum of one adequate discharge for each designated fire zone. Compliance with this provision requires the installation of a sepa-

rate fire extinguisher for each engine com-partment. Insofar as the engine compart-ment is concerned, the system shall be capa-ble of protecting the entire compartment against the various types of fires likely to occur in the compartment.

(b) Fire-extinguishing systems which con-

form to the C–46 transport category require-ments meet the requirements set forth in paragraph (a). Furthermore, fire-extin-guishing systems for combustion heater compartments which conform to the require-ments of AD–49–18–1 or an FAA approved equivalent also meet the requirements in paragraph (a).

In addition, a fire-extinguishing system for

C–46 airplanes meets the adequacy require-ment of paragraph (a) if it provides the same or equivalent protection to that dem-onstrated by the CAA in tests conducted in 1941 and 1942, using a CW–20 type engine na-celle (without diaphragm). These tests were conducted at the Bureau of Standards facili-ties in Washington, DC, and copies of the test reports are available through the FAA Regional Engineering Offices. In this connec-tion, the flow rates and distribution of extin-guishing agent substantiated in American

Airmotive Report No. 128–52–d, FAA ap-proved February 9, 1953, provides protection equivalent to that demonstrated by the CAA in the CW–20 tests. In evaluating any C–46 fire-extinguishing system with respect to the aforementioned CW–20 tests, the Administra-tion would require data in a narrative form, utilizing drawings or photographs to show at least the following:

Installation of containers; installation and

routing of plumbing; type, number, and loca-tion of outlets or nozzles; type, total volume, and distribution of extinguishing agent; length of time required for discharging; means for thermal relief, including type and location of discharge indicators; means of discharging, e.g., mechanical cutterheads, electric cartridge, or other method; and whether a one- or two-shot system is used; and if the latter is used, means of cross-feed-ing or otherwise selecting distribution of ex-tinguishing agent; and types of materials used in makeup of plumbing.

High rate discharge (HRD) systems using

agents such as bromotrifluoromethane, dibrodifluoromethane and chlorobromomethane (CB), may also meet the requirements of paragraph (a).

26. Fire-extinguishing agents, Extinguishing

agent container pressure relief, Extinguishing agent container compartment temperatures, and

Fire-extinguishing system materials. No change

from the requirements of §§121.265 through 121.271.

27. Fire-detector system. Compliance with

the requirements of §121.273 requires that C– 46 fire detector systems conform to:

(a) AD–62–10–2 or FAA approved equivalent

for engine compartments; and

(b) AD–49–18–1 or FAA approved equivalent

for combustion heater compartments

28. Fire detectors. No change from the re-

quirements of §121.275.

29. Protection of other airplane components

against fire. To meet the requirements of

§121.277, C–46 airplanes must—

(a) Conform to the type design and all ap-

plicable airworthiness directives; and

(b) Be modified or have operational proce-

dures established to provide additional fire protection for the wheel well door aft of each engine compartment. Modifications may consist of improvements in sealing of the main landing gear wheel well doors. An oper-ational procedure which is acceptable to the Agency is one requiring the landing gear control to be placed in the up position in case of in-flight engine fire. In accordance with §121.315, such procedure must be set forth in the emergency portion of the opera-tor’s emergency checklist pertaining to in- flight engine fire.

30. Control of engine rotation. C–46 propeller

feathering systems which conform to the type design and all applicable airworthiness directives meet the requirements of §121.279.

281 Federal Aviation Administration, DOT Pt. 121, App. C

31. Fuel system independence. C–46 fuel sys-

tems which conform to the type design and all applicable airworthiness directives meet the requirements of §121.281.

32. Induction system ice prevention. The C–46

carburetor anti-icing system which conforms to the type design and all applicable air-worthiness directives meets the require-ments of §121.283.

33. Carriage of cargo in passenger compart-

ments. Section 121.285 is not applicable to

nontransport category C–46 cargo airplanes.

34. Carriage of cargo in cargo compartments.

A standard cargo loading and tiedown ar-rangement set forth in the operator’s man-ual and found acceptable to the Adminis-trator must be used in complying with §121.287.

35. Performance data. Performance data on

Curtiss model C–46 airplane certificated for maximum weight of 45,000 and 48,000 pounds for cargo-only operations.

1. The following performance limitation

data, applicable to the Curtiss model C–46 airplane for cargo-only operation, must be used in determining compliance with §§121.199 through 121.205. These data are pre-sented in the tables and figures of this ap-pendix.

ABLE 1—T AKEOFF LIMITATIONS

(a) Curtiss C–46 certificated for maximum

weight of 45,000 pounds.

(1) Effective length of runway required when

effective length is determined in accordance with §121.171 (distance to accelerate to 93 knots TIAS and stop, with zero wind and zero gradient). (Factor = 1.00)

[Distance in feet]

Standard altitude in feet Airplane weight in pounds

39,000 42,000 45,0001

S.L ....................................... 4,110 4,290 4,570

1,000 .................................... 4,250 4,440 4,720

2,000 .................................... 4,400 4,600 4,880

3,000 .................................... 4,650 4,880 5,190

4,000 .................................... 4,910 5,170 5,500

5,000 .................................... 5,160 5,450 5,810

6,000 .................................... 5,420 5,730 6,120

7,000 .................................... 5,680 6,000 6,440

8,000 .................................... 5,940 6,280 (1)

1Ref. Fig. 1(a)(1) for weight and distance for altitudes

above 7,000 ′.

(2) Actual length of runway required when

effective length, considering obstacles, is not

determined (distance to accelerate to 93 knots TIAS and stop, divided by the factor 0.85).

[Distance in feet]

Standard altitude in feet Airplane weight in pounds

39,000 42,000 45,0001

S.L ....................................... 4,830 5,050 5,370

1,000 .................................... 5,000 5,230 5,550

2,000 .................................... 5,170 5,410 5,740 [Distance in feet]

Standard altitude in feet Airplane weight in pounds

39,000 42,000 45,0001

3,000 .................................... 5,470 5,740 6,100

4,000 .................................... 5,770 6,080 6,470

5,000 .................................... 6,070 6,410 6,830

6,000 .................................... 6,380 6,740 7,200

7,000 .................................... 6,680 7,070 7,570

8,000 .................................... 6,990 7,410 (1)

1Ref. Fig. 1(a)(2) for weight and distance for altitudes

above 7,000 ′.

(b) Curtiss C–46 certificated for maximum

weight 48,000 pounds.

(1) Effective length of runway required when

effective length is determined in accordance with §121.171 (distance to accelerate to 93 knots TIAS and stop, with zero wind and zero gradient). (Factor = 1.00)

[Distance in feet]

Standard altitude

in feet Airplane weight in pounds

39,000 42,000 45,000 48,0001

S.L ..................... 4,110 4,290 4,570 4,950

1,000 .................. 4,250 4,440 4,720 5,130

2,000 .................. 4,400 4,600 4,880 5,300

3,000 .................. 4,650 4,880 5,190 5,670

4,000 .................. 4,910 5,170 5,500 6,050

5,000 .................. 5,160 5,450 5,810 6,420

6,000 .................. 5,420 5,730 6,120 6,800

7,000 .................. 5,680 6,000 6,440 (1)

8,000 .................. 5,940 6,280 6,750 (1)

1Ref. Fig. 1(b)(1) for weight and distance for altitudes

above 6,000 ′.

(2) Actual length of runway required when

effective length, considering obstacles, is not

determined (distance to accelerate to 93 knots TIAS and stop, divided by the factor 0.85).

[Distance in feet]

Standard altitude

in feet Airplane weight in pounds

39,000 42,000 45,000 48,0001

S.L ..................... 4,830 5,050 5,370 5,830

1,000 .................. 5,000 5,230 5,550 6,030

2,000 .................. 5,170 5,410 5,740 6,230

3,000 .................. 5,470 5,740 6,100 6,670

4,000 .................. 5,770 6,080 6,470 7,120

5,000 .................. 6,070 6,410 6,830 7,560

6,000 .................. 6,380 6,740 7,200 8,010

7,000 .................. 6,680 7,070 7,570 (1)

8,000 .................. 6,990 7,410 7,940 (1)

1Ref. Fig. 1(b)(2) for weight and distance for altitudes

above 6,000 ′.

TABLE 2—E NROUTE LIMITATIONS

(a) Curtiss model C–46 certificated for max-

imum weight of 45,000 pounds (based on a climb speed of 113 knots (TIAS)).

Weight (pounds) Terrain

clearance

(feet)1 Blower set-

ting

45,000 ............................................ 6,450 Low.

44,000 ............................................ 7,000 Do.

282 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

Weight (pounds) Terrain

clearance

(feet)1 Blower set-

ting

43,000 ............................................ 7,500 Do.

42,200 ............................................ 8,000 High.

41,000 ............................................ 9,600 Do.

40,000 ............................................ 11,000 Do.

39,000 ............................................ 12,300 Do.

1Highest altitude of terrain over which airplanes may be op-

erated in compliance with § 121.201.

Ref. Fig. 2(a).

(b) Curtiss model C–46 certificated for max-

imum weight of 48,000 pounds or with engine installation approved for 2,550 revolutions per minute (1,700 brake horsepower). Max-imum continuous power in low blower (based on a climb speed of 113 knots (TIAS)).

Weight (pounds) Terrain

clearance

(feet)1 Blower set-

ting

48,000 ............................................ 5,850 Low.

47,000 ............................................ 6,300 Do. Weight (pounds) Terrain

clearance

(feet)1 Blower set-

ting

46,000 ............................................ 6,700 Do.

45,000 ............................................ 7,200 Do.

44,500 ............................................ 7,450 Do.

44,250 ............................................ 8,000 High.

44,000 ............................................ 8,550 Do.

43,000 ............................................ 10,800 Do.

42,000 ............................................ 12,500 Do.

41,000 ............................................ 13,000 Do.

1Highest altitude of terrain over which airplanes may be op-

erated in compliance with § 121.201.

Ref. Fig. 2(b).

TABLE 3—L ANDING LIMITATIONS

(a) Intended Destination.

Effective length of runway required for in-

tended destination when effective length is determined in accordance with §121.171 with zero wind and zero gradient.

(1) Curtiss model C–46 certificated for max-

imum weight of 45,000 pounds. (0.60 factor)

Distance in feet

Standard altitude in feet Airplane weight in pounds and approach speeds1in knots

40,000 V50 42,000 V50 44,000 V50 45,000 V50

S.L ......................................................................................... 4,320 86 4,500 88 4,700 90 4,800 91

1,000 ..................................................................................... 4,440 86 4,620 88 4,830 90 4,930 91

2,000 ..................................................................................... 4,550 86 4,750 88 4,960 90 5,050 91

3,000 ..................................................................................... 4,670 86 4,880 88 5,090 90 5,190 91

4,000 ..................................................................................... 4,800 86 5,000 88 5,220 90 5,320 91

5,000 ..................................................................................... 4,920 86 5,140 88 5,360 90 5,460 91

6,000 ..................................................................................... 5,040 86 5,270 88 5,550 90 5,600 91

7,000 ..................................................................................... 5,170 86 5,410 88 5,650 90 5,750 91

8,000 ..................................................................................... 5,310 86 5,550 88 5,800 90 5,900 91

1Steady approach speed through 50–foot height TIAS denoted by symbol V50.

Ref. Fig. 3(a)(1).

(2) Curtiss model C–46 certificated for maximum weight of 48,000 pounds.1(0.60 factor.)

Distance in feet

Standard altitude in feet Airplane weight in pounds and approach speeds2in knots

42,000 V50 44,000 V50 46,000 V50 43,000 V50

S.L ......................................................................................... 3,370 80 3,490 82 3,620 84 3,740 86

1,000 ..................................................................................... 3,460 80 3,580 82 3,710 84 3,830 86

2,000 ..................................................................................... 3,540 80 3,670 82 3,800 84 3,920 86

3,000 ..................................................................................... 3,630 80 3,760 82 3,890 84 4,020 86

4,000 ..................................................................................... 3,720 80 3,850 82 3,980 84 4,110 86

5,000 ..................................................................................... 3,800 80 3,940 82 4,080 84 4,220 86

6,000 ..................................................................................... 3,890 80 4,040 82 4,180 84 4,320 86

7,000 ..................................................................................... 3,980 80 4,140 82 4,280 84 4,440 86

8,000 ..................................................................................... 4,080 80 4,240 82 4,390 84 4,550 86

1For use with Curtiss model C–46 airplanes when approved for this weight.

2Steady approach speed through 50 height knots TIAS denoted by symbol V503.

Ref. Fig. 3(a)(2).

(b) Alternate Airports.

Effective length of runway required when effective length is determined in accordance with

§121.171 with zero wind and zero gradient.

(1) Curtiss model C–46 certificated for maximum weight of 45,000 pounds. (0.70 factor.)

Distance in feet

Standard altitude in feet Airplane weight in pounds and approach speeds1in knots

40,000 V50 42,000 V50 44,000 V50 45,000 V50

S.L ......................................................................................... 3,700 86 3,860 88 4,030 90 4,110 91

283 Federal Aviation Administration, DOT Pt. 121, App. C

Distance in feet

Standard altitude in feet Airplane weight in pounds and approach speeds1in knots

40,000 V50 42,000 V50 44,000 V50 45,000 V50

1,000 ..................................................................................... 3,800 86 3,960 88 4,140 90 4,220 91

2,000 ..................................................................................... 3,900 86 4,070 88 4,250 90 4,340 91

3,000 ..................................................................................... 4,000 86 4,180 88 4,360 90 4,450 91

4,000 ..................................................................................... 4,110 86 4,290 88 4,470 90 4,560 91

5,000 ..................................................................................... 4,210 86 4,400 88 4,590 90 4,680 91

6,000 ..................................................................................... 4,330 86 4,510 88 4,710 90 4,800 91

7,000 ..................................................................................... 4,430 86 4,630 88 4,840 90 4,930 91

8,000 ..................................................................................... 4,550 86 4,750 88 4,970 90 5,060 91

1Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V50.

Ref. Fig. 3(b)(1).

(2) Curtiss model C–46 certificated for maximum weight of 48,000 pounds.1(0.70 factor.)

Distance in feet

Standard altitude in feet Airplane weight in pounds and approach speeds2in knots

42,000 V50 44,000 V50 46,000 V50 48,000 V50

S.L ......................................................................................... 2,890 80 3,000 82 3,110 84 3,220 86

1,000 ..................................................................................... 2,960 80 3,070 82 3,180 84 3,280 86

2,000 ..................................................................................... 3,040 80 3,150 82 3,260 84 3,360 86

3,000 ..................................................................................... 3,110 80 3,220 82 3,340 84 3,440 86

4,000 ..................................................................................... 3,180 80 3,300 82 3,410 84 3,520 86

5,000 ..................................................................................... 3,260 80 3,380 82 3,500 84 3,610 86

6,000 ..................................................................................... 3,330 80 3,460 82 3,580 84 3,700 86

7,000 ..................................................................................... 3,420 80 3,540 82 3,670 84 3,800 86

8,000 ..................................................................................... 3,500 80 3,630 82 3,760 84 3,900 86

1For use with Curtiss model C–46 airplanes when approved for this weight.

2Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V50.

Ref. Fig. 3(b)(2).

termined in accordance with §121.171.

(1) Curtiss model C–46 certificated for maximum weight of 45,000 pounds. (0.55 factor.)

Distance in feet

Standard altitude in feet Airplane weight in pounds and approach speeds1in knots

40,000 V50 42,000 V50 44,000 V50 45,000 V50

S.L ......................................................................................... 4,710 86 4,910 88 5,130 90 5,230 91

1,000 ..................................................................................... 4,840 86 5,050 88 5,270 90 5,370 91

2,000 ..................................................................................... 4,960 86 5,180 88 5,410 90 5,510 91

3,000 ..................................................................................... 5,090 86 5,320 88 5,550 90 5,660 91

4,000 ..................................................................................... 5,230 86 5,460 88 5,700 90 5,810 91

5,000 ..................................................................................... 5,360 86 5,600 88 5,850 90 5,960 91

6,000 ..................................................................................... 5,500 86 5,740 88 6,000 90 6,110 91

7,000 ..................................................................................... 5,640 86 5,900 88 6,170 90 6,280 91

8,000 ..................................................................................... 5,790 86 6,050 88 6,340 90 6,450 91

1Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V50.

Ref. Fig. 3(c)(1).

(2) Curtiss C–46 certificated for maximum weight of 48,000 pounds.1(0.55 factor.)

Distance in feet

Standard altitude in feet Airplane weight in pounds and approach speeds2in knots

42,000 V50 44,000 V50 46,000 V50 48,000 V50

S.L ......................................................................................... 3,680 80 3,820 82 3,960 84 4,090 86

1,000 ..................................................................................... 3,770 80 3,910 82 4,050 84 4,180 86

2,000 ..................................................................................... 3,860 80 4,000 82 4,140 84 4,280 86

3,000 ..................................................................................... 3,960 80 4,090 82 4,240 84 4,380 86

4,000 ..................................................................................... 4,050 80 4,190 82 4,340 84 4,490 86

5,000 ..................................................................................... 4,150 80 4,290 82 4,450 84 4,600 86

6,000 ..................................................................................... 4,240 80 4,400 82 4,560 84 4,710 86

7,000 ..................................................................................... 4,350 80 4,510 82 4,670 84 4,840 86

8,000 ..................................................................................... 4,450 80 4,620 82 4,790 84 4,960 86

1For use with Curtiss model C–46 airplanes when approved for this weight.

2Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V50.

284 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

Ref. Fig. 3(c)(2).

285 Federal Aviation Administration, DOT Pt. 121, App. C

286 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

287 Federal Aviation Administration, DOT Pt. 121, App. C

288 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

289 Federal Aviation Administration, DOT Pt. 121, App. C

290 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

291 Federal Aviation Administration, DOT Pt. 121, App. C

292 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

293 Federal Aviation Administration, DOT Pt. 121, App. C

294 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

295 Federal Aviation Administration, DOT Pt. 121, App. C

296 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. C

297 Federal Aviation Administration, DOT Pt. 121, App. C

[Docket 4080, 30 FR 258, Jan. 3, 1965; 30 FR 481, Jan. 14, 1965, as amended by Amdt. 121–207,

54 FR 39293, Sept. 25, 1989; Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

298 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. D

APPENDIX D TOPART121—C RITERIA FOR

DEMONSTRATION OF EMERGENCY

EVACUATION PROCEDURES UNDER

§121.291

(a) Aborted takeoff demonstration. (1) The

demonstration must be conducted either dur-ing the dark of the night or during daylight with the dark of the night simulated. If the demonstration is conducted indoors during daylight hours, it must be conducted with each window covered and each door closed to minimize the daylight effect. Illumination on the floor or ground may be used, but it must be kept low and shielded against shin-ing into the airplane’s windows or doors.

(2) The airplane must be a normal ground

attitude with landing gear extended.

(3) Unless the airplane is equipped with an

off-wing descent means, stands or ramps may be used for descent from the wing to the ground. Safety equipment such as mats or inverted life rafts may be placed on the floor or ground to protect participants. No other equipment that is not part of the emergency evacuation equipment of the airplane may be used to aid the participants in reaching the ground.

(4) The airplane’s normal electrical power

sources must be deenergized.

(5) All emergency equipment for the type

of passenger-carrying operation involved must be installed in accordance with the cer-tificate holder’s manual.

(6) Each external door and exit, and each

internal door or curtain must be in position to simulate a normal takeoff.

(7) A representative passenger load of per-

sons in normal health must be used. At least 40 percent of the passenger load must be fe-males. At least 35 percent of the passenger load must be over 50 years of age. At least 15 percent of the passenger load must be female and over 50 year of age. Three life-size dolls, not included as part of the total passenger load, must be carried by passengers to simu-late live infants 2 years old or younger. Crewmembers, mechanics, and training per-sonnel, who maintain or operate the airplane in the normal course of their duties, may not be used as passengers.

(8) No passenger may be assigned a specific

seat except as the Administrator may re-quire. Except as required by item (12) of this paragraph, no employee of the certificate holder may be seated next to an emergency exit.

(9) Seat belts and shoulder harnesses (as

required) must be fastened.

(10) Before the start of the demonstration,

approximately one-half of the total average amount of carry-on baggage, blankets, pil-lows, and other similar articles must be dis-tributed at several locations in the aisles and emergency exit access ways to create minor obstructions. (11) The seating density and arrangement

of the airplane must be representative of the highest capacity passenger version of that airplane the certificate holder operates or proposes to operate.

(12) Each crewmember must be a member

of a regularly scheduled line crew, except that flight crewmembers need not be mem-bers of a regularly scheduled line crew, pro-vided they have knowledge of the airplane. Each crewmember must be seated in the seat the crewmember is normally assigned for takeoff, and must remain in that seat until the signal for commencement of the dem-onstration is received.

(13) No crewmember or passenger may be

given prior knowledge of the emergency exits available for the demonstration.

(14) The certificate holder may not prac-

tice, rehearse, or describe the demonstration for the participants nor may any participant have taken part in this type of demonstra-tion within the preceding 6 months.

(15) The pretakeoff passenger briefing re-

quired by §121.571 may be given in accord-ance with the certificate holder’s manual. The passengers may also be warned to follow directions of crewmembers, but may not be instructed on the procedures to be followed in the demonstration.

(16) If safety equipment as allowed by item

(3) of this section is provided, either all pas-senger and cockpit windows must be blacked out or all of the emergency exits must have safety equipment in order to prevent disclo-sure of the available emergency exits.

(17) Not more than 50 percent of the emer-

gency exits in the sides of the fuselage of an airplane that meet all of the requirements

applicable to the required emergency exits for that airplane may be used for the dem-onstration. Exits that are not to be used in the demonstration must have the exit handle deactivated or must be indicated by red lights, red tape, or other acceptable means, placed outside the exits to indicate fire or other reason that they are unusable. The exits to be used must be representative of all of the emergency exits on the airplane and must be designated by the certificate holder, subject to approval by the Administrator. At least one floor level exit must be used.

(18) Except as provided in paragraph (a)(3)

of this appendix, all evacuees must leave the airplane by a means provided as part of the airplane’s equipment.

(19) The certificate holder’s approved pro-

cedures and all of the emergency equipment that is normally available, including slides, ropes, lights, and megaphones, must be fully utilized during the demonstration, except that the flightcrew must take no active role in assisting others inside the cabin during the demonstration.

(20) The evacuation time period is com-

pleted when the last occupant has evacuated the airplane and is on the ground. Evacuees

299 Federal Aviation Administration, DOT Pt. 121, App. E

using stands or ramps allowed by item (3)

above are considered to be on the ground when they are on the stand or ramp: Pro-

vided, That the acceptance rate of the stand

or ramp is no greater than the acceptance rate of the means available on the airplane for descent from the wing during an actual crash situation.

(b) Ditching demonstration. The demonstra-

tion must assume that daylight hours exist outside the airplane, and that all required crewmembers are available for the dem-onstration.

(1) If the certificate holder’s manual re-

quires the use of passengers to assist in the launching of liferafts, the needed passengers must be aboard the airplane and participate in the demonstration according to the man-ual.

(2) A stand must be placed at each emer-

gency exit and wing, with the top of the plat-form at a height simulating the water level of the airplane following a ditching.

(3) After the ditching signal has been re-

ceived, each evacuee must don a life vest ac-cording to the certificate holder’s manual.

(4) Each liferaft must be launched and in-

flated, according to the certificate holder’s manual, and all other required emergency equipment must be placed in rafts.

(5) Each evacuee must enter a liferaft, and

the crewmembers assigned to each liferaft must indicate the location of emergency equipment aboard the raft and describe its use.

(6) Either the airplane, a mockup of the

airplane or a floating device simulating a passenger compartment must be used.

(i) If a mockup of the airplane is used, it

must be a life-size mockup of the interior and representative of the airplane currently used by or proposed to be used by the certifi-cate holder, and must contain adequate seats for use of the evacuees. Operation of the emergency exits and the doors must closely simulate those on the airplane. Sufficient wing area must be installed outside the over- the-wing exits to demonstrate the evacu-ation.

(ii) If a floating device simulating a pas-

senger compartment is used, it must be rep-resentative, to the extent possible, of the passenger compartment of the airplane used in operations. Operation of the emergency exits and the doors must closely simulate op-eration on that airplane. Sufficient wing area must be installed outside the over-the- wing exits to demonstrate the evacuation. The device must be equipped with the same survival equipment as is installed on the air-plane, to accommodate all persons partici-

pating in the demonstration.

[Docket 2033, 30 FR 3206, Mar. 9, 1965, as

amended by Amdt. 121–30, 32 FR 13268, Sept.

20, 1967; Amdt. 121–41, 33 FR 9067, June 20, 1968; Amdt. 121–46, 34 FR 5545, Mar. 22, 1969; Amdt. 121–47, 34 FR 11489, July 11, 1969; Amdt. 121–233, 58 FR 45230, Aug. 26, 1993]

APPENDIX E TOPART121—F LIGHT

TRAINING REQUIREMENTS

(a) The maneuvers and procedures required

by §121.424 for pilot initial, transition, and conversion flight training are set forth in the certificate holder’s approved low-alti-tude windshear flight training program, §121.423 extended envelope training, and in this appendix. The maneuvers and proce-dures required for upgrade training in ac-cordance with §121.424 are set forth in this appendix and in the certificate holder’s ap-proved low-altitude windshear flight train-ing program and §121.423 extended envelope training. For the maneuvers and procedures required for upgrade training in accordance with §121.426, this appendix designates the airplane or FSTD, as appropriate, that may be used.

(b) All required maneuvers and procedures

must be performed inflight except that windshear and extended envelope training maneuvers and procedures must be per-formed in a full flight simulator (FFS) in which the maneuvers and procedures are spe-cifically authorized to be accomplished. Cer-tain other maneuvers and procedures may be performed in an FFS, an FTD, or a static airplane as indicated by the appropriate symbol in the respective column opposite the maneuver or procedure.

authorized to be performed in an FTD, it may be performed in an FFS, and in some cases, a static airplane. Whenever the re-quirement may be performed in either an FTD or a static airplane, the appropriate symbols are entered in the respective col-umns.

(d) A Level B or higher FFS may be used

instead of the airplane to satisfy the inflight requirements if the FFS is approved under §121.407 and is used as part of an approved program that meets the requirements for an Advanced Simulation Training Program in Appendix H of this part.

(e) For the purpose of this appendix, the

following symbols mean—

I = Pilot in Command (PIC) and Second in

Command (SIC) initial training

T = PIC and SIC transition training U = SIC to PIC upgrade training C = Flight engineer (FE) to SIC conversion

training

300 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. E

Maneuvers/procedures Inflight Static

airplane FFS FTD

As appropriate to the airplane and the oper-

ation involved, flight training for pilots must include the following maneuvers and proce-dures.

I. Preflight:

(a) Visual inspection of the exterior

and interior of the airplane, the loca-tion of each item to be inspected, and the purpose for inspecting it. The visual inspection may be con-ducted using an approved pictorial means that realistically portrays the location and detail of visual inspec-tion items and provides for the por-trayal of normal and abnormal con-ditions.............................. I, T, U, C.

(b) Use of the prestart checklist, ap-

propriate control system checks, starting procedures, radio and elec-tronic equipment checks, and the selection of proper navigation and communications radio facilities and frequencies prior to flight.............................. ............................. I, T, U, C.

the following:

(1) Taxiing, sailing, and dock-

ing procedures in compli-ance with instructions issued by ATC or by the person conducting the training.I, T, U, C.

(2) Use of airport diagram

(surface movement chart).I, T, U, C.

(3) Obtaining appropriate

clearance before crossing or entering active runways.I, T, U, C.

(4) Observation of all surface

movement guidance control markings and lighting.I, T, U, C.

(d) Pre-takeoff procedures

that include powerplant checks, receipt of takeoff clearance and confirmation of aircraft location, and FMS entry (if appropriate) for departure runway prior to crossing hold short line for takeoff.............................. ............................. I, T, U, C.

II. Takeoffs:

Training in takeoffs must include the types and

conditions listed below but more than one type may be combined where appropriate:

(a) Normal takeoffs which, for the pur-

pose of this maneuver, begin when the airplane is taxied into position on the runway to be used.I, T, U, C.

(b) Takeoffs with instrument conditions

simulated at or before reaching an altitude of 100 ′ above the airport

elevation.............................. ............................. I, T, U, C.

crosswind takeoffs with gusts if practicable under the existing mete-orological, airport, and traffic condi-tions.I, T, U, C.

301 Federal Aviation Administration, DOT Pt. 121, App. E

Maneuvers/procedures Inflight Static

airplane FFS FTD

(d) Takeoffs with a simulated failure of

the most critical powerplant— ............................. ............................. I, T, U, C.

(1) At a point after V1 and

before V2 that in the judg-ment of the person con-ducting the training is ap-propriate to the airplane type under the prevailing conditions; or ............................. ............................. I, T, U, C.

(2) At a point as close as

possible after V1 when V1 and V2 or V1 and VR are identical; or ............................. ............................. I, T, U, C.

(3) At the appropriate speed

for nontransport category airplanes.............................. ............................. I, T, U, C.

(e) Rejected takeoffs accomplished

during a normal takeoff run after reaching a reasonable speed deter-mined by giving due consideration to aircraft characteristics, runway length, surface conditions, wind di-rection and velocity, brake heat en-ergy, and any other pertinent factors that may adversely affect safety or the airplane.............................. ............................. I, T, U, C.

(f) Night takeoffs. For pilots in transi-

tion training, this requirement may be met during the operating experi-ence required under § 121.434 by performing a normal takeoff at night when a check pilot serving as PIC is occupying a pilot station.I, T, U, C.

III. Flight Maneuvers and Procedures:

(a) Turns with and without spoilers ..... ............................. ............................. I, T, U, C.

(b) Tuck and Mach buffet .................... ............................. ............................. I, T, U, C.

imum range procedures.............................. ............................. I, T, U, C.

(d) Operation of systems and controls

at the flight engineer station.............................. ............................. I, T, U.

(e) Runaway and jammed stabilizer .... ............................. ............................. I, T, U, C.

(f) Normal and abnormal or alternate

operation of the following systems and procedures:

(1) Pressurization .................. ............................. ............................. ............................. I, T , U, C.

(2) Pneumatic ........................ ............................. ............................. ............................. I, T, U, C.

(3) Air conditioning ................ ............................. ............................. ............................. I, T , U, C.

(4) Fuel and oil ...................... ............................. I, T, U, C ............ ............................. I, T, U, C.

(5) Electrical .......................... ............................. I, T, U, C ............ ............................. I, T, U , C.

(6) Hydraulic .......................... ............................. I, T, U, C ............ ............................. I, T, U, C.

(7) Flight control .................... ............................. I, T, U, C ............ ............................. I, T, U, C.

(8) Anti-icing and deicing ...... ............................. ............................. I, T, U, C.

(9) Autopilot ........................... ............................. ............................. I, T, U, C.

(10) Automatic or other ap-

proach aids.............................. ............................. I, T, U, C.

(11) Stall warning devices,

stall avoidance devices, and stability augmentation devices.............................. ............................. I, T, U, C.

(12) Airborne radar devices .. ............................. ............................. I, T, U, C.

(13) Any other systems, de-

vices, or aids available.............................. ............................. I, T, U, C.

(14) Electrical, hydraulic,

flight control, and flight in-strument system malfunc-tioning or failure.............................. I, T, U, C ............ ............................. I, T, U, C.

(15) Landing gear and flap

systems failure or malfunc-tion.............................. I, T, U, C ............ ............................. I, T, U, C.

(16) Failure of navigation or

communications equipment.............................. ............................. I, T, U, C.

302 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. E

Maneuvers/procedures Inflight Static

airplane FFS FTD

(g) Flight emergency procedures that

include at least the following:

(1) Powerplant, heater, cargo

compartment, cabin, flight deck, wing, and electrical fires.............................. I, T, U, C ............ ............................. I, T, U, C.

(2) Smoke control .................. ............................. I, T, U, C ............ ............................. I, T, U, C.

(3) Powerplant failures .......... ............................. ............................. I, T ...................... U, C.

(4) Fuel jettisoning ................. ............................. I, T, U, C ............ ............................. I, T, U, C .

(5) Any other emergency pro-

cedures outlined in the ap-propriate flight manual.............................. ............................. I, T, U, C.

(h) Steep turns in each direction. Each

steep turn must involve a bank angle of 45 ° with a heading change

of at least 180 ° but not more than

360°. This maneuver is not required

for Group I transition training.............................. ............................. I, T, U, C.

(i) Stall Prevention. For the purpose of

this training the approved recovery procedure must be initiated at the first indication of an impending stall (buffet, stick shaker, aural warning). Stall prevention training must be conducted in at least the following configurations: ............................. ............................. I, T, U, C.

(1) Takeoff configuration (ex-

cept where the airplane uses only a zero-flap take-off configuration).............................. ............................. I, T, U, C.

(2) Clean configuration .......... ............................. ............................. I, T, U, C.

(3) Landing configuration ...... ............................. ............................. I, T, U, C.

(j) Recovery from specific flight char-

acteristics that are peculiar to the airplane type.............................. ............................. I, T, U, C.

(k) Instrument procedures that include

the following:

(1) Area departure and arrival ............................. ............................. I, T, U, C.

(2) Use of navigation systems

including adherence to as-signed radials.............................. ............................. I, T, U, C.

(3) Holding ............................. ............................. ............................. I, T, U, C.

(l) ILS instrument approaches that in-

clude the following:

(1) Normal ILS approaches ... I, T, U, C.

(2) Manually controlled ILS

approaches with a simu-lated failure of one power-plant which occurs before initiating the final approach course and continues to touchdown or through the missed approach proce-dure.I .......................... ............................. T, U, C.

(m) Instrument approaches and

missed approaches other than ILS which include the following:

(1) Nonprecision approaches

that the pilot is likely to use.............................. ............................. U, C .................... I, T.

(2) In addition to subpara-

graph (1) of this paragraph, at least one other nonpreci-sion approach and missed approach procedure that the pilot is likely to use.............................. ............................. I, T, U, C.

303 Federal Aviation Administration, DOT Pt. 121, App. E

Maneuvers/procedures Inflight Static

airplane FFS FTD

In connection with paragraphs III(l) and III(m),

each instrument approach must be per-formed according to any procedures and limi-tations approved for the approach facility used. The instrument approach begins when the airplane is over the initial approach fix for the approach procedure being used (or turned over to the final approach controller in the case of GCA approach) and ends when the airplane touches down on the runway or when transition to a missed approach con-figuration is completed.

(n) Circling approaches which include

the following: I, T, U, C.

(1) That portion of the circling

approach to the authorized minimum altitude for the procedure being used must be made under simulated instrument conditions.I, T, U, C.

(2) The circling approach

must be made to the au-thorized minimum circling approach altitude followed by a change in heading and the necessary maneu-vering (by visual reference) to maintain a flight path that permits a normal land-ing on a runway at least 90° from the final approach

course of the simulated in-strument portion of the ap-proach.I, T, U, C.

(3) The circling approach

must be performed without excessive maneuvering, and without exceeding the normal operating limits of the airplane. The angle of bank should not exceed 30°.I, T, U, C.

Training in the circling approach maneuver is

not required if the certificate holder’s manual prohibits a circling approach in weather con-ditions below 1000–3 (ceiling and visibility).

(o) Zero-flap approaches. Training in

this maneuver is not required for a particular airplane type if the Admin-istrator has determined that the probability of flap extension failure on that type airplane is extremely remote due to system design. In making this determination, the Ad-ministrator determines whether training on slats only and partial flap approaches is necessary.I, C ...................... ............................. T, U.

(p) Missed approaches which include

the following:

(1) Missed approaches from

ILS approaches.............................. ............................. I, T, U, C.

(2) Other missed approaches ............................. ............................. ............................. I, T, U, C.

(3) Missed approaches that

include a complete ap-proved missed approach procedure.............................. ............................. ............................. I, T, U, C.

(4) Missed approaches that

include a powerplant failure.............................. ............................. I, T, U, C.

IV. Landings and Approaches to Landings:

304 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. F

Maneuvers/procedures Inflight Static

airplane FFS FTD

Training in landings and approaches to land-

ings must include the types and conditions listed below but more than one type may be combined where appropriate:

(a) Normal landings ............................. I, T, U, C.

(b) Landing and go around with the

horizontal stabilizer out of trim.I, C ...................... ............................. T ......................... U.

instrument approach.I .......................... ............................. T, U, C.

(d) Crosswind landing, including cross-

wind landings with gusts if prac-ticable under the existing meteoro-logical, airport, and traffic conditions.I, T, U, C.

(e) Maneuvering to a landing with sim-

ulated powerplant failure, as follows:

(1) For 3-engine airplanes,

maneuvering to a landing with an approved proce-dure that approximates the loss of two powerplants (center and one outboard engine).I, C ...................... ............................. T, U.

(2) For other multiengine air-

planes, maneuvering to a landing with a simulated failure of 50 percent of available powerplants with the simulated loss of power on one side of the airplane.I, C ...................... ............................. T, U.

(f) Landing under simulated circling

approach conditions (exceptions under III(n) applicable to this re-quirement).I .......................... ............................. T, U, C.

(g) Rejected landings that include a

normal missed approach procedure after the landing is rejected. For the purpose of this maneuver the land-ing should be rejected at approxi-mately 50 feet and approximately over the runway threshold.I .......................... ............................. T, U, C.

(h) Zero-flap landings if the Adminis-

trator finds that maneuver appro-priate for training in the airplane.I, C ...................... ............................. T, U.

(i) Manual reversion ............................. ............................. ............................. I, T, U, C.

(j) Night landings. For pilots in transi-

tion training, this requirement may be met during the operating experi-ence required under § 121.434 by performing a normal landing at night when a check pilot serving as PIC is occupying a pilot station.I, T, U, C.

[Amdt. 121–382, 85 FR 10926, Feb. 25, 2020, as

amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51429, June 18, 2024]

APPENDIX F TOPART121—P ROFICIENCY

CHECK REQUIREMENTS

(a) The maneuvers and procedures required

by §121.441 for pilot proficiency checks are set forth in this appendix. Except for the equipment examination, these maneuvers and procedures must be performed inflight. Certain maneuvers and procedures may be performed in an FFS or an FTD as indicated by the appropriate symbol in the respective column opposite the maneuver or procedure. (b) Whenever a maneuver or procedure is

authorized to be performed in an FTD, it may be performed in an FFS.

(d) For the purpose of this appendix, the

following symbols mean—

B = Both Pilot in Command (PIC) and Sec-

ond in Command (SIC).

W = May be waived for both PIC and SIC,

except during a proficiency check conducted

305 Federal Aviation Administration, DOT Pt. 121, App. F

to qualify a PIC after completing an upgrade

training curriculum in accordance with §§121.420 and 121.426.

* = A symbol and asterisk (B* or W*) indi-

cates that a particular condition is specified

in the maneuvers and procedures column.

# = When a maneuver is preceded by this

symbol it indicates the maneuver may be re-quired in the airplane at the discretion of the person conducting the check.

(e) Throughout the maneuvers and proce-

dures prescribed in this appendix, good judg-ment commensurate with a high level of

safety must be demonstrated. In determining whether such judgment has been shown, the person conducting the check considers ad-herence to approved procedures, actions based on analysis of situations for which there is no prescribed procedure or rec-ommended practice, and qualities of pru-dence and care in selecting a course of ac-tion.

Maneuvers/procedures Required Permitted

Simulated

instrument

conditions Inflight FFS FTD Waiver

provisions of

§ 121.441(d)

The procedures and maneuvers set forth in this ap-

pendix must be performed in a manner that satis-factorily demonstrates knowledge and skill with respect to—.

(1) The airplane, its systems and compo-

nents;

(2) Proper control of airspeed, configura-

tion, direction, altitude, and attitude in accordance with procedures and limita-tions contained in the approved Airplane Flight Manual, the certificate holder’s op-erations manual, checklists, or other ap-proved material appropriate to the air-plane type; and

(3) Compliance with approach, ATC, or

other applicable procedures.

I. Preflight:

(a) Equipment examination (oral or writ-

ten). As part of the proficiency check the equipment examination must be closely coordinated with, and related to, the flight maneuvers portion but may not be given during the flight maneuvers por-tion. The equipment examination must cover—

(1) Subjects requiring a practical

knowledge of the airplane, its powerplants, systems, compo-nents, operational and perform-ance factors;

(2) Normal, abnormal, and emer-

gency procedures, and the op-erations and limitations relating thereto; and.

(3) The appropriate provisions of

the approved Airplane Flight Manual.

The person conducting the check may accept, as

equal to this equipment examination, an equip-ment examination given to the pilot in the certifi-cate holder’s ground training within the preceding 6 calendar months.

(b) Preflight inspection. The pilot must—

306 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. F

Maneuvers/procedures Required Permitted

Simulated

instrument

conditions Inflight FFS FTD Waiver

provisions of

§ 121.441(d)

(1) Conduct an actual visual in-

spection of the exterior and in-terior of the airplane, locating each item and explaining briefly the purpose for inspecting it. The visual inspection may be conducted using an approved pictorial means that realistically portrays the location and detail of visual inspection items and provides for the portrayal of normal and abnormal condi-tions. If a flight engineer is a re-quired flightcrew member for the particular type airplane, the visual inspection may be waived under § 121.441(d) ....... .................... .................... .................... B W*

(2) Demonstrate the use of the

prestart checklist, appropriate control system checks, starting procedures, radio and elec-tronic equipment checks, and the selection of proper naviga-tion and communications radio facilities and frequencies prior to flight ...................................... .................... .................... .................... B

following: (1) Taxiing, sailing, or docking procedures in compliance with instruc-tions issued by ATC or by the person conducting the check. (2) Use of airport diagram (surface movement chart). (3) Obtaining appropriate clearance before crossing or entering active runways. (4) Observation of all surface movement guidance control markings and lighting. SIC proficiency checks for a type rating must include taxiing. However, other SIC proficiency checks need only include taxiing to the extent practical from the seat position assigned to the SIC ........... .................... B

(d) Pre-takeoff procedures that include

powerplant checks, receipt of takeoff clearance and confirmation of aircraft lo-cation, and FMS entry (if appropriate), for departure runway prior to crossing hold short line for takeoff ........................ .................... .................... B

II. Takeoff:

Takeoffs must include the types listed below, but

more than one type may be combined where ap-propriate:

(a) Normal. One normal takeoff which, for

the purpose of this maneuver, begins when the airplane is taxied into position on the runway to be used ....................... .................... B*

(b) Instrument. One takeoff with instrument

conditions simulated at or before reach-ing an altitude of 100 ′ above the airport

elevation .................................................. B .................... B*

gusts, if practicable, under the existing meteorological, airport, and traffic condi-tions ......................................................... .................... B*

#(d) Powerplant failure. One takeoff with a

simulated failure of the most critical powerplant— .................... .................... B

307 Federal Aviation Administration, DOT Pt. 121, App. F

Maneuvers/procedures Required Permitted

Simulated

instrument

conditions Inflight FFS FTD Waiver

provisions of

§ 121.441(d)

(1) At a point after V1 and before

V2 that in the judgment of the person conducting the check is appropriate to the airplane type under the prevailing conditions; .................... .................... B

(2) At a point as close as possible

after V1 when V1 and V2 or V1 and Vr are identical; or ............. .................... .................... B

(3) At the appropriate speed for

nontransport category airplanes .................... .................... B

(e) Rejected. A rejected takeoff may be

performed in an airplane during a nor-mal takeoff run after reaching a reason-able speed determined by giving due consideration to aircraft characteristics, runway length, surface conditions, wind direction and velocity, brake heat en-ergy, and any other pertinent factors that may adversely affect safety or the air-plane ........................................................ .................... .................... B* .................... W

III. Instrument procedures:

(a) Area departure and area arrival. During

each of these maneuvers the pilot must— B .................... B .................... W*

(1) Adhere to actual or simulated

ATC clearances (including as-signed radials); and .................. B .................... B

(2) Properly use available naviga-

tion facilities .............................. B .................... B

Either area arrival or area departure, but not both,

may be waived under § 121.441(d).

(b) Holding. This maneuver includes enter-

ing, maintaining, and leaving holding patterns. It may be performed in connec-tion with either area departure or area arrival ....................................................... B .................... B .................... W

There must be the following:

(1) At least one normal ILS ap-

proach ....................................... B .................... B

(2) At least one manually con-

trolled ILS approach with a sim-ulated failure of one power-plant. The simulated failure should occur before initiating the final approach course and must continue to touchdown or through the missed approach procedure .................................. B B

(3) At least one nonprecision ap-

proach procedure using a type of nonprecision approach pro-cedure that the certificate hold-er is approved to use ................ B .................... B

(4) At least one nonprecision ap-

proach procedure using a dif-ferent type of nonprecision ap-proach procedure than per-formed under subparagraph (3) of this paragraph that the cer-tificate holder is approved to use ............................................ B .................... .................... B

(5) For each type of EFVS oper-

ation the certificate holder is authorized to conduct, at least one instrument approach must be made using an EFVS .......... B B*

308 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. F

Maneuvers/procedures Required Permitted

Simulated

instrument

conditions Inflight FFS FTD Waiver

provisions of

§ 121.441(d)

Each instrument approach must be performed ac-

cording to any procedures and limitations ap-proved for the approach procedure used. The in-strument approach begins when the airplane is over the initial approach fix for the approach pro-cedure being used (or turned over to the final ap-proach controller in the case of GCA approach) and ends when the airplane touches down on the runway or when transition to a missed approach configuration is completed. Instrument conditions need not be simulated below 100 ′ above touch-

down zone elevation.

(d) Circling approaches. If the certificate

holder is approved for circling minimums below 1000–3 (ceiling and visibility), at least one circling approach must be made under the following conditions— .................... .................... B* .................... W*

(1) The portion of the approach to

the authorized minimum circling approach altitude must be made under simulated instru-ment conditions ......................... B .................... B*

(2) The approach must be made

to the authorized minimum cir-cling approach altitude followed by a change in heading and the necessary maneuvering (by vis-ual reference) to maintain a flight path that permits a normal landing on a runway at least 90° from the final approach

course of the simulated instru-ment portion of the approach ... .................... .................... B*

(3) The circling approach must be

performed without excessive maneuvering, and without ex-ceeding the normal operating limits of the airplane. The angle of bank should not exceed 30 ° .................... .................... B*

If local conditions beyond the control of the pilot

prohibit the maneuver or prevent it from being performed as required, it may be waived as pro-vided in § 121.441(d). However, the maneuver may not be waived under this provision for two successive proficiency checks. Except for a SIC proficiency check for a type rating, the circling approach maneuver is not required for a SIC if the certificate holder’s manual prohibits a SIC from performing a circling approach in operations under this part.

(e) Missed approach.

(1) At least one missed approach

from an ILS approach ............... .................... .................... B*

(2) At least one additional missed

approach for SIC proficiency checks for a type rating and for all PIC proficiency checks ........ .................... .................... B*

A complete approved missed approach procedure

must be accomplished at least once. At the dis-cretion of the person conducting the check a sim-ulated powerplant failure may be required during any of the missed approaches. These maneuvers may be performed either independently or in con-junction with maneuvers required under Sections III or V of this appendix. At least one missed ap-proach must be performed inflight.

IV. Inflight Maneuvers:

309 Federal Aviation Administration, DOT Pt. 121, App. F

Maneuvers/procedures Required Permitted

Simulated

instrument

conditions Inflight FFS FTD Waiver

provisions of

§ 121.441(d)

(a) Steep turns. For SIC proficiency

checks for a type rating and for all PIC proficiency checks, at least one steep turn in each direction must be per-formed. Each steep turn must involve a bank angle of 45 ° with a heading

change of at least 180 ° but not more

than 360 °................................................. B .................... B W

(b) Stall Prevention. For the purpose of

this maneuver the approved recovery procedure must be initiated at the first indication of an impending stall (buffet, stick shaker, aural warning). Except as provided below there must be at least three stall prevention recoveries as fol-lows: ........................................................ B .................... B .................... W*

(1) Takeoff configuration (except

where the airplane uses only a zero-flap takeoff configuration) B .................... B

(2) Clean configuration ................. B .................... B

(3) Landing configuration ............. B .................... B

At the discretion of the person conducting the

check, one stall prevention recovery must be per-formed in one of the above configurations while in a turn with the bank angle between 15 ° and

30°. Two out of the three stall prevention recov-

eries required by this paragraph may be waived.

If the certificate holder is authorized to dispatch or

flight release the airplane with a stall warning de-vice inoperative the device may not be used dur-ing this maneuver.

from specific flight characteristics that are peculiar to the airplane type ............. .................... .................... B .................... W

(d) Powerplant failures. In addition to spe-

cific requirements for maneuvers with simulated powerplant failures, the per-son conducting the check may require a simulated powerplant failure at any time during the check ...................................... .................... .................... B

V. Landings and Approaches to Landings:

Notwithstanding the authorizations for combining

and waiving maneuvers and for the use of an FFS, at least two actual landings (one to a full stop) must be made for all PIC proficiency checks, all initial SIC proficiency checks, and all SIC proficiency checks for a type rating.

Landings and approaches to landings must include

the types listed below, but more than one type may be combined where appropriate:

(a) Normal landing ...................................... .................... B

(b) Landing in sequence from an ILS in-

strument approach except that if cir-cumstances beyond the control of the pilot prevent an actual landing, the per-son conducting the check may accept an approach to a point where in his judgment a landing to a full stop could have been made ..................................... .................... B*

ticable under existing meteorological, airport, and traffic conditions ................... .................... B*

(d) Maneuvering to a landing with simu-

lated powerplant failure as follows:

(1) In the case of 3-engine air-

planes, maneuvering to a land-ing with an approved procedure that approximates the loss of two powerplants (center and one outboard engine); or .......... .................... .................... B*

310 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. F

Maneuvers/procedures Required Permitted

Simulated

instrument

conditions Inflight FFS FTD Waiver

provisions of

§ 121.441(d)

(2) In the case of other multien-

gine airplanes, maneuvering to a landing with a simulated fail-ure of 50 percent of available powerplants, with the simulated loss of power on one side of the airplane ............................... .................... .................... B*

Notwithstanding the requirements of subparagraphs

(d)(1) and (2) of this paragraph, for an SIC pro-ficiency check, except for an SIC proficiency check for a type rating, the simulated loss of power may be only the most critical powerplant. In addition, a PIC may omit the maneuver re-quired by subparagraph (d)(1) or (d)(2) of this paragraph during a required proficiency check or FFS course of training if the PIC satisfactorily performed that maneuver during the preceding proficiency check, or during the preceding ap-proved FFS course of training under the observa-tion of a check pilot, whichever was completed later.

(e) Except as provided in paragraph (f) of

this section, if the certificate holder is approved for circling minimums below 1000–3 (ceiling and visibility), a landing under simulated circling approach condi-tions. However, when performed in an airplane, if circumstances beyond the control of the pilot prevent a landing, the person conducting the check may ac-cept an approach to a point where, in his judgment, a landing to a full stop could have been made ........................... .................... .................... B*

#(f) A rejected landing, including a normal

missed approach procedure, that is re-jected approximately 50 ′ over the run-

way and approximately over the runway threshold. This maneuver may be com-bined with instrument, circling, or missed approach procedures, but instrument conditions need not be simulated below 100 feet above the runway ..................... .................... .................... B

(g) If the certificate holder is authorized to

conduct EFVS operations to touchdown and rollout, at least one instrument ap-proach to a landing must be made using an EFVS, including the use of enhanced flight vision from 100 feet above the touchdown zone elevation to touchdown and rollout ............................................... B B*

(h) If the certificate holder is authorized to

conduct EFVS operations to 100 feet above the touchdown zone elevation, at least one instrument approach to a land-ing must be made using an EFVS, in-cluding the transition from enhanced flight vision to natural vision at 100 feet above the touchdown zone elevation ..... B B*

VI. Normal and Abnormal Procedures:

Each pilot must demonstrate the proper use of as

many of the systems and devices listed below as the person conducting the check finds are nec-essary to determine that the person being checked has a practical knowledge of the use of the systems and devices appropriate to the air-plane type:

(a) Anti-icing and deicing systems ............. .................... .................... B

(b) Autopilot systems .................................. .................... .................... B

tems ......................................................... .................... .................... B

311 Federal Aviation Administration, DOT Pt. 121, App. G

Maneuvers/procedures Required Permitted

Simulated

instrument

conditions Inflight FFS FTD Waiver

provisions of

§ 121.441(d)

(d) Stall warning devices, stall avoidance

devices, and stability augmentation de-vices ........................................................ .................... .................... B

(e) Airborne radar devices .......................... .................... .................... B

(f) Any other systems, devices, or aids

available .................................................. .................... .................... B

(g) Hydraulic and electrical system failures

and malfunctions ..................................... .................... .................... .................... B

(h) Landing gear and flap systems failure

or malfunction .......................................... .................... .................... .................... B

(i) Failure of navigation or communications

equipment ................................................ .................... .................... B

VII. Emergency Procedures:

Each pilot must demonstrate the proper emergency

procedures for as many of the emergency situa-tions listed below as the person conducting the check finds are necessary to determine that the person being checked has an adequate knowl-edge of, and ability to perform, such procedure:

(a) Fire in flight ........................................... .................... .................... B

(b) Smoke control ....................................... .................... .................... B

(d) Emergency descent .............................. .................... .................... B

(e) Any other emergency procedures out-

lined in the approved Airplane Flight Manual ..................................................... .................... .................... B

[Amdt. 121–382, 85 FR 10929, Feb. 25, 2020, as

amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51429, June 18, 2024; Amdt. 121– 392A, 89 FR 57730, July 16, 2024]

APPENDIX G TOPART 121—D OPPLER

RADAR AND INERTIAL NAVIGATION

SYSTEM (INS): R EQUEST FOR EVAL-

UATION ; EQUIPMENT AND EQUIPMENT

INSTALLATION ; TRAINING PROGRAM ;

EQUIPMENT ACCURACY AND RELI-

ABILITY ; EVALUATION PROGRAM

1. Application authority. (a) An applicant for

authority to use a Doppler Radar or Inertial Navigation System must submit a request for evaluation of the system to the respon-sible Flight Standards office charged with the overall inspection of its operations 30 days prior to the start of evaluation flights.

(b) The application must contain: (1) A summary of experience with the sys-

tem showing to the satisfaction of the Ad-ministrator a history of the accuracy and re-liability of the system proposed to be used.

(2) A training program curriculum for ini-

tial approval under §121.405.

(3) A maintenance program for compliance

with subpart L of this part.

(4) A description of equipment installation. (5) Proposed revisions to the Operations

Manual outlining all normal and emergency procedures relative to use of the proposed system, including detailed methods for con-tinuing the navigational function with par-

tial or complete equipment failure, and methods for determining the most accurate

system when an unusually large divergence between systems occurs. For the purpose of this appendix, a large divergence is a diver-gence that results in a track that falls be-

yond clearance limits.

(6) Any proposed revisions to the minimum

equipment list with adequate justification therefor.

(7) A list of operations to be conducted

using the system, containing an analysis of each with respect to length, magnetic com-pass reliability, availability of en route aids, and adequacy of gateway and terminal radio facilities to support the system. For the pur-pose of this appendix, a gateway is a specific navigational fix where use of long range navigation commences or terminates.

2. Equipment and equipment installation—In-

ertial Navigation Systems (INS) or Doppler

Radar System. (a) Inertial Navigation and

Doppler Radar Systems must be installed in accordance with applicable airworthiness re-quirements.

(b) Cockpit arrangement must be visible

and useable by either pilot seated at his duty station.

mechanical, or electrical output signals, in-dications of the invalidity of output data upon the occurrence of probable failures or malfunctions within the system.

(d) A probable failure or malfunction with-

in the system must not result in loss of the aircraft’s required navigation capability.

312 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. G

(e) The alignment, updating, and naviga-

tion computer functions of the system must not be invalidated by normal aircraft power interruptions and transients.

(f) The system must not be the source of

cause of objectionable radio frequency inter-ference, and must not be adversely affected by radio frequency interference from other aircraft systems.

(g) The FAA-approved airplane flight man-

ual, or supplement thereto, must include pertinent material as required to define the normal and emergency operating procedures and applicable operating limitations associ-ated with INS and Doppler performance (such as maximum latitude at which ground alignment capability is provided, or devi-ations between systems).

3. Equipment and equipment installation—In-

ertial Navigation Systems (INS). (a) If an appli-

cant elects to use an Inertial Navigation System it must be at least a dual system (in-cluding navigational computers and ref-erence units). At least two systems must be operational at takeoff. The dual system may consist of either two INS units, or one INS unit and one Doppler Radar unit.

(b) Each Inertial Navigation System must

incorporate the following:

(1) Valid ground alignment capability at

all latitudes appropriate for intended use of the installation.

(2) A display of alignment status or a ready

to navigate light showing completed align-ment to the flight crew.

(3) The present position of the airplane in

suitable coordinates.

(4) Information relative to destinations or

waypoint positions:

(i) The information needed to gain and

maintain a desired track and to determine deviations from the desired track.

(ii) The information needed to determine

distance and time to go to the next waypoint or destination.

memory or other inflight alignment means, a separate electrical power source (inde-pendent of the main propulsion system) must be provided which can supply, for at least 5 minutes, enough power (as shown by analysis or as demonstrated in the airplane) to main-tain the INS in such condition that its full capability is restored upon the reactivation of the normal electrical supply.

(d) The equipment must provide such vis-

ual, mechanical, or electrical output signals as may be required to permit the flight crew to detect probable failures or malfunctions in the system.

4. Equipment and equipment installation—

Doppler Radar Systems. (a) If an applicant

elects to use a Doppler Radar System it must be at least a dual system (including dual antennas or a combined antenna de-signed for multiple operation), except that: (1) A single operating transmitter with a

standby capable of operation may be used in lieu of two operating transmitters.

(2) Single heading source information to

all installations may be utilized, provided a compass comparator system is installed and operational procedures call for frequent cross-checks of all compass heading indica-tors by crewmembers.

The dual system may consist of either two

Doppler Radar units or one Doppler Radar unit and one INS unit.

(b) At least two systems must be oper-

ational at takeoff.

and specified in the certificate holder’s oper-ations specifications, other navigational aids may be required to update the Doppler Radar for a particular operation. These may in-clude DME, VOR, ADF, ground-based radar, and airborne weather radar. When these aids are required, the cockpit arrangement must be such that all controls are accessible to each pilot seated at his duty station.

5. Training programs. The initial training

program for Doppler Radar and Inertial Navigation Systems must include the fol-lowing:

(a) Duties and responsibilities of flight

crewmembers, dispatchers, and maintenance personnel.

(b) For pilots, instruction in the following: (1) Theory and procedures, limitations, de-

tection of malfunctions, preflight and inflight testing, and cross-checking methods.

(2) The use of computers, an explanation of

all systems, compass limitations at high latitudes, a review of navigation, flight plan-ning, and applicable meteorology.

(3) The methods for updating by means of

reliable fixes.

(4) The actual plotting of fixes. (c) Abnormal and emergency procedures. 6. Equipment accuracy and reliability. (a)

Each Inertial Navigation System must meet the following accuracy requirements, as ap-propriate:

(1) For flights up to 10 hours’ duration, no

greater than 2 nautical miles per hour of cir-cular error on 95 percent of system flights completed is permitted.

(2) For flights over 10 hours’ duration, a

tolerance of ±20 miles cross-track and ±25

miles along-track on 95 percent of system flights completed is permitted.

(b) Compass heading information to the

Doppler Radar must be maintained to an ac-curacy of ±1° and total system deviations

must not exceed 2 °. When free gyro tech-

niques are used, procedures shall be utilized to ensure that an equivalent level of heading accuracy and total system deviation is at-tained.

accuracy requirements of ±20 miles cross-

313 Federal Aviation Administration, DOT Pt. 121, App. H

track and ±25 miles along-track for 95 per-

cent of the system flights completed. Updat-ing is permitted.

A system that does not meet the require-

ments of this section will be considered a failed system.

7. Evaluation program. (a) Approval by eval-

uation must be requested as a part of the ap-plication for operational approval of a Dopp-ler Radar or Inertial Navigation System.

(b) The applicant must provide sufficient

flights which show to the satisfaction of the Administrator the applicant’s ability to use cockpit navigation in his operation.

on the following:

(1) Adequacy of operational procedures. (2) Operational accuracy and reliability of

equipment and feasibility of the system with regard to proposed operations.

(3) Availability of terminal, gateway, area,

and en route ground-based aids, if required, to support the self-contained system.

(4) Acceptability of cockpit workload. (5) Adequacy of flight crew qualifications. (6) Adequacy of maintenance training and

availability of spare parts.

After successful completion of evaluation

demonstrations, FAA approval is indicated by issuance of amended operations specifica-tions and en route flight procedures defining the new operation. Approval is limited to those operations for which the adequacy of the equipment and the feasibility of cockpit navigation has been satisfactorily dem-onstrated.

[Docket 10204, 37 FR 6464, Mar. 30, 1972, as

amended by Amdt. 121–207, 54 FR 39293, Sept. 25, 1989; Docket FAA–2017–0733, Amdt. 121– 379, 82 FR 34398, July 25, 2017; Docket FAA– 2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5,

2018]

APPENDIX H TOPART121—A DVANCED

SIMULATION

This appendix prescribes criteria for use of

Level B or higher FFSs to satisfy the inflight requirements of Appendices E and F of this part and the requirements of §121.439. The criteria in this appendix are in addition to the FFS approval requirements in §121.407. Each FFS used under this appendix must be approved as a Level B, C, or D FFS, as appropriate.

DVANCED SIMULATION TRAINING PROGRAM

For a certificate holder to conduct Level C

or D training under this appendix, all re-quired FFS instruction and checks must be conducted under an advanced simulation training program approved by the Adminis-trator for the certificate holder. This pro-gram must also ensure that all instructors, check pilots, and check flight engineers used in Appendix H training and checking are highly qualified to provide the training re-

quired in the training program. The ad-vanced simulation training program must in-clude the following:

1. The certificate holder’s initial, transi-

tion, conversion, upgrade, and recurrent FFS training programs and its procedures for re- establishing recency of experience in the FFS.

2. How the training program will integrate

Level B, C, and D FFSs with other FSTDs to maximize the total training, checking, and certification functions.

3. Documentation that each instructor and

check pilot has served for at least 1 year in that capacity in a certificate holder’s ap-proved program or has served for at least 1 year as a pilot in command or second in com-mand in an airplane of the group in which that pilot is instructing or checking.

4. A procedure to ensure that each instruc-

tor, check pilot, and check flight engineer- actively participates in either an approved regularly scheduled line flying program as a flightcrew member or an approved line ob-servation program in the same airplane type for which that person is instructing or checking.

5. A procedure to ensure that each instruc-

tor, check pilot, and check flight engineer-is given a minimum of 4 hours of training each year to become familiar with the certificate holder’s advanced simulation training pro-gram, or changes to it, and to emphasize their respective roles in the program. Train-ing for instructors, check pilots, and check flight engineers must include training poli-cies and procedures, instruction methods and techniques, operation of FFS controls (in-cluding environmental and trouble panels), limitations of the FFS, and minimum equip-ment required for each course of training.

6. A special Line-Oriented Flight Training

(LOFT) program to facilitate the transition from the FFS to line flying. This LOFT pro-gram must consist of at least a 4-hour course of training for each flightcrew. It also must contain at least two representative flight segments of the certificate holder’s oper-ations. One of the flight segments must con-tain strictly normal operating procedures from pushback at one airport to arrival at another. Another flight segment must con-tain training in appropriate abnormal and emergency flight operations. The LOFT must provide an opportunity for the pilot to demonstrate workload management and pilot monitoring skills.

FFS T

RAINING , CHECKING AND QUALIFICATION

PERMITTED

1. Level B FFS

a. Recent experience (§121.439).

b. Training in night takeoffs and landings

(Appendix E of this part).

314 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. K

c. Except for EFVS operations, landings in

a proficiency check (Appendix F of this part).

2. Level C and D FFS

a. Recent experience (§121.439).

b. All pilot flight training and checking re-

quired by this part except the following:

i. The operating experience, operating cy-

cles, and consolidation of knowledge and skills requirements of §121.434;

ii. The line check required by §121.440; and iii. The visual inspection of the exterior

and interior of the airplane required by ap-pendices E and F.

c. The practical test requirements of

§61.153(h) of this chapter, except the visual inspection of the exterior and interior of the airplane.

[Amdt. 121–382, 85 FR 10934, Feb. 25, 2020, as

amended by Docket FAA–2019–0360, Amdt. 121–392, 89 FR 51430, June 18, 2024]

APPENDIXES I–J TOPART121

[RESERVED ]

APPENDIX K TOPART 121—P ERFORM -

ANCE REQUIREMENTS FOR CERTAIN

TURBOPROPELLER POWERED AIR-

PLANES

1. Applicability. This appendix specifies re-

quirements for the following turbopropeller powered airplanes that must comply with the Airplane Performance Operating Limita-tions in §§121.189 through 121.197:

a. After December 20, 2010, each airplane

manufactured before March 20, 1997 and type certificated in the:

i. Normal category before July 1, 1970, and

meets special conditions issued by the Ad-ministrator for airplanes intended for use in operations under part 135 of this chapter.

ii. Normal category before July 19, 1970,

and meets the additional airworthiness standards in SFAR No. 23 of 14 CFR part 23.

iii. Normal category, and complies with

the additional airworthiness standards in ap-pendix A of part 135 of this chapter.

iv. Normal category, and complies with

section 1.(a) or 1.(b) of SFAR No. 41 of 14 CFR part 21.

b. After March 20, 1997, each airplane: i. Type certificated prior to March 29, 1995,

in the commuter category.

ii. Manufactured on or after March 20, 1997,

and that was type certificated in the normal category, and complies with the require-ments described in paragraphs 1.a.i through iii of this appendix.

2. Background. Sections 121.157 and

121.173(b) require that the airplanes operated under this part and described in paragraph 1 of this appendix, comply with the Airplane Performance Operating Limitations in §§121.189 through 121.197. Airplanes described in §121.157(f) and paragraph 1.a of this appen-

dix must comply on and after December 20, 2010. Airplanes described in §121.157(e) and paragraph 1.b of this appendix must comply on and after March 20, 1997. (Airplanes type certificated in the normal category, and in accordance with SFAR No. 41 of 14 CFR part 21, as described in paragraph 1.a.iv of this ap-pendix, may not be produced after October 17, 1991.)

3. References. Unless otherwise specified,

references in this appendix to sections of part 23 of this chapter are to those sections of 14 CFR part 23, as amended by Amend-ment No. 23–45 (August 6, 1993, 58 FR 42156).

Performance

4. Interim Airplane Performance Operating

Limitations.

a. Until December 20, 2010, airplanes de-

scribed in paragraph 1.a of this appendix may continue to comply with the requirements in subpart I of part 135 and §135.181(a)(2) of this chapter that apply to small, nontransport category airplanes.

b. Until March 20, 1997, airplanes described

in paragraph 1.b.i of this appendix may con-tinue to comply with the requirements in subpart I of part 135 of this chapter that apply to commuter category airplanes.

5. Final Airplane Performance Operating Lim-

itations.

a. Through an amended type certification

program or a supplemental type certification program, each airplane described in para-graph 1.a and 1.b.ii of this appendix must be shown to comply with the commuter cat-egory performance requirements specified in this appendix, which are included in part 23 of this chapter. Each new revision to a cur-rent airplane performance operating limita-tion for an airplane that is or has been dem-onstrated to comply, must also be approved by the Administrator. An airplane approved to the requirements of section 1.(b) of SFAR No. 41 of 14 CFR part 21, as described in para-graph 1.a.iv of this appendix, and that has been demonstrated to comply with the addi-tional requirements of section 4.(c) of SFAR No. 41 of 14 CFR part 21 and International Civil Aviation Organization Annex 8 (avail-

able from the FAA, 800 Independence Avenue SW., Washington, DC 20591), will be consid-ered to be in compliance with the commuter category performance requirements.

b. Each turbopropeller powered airplane

subject to this appendix must be dem-onstrated to comply with the airplane per-formance operating limitation requirements of this chapter specified as follows:

i. Section 23.45 Performance General. ii. Section 23.51 Takeoff. iii. Section 23.53 Takeoff speeds. iv. Section 23.55 Accelerate stop distance. v. Section 23.57 Takeoff path. vi. Section 23.59 Takeoff distance and take-

off run.

315 Federal Aviation Administration, DOT Pt. 121, App. L

vii. Section 23.61 Takeoff flight path.

viii. Section 23.65 Climb: All engines oper-

ating.

ix. Section 23.67 Climb: one engine inoper-

ative.

x. Section 23.75 Landing. xi. Section 23.77 Balked landing. xii. Sections 23.1581 through 23.1589 Air-

plane flight manual and approved manual material.

6. Operation. After compliance with the

final airplane performance operating limita-tions requirements has been demonstrated and added to the Airplane Flight Manual

performance data of the affected airplane, that airplane must be operated in accordance with the performance limitations of §§121.189 through 121.197.

[Docket 28154, 60 FR 65936, Dec. 20, 1995, as

amended by Docket OST–2002–13435] APPENDIX L TOPART 121—T YPE CER-

TIFICATION REGULATIONS MADEPRE-

VIOUSLY EFFECTIVE

Appendix L lists regulations in this part

that require compliance with standards con-tained in superseded type certification regu-lations that continue to apply to certain transport category airplanes. The tables set out citations to current CFR section, appli-cable aircraft, superseded type certification regulation and applicable time periods, and the CFR edition and F

EDERAL REGISTER doc-

uments where the regulation having prior ef-fect is found. Copies of all superseded regula-tions may be obtained at the Federal Avia-tion Administration Law Library, Room 924, 800 Independence Avenue SW., Washington, DC.

Part 121 section Applicable aircraft Provisions: CFR/FR references

§ 121.312(a)(1)(i) ............ Transport category; or nontransport category

type certificated before January 1, 1965; pas-senger capacity of 20 or more; manufactured prior to August 20, 1990.Heat release rate testing. 14 CFR 25.853(d) in

effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995, and amended by Amdt. 25–83, 60 FR 6623, February 2, 1995.

Formerly 14 CFR 25.853(a–1) in effect August

20, 1986: 14 CFR parts 1 to 59, Revised as of January 1, 1986.

§ 121.312(a)(1)(ii) ........... Transport category; or nontransport category

type certificated before January 1, 1965; pas-senger capacity of 20 or more; manufactured after August 19, 1990.Heat release rate and smoke testing. 14 CFR

25.853(d) in effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995, and amended by Amdt. 25–83, 60 FR 6623, February 2, 1995.

Formerly 14 CFR 25.853(a–1) in effect Sep-

tember 26, 1988: 14 CFR parts 1 to 59, Re-vised as of January 1, 1988, and amended by Amdt. 25–66, 53 FR 32584, August 25, 1988

§ 121.312(a)(2)(i) ............ Transport category; or nontransport category

type certificate before January 1, 1965; appli-cation for type certificate filed prior to May 1, 1972; substantially complete replacement of cabin interior on or after May 1, 1972.Provisions of 14 CFR 25.853 in effect on April

30, 1972: 14 CFR parts 1 to 59, Revised as of January 1, 1972.

§ 121.312(a)(3)(i) ............ Transport category type certificated after January

1, 1958; nontransport category type certificated after January 1, 1958, but before January 1, 1965; passenger capacity of 20 or more; sub-stantially complete replacement of the cabin in-terior on or after March 6, 1995.Heat release rate testing. 14 CFR 25.853(d) in

effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995; and amended by 25–83, 60 FR 6623, February 2, 1995.

Formerly 14 CFR 25.853(a–1) in effect August

20, 1986: 14 CFR parts 1 to 59, Revised as of January 1, 1986.

§ 121.312(a)(3)(ii) ........... Transport category type certificated after January

1, 1958; nontransport category type certificated after January 1, 1958, but before January 1, 1965; passenger capacity of 20 or more; sub-stantially complete replacement of the cabin in-terior on or after August 20, 1990.Heat release rate and smoke testing. 14 CFR

25.853(d) in effect March 6, 1995; 14 CFR parts 1 to 59, Revised as of January 1, 1995; and amended by 25–83, 60 FR 6623, February 2, 1995.

Formerly 14 CFR § 25.853(a–1) in effect Sep-

tember 26, 1988: CFR, Title 14, Parts 1 to 59, Revised as of January 1, 1988, and amended by 25–66, 53 FR 32584, August 25, 1988.

§ 121.312(b) (1) and (2) Transport category airplane type certificated after

January 1, 1958; Nontransport category air-plane type certificated after December 31, 1964.Seat cushions. 14 CFR 25.853(c) effective on

November 26, 1984: 14 CFR parts 1 to 59, Revised as of January 1, 1984, and amended by \n25–59, 49 FR 43188, October 26, 1984.

316 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. M

Part 121 section Applicable aircraft Provisions: CFR/FR references

§ 121.312(c) .................... Airplane type certificated in accordance with

SFAR No. 41; maximum certificated takeoff weight in excess of 12,500 pounds.Compartment interior requirements. 14 CFR

25.853(a) in effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995, and amended by 25–83, 60 FR 6623, February 2, 1995.

Formerly 14 CFR 25.853(a), (b–1), (b–2), and

(b–3) in effect on September 26, 1978: 14 CFR parts 1 to 59, Revised as of January 1, 1978.

§ 121.314(a) ................... Transport category airplanes type certificated

after January 1, 1958.Class C or D cargo or baggage compartment

definition, 14 CFR 25.857 in effect on June 16, 1986, 14 CFR parts 1 to 59, Revised 1/1/97, and amended by Amendment 25–60, 51 FR 18243, May 16, 1986.

[Docket 28154, 60 FR 65936, Dec. 20, 1995, as amended by Amdt. 121–269, 63 FR 8049, Feb. 17, 1998]

APPENDIX M TOPART121—A IRPLANE FLIGHT RECORDER SPECIFICATIONS

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi-

tions. Dynamic condition means the parameter is experiencing change at the maximum rate attainable, including the maximum rate of reversal. All data recorded must be correlated in time to within one second.

Parameters Range Accuracy (sensor

input) Seconds per

sampling interval Resolution Remarks

1. Time or relative

times counts.1 24 Hrs, 0 to

4095.±0.125% per

hour.4 ........................ 1 sec ................. UTC time preferred when

available. Count incre-ments each 4 seconds of system operation.

2. Pressure Alti-

tude.¥1000 ft to max

certificated alti-tude of aircraft. + 5000 ft.±100 to ±700 ft

(see table, TSO C124a or TSO C51a).1 ........................ 5 ′ to 35 ′............. Data should be obtained

from the air data computer when practicable.

3. Indicated air-

speed or Cali-brated airspeed.50 KIAS or min-

imum value to Max V

soto 1.2

V. D.±5% and ±3% .... 1 ........................ 1 kt .................... Data should be obtained

from the air data computer when practicable.

4. Heading (Pri-

mary flight crew reference).0–360 ° and Dis-

crete ‘‘true’’ or ‘‘mag’’.±2°..................... 1 ........................ 0.5 °.................... When true or magnetic head-

ing can be selected as the primary heading reference, a discrete indicating selec-tion must be recorded.

5. Normal accel-

eration (vertical)

9.¥3g to + 6g ...... ±1% of max

range exclud-ing datum error of ±5%.0.125 ................. 0.004g.

6. Pitch Attitude .. ±75°................... ±2°..................... 1 or 0.25 for air-

planes oper-ated under § 121.344(f).0.5°.................... A sampling rate of 0.25 is

recommended.

7. Roll attitude2... ±180°................. ±2°..................... 1 or 0.5 for air-

planes oper-ated under § 121.344(f).0.5 ..................... A sampling rate of 0.5 is rec-

ommended.

8. Manual Radio

Transmitter Keying or CVR/ DFDR synchro-nization ref-erence.On-Off (Discrete)

None ........................... 1 ........................ ........................... Preferably each crew mem-

ber but one discrete ac-ceptable for all trans-mission provided the CVR/ FDR system complies with TSO C124a CVR synchro-nization requirements (paragraph 4.2.1 ED–55).

9. Thrust/power

on each en-gine—primary flight crew ref-erence.Full range for-

ward.±2% ................... 1 (per engine) ... 0.3% of full

range.Sufficient parameters (e.g.

EPR, N1 or Torque, NP) as appropriate to the par-ticular engine being re-corded to determine power in forward and reverse thrust, including potential overspeed condition.

10. Autopilot En-

gagement.Discrete ‘‘on’’ or

‘‘off’’............................ 1 ........................ ...........................

317 Federal Aviation Administration, DOT Pt. 121, App. M

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi-

Parameters Range Accuracy (sensor

input) Seconds per

sampling interval Resolution Remarks

11. Longitudinal

Acceleration.±1g .................... ±1.5% max.

range exclud-ing datum error of ±5%.0.25 ................... 0.004g ...............

12a. Pitch con-

trol(s) position (nonfly-by-wire systems).

18 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 or 0.25 for

airplanes oper-ated under § 121.344(f).0.5% of full

range.For airplanes that have a

flight control breakaway capability that allows either pilot to operate the controls independently, record both control inputs. The control inputs may be sampled al-ternately once per second to produce the sampling in-terval of 0.5 or 0.25, as ap-plicable.

12b. Pitch con-

trol(s) position (fly-by-wire sys-tems).

31 8 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 or 0.25 for

airplanes oper-ated under § 121.344(f).0.2% of full

range.

13a. Lateral con-

trol position(s) (nonfly-by- wire).

18 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 or 0.25 for

airplanes oper-ated under § 121.344(f).0.2% of full

range.For airplanes that have a

13b. Lateral con-

trol position(s) (fly-by-wire).

41 8 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 or 0.25 for

airplanes oper-ated under § 121.344(f).0.2% of full

range..

14a. Yaw control

position(s) (nonfly-by- wire).

51 8 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 ..................... 0.3% of full

range.For airplanes that have a

14b. Yaw control

position(s) (fly- by-wire).

18 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 ..................... 0.2% of full

range.

15. Pitch control

surface(s) posi-tion.

61 8 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 or 0.25 for

airplanes oper-ated under § 121.344(f).0.3% of full

range.For airplanes fitted with mul-

tiple or split surfaces, a suitable combination of in-puts is acceptable in lieu of recording each surface separately. The control surfaces may be sampled alternately once per sec-ond to produce the sam-pling interval of 0.5 or 0.25, as applicable.

16. Lateral control

surface(s) posi-tion.

71 8 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 or 0.25 for

airplanes oper-ated under § 121.344(f).0.3% of full

range.A suitable combination of

surface position sensors is acceptable in lieu of re-cording each surface sepa-rately. The control surfaces may be sampled alter-nately to produce the sam-pling interval of 0.5 or 0.25, as applicable.

318 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. M

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi-

Parameters Range Accuracy (sensor

input) Seconds per

sampling interval Resolution Remarks

17. Yaw control

surface(s) posi-tion.

81 8 Full Range ......... ±2° unless high-

er accuracy uniquely re-quired.0.5 ..................... 0.2% of full

range.For airplanes with multiple or

split surfaces, a suitable combination of surface po-sition sensors is accept-able in lieu of recording each surface separately. The control surfaces may be sampled alternately to produce the sampling inter-val of 0.5.

18. Lateral Accel-

eration.±1g .................... ±1.5% max.

range exclud-ing datum error of ±5%.0.25 ................... 0.004g

19. Pitch Trim

Surface Posi-tion.Full Range ......... ±3° Unless High-

er Accuracy Uniquely Re-quired.1 ........................ 0.6% of full

range.

20. Trailing Edge

Flap or Cockpit Control Selec-tion.

10.Full Range or

Each Position (discrete).±3° or as Pilot’s

indicator.2 ........................ 0.5% of full

range.Flap position and cockpit

control may each be sam-pled at 4 second intervals, to give a data point every 2 seconds.

21. Leading Edge

Flap or Cockpit Control Selec-tion.

11.Full Range or

Each Discrete Position.±3° or as Pilot’s

indicator and sufficient to determine each discrete position.2 ........................ 0.5% of full

range.Left and right sides, or flap

position and cockpit control may each be sampled at 4 second intervals, so as to give a data point every 2 seconds.

22. Each Thrust

Reverser Posi-tion (or equiva-lent for pro-peller airplane).Stowed, In Tran-

sit, and Re-verse (Dis-crete)............................ 1 (per engine) ... ........................... Turbo-jet—2 discretes enable

the 3 states to be deter-mined.

Turbo-prop—discrete.

23. Ground spoil-

er position or brake selec-tion

12.Full range or

each position (discrete).±2° Unless high-

er accuracy uniquely re-quired.1 or 0.5 for air-

planes oper-ated under § 121.344(f).0.5% of full

range.

24. Outside Air

Temperature or Total Air Tem-perature.

13.¥50 °C to + 90

°C.±2 °C ................. 2 ........................ 0.3 °C ................

25. Autopilot/

Autothrottle/ AFCS Mode and Engage-ment Status.A suitable com-

bination of discretes............................ 1 ........................ ........................... Discretes should show which

systems are engaged and which primary modes are controlling the flight path and speed of the aircraft.

26. Radio Alti-

tude14.¥20 ft to 2,500

ft.±2 ft or ±3%

whichever is greater below 500 ft and ±5% above

500 ft.1 ........................ 1 ft + 5% above

500 ft.For autoland/category 3 op-

erations. Each radio altim-eter should be recorded, but arranged so that at least one is recorded each second.

27. Localizer De-

viation, MLS Azimuth, or GPS Latitude Deviation.±400 Microamps

or available sensor range as installed.

±62° As installed ±3%

recommended.1 ........................ 0.3% of full

range.For autoland/category 3 op-

erations. Each system should be recorded but ar-ranged so that at least one is recorded each second. It is not necessary to record ILS and MLS at the same time, only the approach aid in use need be recorded.

319 Federal Aviation Administration, DOT Pt. 121, App. M

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi-

Parameters Range Accuracy (sensor

input) Seconds per

sampling interval Resolution Remarks

28. Glideslope

Deviation, MLS Elevation, or GPS Vertical Deviation.±400 Microamps

or available sensor range as installed

0.9 to + 30 ° As installed +

/3¥3% rec-

ommended.1 ........................ 0.3% of full

range.For autoland/category 3 op-

29. Marker Bea-

con Passage.Discrete ‘‘on’’ or

‘‘off’’............................ 1 ........................ ........................... A single discrete is accept-

able for all markers.

30. Master Warn-

ing.Discrete ............. ........................... 1 ........................ ........................... Record the master warning

and record each ‘‘red’’ warning that cannot be de-termined from other pa-rameters or from the cock-pit voice recorder.

31. Air/ground

sensor (primary airplane system reference nose or main gear).Discrete ‘‘air’’ or

‘‘ground’’............................ 1 (0.25 rec-

ommended).

32. Angle of At-

tack (If meas-ured directly).As installed ........ As installed ........ 2 or 0.5 for air-

planes oper-ated under § 121.344(f).0.3% of full

range.If left and right sensors are

available, each may be re-corded at 4 or 1 second in-tervals, as appropriate, so as to give a data point at 2 seconds or 0.5 second, as required.

33. Hydraulic

Pressure Low, Each System.Discrete or avail-

able sensor range, ‘‘low’’ or ‘‘normal’’.±5% ................... 2 ........................ 0.5% of full

range.

34. Groundspeed As Installed ....... Most Accurate

Systems In-stalled.1 ........................ 0.2% of full

range.

35. GPWS

(ground prox-imity warning system).Discrete ‘‘warn-

ing’’ or ‘‘off’’............................ 1 ........................ ........................... A suitable combination of

discretes unless recorder capacity is limited in which case a single discrete for all modes is acceptable.

36. Landing Gear

Position or Landing gear cockpit control selection.Discrete ............. ........................... 4 ........................ ........................... A suitable combination of

discretes should be re-corded.

37. Drift Angle.15 As installed ........ As installed ........ 4 ........................ 0.1 °....................

38. Wind Speed

and Direction.As installed ........ As installed ........ 4 ........................ 1 knot, and 1.0 °.

39. Latitude and

Longitude.As installed ........ As installed ........ 4 ........................ 0.002 °, or as in-

stalled.Provided by the Primary

Navigation System Ref-erence. Where capacity permits Latitude/longitude resolution should be 0.0002 °.

40. Stick shaker

and pusher acti-vation.Discrete(s) ‘‘on’’

or ‘‘off’’............................ 1 ........................ ........................... A suitable combination of

discretes to determine acti-vation.

41. Windshear

Detection.Discrete ‘‘warn-

ing’’ or ‘‘off’’............................ 1.

42. Throttle/power

Leverl posi-tion.

16.Full Range ......... ±2% ................... 1 for each lever 2% of full range For airplanes with non-me-

chanically linked cockpit engine controls.

320 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. M

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi-

Parameters Range Accuracy (sensor

input) Seconds per

sampling interval Resolution Remarks

43. Additional En-

gine Param-eters.As installed ........ As installed ........ Each engine

each second.2% of full range Where capacity permits, the

preferred priority is indi-cated vibration level, N2, EGT, Fuel Flow, Fuel Cut- off lever position and N3, unless engine manufac-turer recommends other-wise.

44. Traffic Alert

and Collision Avoidance Sys-tem (TCAS).Discretes ........... As installed ........ 1 ........................ ........................... A suitable combination of

discretes should be re-corded to determine the status of—Combined Con-trol, Vertical Control, Up Advisory, and Down Advi-sory. (ref. ARINC Char-acteristic 735 Attachment 6E, TCAS VERTICAL RA DATA OUTPUT WORD.)

45. DME 1 and 2

Distance.0–200 NM ......... As installed ........ 4 ........................ 1 NM ................. 1 mile

46. Nav 1 and 2

Selected Fre-quency.Full Range ......... As installed ........ 4 ........................ ........................... Sufficient to determine se-

lected frequency

47. Selected baro-

metric setting.Full Range ......... ±5% ................... (1 per 64 sec.) .. 0.2% of full

range

48. Selected Alti-

tude.Full Range ......... ±5% ................... 1 ........................ 100 ft

49. Selected

speed.Full Range ......... ±5% ................... 1 ........................ 1 knot

50. Selected

Mach.Full Range ......... ±5% ................... 1 ........................ .01

51. Selected

vertical speed.Full Range ......... ±5% ................... 1 ........................ 100 ft/min

52. Selected

heading.Full Range ......... ±5% ................... 1 ........................ 1 °

53. Selected flight

path.Full Range ......... ±5% ................... 1 ........................ 1 °

54. Selected deci-

sion height.Full Range ......... ±5% ................... 64 ...................... 1 ft

55. EFIS display

format.Discrete(s) ......... ........................... 4 ........................ ........................... Discretes should show the

display system status (e.g., off, normal, fail, composite, sector, plan, nav aids, weather radar, range, copy.

56. Multi-function/

Engine Alerts Display format.Discrete(s) ......... ........................... 4 ........................ ........................... Discretes should show the

display system status (e.g., off, normal, fail, and the identity of display pages for emergency procedures, need not be recorded.

57. Thrust com-

mand.17.Full Range ......... ±2% ................... 2 ........................ 2% of full range.

58. Thrust target Full Range ......... ±2% ................... 4 ........................ 2% of full range

59. Fuel quantity

in CG trim tank.Full Range ......... ±5% ................... (1 per 64 sec.) .. 1% of full range

60. Primary Navi-

gation System Reference.Discrete GPS,

INS, VOR/ DME, MLS, Localizer Glideslope............................ 4 ........................ ........................... A suitable combination of

discretes to determine the Primary Navigation System reference.

61. Ice Detection Discrete ‘‘ice’’ or

‘‘no ice’’............................ 4

62. Engine warn-

ing each engine vibration.Discrete ............. ........................... 1

63. Engine warn-

ing each engine over temp.Discrete ............. ........................... 1

321 Federal Aviation Administration, DOT Pt. 121, App. M

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi-

Parameters Range Accuracy (sensor

input) Seconds per

sampling interval Resolution Remarks

64. Engine warn-

ing each engine oil pressure low.Discrete ............. ........................... 1

65. Engine warn-

ing each engine over speed.Discrete ............. ........................... 1

66. Yaw Trim Sur-

face Position.Full Range ......... ±3% Unless

Higher Accu-racy Uniquely Required.2 ........................ 0.3% of full

range.

67. Roll Trim Sur-

face Position.Full Range ......... ±3% Unless

Higher Accu-racy Uniquely Required.2 ........................ 0.3% of full

range.

68. Brake Pres-

sure (left and right).As installed ........ ±5% ................... 1 ........................ ........................... To determine braking effort

applied by pilots or by autobrakes.

69. Brake Pedal

Application (left and right).Discrete or Ana-

log ‘‘applied’’ or ‘‘off’’.±5% (Analog) .... 1 ........................ ........................... To determine braking applied

by pilots.

70. Yaw or side-

slip angle.Full Range ......... ±5% ................... 1 ........................ 0.5 °

71. Engine bleed

valve position.Discrete ‘‘open’’

or ‘‘closed’’............................ 4

72. De-icing or

anti-icing sys-tem selection.Discrete ‘‘on’’ or

‘‘off’’............................ 4

73. Computed

center of gravity.Full Range ......... ±5% ................... (1 per 64 sec.) .. 1% of full range

74. AC electrical

bus status.Discrete ‘‘power’’

or ‘‘off’’............................ 4 ........................ ........................... Each bus.

75. DC electrical

bus status.Discrete ‘‘power’’

or ‘‘off’’............................ 4 ........................ ........................... Each bus.

76 APU bleed

valve position.Discrete ‘‘open’’

or ‘‘closed’’............................ 4

77. Hydraulic

Pressure (each system).Full range .......... ±5% ................... 2 ........................ 100 psi

78. Loss of cabin

pressure.Discrete ‘‘loss’’

or ‘‘normal’’............................ 1.

79. Computer fail-

ure (critical flight and en-gine control systems).Discrete ‘‘fail’’ or

‘‘normal’’............................ 4.

80. Heads-up dis-

play (when an information source is in-stalled).Discrete(s) ‘‘on’’

or ‘‘off’’............................ 4

81. Para-visual

display (when an information source is in-stalled).Discrete(s) ‘‘on’’

or ‘‘off’’.

82. Cockpit trim

control input po-sition—pitch.Full Range ......... ±5% ................... 1 ........................ 0.2% of full

range.Where mechanical means for

control inputs are not avail-able, cockpit display trim positions should be re-corded.

83. Cockpit trim

control input po-sition—roll.Full Range ......... ±5% ................... 1 ........................ 0.7% of full

range.Where mechanical means for

control inputs are not avail-able, cockpit display trim position should be re-corded.

322 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. M

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi-

Parameters Range Accuracy (sensor

input) Seconds per

sampling interval Resolution Remarks

84. Cockpit trim

control input po-sition—yaw.Full range .......... ±5% ................... 1 ........................ 0.3% of full

range.Where mechanical means for

control input are not avail-able, cockpit display trim positions should be re-corded.

85. Trailing edge

flap and cockpit flap control po-sition.Full Range ......... ±5% ................... 2 ........................ 0.5% of full

range.Trailing edge flaps and cock-

pit flap control position may each be sampled al-ternately at 4 second inter-vals to provide a sample each 0.5 second.

86. Leading edge

flap and cockpit flap control po-sition.Full Range or

Discrete.±5% ................... 1 ........................ 0.5% of full

range

87. Ground spoil-

er position and speed brake se-lection.Full range or dis-

crete.±5% ................... 0.5 ..................... 0.3% of full

range.

88. All cockpit

flight control input forces (control wheel, control column, rudder pedal)

18 19.Full range ..........

Control wheel

±70 lbs.

Control column

±85 lbs.

Rudder pedal

±165 lbs.±5% ................... 1 ........................ 0.3% of full

range.For fly-by-wire flight control

systems, where flight con-trol surface position is a function of the displace-ment of the control input device only, it is not nec-essary to record this pa-rameter. For airplanes that have a flight control break away capability that allows either pilot to operate the control independently, record both control force inputs. The control force inputs may be sampled al-ternately once per 2 sec-onds to produce the sam-pling interval of 1.

89. Yaw damper

status.Discrete (on/off) 0.5 .....................

90. Yaw damper

command.Full range .......... As installed ........ 0.5 ..................... 1% of full range.

91. Standby rud-

der valve status.Discrete ............. 0.5.

1For A300 B2/B4 airplanes, resolution = 6 seconds.

2For A330/A340 series airplanes, resolution = 0.703 °.

3For A318/A319/A320/A321 series airplanes, resolution = 0.275% (0.088 °>0.064 °).

For A330/A340 series airplanes, resolution = 2.20%(0.703 °>0.064 °).

4For A318/A319/A320/A321 series airplanes, resolution = 0.22% (0.088 °>0.080 °).

For A330/A340 series airplanes, resolution = 1.76% (0.703 °>0.080 °).

5For A330/A340 series airplanes, resolution = 1.18% (0.703 ° >0.120 °).

For A330/A340 series airplanes, seconds per sampling interval = 1.

6For A330/A340 series airplanes, resolution = 0.783% (0.352 °>0.090 °).

7For A330/A340 series airplanes, aileron resolution = 0.704% (0.352 °>0.100 °). For A330/A340 series airplanes, spoiler resolu-

tion = 1.406% (0.703 °>0.100 °).

8For A330/A340 series airplanes, resolution = 0.30% (0.176 °>0.12 °).

For A330/A340 series airplanes, seconds per sampling interval = 1.

9For B–717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g.

10For A330/A340 series airplanes, resolution = 1.05% (0.250 °>0.120 °).

11For A330/A340 series airplanes, resolution = 1.05% (0.250 °>0.120 °). For A300 B2/B4 series airplanes, resolution = 0.92%

(0.230 °>0.125 °).

12For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703 °>0.100 °).

13For A330/A340 series airplanes, resolution = 0.5 °C.

14For Dassault F900C/F900EX airplanes, Radio altitude resolution = 1.25 ft.

15For A330/A340 series airplanes, resolution = 0.352 degrees.

16For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For A330/A340 series airplanes, resolution is 3.27% of full

range for throttle lever angle (TLA); for reverse thrust, reverse throttle lever angle (RLA) resolution is nonlinear over the a ctive

reverse thrust range, which is 51.54 degrees to 96.14 degrees. The resolved element is 2.8 degrees uniformly over the entire ac -

tive reverse thrust range, or 2.9% of the full range value of 96.14 degrees.

17For A318/A319/A320/A321 series airplanes, with IAE engines, resolution = 2.58%.

18For all aircraft manufactured on or after December 6, 2010, the seconds per sampling interval is 0.125. Each input must be

recorded at this rate. Alternately sampling inputs (interleaving) to meet this sampling interval is prohibited.

323 Federal Aviation Administration, DOT Pt. 121, App. O

19For 737 model airplanes manufactured between August 19, 2000 and April 6, 2010: the seconds per sampling interval is 0.5

per control input; the remarks regarding the sampling rate do not apply; a single control wheel force transducer installed on t he

left cable control is acceptable provided the left and right control wheel positions also are recorded.

[Docket 28109, 62 FR 38382, July 17, 1997; 62 FR 48135, Sept. 12, 1997, as amended by Amdt. 121–

271, 64 FR 46120, Aug. 24, 1999; Amdt. 121–278, 65 FR 51745, Aug. 24, 2000; 65 FR 81733, Dec. 27, 2000; Amdt. 121–292, 67 FR 54323, Aug. 21, 2002; Amdt. 121–300, 68 FR 42936, July 18, 2003; 68 FR 50069, Aug. 20, 2003; 68 FR 53877, Sept. 15, 2003; 70 FR 41134, July 18, 2005; Amdt. 125–54, 73 FR 12566, Mar. 7, 2008; Amdt. 121–338, 73 FR 12566, Mar. 7, 2008; Amdt. 121–342, 73 FR 73179, Dec. 2, 2008; Amdt. 121–349, 75 FR 17046, Apr. 5, 2010; Amdt. 121–347, 75 FR 7356, Feb. 19, 2010; Amdt. 121–364, 78 FR 39971, July 3, 2013; Docket FAA–2017–0733, Amdt. 121–379, 82 FR 34398, July 25, 2017]

APPENDIX N TOPART121 [R ESERVED ]

APPENDIX O TOPART 121—H AZARDOUS

MATERIALS TRAINING REQUIRE -

MENTS FORCERTIFICATE HOLDERS

This appendix prescribes the requirements

for hazardous materials training under part 121, subpart Z, and part 135, subpart K of this chapter. The training requirements for var-ious categories of persons are defined by job

function or responsibility. An ‘‘X’’ in a box under a category of persons indicates that the specified category must receive the noted training. All training requirements apply to direct supervisors as well as to per-sons actually performing the job function. Training requirements for certificate holders authorized in their operations specifications

to transport hazardous materials (will-carry) are prescribed in Table 1. Those certificate holders with a prohibition in their oper-ations specifications against carrying or handling hazardous materials (will-not- carry) must follow the curriculum prescribed in Table 2. The method of delivering the training will be determined by the certifi-cate holder. The certificate holder is respon-sible for providing a method (may include email, telecommunication, etc.) to answer all questions prior to testing regardless of the method of instruction. The certificate holder must certify that a test has been com-pleted satisfactorily to verify understanding of the regulations and requirements.

TABLE 1—O PERATORS THATTRANSPORT HAZARDOUS MATERIAL —W ILL-CARRY CERTIFICATE

HOLDERS

Aspects of transport of

hazardous materials by

air with which they must

be familiar, as a min-

imum

(See note 1) Shippers

(See Note 2)

Will-carry Operators and

ground-han-

dling agent’s

staff accepting

hazardous ma-

terials

(See Note 3)

Will-carry Operators and

ground-han-dling agents

staff respon-

sible for the

handling, stor-

age, and load-

ing of cargo

and baggage

Will-carry Passenger-

handling staff

Will-carry Flight crew

members and

load planners

Will-carry Crew mem-

bers

(other than

flight crew

members)

Will-carry

General philosophy ....... X X X X X X

Limitations ..................... X X X X X X

General requirements

for shippers ................ X X ........................ ........................ ........................ ....................... .

Classification ................. X X ........................ ........................ ........................ .................... ....

List of hazardous mate-

rials ............................ X X ........................ ........................ X ........................

General packing require-

ments ......................... X X ........................ ........................ ........................ ..................... ...

Labeling and marking .... X X X X X X

Hazardous materials

transport document and other relevant documentation ........... X X ........................ ........................ ........................ ........................

Acceptance procedures ........................ X ........................ ........................ ........................ ....... .................

Recognition of

undeclared hazardous materials .................... X X X X X X

Storage and loading

procedures ................. ........................ X X ........................ X ........................

Pilots’ notification .......... ........................ X X ........................ X ........................

Provisions for pas-

sengers and crew ...... ........................ X X X X X

324 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. O

TABLE 1—O PERATORS THATTRANSPORT HAZARDOUS MATERIAL —W ILL-CARRY CERTIFICATE

HOLDERS —Continued

Aspects of transport of

hazardous materials by

air with which they must

be familiar, as a min-

imum

(See note 1) Shippers

(See Note 2)

Will-carry Operators and

ground-han-

dling agent’s

staff accepting

hazardous ma-

terials

(See Note 3)

Will-carry Operators and

ground-han-dling agents

staff respon-

sible for the

handling, stor-

age, and load-

ing of cargo

and baggage

Will-carry Passenger-

handling staff

Will-carry Flight crew

members and

load planners

Will-carry Crew mem-

bers

(other than

flight crew

members)

Will-carry

Emergency procedures X X X X X X

Note 1. Depending on the responsibilities of the person, the aspects of training to be covered may vary from those shown in

the table.

Note 2. When a person offers a consignment of hazmat, including COMAT, for or on behalf of the certificate holder, then the

person must be trained in the certificate holder’s training program and comply with shipper responsibilities and training. If o ffering

goods on another certificate holder’s equipment, the person must be trained in compliance with the training requirements in 49 CFR. All shippers of hazmat must be trained under 49 CFR. The shipper functions in 49 CFR mirror the training aspects that must be covered for any shipper offering hazmat for transport.

Note 3. When an operator, its subsidiary, or an agent of the operator is undertaking the responsibilities of acceptance staff,

such as the passenger handling staff accepting small parcel cargo, the certificate holder, its subsidy, or the agent must be trained in the certificate holder’s training program and comply with the acceptance staff training requirements.

TABLE 2—O PERATORS THATDONOTTRANSPORT HAZARDOUS MATERIALS —W ILL-NOT-CARRY

CERTIFICATE HOLDERS

Aspects of transport of

hazardous materials by

air with which they must

be familiar, as a min-

imum

(See Note 1) Shippers

(See Note 2)

Will-not-carry Operators and

ground-han-

dling agent’s

staff accepting

cargo other

than haz-

ardous mate-

rials

(See Note 3)

Will-not-carry Operators and

ground-han-dling agents

staff respon-

sible for the

handling, stor-

age, and load-

ing of cargo

and baggage

Will-not-carry Passenger-

handling staff

Will-not-carry Flight crew

members and

load planners

Will-not-carry Crew mem-

bers (other

than flight

crew mem-

bers)

Will-not-carry

General philosophy ....... X X X X X X

Limitations ..................... X X X X X X

General requirements

for shippers ................ X ........................ ........................ ........................ ........................ . .......................

Classification ................. X ........................ ........................ ........................ ...................... .. ........................

List of hazardous mate-

rials ............................ X ........................ ........................ ........................ .................... .... ........................

General packing require-

ments ......................... X ........................ ........................ ........................ ....................... . ........................

Labeling and marking .... X X X X X X

Hazardous materials

transport document and other relevant documentation ........... X X ........................ ........................ ........................ ........................

Acceptance procedures ........................ ........................ ........................ ........................ ......... ............... ........................

Recognition of

undeclared hazardous materials .................... X X X X X X

Storage and loading

procedures ................. ........................ ........................ ........................ ........................ .... .................... ........................

Pilots’ notification .......... ........................ ........................ ........................ ........................ . ....................... ........................

Provisions for pas-

sengers and Crew ..... ........................ X X X X X

Emergency procedures X X X X X X

Note 1—Depending on the responsibilities of the person, the aspects of training to be covered may vary from those shown in

the table.

Note 2—When a person offers a consignment of hazmat, including COMAT, for air transport for or on behalf of the certificate

holder, then that person must be properly trained. All shippers of hazmat must be trained under 49 CFR. The shipper functions in 49 CFR mirror the training aspects that must be covered for any shipper, including a will-not-carry certificate holder offer ing

dangerous goods for transport, with the exception of recognition training. Recognition training is a separate FAA requirement i n

the certificate holder’s training program.

Note 3—When an operator, its subsidiary, or an agent of the operator is undertaking the responsibilities of acceptance staff,

such as the passenger handling staff accepting small parcel cargo, the certificate holder, its subsidiary, or the agent must be

trained in the certificate holder’s training program and comply with the acceptance staff training requirements.

[Docket FAA–2003–15085, 70 FR 58825, Oct. 7, 2005, as amended by Amdt. 121–318, 70 FR 75396,

Dec. 20, 2005]

325 Federal Aviation Administration, DOT Pt. 121, App. P

APPENDIX P TOPART 121—R EQUIRE -

MENTS FOR ETOPS AND POLAR OP-

ERATIONS

The FAA approves ETOPS in accordance

with the requirements and limitations in this appendix.

Section I. ETOPS Approvals: Airplanes with

Two engines.

(a) Propulsion system reliability for ETOPS.

(1) Before the FAA grants ETOPS oper-ational approval, the operator must be able to demonstrate the ability to achieve and maintain the level of propulsion system reli-ability, if any, that is required by §21.4(b)(2) of this chapter for the ETOPS-approved air-plane-engine combination to be used.

(2) Following ETOPS operational approval,

the operator must monitor the propulsion system reliability for the airplane-engine combination used in ETOPS, and take action as required by §121.374(i) for the specified IFSD rates.

(b) 75 Minutes ETOPS —(1) Caribbean/Western

Atlantic Area. The FAA grants approvals to

conduct

ETOPS with maximum diversion times up

to 75 minutes on Western Atlantic/Caribbean area routes as follows:

(i) The FAA reviews the airplane-engine

combination to ensure the absence of factors that could prevent safe operations. The air-plane-engine combination need not be type- design-approved for ETOPS; however, it must have sufficient favorable experience to demonstrate to the Administrator a level of reliability appropriate for 75-minute ETOPS.

(ii) The certificate holder must comply

with the requirements of §121.633 for time- limited system planning.

(iii) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

(iv) The certificate holder must comply

with the maintenance program requirements of §121.374, except that a pre-departure serv-ice check before departure of the return flight is not required.

(2) Other Areas. The FAA grants approvals

to conduct ETOPS with maximum diversion times up to 75 minutes on other than West-ern Atlantic/Caribbean area routes as fol-lows:

(i) The FAA reviews the airplane-engine

(ii) The certificate holder must comply

with the requirements of §121.633 for time- limited system planning.

(iii) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications. (iv) The certificate holder must comply

with the maintenance program requirements of §121.374.

(v) The certificate holder must comply

with the MEL in its operations specifications for 120-minute ETOPS.

grants approvals to conduct ETOPS with maximum diversion times up to 90 minutes on Micronesian area routes as follows:

(1) The airplane-engine combination must

be type-design approved for ETOPS of at least 120-minutes.

(2) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

(3) The certificate holder must comply

with the maintenance program requirements of §121.374, except that a pre-departure serv-ice check before departure of the return

flight is not required.

(4) The certificate holder must comply

with the MEL requirements in its operations specifications for 120-minute ETOPS.

(d) 120-minute ETOPS. The FAA grants ap-

provals to conduct ETOPS with maximum diversion times up to 120 minutes as follows:

(1) The airplane-engine combination must

be type-design-approved for ETOPS of at least 120 minutes.

(2) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

(3) The certificate holder must comply

with the maintenance program requirements of §121.374.

(4) The certificate holder must comply

with the MEL requirements for 120-minute ETOPS.

(e) 138-Minute ETOPS. The FAA grants ap-

proval to conduct ETOPS with maximum di-version times up to 138 minutes as follows:

(1) Operators with 120-minute ETOPS ap-

proval. The FAA grants 138-minute ETOPS

approval as an extension of an existing 120- minute ETOPS approval as follows:

(i) The authority may be exercised only for

specific flights for which the 120-minute di-version time must be exceeded.

(ii) For these flight-by-flight exceptions,

the airplane-engine combination must be type-design-approved for ETOPS up to at least 120 minutes. The capability of the air-plane’s time-limited systems may not be less than 138 minutes calculated in accordance with §121.633.

(iii) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

(iv) The certificate holder must comply

with the maintenance program requirements of §121.374.

(v) The certificate holder must comply

with minimum equipment list (MEL) re-quirements in its operations specifications for ‘‘beyond 120 minutes ETOPS’’. Operators without a ‘‘beyond 120-minute ETOPS’’ MEL

326 14 CFR Ch. I (1–1–25 Edition) Pt. 121, App. P

may apply through their responsible Flight

Standards office for a modified MEL which satisfies the master MEL policy for system/ component relief in ETOPS beyond 120 min-utes.

(vi) The certificate holder must conduct

training for maintenance, dispatch, and flight crew personnel regarding differences between 138-minute ETOPS authority and its previously-approved 120-minute ETOPS au-thority.

(2) Operators with existing 180-minute ETOPS

approval. The FAA grants approvals to con-

duct 138-minute ETOPS (without the limita-tion in paragraph (e)(1)(i) of section I of this appendix) to certificate holders with existing 180-minute ETOPS approval as follows:

(i) The airplane-engine combination must

be type-design-approved for ETOPS of at least 180 minutes.

(ii) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

(iii) The certificate holder must comply

with the maintenance program requirements of §121.374.

(iv) The certificate holder must comply

with the MEL requirements for ‘‘beyond 120 minutes ETOPS.’’

(v) The certificate holder must conduct

training for maintenance, dispatch and flight crew personnel for differences between 138- minute ETOPS diversion approval and its previously approved 180-minute ETOPS di-version authority.

(f) 180-minute ETOPS. The FAA grants ap-

proval to conduct ETOPS with diversion times up to 180 minutes as follows:

(1) For these operations the airplane-en-

gine combination must be type-design-ap-proved for ETOPS of at least 180 minutes.

(2) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

(3) The certificate holder must comply

with the maintenance program requirements of §121.374.

(4) The certificate holder must comply

with the MEL requirements for ‘‘beyond 120 minutes ETOPS.’’

(g) Greater than 180-minute ETOPS. The

FAA grants approval to conduct ETOPS greater than 180 minutes. The following are requirements for all operations greater than 180 minutes.

(1) The FAA grants approval only to cer-

tificate holders with existing 180-minute ETOPS operating authority for the airplane- engine combination to be operated.

(2) The certificate holder must have pre-

vious ETOPS experience satisfactory to the Administrator.

(3) In selecting ETOPS Alternate Airports,

the operator must make every effort to plan ETOPS with maximum diversion distances of 180 minutes or less, if possible. If condi-tions necessitate using an ETOPS Alternate Airport beyond 180 minutes, the route may

be flown only if the requirements for the spe-cific operating area in paragraph (h) or (i) of section I of this appendix are met.

(4) The certificate holder must inform the

flight crew each time an airplane is proposed for dispatch for greater than 180 minutes and tell them why the route was selected.

(5) In addition to the equipment specified

in the certificate holder’s MEL for 180- minute ETOPS, the following systems must be operational for dispatch:

(i) The fuel quantity indicating system. (ii) The APU (including electrical and

pneumatic supply and operating to the APU’s designed capability).

(iii) The auto throttle system. (iv) The communication system required

by §121.99(d) or §121.122(c), as applicable.

(v) One-engine-inoperative auto-land capa-

bility, if flight planning is predicated on its use.

(6) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

(7) The certificate holder must comply

with the maintenance program requirements of §121.374.

(h) 207-minute ETOPS in the North Pacific

Area of Operations. (1) The FAA grants ap-

proval to conduct ETOPS with maximum di-

version times up to 207 minutes in the North Pacific Area of Operations as an extension to 180-minute ETOPS authority to be used on an exception basis. This exception may be used only on a flight-by-flight basis when an ETOPS Alternate Airport is not available within 180 minutes for reasons such as polit-ical or military concerns; volcanic activity; temporary airport conditions; and airport weather below dispatch requirements or other weather related events.

(2) The nearest available ETOPS Alternate

Airport within 207 minutes diversion time must be specified in the dispatch or flight re-lease.

(3) In conducting such a flight the certifi-

cate holder must consider Air Traffic Serv-ice’s preferred track.

(4) The airplane-engine combination must

be type-design-approved for ETOPS of at least 180 minutes. The approved time for the airplane’s most limiting ETOPS significant system and most limiting cargo-fire suppres-sion time for those cargo and baggage com-partments required by regulation to have fire-suppression systems must be at least 222 minutes.

(5) The certificate holder must track how

many times 207-minute authority is used.

(i) 240-minute ETOPS in the North Polar

Area, in the area north of the NOPAC, and in the Pacific Ocean north of the equator. (1) The

FAA grants approval to conduct 240-minute ETOPS authority with maximum diversion times in the North Polar Area, in the area north of the NOPAC area, and the Pacific

327 Federal Aviation Administration, DOT Pt. 121, App. P

Ocean area north of the equator as an exten-

sion to 180-minute ETOPS authority to be used on an exception basis. This exception may be used only on a flight-by-flight basis when an ETOPS Alternate Airport is not available within 180 minutes. In that case, the nearest available ETOPS Alternate Air-port within 240 minutes diversion time must be specified in the dispatch or flight release.

(2) This exception may be used in the

North Polar Area and in the area north of NOPAC only in extreme conditions par-ticular to these areas such as volcanic activ-ity, extreme cold weather at en-route air-ports, airport weather below dispatch re-quirements, temporary airport conditions, and other weather related events. The cri-teria used by the certificate holder to decide that extreme weather precludes using an air-port must be established by the certificate

holder, accepted by the FAA, and published in the certificate holder’s manual for the use of dispatchers and pilots.

(3) This exception may be used in the Pa-

cific Ocean area north of the equator only for reasons such as political or military con-cern, volcanic activity, airport weather below dispatch requirements, temporary air-port conditions and other weather related events.

(4) The airplane-engine combination must

be type design approved for ETOPS greater than 180 minutes.

(j) 240-minute ETOPS in areas South of the

equator. (1) The FAA grants approval to con-

duct ETOPS with maximum diversion times of up to 240 minutes in the following areas:

(i) Pacific oceanic areas between the U.S.

West coast and Australia, New Zealand and Polynesia.

(ii) South Atlantic oceanic areas. (iii) Indian Ocean areas. (iv) Oceanic areas between Australia and

South America.

(2) The operator must designate the near-

est available ETOPS Alternate Airports along the planned route of flight.

(3) The airplane-engine combination must

be type-design-approved for ETOPS greater than 180 minutes.

(k) ETOPS beyond 240 minutes. (1) The FAA

grants approval to conduct ETOPS with di-version times beyond 240 minutes for oper-ations between specified city pairs on routes in the following areas:

(i) The Pacific oceanic areas between the

U.S. west coast and Australia, New Zealand, and Polynesia;

(ii) The South Atlantic oceanic areas; (iii) The Indian Oceanic areas; and (iv) The oceanic areas between Australia

and South America, and the South Polar Area.

(2) This approval is granted to certificate

holders who have been operating under 180- minute or greater ETOPS authority for at least 24 consecutive months, of which at least 12 consecutive months must be under

240-minute ETOPS authority with the air-plane-engine combination to be used.

(3) The operator must designate the near-

est available ETOPS alternate or alternates along the planned route of flight.

(4) For these operations, the airplane-en-

gine combination must be type-design-ap-proved for ETOPS greater than 180 minutes.

Section II. ETOPS Approval: Passenger-car-

rying Airplanes With More Than Two Engines.

(a) The FAA grants approval to conduct

ETOPS, as follows:

(1) Except as provided in §121.162, the air-

plane-engine combination must be type-de-sign-approved for ETOPS.

(2) The operator must designate the near-

est available ETOPS Alternate Airports within 240 minutes diversion time (at one-en-gine-inoperative cruise speed under standard conditions in still air). If an ETOPS alter-nate is not available within 240 minutes, the operator must designate the nearest avail-able ETOPS Alternate Airports along the planned route of flight.

(3) The MEL limitations for the authorized

ETOPS diversion time apply.

(i) The Fuel Quantity Indicating System

must be operational.

(ii) The communications systems required

by §121.99(d) or §121.122(c) must be oper-ational.

(4) The certificate holder must operate in

accordance with the ETOPS authority as contained in its operations specifications.

Section III. Approvals for operations whose

airplane routes are planned to traverse either the North Polar or South Polar Areas.

(a) Except for intrastate operations within

the State of Alaska, no certificate holder may operate an aircraft in the North Polar Area or South Polar Area, unless authorized by the FAA.

(b) In addition to any of the applicable re-

quirements of sections I and II of this appen-dix, the certificate holder’s operations speci-fications must contain the following:

(1) The designation of airports that may be

used for en-route diversions and the require-ments the airports must meet at the time of diversion.

(2) Except for supplemental all-cargo oper-

ations, a recovery plan for passengers at des-ignated diversion airports.

(3) A fuel-freeze strategy and procedures

for monitoring fuel freezing.

(4) A plan to ensure communication capa-

bility for these operations.

(5) An MEL for these operations. (6) A training plan for operations in these

areas.

(7) A plan for mitigating crew exposure to

radiation during solar flare activity.

(8) A plan for providing at least two cold

weather anti-exposure suits in the aircraft, to protect crewmembers during outside ac-tivity at a diversion airport with extreme

328 14 CFR Ch. I (1–1–25 Edition) Pt. 125

climatic conditions. The FAA may relieve

the certificate holder from this requirement if the season of the year makes the equip-ment unnecessary.

[Docket FAA–2002–6717, 72 FR 1883, Jan. 16,

2007, as amended by Docket FAA–2018–0119, Amdt. 121–380, 83 FR 9173, Mar. 5, 2018]

PART 125—CERTIFICATION AND

OPERATIONS: AIRCRAFT HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAX-IMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT

SPECIAL FEDERAL AVIATION REGULATION NO.

89 [N OTE]

SPECIAL FEDERAL AVIATION REGULATION NO.

97 [N OTE]

SPECIAL FEDERAL AVIATION REGULATION NO.

Subpart A—General

Sec.

125.1 Applicability.

125.3 Deviation authority. 125.5 Operating certificate and operations

specifications required.

125.7 Display of certificate. 125.9 Definitions. 125.11 Certificate eligibility and prohibited

operations.

Subpart B—Certification Rules and

Miscellaneous Requirements

125.21 Application for operating certificate.

125.23 Rules applicable to operations subject

to this part.

125.25 Management personnel required. 125.26 Employment of former FAA employ-

ees.

125.27 Issue of certificate. 125.29 Duration of certificate. 125.31 Contents of certificate and operations

specifications.

125.33 Operations specifications not a part

of certificate.

125.35 Amendment of operations specifica-

tions.

125.37 Duty period limitations. 125.39 Carriage of narcotic drugs, mari-

huana, and depressant or stimulant drugs or substances.

125.41 Availability of certificate and oper-

ations specifications.

125.43 Use of operations specifications. 125.45 Inspection authority. 125.47 Change of address. 125.49 Airport requirements. 125.51 En route navigation facilities.

125.53 Flight locating requirements.

Subpart C—Manual Requirements

125.71 Preparation. 125.73 Contents. 125.75 Airplane flight manual.

Subpart D—Airplane Requirements

125.91 Airplane requirements: General. 125.93 Airplane limitations.

Subpart E—Special Airworthiness

Requirements

125.111 General.

125.113 Cabin interiors. 125.115 Internal doors. 125.117 Ventilation. 125.119 Fire precautions. 125.121 Proof of compliance with §125.119. 125.123 Propeller deicing fluid. 125.125 Pressure cross-feed arrangements. 125.127 Location of fuel tanks. 125.129 Fuel system lines and fittings. 125.131 Fuel lines and fittings in designated

fire zones.

125.133 Fuel valves. 125.135 Oil lines and fittings in designated

fire zones.

125.137 Oil valves. 125.139 Oil system drains. 125.141 Engine breather lines. 125.143 Firewalls. 125.145 Firewall construction. 125.147 Cowling. 125.149 Engine accessory section diaphragm. 125.151 Powerplant fire protection. 125.153 Flammable fluids.

125.155 Shutoff means. 125.157 Lines and fittings. 125.159 Vent and drain lines. 125.161 Fire-extinguishing systems. 125.163 Fire-extinguishing agents. 125.165 Extinguishing agent container pres-

sure relief.

125.167 Extinguishing agent container com-

partment temperature.

125.169 Fire-extinguishing system mate-

rials.

125.171 Fire-detector systems. 125.173 Fire detectors. 125.175 Protection of other airplane compo-

nents against fire.

125.177 Control of engine rotation. 125.179 Fuel system independence. 125.181 Induction system ice prevention. 125.183 Carriage of cargo in passenger com-

partments.

125.185 Carriage of cargo in cargo compart-

ments.

125.187 Landing gear: Aural warning device. 125.189 Demonstration of emergency evacu-

ation procedures.

Related documents