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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. 

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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. 

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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. 

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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. 

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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. 

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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. 

background image

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

TO

P

ART

121—F

IRST

-A

ID

K

ITS

 

AND

E

MERGENCY

M

EDICAL

K

ITS

 

A

PPENDIX

TO

P

ART

121—A

IRCRAFT

F

LIGHT

 

R

ECORDER

S

PECIFICATIONS

 

A

PPENDIX

TO

P

ART

121—C–46 N

ON

-

TRANSPORT

C

ATEGORY

A

IRPLANES

 

A

PPENDIX

TO

P

ART

121—C

RITERIA FOR

D

EM

-

ONSTRATION OF

E

MERGENCY

E

VACUATION

 

P

ROCEDURES

U

NDER

§ 121.291 

A

PPENDIX

TO

P

ART

121—F

LIGHT

T

RAINING

 

R

EQUIREMENTS

 

A

PPENDIX

TO

P

ART

121—P

ROFICIENCY

C

HECK

 

R

EQUIREMENTS

 

A

PPENDIX

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

TO

P

ART

121—A

DVANCED

S

IMULA

-

TION

 

A

PPENDIXES

I–J 

TO

P

ART

121 [R

ESERVED

A

PPENDIX

TO

P

ART

121—P

ERFORMANCE

R

E

-

QUIREMENTS

FOR

C

ERTAIN

T

URBO

-

PROPELLER

P

OWERED

A

IRPLANES

 

A

PPENDIX

TO

P

ART

121—T

YPE

C

ERTIFI

-

CATION

R

EGULATIONS

M

ADE

P

REVIOUSLY

 

E

FFECTIVE

 

A

PPENDIX

TO

P

ART

121—A

IRPLANE

F

LIGHT

 

R

ECORDER

S

PECIFICATIONS

 

A

PPENDIX

TO

P

ART

121 [R

ESERVED

A

PPENDIX

TO

P

ART

121—H

AZARDOUS

M

ATE

-

RIALS

T

RAINING

R

EQUIREMENTS

F

OR

C

ER

-

TIFICATE

H

OLDERS

 

A

PPENDIX

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. 

background image

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. 

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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 

background image

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, 

background image

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

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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. 

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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 

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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 

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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] 

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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 

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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 

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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. 

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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 

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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 

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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] 

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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: 

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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] 

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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. 

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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 

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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. 

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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

(where 

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

(when 

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 

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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

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] 

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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 

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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 

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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 

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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. 

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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. 

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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. 

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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 

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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. 

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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 

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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. 

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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. 

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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 

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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; 

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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. 

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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 

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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 

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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; 

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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 .................................

201 through 300 ...............................

301 through 400 ...............................

401 through 500 ...............................

501 through 600 ...............................

601 or more .....................................

(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] 

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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 

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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. 

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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 

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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— 

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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; 

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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 

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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. 

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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 

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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 

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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 

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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 

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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 

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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 

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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 

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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. 

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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. 

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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 

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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 

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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 

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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 

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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 

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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 

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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 

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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 

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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); 

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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 

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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. 

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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 

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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. 

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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 

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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— 

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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 

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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 

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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 

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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. 

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. 

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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. 

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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 

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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 

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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 

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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. 

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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: 

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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 

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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 

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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 

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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 

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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 

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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 

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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 

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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: 

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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 

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§ 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. 

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§ 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, 

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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,