Regulations
Applicable Regulations
Although "FAR" is used as the acronym for "Federal Aviation Regulations," and found throughout the regulations themselves and hundreds of other publications, the FAA is now actively discouraging its use. "FAR" also means "Federal Acquisition Regulations." To eliminate any possible confusion, the FAA is now citing the federal aviation regulations with reference to Title 14 of the Code of Federal Regulations. For example, "FAR Part 91.3" is now referenced as "14 CFR Part 91 Section 3." The regulations change frequently; answer all questions in compliance with the most current regulations.
Three different Federal Aviation Regulation Parts can apply to operations of aircraft covered by this chapter: Parts 91, 121, and 135. Part 91 encompasses the general operation and flight rules for all aircraft operating within the United States. Often the rules of Part 121 or 135 supplement or even supersede Part 91. When an airplane is not operated for compensation, only the Part 91 rules apply. For the test, assume Part 121 or 135 rules apply unless the question specifically states otherwise.
Part 121 applies to air carriers (airlines) engaged in interstate or overseas air transportation. Carriers which operate under Part 121 engage in common carriage. This means that they offer their services to the public and receive compensation for those services.
Part 121 operators are subdivided into three categories. Carriers authorized to conduct scheduled operations within the 48 contiguous states are domestic air carriers. Flag air carriers conduct scheduled operations inside and outside the 48 contiguous states. A supplemental carrier conducts its operations anywhere that its operations specifications permit but only on a non-scheduled basis. There is a fourth category, commercial operators of large aircraft, but they must comply with the rules covering supplemental carriers and the distinction is unimportant to this discussion.
Part 135 applies to air taxi operators. These operators are subdivided into two categories, commuter and on-demand operations.
Other parts of the regulations apply as well. Part 61 governs certification of pilots and flight instructors. Part 67 covers the issuing and standards for medical certificates. Part 1 contains definitions and abbreviations.
The ATP Certificate
The pilot-in-command of an air carrier flight must hold an Airline Transport Pilot (ATP) certificate with the appropriate type rating. The co-pilot on an air carrier flight that requires only two pilots need only hold a Commercial Pilot certificate (with an Instrument rating) with the appropriate category and class ratings.
The pilot-in-command of a large aircraft (gross weight over 12,500 pounds) or of a turbojet powered airplane must have a type rating from that aircraft issued under 14 CFR Part 61.
Any type rating(s) on the pilot certificate of an applicant who successfully complete an ATP checkride will be included on the ATP Certificate with the privileges and limitations of the ATP Certificate, provided the applicant passes the checkride in the same category and class of aircraft for which the applicant holds the type rating(s). However, if a type rating for that category and class of aircraft on the superseded pilot certificate is limited to VFR, that limitation will be carried forward to the person's ATP Certificate level.
An ATP certificate holder may give instruction in "air transportation service" in aircraft for which he/she holds category, class and type ratings as an ATP. An ATP may not instruct more than 8 hours a day and not more than 36 hours in any 7-day period.
If a person's pilot or medical certificate is lost or destroyed he/she can request the FAA to send a FAX confirming that they were issued. This FAX can be used as a temporary replacement for the certificates for up to 60 days.
If a pilot certificate holder is convicted of driving under the influence of alcohol or drugs, the pilot must report that conviction to the FAA, Civil Aviation Security Division within 60 days. Failure to do so is grounds for suspending or revoking any pilot or flight instructor certificates held by that person.
A crewmember is a person assigned to duty in the aircraft during flight. This includes pilots, flight engineers, navigators, flight attendants or anyone else assigned to duty in the airplane. A flight crewmember is a pilot, flight engineer or flight navigator assigned to duty in the aircraft during flight.
No one may serve as a pilot on an air carrier after that person has reached his/her 60th birthday. Note that this rule applies to any pilot position in the aircraft, but it does not apply to other flight crew positions such as flight engineer or navigator. This is known as the "Age 60 Rule."
To exercise ATP privileges (such as pilot-in-command of an air carrier flight) a pilot must hold a First-Class Medical Certificate issued within the preceding 6 calendar months. To exercise commercial pilot privileges (e.g., co-pilot on a two-pilot air carrier flight) a pilot must hold either a First- or Second-Class Medical Certificate issued within the preceding 12 calendar months. For example, a First-Class Certificate issued anytime in February would be good for ATP privileges through August 31 of the same year, and good through the last day of February the next year for commercial pilot privileges.
A prerequisite for taking a practical test requires the applicant hold at least a current Third-Class Medical Certificate, if a medical certificate is required. If the practical test is scheduled in an aircraft, the applicant is required to have the Third-Class Medical Certificate. The applicant is not required to hold a medical certificate when taking a test or check for a certificate, rating, or authorization conducted in a flight simulator or flight training device.
Flight Engineer Requirements
Many air carrier aircraft have a flight engineer as a required flight crewmember. All older airplanes that have a maximum takeoff weight of more than 80,000 pounds must have a flight engineer. On aircraft types certified after 1963, the aircraft's "type certificate" states whether or not a flight engineer is required.
On each flight that requires a flight engineer, at least one other member of the flight crew must be qualified to provide emergency performance of the flight engineer's duties if he/she becomes ill or incapacitated. Either pilot can fulfill the function and they need not hold a Flight Engineer Certificate to be "qualified."
Flight Attendants
One or more flight attendants are required on each passenger carrying airplane that has more than nine passenger seats. The number of flight attendants is determined by the number of installed passenger seats -- not by the actual number of passengers on board.
One flight attendant is required on airplanes that can seat from 10 through 50 passengers. Two flight attendants are required on airplanes having a seating capacity from 51 through 100 seats. After that, an additional flight attendant is required for each unit (or partial unit) of 50 seats above 100. For example, three flight attendants are required on airplanes having from 101 through 150 seats, and four flight attendants must be on aircraft with 151 through 200 seats.
Experience and Training Requirements
For these definitions of training, aircraft are divided into two "groups." Group I aircraft are propeller driven. Turbojet aircraft are Group II. Initial training is the training required for crewmembers and dispatchers who have not qualified and served in the same capacity (i.e., flight engineer, co-pilot, pilot-in-command) on another aircraft of the same group. Transition training is the training required for crewmembers or dispatchers who have qualified and served in the same capacity on another aircraft of the same group. Upgrade training is the training required for crewmembers who have qualified and served as second-in-command or flight engineer on a particular airplane type (e.g., Boeing 727) before they can serve as pilot-in-command or second-in-command, respectively, on that airplane. Differences training is the training required for crewmembers or dispatchers who have qualified and served on a particular type of airplane before they can serve in the same capacity on a variation of that airplane. For example, a crewmember who is qualified on a Boeing 727-100 would need differences training to serve on a Boeing 727-200.
The pilot-in-command (PIC) of an air carrier flight must have had a proficiency check within the preceding 12 calendar months. In addition, within the preceding 6 calendar months the pilot-in-command must have either passed a proficiency check or completed an approved simulator training course. Pilots other than the PIC must have either passed a proficiency check or completed "line oriented" simulator training within the last 24 calendar months. In addition, the co-pilot must have had a proficiency check or any other kind of simulator training within the last 12 calendar months.
The pilot-in-command of an air carrier flight must have completed a line check in one of the aircraft types he/she is qualified to fly within the preceding 12 calendar months. If the PIC is qualified in more than one type aircraft, a line check in any of them satisfies this requirement.
Recurrent training and checkrides are always due during a calendar month rather than by a certain date. In addition, if recurrent training or a check is taken during, before, or after the month, it is considered to have been taken during the month it was due. For example, if a crewmember had a check due in December, he/she could take it November, December or January and it would be considered as having been done in December. Also, January would be considered a "grace month" in that the crewmember could fly, even though he/she had technically gone beyond the due date of the check.
Every pilot on an air carrier flight must have made at least 3 takeoffs and landings in the type of airplane flown within the preceding 90 days. If a pilot doesn't meet these requirements, he/she must re-establish the recency of experience by making 3 takeoffs and 3 landings under the supervision of a check airman. These takeoffs and landings must meet the following:
· At least 1 takeoff must be made with a simulated failure of the most critical engine.
· At least 1 landing must be made from an ILS approach to the lowest ILS minimums authorized for the certificate holder.
· At least 1 landing must be made to a full stop.
Air Carriers' Operations Specifications are usually written so that the instrument experience requirements of 14 CFR Part 61 do not apply to their pilots. This test asks four questions on the Part 61 requirements: 9333, 9339, 9342, 9344.
The pilot-in-command of an airplane who has less than one hundred hours in the aircraft type has higher than published landing minimums at the destination airport. Such a pilot-in-command must add 100 feet to the published DH or MDA and add 1/2-mile (or 2,400 feet RVR) to the required visibility. If a flight diverts to an alternate airport, the pilot-in-command may use the published minimums for the approach there, but in no event may the landing minimums be less than 300 and 1. If a pilot has at least 100 hours PIC in another aircraft under Part 121 operations, he/she may reduce the current restriction by 1 hour for each landing, up to 50 hours maximum.
A Category II Instrument Approach is an ILS approach with a published minimum visibility of less than 1,800 RVR but equal to or greater than 1,200 RVR. Most CAT II approaches have published decision heights of 150 and 100 feet HAT. To fly a published CAT II approach, the aircraft must meet certain equipment and maintenance requirements and the pilots must be trained and qualified. Part 61 sets forth requirements for pilot qualification and an Air Carrier's Operations Specifications may modify or replace those requirements. The test limits its questions to Part 61 rules. To qualify for CAT II approach authorization, a pilot must take a CAT II checkride. To be eligible for the checkride he/she must meet all recent experience requirements of Part 61 and have certain recent experience with regard to ILS approaches. Within the previous 6 months the pilot must have made at least 6 ILS approaches down to minimums (CAT I minimums are OK). At least 3 of the approaches must have been hand flown. The other 3 may have been flown using an approach coupler. When issued an original CAT II certification, a pilot is restricted to a DH of 150 feet and a minimum RVR of 1,600. This restriction is lifted when the pilot logs 3 CAT II approaches to the 150-foot DH within the previous 6 months.
An aircraft dispatcher must have spent at least five hours observing flight deck operations within the preceding 12 calendar months. The dispatcher must have done this for at least one of the types for each group he/she is to dispatch.
Flight Crew Duty Time Limits
The time limits in this section count all commercial flying done by the crewmember in any flight crew position, not just the time flown with the air carrier. Besides the limits on flight time, there are required periods of rest based on the amount of flying done within a 24-hour period. There is also a requirement that a flight crewmember be given at least 24 consecutive hours of rest in any seven consecutive day period. A person cannot be assigned to any ground or flight duties during required rest periods. The term "deadhead" is used to describe the transportation of crewmembers by the air carrier to or from their flight assignments when that transportation is not local in character. Time spent in deadhead air transportation cannot be considered as part of a required rest period.
On flag operations with a flight crew consisting of two pilots, the following flight time limits apply.
· 1,000 hours during any 12 calendar months
· 100 hours during any calendar month
· 32 hours in any 7 consecutive days
· 8 hours in any 24 without a rest.
On flag operations with a flight crew consisting of two pilots and one additional flight crewmember (e.g., flight engineer) the following flight time limits apply.
· 1,000 hours during any 12 calendar months
· 300 hours during any 90 consecutive days
· 120 hours during any 30 consecutive days
· 12 hours during any 24 consecutive hours
On supplemental operations with one pilot the following flight time limits apply.
· 1,000 hours during any calendar year
· 100 hours during any 30 consecutive days
· 8 hours in any 24 without a rest.
No pilot of a supplemental carrier may be on flight deck duty for more than 8 hours in any 24 consecutive hours. If three pilots are assigned to a flight, the crew can be aloft no more than 12 hours in any 24 consecutive hours.
No domestic or flag carrier may schedule a dispatcher to be on duty for more than 10 consecutive hours. If a dispatcher is scheduled for more than 10 hours of duty in 24 consecutive hours, he/she must be given at least 8 hours of rest at or before the end of 10 consecutive hours of duty. A dispatcher must be relieved of all duty with the carrier for at least 24 consecutive hours in any 7 consecutive days.
Dispatching and Flight Release
Operational control with respect to a flight, means the exercise of authority over initiating, conducting or terminating a flight.
The air carrier or commercial operator is responsible for operational control. The pilot-in-command and the director of operations are jointly responsible for the initiation, continuation, diversion, and termination of flight in compliance with regulations and the company's operations specifications. The pilot-in-command is responsible for the preflight planning and the operation of the flight.
Each flag and domestic flight must have a dispatch release on board. The dispatch release can be in any form but must contain the following information.
· The identification number of the aircraft
· The trip number
· The departure, destination, intermediate and alternate airports
· The type of operation (IFR or VFR)
· The minimum fuel supply
· The latest weather reports and forecasts for the complete flight (may be attached to the release rather than be part of it)
The aircraft dispatcher must provide the pilot-in-command with all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of flight. The aircraft dispatcher must provide the pilot-in-command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight including adverse weather. The aircraft dispatcher must update this information during a flight.
When a domestic flight lands at an intermediate airport named in its original dispatch release and departs again within 1 hour, it does not need a new dispatch release. If it remains on the ground for more than 1 hour, a redispatch release must be issued.
When a flag flight lands at an intermediate airport named in its original dispatch release and departs again within 6 hours, it does not need a new dispatch release. If it remains on the ground for more than 6 hours, a redispatch is required.
The pilot-in-command of a flight shall carry in the airplane to its destination:
· A copy of the completed load manifest
· A copy of the dispatch release
· A copy of the flight plan.
The air carrier must keep copies of these documents for at least 3 months.
Each supplemental carrier or commercial operator flight must have a flight release on board. The flight release can be in any form but must contain the following information:
· The company or organization name
· Make, model and registration number of the aircraft used
· The flight or trip number and the date of the flight
· The name of each flight crewmember, flight attendant and the pilot designated as pilot-in-command
· The departure, destination, intermediate and alternate airports and route
· The type of operation (e.g., IFR or VFR)
· The minimum fuel supply
· The latest weather reports and forecasts for the complete flight (may be attached to the release rather than be part of it)
Before beginning a flight, the pilot-in-command must obtain all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight. During a flight, the pilot-in-command must obtain any additional available information of meteorological conditions and irregularities of facilities and services that may affect the safety of the flight.
A provisional airport is defined as an airport approved by the Administrator for use by a certificate holder for the purpose of providing service to a community when the regular airport used by the certificate holder is not available. A person who is not authorized to conduct direct air carrier operations, but who is authorized by the Administrator to conduct operations as a U.S. commercial operator, will be issued an Operating Certificate. Each certificate holder conducting domestic, flag, or commuter operations must obtain operations specifications containing, among many other provisions, the kinds of operations authorized.
Fuel Requirements
All domestic flights must have enough fuel to:
1. Fly to the airport to which the flight was dispatched;
2. Thereafter, fly to and land at the most distant alternate airport (if an alternate is required) and
3. Thereafter, fly for 45 minutes at normal cruising fuel consumption.
(The fuel required for a flag flight landing in the 48 contiguous states or the District of Columbia is the same as for domestic flights.)
(The fuel requirements for reciprocating-powered supplemental or commercial operations landing in the contiguous 48 states is the same as for domestic operations.)
If an alternate is not required or the flight is being made to a remote airport where no alternate is available, the fuel requirements are:
1. Enough fuel to fly to the destination, and then;
2. Fly for two hours at normal cruising fuel consumption.
A turbojet supplemental flight (with an alternate available) landing outside the 48 contiguous states must have fuel to:
1. Fly to the destination, then
2. Fly 10% of the total time required to fly to the destination, then
3. Fly to the alternate, then
4. Fly for 30 minutes at holding speed at 1,500 feet above the alternate.
Propeller driven flag flights must have enough fuel to:
1. Fly to the airport to which the flight was dispatched;
2. Thereafter, fly to and land at the most distant alternate; and
3. Thereafter, fly for 30 minutes plus 15% of the total flying time to the destination and the alternate at normal cruising fuel consumption; or fly for 90 minutes, whichever is less.
If an alternate is not required or the flight is being made to a remote airport where no alternate is available, the fuel requirements for reciprocating engine powered flights are:
1. Enough fuel to fly to the destination, and then;
2. Fly for 3 hours at normal cruising fuel consumption.
Carriage of Passengers and Cargo
Before takeoff all the passengers must be briefed on:
· Smoking,
· the location of emergency exits,
· the use of seatbelts,
· the location and use of any required means of emergency flotation.
After the seatbelt sign has been turned off in flight, the passengers must be briefed to keep their seatbelts fastened while seated. In addition to the required briefings, passengers must be provided with printed cards that contain diagrams of and methods of operating the emergency exits and the use of other emergency equipment. Before flight is conducted above FL250, a crewmember must instruct the passengers on the necessity of using oxygen in the event of cabin depressurization, and must point out to them the location and demonstrate the use of the oxygen dispensing equipment.
Each passenger two years old and older must have their own seat or berth and approved seatbelt. During takeoff and landing, all passengers must be in their seat with their seatbelts fastened. A child under two may be held by an adult. During the enroute portion of a flight, two passengers may share a seatbelt while seated in a multiple lounge or divan seat.
There are certain persons who have to be admitted to the flight deck in flight (such as crewmembers, FAA inspectors, etc.) and certain others who may be admitted (e.g., deadheading crew), but the pilot-in-command has emergency authority to exclude any person from the flight deck in the interest of safety.
Law enforcement officers may carry firearms on board an air carrier flight if their duties so require. Except in an emergency, the carrier should be given at least one hour prior notice that a person carrying a deadly weapon is going to be on the flight. If a passenger is carrying a firearm in their checked baggage, the weapon must be unloaded and the bag locked. The passenger must retain the key to the bag. The bag must be stowed in a portion of the aircraft that is inaccessible to both the passenger and to crewmembers in flight.
Prisoners are sometimes carried on air carrier flights. The prisoners are always escorted and no more than one prisoner who is classified as "maximum risk" can be allowed on the aircraft. Certain rules apply to the carriage of prisoners. These include:
· The prisoner and escort must be boarded before all other passengers and must stay on board until all other passengers have deplaned.
· The prisoner and escort must sit in the most rearward passenger seats and the escort must sit between the prisoner and the aisle.
· The carrier may serve the prisoner and the escort food and beverages, but neither of them may be served alcohol.
If a person who appears to be intoxicated creates a disturbance on a flight, a report of the incident must be made to the Administrator (the FAA) within 5 days.
Certain passengers may be carried on an all-cargo flight without the carrier having to comply with all the passenger-carrying rules. Passengers carried on an all-cargo flight must have a seat with an approved seatbelt in the cargo compartment. They must have access to the pilot compartment or to an exit. The pilot-in-command must be able to notify them when they must have their seatbelt fastened and when smoking is prohibited. They must receive an emergency briefing from a crewmember prior to takeoff. The pilot-in-command may authorize the passenger to be admitted to the flight crew compartment.
Cargo (including carry-on baggage) may be carried in the passenger compartment of an aircraft if certain conditions are met. If the cargo is carried in an approved cargo bin, it can be located anywhere in the passenger compartment. The bin:
· Must withstand the load factor required of passenger seats multiplied by 1.15
· 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 cabin
· Must be completely enclosed and made of material that is at least flame resistant
If the cargo is not placed in an approved cargo bin it must be located aft of a bulkhead or divider (i.e., not aft of a passenger) and it must meet certain other requirements. These include:
· It must be properly secured by a safety belt or other tie down.
· It must be packaged or covered in a manner so as to avoid injury to occupants of the passenger cabin.
· It must not impose an excessive load on the floor or seat structures of the aircraft.
· Its location must not restrict access to or use of the aisle, any regular exit or any required emergency exit.
· Its location must not obscure any passenger's view of the "seatbelt," "no smoking" or required "exit" signs unless an auxiliary sign is installed.
Each person who has duties concerning the handling or carriage of dangerous articles or magnetized materials must have completed a training course within the preceding 12 calendar months.
The pertinent part of the Hazardous Materials Regulations (HMR Part 175) are reproduced, so memorization is not required. You will have reference to this material when taking the test. See FAA Legends 23 through 33.
There are a few questions that require reference to the Hazardous Materials Table of HMR Part 172.101. See FAA Legend 34. Notice that the table is divided into seven main columns. Column 6 does not set the maximum amount that can be carried on an aircraft, only the maximum amount in one package. The maximum limit per aircraft, if any, is set forth in HMR 175. Column 7 does not apply to shipments by aircraft. Dry ice requires proper ventilation.
Emergency Equipment and Operations
Certain emergency equipment must be carried on every air carrier airplane. This equipment includes fire extinguishers, megaphones, first aid kits and a crash ax. All this equipment must:
· Be inspected regularly.
· Be readily accessible to the crew and, for items carried in the passenger cabin, to the passengers.
· Be clearly identified and marked with its method of operation (this applies to any containers in which the equipment is carried).
Only one crash ax is required on the airplane and must be carried on the flight deck. At least one hand fire extinguisher must be carried on the flight deck. The number of extinguishers carried in the cabin is determined by the number of installed passenger seats. The following table applies.
Minimum Number of Hand Fire Extinguishers in the Passenger Cabin:
Passenger Seating Capacity Extinguishers Required
6 through 30............................................................................ 1
31 through 60........................................................................... 2
61 through 200......................................................................... 3
201 through 300....................................................................... 4
301 through 400....................................................................... 5
401 through 500....................................................................... 6
501 through 600....................................................................... 7
601 or more............................................................................. 8
The number of megaphones carried on the airplane is determined by the number of installed passenger seats. On airplanes with a seating capacity of 60 through 99 passengers, one megaphone must be carried in the most rearward location in the passenger cabin that is readily accessible to a normal flight attendant seat. On airplanes with a seating capacity of 100 or more seats, one megaphone must be carried at the rear of the cabin and another megaphone must be carried at the front of the cabin.
Passenger carrying airplanes must have an emergency exit light system. This system must be operable manually from both the flight crew station and from a point in the passenger compartment readily accessible to a flight attendant. When the system is armed it must come on automatically with the interruption of the airplane's normal electrical power. The exit lights must be armed or turned on during taxiing, takeoff and landing. Every emergency exit (other than an over wing exit) that is more than 6 feet from the ground must have a means of assisting occupants to the ground in the event of an emergency evacuation. The most common means of complying with this requirement is an inflatable slide that deploys automatically when the door is opened. If such an automatic escape slide is installed, it must be armed during taxi, takeoff and landing. If any required emergency exit for passengers is located in other than the passenger compartment (such as the flight deck), the door separating the compartments must be latched open during takeoff and landing.
A public address system and a separate crewmember interphone system must be installed on all airplanes with a seating capacity of more than 19 seats.
Each crewmember on a flight must have a flashlight in good working order readily available.
When operating at flight altitudes above 10,000 feet there must be enough oxygen for all crewmembers for the entire flight at those altitudes, and in no event less than a 2-hour supply.
When operating at flight altitudes above FL250 each flight crewmember on flight deck duty must have an oxygen mask, within immediate reach, so designed that it can be rapidly placed on his/her face. This is commonly referred to as a "quick-donning" oxygen mask. To meet the requirements, regulations require that the mask be designed so that it can be put on the user's face within 5 seconds. If, while operating above FL250, one pilot leaves his/her station, the other pilot must put on his/her oxygen mask.
Above FL410 one pilot must wear his/her mask at all times. Notice that the rule applies only to the pilots. Above FL250 the flight engineer need only have a quick-donning mask readily available. Note: For Part 135 operations one pilot must wear the oxygen mask above FL350.
The oxygen requirements for passengers vary with the type of aircraft but oxygen must be provided to all passengers for the entire time the cabin altitude is above 15,000 feet.
Passengers on turbine powered airplanes must be supplied oxygen according to the following schedule.
· For flights at cabin pressure altitudes above 10,000 feet, up to and including 14,000 feet, there must be enough oxygen to supply 10% of the passengers for any time at those altitudes in excess of 30 minutes.
· For flights at cabin pressure altitudes above 14,000 feet, up to and including 15,000 feet, there must be enough oxygen for 30% of the passengers for the entire time at those altitudes.
· For flights at cabin pressure altitudes above 15,000 feet there must be enough oxygen for all the passengers for the entire time of flight at those altitudes.
The amount of oxygen carried for passengers in the event of loss of pressurization varies depending on the ability of the airplane to make an emergency descent. If the aircraft can make a descent to 14,000 feet within 4 minutes it may carry less oxygen than would otherwise be required.
A certain amount of first aid oxygen must be carried for passengers on flights that operate above FL250. The amount of oxygen is determined by the actual number of passengers but in no case may there be less than 2 oxygen dispensing units.
On extended over-water flights (more than 50 nautical miles from the shoreline) the airplane must have a life preserver for each occupant of the aircraft, and enough life rafts to accommodate all the occupants. This equipment must be easily accessible in the event of a ditching.
· Each life raft and each life vest must be equipped with a survivor locator light.
· A survival kit, appropriate for the route flown, must be attached to each life raft.
· There must be at least one portable emergency radio transmitter carried on the airplane.
When flag or supplemental carriers or commercial operators fly over uninhabited terrain, the following survival equipment must be carried on the airplane:
· Suitable pyrotechnic signaling devices.
· A survival-type emergency locator transmitter.
· Enough survival kits, appropriate for the route flown, for all the occupants of the airplane.
In an emergency situation that requires immediate decision and action, the pilot-in-command may take any action that he/she considers necessary under the circumstances. In such a case the PIC may deviate from prescribed procedures and methods, weather minimums and regulations to the extent required in the interest of safety. In an emergency situation arising during flight that requires immediate decision and action by an aircraft dispatcher, the dispatcher must advise the pilot-in-command of the emergency, shall ascertain the decision of the pilot-in-command and shall have that decision recorded. If the dispatcher cannot communicate with the pilot, he/she shall declare an emergency and take any action he/she considers necessary under the circumstances.
Each certificate holder (airline) must, for each type and model of airplane, assign to each category of crewmember, as appropriate, the necessary functions to be performed in an emergency or in a situation requiring emergency evacuation. The certificate holder must describe those duties in its manual.
Crewmembers must receive emergency training annually on several subjects. Besides the training they must perform emergency drills in:
· The operation of emergency exits;
· Hand fire extinguishers;
· The emergency oxygen system and protective breathing equipment;
· Donning, inflation and use of individual flotation equipment; and
· Ditching.
Crewmembers who serve above 25,000 feet must receive instruction in hypoxia, respiration and decompression. Crewmembers must actually operate certain emergency equipment in their recurrent training at least once every 24 months.
The pilot-in-command must make a report to the appropriate ground radio station of the stoppage of an engine's rotation in flight (due either to failure or intentional shutdown) as soon as practicable and must keep that station informed of the progress of the flight. As a general rule, when an engine fails or is shutdown, the pilot-in-command must land the aircraft at the nearest suitable airport, time-wise, at which a safe landing can be made. There is an exception to the rule for airplanes with 3 or more engines. If only 1 engine has failed, the pilot-in-command may elect to continue to a more distant airport (possibly the original destination) if this is considered as safe as landing at the nearest suitable airport.
The certificate holder must provide a cockpit check procedure (checklist) for each type of aircraft it operates. The procedures must include each item necessary for flight crewmembers to check for safety before starting engines, taking-off or landing, and in engine and systems emergencies. The procedures must be designed so that a flight crewmember will not need to rely on memory for items to be checked. The flight crew must use the approved check procedure.
Whenever a pilot-in-command or dispatcher exercises emergency authority, he/she shall keep the appropriate ATC facility and dispatch centers fully informed of the progress of the flight. The person declaring the emergency shall send a written report of any deviation through the air carrier's operations manager to the Administrator (FAA). A dispatcher must send this report within 10 days after the date of the emergency. A pilot-in-command must send the report within 10 days after returning to his/her home base.
When ATC gives priority to an aircraft in an emergency, the chief of the ATC facility involved may ask the pilot-in-command to submit a report. If asked, the pilot-in-command must submit a detailed written report to the ATC facility manager within 48 hours. This is required whether or not there was a deviation from regulations.
National Transportation Safety Board (NTSB)
Aircraft accident means an occurrence associated with the operation of an aircraft that takes place between the time any person boards the aircraft with the intention of flight, and the time all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage.
Serious injury means any injury that:
· Requires hospitalization for more than 48 hours commencing within 7 days from the date the injury was received.
· Results in fracture of any bone (except simple fractures of fingers, toes or nose).
· Causes severe hemorrhages, nerve, muscle or tendon damage.
· Involves any internal organ.
· Involves second or third degree burns or any burns affecting more than 5% of the body surface.
Substantial damage means damage or failure that adversely affects the structural strength, performance or flight characteristics of the aircraft and that would normally require major repair or replacement of the affected component. Damage not considered substantial for accident reporting purposes are as follows: engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to the landing gear, wheels, tires, flaps, engine accessories, brakes or wing tips.
The operator of an aircraft must immediately notify the nearest National Transportation Safety Board field office if any of the following occur:
· Flight control system malfunction
· An aircraft accident
· Inability of any required flight crewmember to perform his normal flight duties as the result of injury or illness
· Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes
· Inflight fire
· Aircraft collide in flight
· Damage to property, other than the aircraft, estimate to exceed $25,000 for repair or fair market value in the event of total loss whichever is less
· Certain incidents on large, multi-engine airplanes
· An aircraft is overdue and is believed to have been involved in an accident
The operator of an aircraft must submit a written report of an aircraft accident within 10 days of the accident. The operator of an overdue aircraft must submit a written report within 7 days if the aircraft is still missing. The operator of an aircraft that was involved in an incident requiring immediate notification of the NTSB must submit a written report of the incident only if requested to do so by the NTSB.
