73
Federal Aviation Administration, DOT
Pt. 121
of Aerospace Medicine, Drug Abate-
ment Division:
(i) Company name.
(ii) Telephone number.
(iii) Address where your drug and al-
cohol testing program records are kept.
(iv) Type of safety-sensitive func-
tions you or your employees perform
(such as flight instruction duties, air-
craft dispatcher duties, maintenance or
preventive maintenance duties, ground
security coordinator duties, aviation
screening duties, air traffic control du-
ties).
(v) Whether you have 50 or more cov-
ered employees, or 49 or fewer covered
employees.
(vi) A signed statement indicating
that: your company will comply with
this part and 49 CFR part 40; and you
intend to provide safety-sensitive func-
tions by contract (including sub-
contract at any tier) to a part 119 cer-
tificate holder with authority to oper-
ate under part 121 or part 135 of this
chapter, an operator as defined in
§ 91.147 of this chapter, or an air traffic
control facility not operated by the
FAA or by or under contract to the
U.S. military.
(2) Send this information to the Fed-
eral Aviation Administration, Office of
Aerospace Medicine, Drug Abatement
Division (AAM–800), 800 Independence
Avenue SW., Washington, DC 20591.
(3) This Drug and Alcohol Testing
Program Registration will satisfy the
registration requirements for both
your drug testing program under sub-
part E of this part and your alcohol
testing program under this subpart.
(4) Update the registration informa-
tion as changes occur. Send the up-
dates to the address specified in para-
graph (f)(2) of this section.
[Doc. No. FAA–2008–0937, 74 FR 22653, May 14,
2009; Amdt. 120–0A, 75 FR 3154, Jan. 20, 2010,
as amended by Amdt. 120–1, 78 FR 42005, July
15, 2013]
§ 120.227 Employees located outside
the U.S.
(a) No covered employee shall be
tested for alcohol misuse while located
outside the territory of the United
States.
(1) Each covered employee who is as-
signed to perform safety-sensitive
functions solely outside the territory
of the United States shall be removed
from the random testing pool upon the
inception of such assignment.
(2) Each covered employee who is re-
moved from the random testing pool
under this paragraph shall be returned
to the random testing pool when the
employee resumes the performance of
safety-sensitive functions wholly or
partially within the territory of the
United States.
(b) The provisions of this subpart
shall not apply to any person who per-
forms a safety-sensitive function by
contract for an employer outside the
territory of the United States.
PART 121—OPERATING REQUIRE-
MENTS: DOMESTIC, FLAG, AND
SUPPLEMENTAL OPERATIONS
S
PECIAL
F
EDERAL
A
VIATION
R
EGULATION
N
O
.
50–2 [N
OTE
]
S
PECIAL
F
EDERAL
A
VIATION
R
EGULATION
N
O
.
71 [N
OTE
]
S
PECIAL
F
EDERAL
A
VIATION
R
EGULATION
N
O
.
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.
74
14 CFR Ch. I (1–1–24 Edition)
Pt. 121
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.
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.
75
Federal Aviation Administration, DOT
Pt. 121
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.
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.
76
14 CFR Ch. I (1–1–24 Edition)
Pt. 121
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
Compliance dates: Crew and dis-
patcher resource management 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 airmen (air-
plane) and check airmen (simulator).
121.412
Qualifications: Flight instructors
(airplane) and flight instructors (simu-
lator).
121.413
Initial, transition and recurrent
training and checking requirements:
Check airmen (airplane), check airmen
(simulator).
121.414
Initial, transition and recurrent
training and checking requirements:
flight instructors (airplane), flight in-
structors (simulator).
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.
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:
D
OMESTIC AND
F
LAG
O
PERATIONS
;
F
LIGHT
A
TTENDANT
D
UTY
P
ERIOD
L
IMITA
-
TIONS AND
R
EST
R
EQUIREMENTS
: D
OMESTIC
,
F
LAG
,
AND
S
UPPLEMENTAL
O
PERATIONS
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.
77
Federal Aviation Administration, DOT
Pt. 121
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.
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.
78
14 CFR Ch. I (1–1–24 Edition)
Pt. 121
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.
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.
79
Federal Aviation Administration, DOT
Pt. 121, SFAR No. 97, Nt.
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.
A
PPENDIX
A
TO
P
ART
121—F
IRST
-A
ID
K
ITS
AND
E
MERGENCY
M
EDICAL
K
ITS
A
PPENDIX
B
TO
P
ART
121—A
IRCRAFT
F
LIGHT
R
ECORDER
S
PECIFICATIONS
A
PPENDIX
C
TO
P
ART
121—C–46 N
ON
-
TRANSPORT
C
ATEGORY
A
IRPLANES
A
PPENDIX
D
TO
P
ART
121—C
RITERIA FOR
D
EM
-
ONSTRATION OF
E
MERGENCY
E
VACUATION
P
ROCEDURES
U
NDER
§ 121.291
A
PPENDIX
E
TO
P
ART
121—F
LIGHT
T
RAINING
R
EQUIREMENTS
A
PPENDIX
F
TO
P
ART
121—P
ROFICIENCY
C
HECK
R
EQUIREMENTS
A
PPENDIX
G
TO
P
ART
121—D
OPPLER
R
ADAR
AND
I
NERTIAL
N
AVIGATION
S
YSTEM
(INS):
R
EQUEST
FOR
E
VALUATION
; E
QUIPMENT
AND
E
QUIPMENT
I
NSTALLATION
; T
RAINING
P
ROGRAM
; E
QUIPMENT
A
CCURACY AND
R
E
-
LIABILITY
; E
VALUATION
P
ROGRAM
A
PPENDIX
H
TO
P
ART
121—A
DVANCED
S
IMULA
-
TION
A
PPENDIXES
I–J
TO
P
ART
121 [R
ESERVED
]
A
PPENDIX
K
TO
P
ART
121—P
ERFORMANCE
R
E
-
QUIREMENTS
FOR
C
ERTAIN
T
URBO
-
PROPELLER
P
OWERED
A
IRPLANES
A
PPENDIX
L
TO
P
ART
121—T
YPE
C
ERTIFI
-
CATION
R
EGULATIONS
M
ADE
P
REVIOUSLY
E
FFECTIVE
A
PPENDIX
M
TO
P
ART
121—A
IRPLANE
F
LIGHT
R
ECORDER
S
PECIFICATIONS
A
PPENDIX
N
TO
P
ART
121 [R
ESERVED
]
A
PPENDIX
O
TO
P
ART
121—H
AZARDOUS
M
ATE
-
RIALS
T
RAINING
R
EQUIREMENTS
F
OR
C
ER
-
TIFICATE
H
OLDERS
A
PPENDIX
P
TO
P
ART
121—R
EQUIREMENTS FOR
ETOPS
AND
P
OLAR
O
PERATIONS
A
UTHORITY
: 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).
S
PECIAL
F
EDERAL
A
VIATION
R
EGULATION
N
O
. 50–2
E
DITORIAL
N
OTE
: For the text of SFAR No.
50–2, see part 91 of this chapter.
S
PECIAL
F
EDERAL
A
VIATION
R
EGULATION
N
O
. 71
E
DITORIAL
N
OTE
: For the text of SFAR No.
71, see part 91 of this chapter.
S
PECIAL
F
EDERAL
A
VIATION
R
EGULATION
N
O
. 97
E
DITORIAL
N
OTE
: For the text of SFAR No.
97, see part 91 of this chapter.
80
14 CFR Ch. I (1–1–24 Edition)
§ 121.1
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.
(c) Each person who applies for provi-
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.
[Doc. No. 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 No. FAA–2022–1563; Amdt. No.
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
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.
81
Federal Aviation Administration, DOT
§ 121.2
(c)
Regular or accelerated compliance.
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.
(C) Section 121.310(e), Emergency exit
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.
(C) Section 121.305(j), Third attitude
indicator.
(D) Section 121.312(c), Passenger seat
cushion flammability.
(iv) March 12, 1999: Section
121.310(b)(1), Interior emergency exit
locating sign.
(2)
Transport category turbopropeller
powered airplanes that have a passenger
seat configuration of 20–30 seats.
No 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.
(C) Section 121.340, Emergency flota-
tion means.
(ii) December 20, 2010: § 121.305(j),
third attitude indicator.
(e)
Newly manufactured airplanes.
No
certificate holder that is described in
paragraph (a) of this section may 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
82
14 CFR Ch. I (1–1–24 Edition)
§ 121.4
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.
[Doc. No. 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.
[Doc. No. 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—
(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,
83
Federal Aviation Administration, DOT
§ 121.15
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.
[Doc. No. 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.
[Doc. No. 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
may be followed without violating the
rules of that country.
[Doc. No. 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.
[Doc. No. 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
]
84
14 CFR Ch. I (1–1–24 Edition)
§ 121.91
Subpart D—Rules Governing All
Certificate Holders Under This
Part
[
Reserved
]
Subpart E—Approval of Routes:
Domestic and Flag Operations
S
OURCE
: Docket No. 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.
[Doc. No. 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.
[Doc. No. 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.
[Doc. No. 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
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.
85
Federal Aviation Administration, DOT
§ 121.99
(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.
(c) If the responsible Flight Stand-
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 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.
[Doc. No. 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.
(c) Each certificate holder con-
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.
(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
86
14 CFR Ch. I (1–1–24 Edition)
§ 121.101
the requirements of paragraph (d) of
this section as of February 15, 2007.
[Doc. No. 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.
[Doc. No. 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.
[Doc. No. 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]
§ 121.105 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.
[Doc. No. 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
87
Federal Aviation Administration, DOT
§ 121.115
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.
[Doc. No. 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.
[Doc. No. 28154, 61 FR 2610, Jan. 26, 1996]
Subpart F—Approval of Areas and
Routes for Supplemental Op-
erations
S
OURCE
: Docket No. 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.
[Doc. No. 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
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.
[Doc. No. 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.
[Doc. No. 6258, 29 FR 19195, Dec. 31, 1964, as
amended by Amdt. 121–253, 61 FR 2610, Jan.
26, 1996]
88
14 CFR Ch. I (1–1–24 Edition)
§ 121.117
§ 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.
(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.
(c) If the responsible Flight Stand-
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.
[Doc. No. 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]
§ 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.
[Doc. No. 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
89
Federal Aviation Administration, DOT
§ 121.125
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.
[Doc. No. 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.
(c) Except as provided in paragraph
(d) of this section, for ETOPS beyond
180 minutes each certificate holder
conducting supplemental operations
other than all-cargo operations in an
airplane with more than two engines
must have a second communication
system in addition to that required by
paragraph (b) of this section. That 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
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.
[Doc. No. 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.
[Doc. No. 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
90
14 CFR Ch. I (1–1–24 Edition)
§ 121.127
(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.
(c) A flight following system need not
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.
[Doc. No. 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.
[Doc. No. 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.
[Doc. No. 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.
(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.
[Doc. No. 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.
91
Federal Aviation Administration, DOT
§ 121.135
(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.
(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
92
14 CFR Ch. I (1–1–24 Edition)
§ 121.137
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;
(C) Handling;
(D) Storage incidental to transport;
(E) Packaging of company material;
or
(F) Loading.
(ii) Ensure that the procedures and
information described in this 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
(C) The certificate holder’s hazmat
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.
(c) Each certificate holder shall
maintain at least one complete copy of
the manual at its principal base of op-
erations.
[Doc. No. 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 No.
FAA–2022–0912; Amdt. No. 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
(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.
(c) For the purpose of complying with
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.
[Doc. No. 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
93
Federal Aviation Administration, DOT
§ 121.153
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 No. FAA–2022–0912; Amdt. No. 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 from the applicable
flight manual if the revised operating
procedures and modified performance
date presentation are—
(1) Approved by the Administrator;
and
(2) Clearly identified as airplane
flight manual requirements.
[Doc. No. 28154, 60 FR 65927, Dec. 20, 1995]
Subpart H—Aircraft Requirements
S
OURCE
: Docket No. 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
(c) of this section, no certificate holder
may operate an aircraft unless that
aircraft—
(1) Is registered as a civil aircraft of
the United States and carries an 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.
(c) A certificate holder may operate
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;
(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).
[Doc. No. 6258, 29 FR 19197, Dec. 31, 1964, as
amended by Amdt. 121–165, 45 FR 68649, Oct.
16, 1980]
94
14 CFR Ch. I (1–1–24 Edition)
§ 121.155
§ 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;
(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:
95
Federal Aviation Administration, DOT
§ 121.161
(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.
[Doc. No. 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.
[Doc. No. 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.
(c) Until December 20, 2010, a certifi-
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.
[Doc. No. 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]
96
14 CFR Ch. I (1–1–24 Edition)
§ 121.162
§ 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.
[Doc. No. 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.
(c)
Proving tests for materially altered
airplanes.
Unless otherwise authorized
by the Administrator, for each type of
airplane that is materially altered in
design, a certificate holder must 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
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.
[Doc. No. 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
S
OURCE
: Docket No. 6258, 29 FR 19198, Dec.
31, 1964; 30 FR 130, Jan. 7, 1965, unless other-
wise noted.
E
DITORIAL
N
OTE
: Nomenclature changes to
subpart I of part 121 appear at 60 FR 65928,
Dec. 20, 1995.
97
Federal Aviation Administration, DOT
§ 121.173
§ 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.
(c) For the purposes of this subpart,
obstruction clearance plane
means a
plane sloping upward from the runway
at a slope of 1:20 to the horizontal, and
tangent to or clearing all obstructions
within a specified area surrounding the
runway as shown in a profile view of
that area. In the plan view, the 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.
[Doc. No. 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.
(c) Each certificate holder operating
a large nontransport category airplane
type certificated before January 1, 1965,
shall comply with §§ 121.199 through
121.205 and any determination of 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
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
98
14 CFR Ch. I (1–1–24 Edition)
§ 121.175
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.
[Doc. No. 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.
(c) No person may specify, or have
specified, an alternate airport that is
located at an elevation outside of the
range for which maximum landing
weights have been determined for the
reciprocating engine powered airplane
concerned.
(d) No person may take off a 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).
[Doc. No. 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.
(c) This section does not apply to
large nontransport category airplanes
operated under § 121.173(c).
[Doc. No. 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
So
(that is, the number of feet per minute
is obtained by multiplying the number
of knots by 6.90) at an altitude of at
least 1,000 feet above the highest
ground or obstruction within ten miles
of each side of the intended track.
(b) This section does not apply to air-
planes certificated under part 4a of the
Civil Air Regulations.
99
Federal Aviation Administration, DOT
§ 121.183
(c) This section does not apply to
large nontransport category airplanes
operated under § 121.173(c).
[Doc. No. 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
so
2
(where
N
is the number of engines in-
stalled and
V
So
is expressed in knots) at
an altitude of at least 1,000 feet above
the highest ground or obstruction
within 10 miles of each side of the 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
so
2.
(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.
(c) If an approved procedure under
paragraph (b) of this section is used,
the certificate holder shall comply
with the following:
(1) The rate of climb (as prescribed in
the Airplane Flight Manual for the 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
so
2
(when
N
is the number of engines in-
stalled and
V
So
is expressed in knots)
for airplanes certificated under part 25
of this chapter and by 0.026 V
so
2 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.
(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).
[Doc. No. 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
100
14 CFR Ch. I (1–1–24 Edition)
§ 121.185
(2) It is operated at a weight allowing
the airplane, with the two critical en-
gines inoperative, to climb at 0.013 V
so
2
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
so
2 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.
[Doc. No. 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
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.
(c) This section does not apply to
large nontransport category airplanes
operated under § 121.173(c).
[Doc. No. 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).
[Doc. No. 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]
101
Federal Aviation Administration, DOT
§ 121.191
§ 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
⁄
2
of the takeoff
run.
(c) No person operating a turbine en-
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
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.
[Doc. No. 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
102
14 CFR Ch. I (1–1–24 Edition)
§ 121.193
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.
[Doc. No. 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-
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 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
103
Federal Aviation Administration, DOT
§ 121.195
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.
(c)
Aircraft certificated after August 29,
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.
§ 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
104
14 CFR Ch. I (1–1–24 Edition)
§ 121.197
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.
(c) A turbopropeller powered airplane
that would be prohibited from being
taken off because it could not meet the
requirements of paragraph (b)(2) of this
section, may be taken off if an 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.
[Doc. No. 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.
[Doc. No. 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]
§ 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.
105
Federal Aviation Administration, DOT
§ 121.201
(c) No zero fuel weight may be in-
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.
[Doc. No. 6258, 29 FR 19198, Dec. 31, 1964, as
amended by Amdt. 121–132, 41 FR 55475, Dec.
20, 1976]
§ 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.
106
14 CFR Ch. I (1–1–24 Edition)
§ 121.203
(4) Terrain features.
(5) Air traffic control problems.
(6) Any other operational factors
that affect the operation.
(c) For the purposes of this section, it
is assumed that—
(1) The critical engine is inoperative;
(2) The propeller of the inoperative
engine is in the minimum drag 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
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.
[Doc. No. 28154, 61 FR 2611, Jan. 26, 1996]
Subpart J—Special Airworthiness
Requirements
S
OURCE
: Docket No. 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.
107
Federal Aviation Administration, DOT
§ 121.221
(c) Each certificate holder must com-
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.
[Doc. No. 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.
(c) The wall and ceiling linings and
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.
[Doc. No. 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
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.
(c)
Class B.
Cargo and baggage com-
partments are classified in the ‘‘B’’
category if enough access is provided
while in flight to enable a member of
108
14 CFR Ch. I (1–1–24 Edition)
§ 121.223
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.
(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.
109
Federal Aviation Administration, DOT
§ 121.243
§ 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.
(c) Fuel tanks must be isolated from
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.
(c) Flexible connections in lines that
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
(c) Be supported so that loads result-
ing from its operation or from acceler-
ated flight conditions are not trans-
mitted to the lines connected to the
valve.
§ 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
110
14 CFR Ch. I (1–1–24 Edition)
§ 121.245
so that oil emitted from the line does
not impinge upon the pilots’ wind-
shield.
(c) Engine breathers may not dis-
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;
(c) Be made of fireproof material; and
(d) Be protected against corrosion.
§ 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,
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.
(c) Shutoff means must be located
outside of designated fire zones, unless
equivalent safety is provided, and it
must be shown that no hazardous
amount of flammable fluid will drain
into any designated fire zone after a
shut off.
(d) Adequate provisions must be
made to guard against inadvertent op-
eration of the shutoff means and to
make it possible for the crew to reopen
the shutoff means after it has been
closed.
111
Federal Aviation Administration, DOT
§ 121.275
§ 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
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.
112
14 CFR Ch. I (1–1–24 Edition)
§ 121.277
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.
(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.
(c) Cargo may be carried aft of a
bulkhead or divider in any passenger
113
Federal Aviation Administration, DOT
§ 121.289
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.
[Doc. No. 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]
§ 121.287 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;
114
14 CFR Ch. I (1–1–24 Edition)
§ 121.291
(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.
(c) The flap position sensing unit
may be installed at any suitable place
in the airplane.
[Doc. No. 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.
(c) In conducting the partial dem-
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
§ 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.
115
Federal Aviation Administration, DOT
§ 121.305
(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.
[Doc. No. 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.
[Doc. No. 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.
[Doc. No. FAA–2006–26722, 73 FR 63880, Oct.
28, 2008]
Subpart K—Instrument and
Equipment Requirements
S
OURCE
: Docket No. 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.
(c) Each airspeed indicator must be
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
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.
[Doc. No. 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
116
14 CFR Ch. I (1–1–24 Edition)
§ 121.306
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.
[Doc. No. 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
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.
(c) The determination required by
paragraph (b)(6) of this section shall be
made by that part 119 certificate holder
operating the particular device to be
used.
[Doc. No. 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
117
Federal Aviation Administration, DOT
§ 121.309
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.
(c) A fuel pressure indicator for each
engine.
(d) A fuel flowmeter or fuel mixture
indicator for each engine not equipped
with an automatic altitude mixture
control.
(e) A means for indicating fuel 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.
(c) Until December 22, 1997, a certifi-
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
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.
[Doc. No. 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;
118
14 CFR Ch. I (1–1–24 Edition)
§ 121.309
(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.
(c)
Hand fire extinguishers for crew,
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:
M
INIMUM
N
UMBER OF
H
AND
F
IRE
E
XTINGUISHERS
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]
(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.
[Doc. No. 6258, 29 FR 19205, Dec. 31, 1964]
119
Federal Aviation Administration, DOT
§ 121.310
E
DITORIAL
N
OTE
: For F
EDERAL
R
EGISTER
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.
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
120
14 CFR Ch. I (1–1–24 Edition)
§ 121.310
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.
(c)
Lighting for interior emergency exit
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
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.
121
Federal Aviation Administration, DOT
§ 121.310
(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
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
122
14 CFR Ch. I (1–1–24 Edition)
§ 121.310
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
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—
123
Federal Aviation Administration, DOT
§ 121.311
(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.
[Doc. No. 2033, 30 FR 3205, Mar. 9, 1965]
E
DITORIAL
N
OTE
: For F
EDERAL
R
EGISTER
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
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;
(C) Seats that do not qualify under
paragraphs (b)(2)(ii)(A) and (b)(2)(ii)(B)
of this section must bear a label or
markings showing:
(
1
) That the seat was approved by a
foreign government;
124
14 CFR Ch. I (1–1–24 Edition)
§ 121.311
(
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
(C) The restraint system must bear
the appropriate label(s).
(c) Except as provided in paragraph
(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
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
125
Federal Aviation Administration, DOT
§ 121.312
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.
[Doc. No. 7522, 32 FR 13267, Sept. 20, 1967]
E
DITORIAL
N
OTE
: For F
EDERAL
R
EGISTER
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
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.
126
14 CFR Ch. I (1–1–24 Edition)
§ 121.312
(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
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
127
Federal Aviation Administration, DOT
§ 121.313
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.
(c)
All interior materials; airplanes type
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.
[Doc. No. 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.
(c) A power supply and distribution
system that meets the requirements of
§§ 25.1309, 25.1331, 25.1351(a) and (b)(1)
through (4), 25.1353, 25.1355, and
25.1431(b) or that is able to produce and
distribute the load for the required 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
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
128
14 CFR Ch. I (1–1–24 Edition)
§ 121.314
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
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.
[Doc. No. 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. No. 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
129
Federal Aviation Administration, DOT
§ 121.317
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.
(c) After March 19, 2001, each Class D
compartment, regardless of volume,
must meet the standards of §§ 25.857(c)
and 25.858 of this Chapter for a Class C
compartment unless the operation is
an all-cargo operation in which case
each Class D compartment may meet
the standards in § 25.857(e) for a Class E
compartment.
(d)
Reports of conversions and retrofits.
(1) Until such time as all Class D 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.
[Doc. No. 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.
(c) The approved procedures must be
readily usable in the cockpit of each
aircraft and the flight crew shall follow
them when operating the aircraft.
§ 121.316 Fuel tanks.
Each turbine powered transport 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.
[Doc. No. 25614, 54 FR 40354, Sept. 29, 1989]
§ 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. Except as provided in para-
graph (l) of this section, the signs must
be constructed so that the crew-
members can turn them on and off.
(b) Except as provided in paragraph
(l) of this section, the ‘‘Fasten Seat
Belt’’ sign shall be turned on during
any movement on the surface, for each
takeoff, for each landing, and at any
other time considered necessary by the
pilot in command.
(c) No person may operate an air-
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
130
14 CFR Ch. I (1–1–24 Edition)
§ 121.318
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
‘‘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.
[Doc. No. 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]
§ 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
131
Federal Aviation Administration, DOT
§ 121.321
handsets, headsets, microphones, selec-
tor switches, and signaling devices;
(b) Is approved in accordance with
§ 21.305 of this chapter;
(c) Is accessible for immediate use
from each of two flight crewmember
stations in the pilot compartment;
(d) For each required floor-level 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.
[Doc. No. 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
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.
[Doc. No. 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
132
14 CFR Ch. I (1–1–24 Edition)
§ 121.323
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.
(c) Procedures necessary for safe op-
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
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.
[Doc. No. 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
133
Federal Aviation Administration, DOT
§ 121.327
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.
[Doc. No. 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.
[Doc. No. 6258, 29 FR 19205, Dec. 31, 1964, as
amended at 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
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.
(c)
Passengers.
Each certificate holder
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.
134
14 CFR Ch. I (1–1–24 Edition)
§ 121.329
(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
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.
(c)
Passengers.
Each certificate holder
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.
135
Federal Aviation Administration, DOT
§ 121.333
(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.
(c)
For passengers.
When operating at
flight altitudes above 8,000 feet, the
certificate holder shall provide oxygen
as follows:
(1) When an airplane is not flown at
a flight altitude above flight level 250,
enough oxygen for 30 minutes for 10
percent of the passengers, if at any
point along the route to be flown the
airplane can safely descend to a flight
altitude of 14,000 feet or less within
four minutes.
(2) If the airplane cannot descend to
a flight altitude of 14,000 feet or less
within four minutes, the following 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
limitations, to flight altitudes allow-
ing safe flight with respect to terrain
clearance.
[Doc. No. 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
136
14 CFR Ch. I (1–1–24 Edition)
§ 121.333
§ 121.337 may be included in deter-
mining the supply required for flight
crewmembers on flight deck duty.
(c)
Use of oxygen masks by flight crew-
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,
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
137
Federal Aviation Administration, DOT
§ 121.337
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.
[Doc. No. 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
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
138
14 CFR Ch. I (1–1–24 Edition)
§ 121.337
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
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.
(c)
Equipment preflight.
(1) Before
each flight, each item of PBE at flight
crewmember duty stations must be
checked by the flight crewmember who
will use the equipment to ensure that
the equipment—
(i) For other than chemical oxygen
generator systems, is functioning, is
serviceable, fits properly (unless a 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
139
Federal Aviation Administration, DOT
§ 121.340
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.
[Doc. No. 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-
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.
(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.
(c) A survival kit, appropriately
equipped for the route to be flown,
must be attached to each required life
raft.
[Doc. No. 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
140
14 CFR Ch. I (1–1–24 Edition)
§ 121.341
event the flight terminates in that
water.
[Doc. No. 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.
(c)
Non-transport category airplanes
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.
[Doc. No. 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
that complies § 25.1326 of this chapter
in effect on April 12, 1978.
[Doc. No. 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
141
Federal Aviation Administration, DOT
§ 121.343
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.
(c) Except as provided in paragraph
(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
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
142
14 CFR Ch. I (1–1–24 Edition)
§ 121.344
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—
(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.
[Doc. No. 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
143
Federal Aviation Administration, DOT
§ 121.344
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;
(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);
144
14 CFR Ch. I (1–1–24 Edition)
§ 121.344
(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
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.
(c) For all turbine-engine powered
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
145
Federal Aviation Administration, DOT
§ 121.344
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.
(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.
146
14 CFR Ch. I (1–1–24 Edition)
§ 121.344a
(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—
(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.
[Doc. No. 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
147
Federal Aviation Administration, DOT
§ 121.344a
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
in Appendix M of this part by August
20, 2001.
(c) For all turbine-engine-powered
airplanes having a passenger seating
configuration, excluding any required
crewmember seats, of 10 to 19 seats,
that are manufactured after August 19,
2002, the parameters listed in
§ 121.344(a)(1) through (a)(88) of this
part must be recorded within the
ranges, accuracies, resolutions, and 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.
148
14 CFR Ch. I (1–1–24 Edition)
§ 121.345
(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.
[Doc. No. 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.
(c) ATC transponder equipment in-
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
removal of the equipment for mainte-
nance from another aircraft in the
same operator’s fleet.
[Doc. No. 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.
(c) For a parameter described in
§ 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
149
Federal Aviation Administration, DOT
§ 121.349
(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.
[Doc. No. 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;
(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.
[Doc. No. 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—
150
14 CFR Ch. I (1–1–24 Edition)
§ 121.351
(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.
(c)
Use of a single independent naviga-
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,
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.
[Doc. No. 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
151
Federal Aviation Administration, DOT
§ 121.354
(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.
(c) Notwithstanding the require-
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.
[Doc. No. 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.
(c) Enough survival kits, appro-
priately equipped for the route to be
flown for the number of occupants of
the airplane.
[Doc. No. 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)
(c)
Airplane Flight Manual.
The Air-
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
152
14 CFR Ch. I (1–1–24 Edition)
§ 121.355
warning system audio and visual warn-
ings.
[Doc. No. 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.
[Doc. No. 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:
C
OLLISION
A
VOIDANCE
S
YSTEMS
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.
C
OLLISION
A
VOIDANCE
S
YSTEMS
—Continued
If you operate any—
Then you must operate that airplane
with—
(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.
(c) Piston-powered
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.
[Doc. No. 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
153
Federal Aviation Administration, DOT
§ 121.358
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.
[Doc. No. 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.
(c)
Extension of the compliance date.
A
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
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.
154
14 CFR Ch. I (1–1–24 Edition)
§ 121.359
(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.
[Doc. No. 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
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.
155
Federal Aviation Administration, DOT
§ 121.363
(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.
[Doc. No. 6258, 29 FR 19205, Dec. 31, 1964]
E
DITORIAL
N
OTE
: For F
EDERAL
R
EGISTER
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
S
OURCE
: Docket No. 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
work performed on these parts is ac-
complished in accordance with the cer-
tificate holder’s manual.
[Doc. No. 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
156
14 CFR Ch. I (1–1–24 Edition)
§ 121.365
the certificate holder of the responsi-
bility specified in paragraph (a) of this
section.
[Doc. No. 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.
(c) Each person performing required
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.
[Doc. No. 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
(c) Each aircraft released to service
is airworthy and has been properly
maintained for operation under this
part.
[Doc. No. 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
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.
(c) Each maintenance provider must
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
157
Federal Aviation Administration, DOT
§ 121.369
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
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
158
14 CFR Ch. I (1–1–24 Edition)
§§ 121.370–121.370a
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.
(c) The certificate holder must set
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.
[Doc. No. 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.
(c) No person may perform a required
inspection if he performed the item of
work required to be inspected.
(d) Each certificate holder shall
maintain, or shall determine that each
person with whom it arranges to 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.
§ 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.
(c) A certificate holder may petition
the Administrator to reconsider the
notice to make a change in a program.
159
Federal Aviation Administration, DOT
§ 121.374
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.
[Doc. No. 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
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
(C) When certifying the completion
of the ETOPS PDSC outside the U.S.
holds the certificates needed or has the
requisite experience or training to 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:
160
14 CFR Ch. I (1–1–24 Edition)
§ 121.374
(A) Certificated to engage in part 121
operations;
(B) Repair station certificated under
part 145 of this chapter; or
(C) Entity authorized pursuant to
§ 43.17(c)(2) of this chapter.
(c)
Limitations on dual maintenance.
(1) Except as specified in paragraph
(c)(2), the certificate holder may not
perform scheduled or unscheduled dual
maintenance during the same 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.
(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
161
Federal Aviation Administration, DOT
§ 121.375
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
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.
[Doc. No. 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
162
14 CFR Ch. I (1–1–24 Edition)
§ 121.377
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.
[Doc. No. 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.
[Doc. No. 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.
(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
163
Federal Aviation Administration, DOT
§ 121.383
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.
(c) Each certificate holder shall re-
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).
[Doc. No. 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).
[Doc. No. 10658, 37 FR 15984, Aug. 9, 1972]
Subpart M—Airman and
Crewmember Requirements
S
OURCE
: Docket No. 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.
§ 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.
(c) A certificate holder may obtain
approval to provide a temporary docu-
ment verifying a flightcrew member’s
164
14 CFR Ch. I (1–1–24 Edition)
§ 121.385
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.
[Doc. No. 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.
(c) The minimum pilot crew is two
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.
[Doc. No. 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.
[Doc. No. 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.
(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
165
Federal Aviation Administration, DOT
§ 121.393
(9) Any other factors he determines
are relevant in the interest of safety.
(c) Operations where a flight navi-
gator or special navigation equipment,
or both, are required are specified in
the operations specifications of the air
carrier or commercial operator.
[Doc. No. 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.
(c) The number of flight attendants
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.
[Doc. No. 2033, 30 FR 3206, Mar. 9, 1965]
E
DITORIAL
N
OTE
: For F
EDERAL
R
EGISTER
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:
(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.
[Doc. No. 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
166
14 CFR Ch. I (1–1–24 Edition)
§ 121.394
§ 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.
[Doc. No. 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
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.
(C) The substitute pilot or flight en-
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
167
Federal Aviation Administration, DOT
§ 121.400
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.
(c) If only one flight attendant is on
the airplane during passenger boarding
or deplaning, that flight attendant
must be located in accordance with the
certificate holder’s FAA-approved 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.
[Doc. No. 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.
[Doc. No. 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.
[Doc. No. 2033, 30 FR 3206, Mar. 9, 1965, as
amended by Amdt. 121–7, 30 FR 6727, May 18,
1965]
Subpart N—Training Program
S
OURCE
: Docket No. 9509, 35 FR 90, Jan. 3,
1970, unless otherwise noted.
§ 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.
(c) For the purpose of this subpart,
the following terms and definitions
apply:
168
14 CFR Ch. I (1–1–24 Edition)
§ 121.401
(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.
[Doc. No. 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 and check
airman is adequately trained to per-
form his or her assigned duties. Prior
to implementation, the certificate
holder must obtain initial and final
FAA approval of the training program.
(2) Provide adequate ground and
flight training facilities and properly
qualified ground instructors for the
training required by this subpart;
(3) Provide and keep current with 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 airmen 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
169
Federal Aviation Administration, DOT
§ 121.403
check is required, he is considered to
have taken or completed it in the cal-
endar month in which it was required.
(c) Each instructor, supervisor, or
check airman who is responsible for a
particular ground training subject, seg-
ment of flight training, course of train-
ing, flight check, or competence check
under this part shall certify as to the
proficiency and knowledge of the crew-
member, aircraft dispatcher, flight in-
structor, or check airman concerned
upon completion of that training or
check. That certification shall be made
a part of the crewmember’s or dis-
patcher’s record. When the certifi-
cation required by this paragraph is
made by an entry in a computerized
recordkeeping system, the certifying
instructor, supervisor, or check airman
must be identified with that entry.
However, the signature of the certi-
fying instructor, supervisor, or check
airman is not required for computer-
ized 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 or a check
airman, and successfully completes the
appropriate flight check for a check
airman or the Administrator, need not
complete the programmed hours of
flight training for the particular air-
plane. However, whenever the Adminis-
trator finds that 20 percent of the
flight checks given at a particular
training base during the previous 6
months under this paragraph are un-
successful, 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.
In the case of a certificate holder using
a course of training permitted in
§ 121.409(c), the Administrator may re-
quire the programmed hours of inflight
training in whole or in part, until he
finds the effectiveness of the flight
training has improved as provided in
paragraph (e) of this section.
[Doc. No. 9509, 35 FR 90, Jan. 3, 1970, as
amended 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]
§ 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 instructor and
check airmen qualified under the appli-
cable requirements of §§ 121.411 or
121.413 to provide training, testing, and
checking to persons subject to the re-
quirements of this subpart.
[Doc. No. 26933, 61 FR 34560, July 2, 1996, as
amended by Amdt. 121–263, 62 FR 13791, Mar.
21, 1997]
§ 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.
170
14 CFR Ch. I (1–1–24 Edition)
§ 121.404
(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 device
mockups, systems trainers, procedures
trainers, or other training aids that
the certificate holder will use. No later
than March 12, 2019, a list of all the
training equipment approved under
§ 121.408 as well as other training aids
that the certificate holder will use.
(3) Detailed descriptions or pictorial
displays of the approved normal, 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.
[Doc. No. 9509, 35 FR 90, Jan. 3, 1970, as
amended by Amdt. 121–366, 78 FR 67836, Nov.
12, 2013; Amdt. 121–382, 85 FR 10921, Feb. 25,
2020]
§ 121.404 Compliance dates: Crew and
dispatcher resource management
training.
After March 19, 1998, no certificate
holder may use a person as a flight
crewmember, and after March 19, 1999,
no certificate holder may use a person
as a flight attendant or aircraft dis-
patcher unless that person has com-
pleted approved crew resource manage-
ment (CRM) or dispatcher resource
management (DRM) initial training, as
applicable, with that certificate holder
or with another certificate holder.
[Doc. No. 28154, 61 FR 30435, June 14, 1996]
§ 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.
(c) The Administrator grants final
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
§ 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,
171
Federal Aviation Administration, DOT
§ 121.407
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.
[Doc. No. 9509, 35 FR 90, Jan. 3, 1970, as
amended 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;
Docket 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.
(c) For aircraft dispatchers, the Ad-
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.
[Doc. No. 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,