399 

Federal Aviation Administration, DOT 

§ 129.105 

all-cargo airplane that has a door in-
stalled between the pilot compartment 
and any other occupied compartment 
on or after June 21, 2002, within the 
United States, except for overflights, 
unless the carrier has procedures in 
place that are acceptable to the civil 
aviation authority responsible for over-
sight of the foreign air carriers oper-
ating under this part to prevent access 
to the flightdeck except as authorized 
as follows: 

(1) No person other than a person who 

is assigned to perform duty on the 
flight deck may have a key to the 
flight deck door that will provide ac-
cess to the flightdeck. 

(2) Except when it is necessary to 

permit access and egress by persons au-
thorized in accordance with paragraph 
(d)(3) of this section, a pilot in com-
mand of an airplane that has a lock-
able flight deck door in accordance 
with § 129.28(a) and that is carrying pas-
sengers shall ensure that the door sepa-
rating the flight crew compartment 
from the passenger compartment is 
closed and locked at all times when the 
airplane is being operated. 

(3) No person may admit any person 

to the flight deck of an airplane unless 
the person being admitted is— 

(i) A crewmember, 
(ii) An inspector of the civil aviation 

authority responsible for oversight of 
the part 129 operator, or 

(iii) Any other person authorized by 

the civil aviation authority responsible 
for oversight of the part 129 operator. 

(e) The requirements of paragraph (a) 

through (d) except (d)(3), do not apply 
to transport category passenger car-
rying airplanes originally type certifi-
cated with a maximum passenger seat-
ing configuration of 19 seats or less, or 
to all-cargo airplanes with a payload 
capacity of 7,500 pounds or less. 

[Doc. No. FAA–2002–12504, 67 FR 79824, Dec. 
30, 2002, as amended by Amdt. 129–38, 68 FR 
42882, July 18, 2003] 

§ 129.29 Smoking prohibitions. 

(a) No person may smoke and no op-

erator may permit smoking in any air-
craft lavatory. 

(b) Unless otherwise authorized by 

the Secretary of Transportation, no 
person may smoke and no operator 
may permit smoking anywhere on the 

aircraft (including the passenger cabin 
and the flight deck) during scheduled 
passenger foreign air transportation or 
during any scheduled passenger inter-
state or intrastate air transportation. 

[Doc. No. FAA–2000–7467, 65 FR 36780, June 9, 
2000] 

Subpart B—Continued Airworthi-

ness and Safety Improve-
ments 

§ 129.101 Purpose and definition. 

(a) This subpart requires a foreign 

person or foreign air carrier operating 
a U.S. registered airplane in common 
carriage to support the continued air-
worthiness of each airplane. These re-
quirements may include, but are not 
limited to, revising the maintenance 
program, incorporating design changes, 
and incorporating revisions to Instruc-
tions for Continued Airworthiness. 

(b) [Reserved] 

[Amdt. 129–43, 72 FR 63413, Nov. 8, 2007, as 
amended by Docket FAA–2018–0119, Amdt. 
129–53, 83 FR 9174, Mar. 5, 2018] 

§ 129.103 [Reserved] 

§ 129.105 Aging airplane inspections 

and records reviews for U.S.-reg-

istered multiengine aircraft. 

(a) 

Operation after inspection and 

records review. 

After the dates specified 

in this paragraph, a foreign air carrier 
or foreign person may not operate a 
U.S.-registered multiengine airplane 
under this part unless the Adminis-
trator has notified the foreign air car-
rier or foreign person that the Admin-
istrator has completed the aging air-
plane inspection and records review re-
quired by this section. During the in-
spection and records review, the for-
eign air carrier or foreign person must 
demonstrate to the Administrator that 
the maintenance of age sensitive parts 
and components of the airplane has 
been adequate and timely enough to 
ensure the highest degree of safety. 

(1) 

Airplanes exceeding 24 years in serv-

ice on 

December 8, 2003; 

initial and re-

petitive inspections and records reviews. 

For an airplane that has exceeded 24 
years in service on December 8, 2003, no 
later than December 5, 2007, and there-
after at intervals not to exceed 7 years. 

400 

14 CFR Ch. I (1–1–24 Edition) 

§ 129.107 

(2) 

Airplanes exceeding 14 years in serv-

ice but not 24 years in service on 

Decem-

ber 8, 2003; 

initial and repetitive inspec-

tions and records reviews. 

For an air-

plane that has exceeded 14 years in 
service, but not 24 years in service, on 
December 8, 2003, no later than Decem-
ber 4, 2008, and thereafter at intervals 
not to exceed 7 years. 

(3) 

Airplanes not exceeding 14 years in 

service on 

December 8, 2003; 

initial and 

repetitive inspections and records reviews. 

For an airplane that has not exceeded 
14 years in service on December 8, 2003, 
no later than 5 years after the start of 
the airplane’s 15th year in service and 
thereafter at intervals not to exceed 7 
years. 

(b) 

Unforeseen schedule conflict. 

In the 

event of an unforeseen scheduling con-
flict for a specific airplane, the Admin-
istrator may approve an extension of 
up to 90 days beyond an interval speci-
fied in paragraph (b) of this section. 

(c) 

Airplane and records availability. 

The foreign air carrier or foreign per-
son must make available to the Admin-
istrator each U.S.-registered multien-
gine airplane for which an inspection 
and records review is required under 
this section, in a condition for inspec-
tion specified by the Administrator, to-
gether with the records containing the 
following information: 

(1) Total years in service of the air-

plane; 

(2) Total time in service of the air-

frame; 

(3) Total flight cycles of the air-

frame; 

(4) Date of the last inspection and 

records review required by this section; 

(5) Current status of life-limited 

parts of the airframe; 

(6) Time since the last overhaul of all 

structural components required to be 
overhauled on a specific time basis; 

(7) Current inspection status of the 

airplane, including the time since the 
last inspection required by the inspec-
tion program under which the airplane 
is maintained; 

(8) Current status of applicable air-

worthiness directives, including the 
date and methods of compliance, and if 
the airworthiness directive involves re-
curring action, the time and date when 
the next action is required; 

(9) A list of major structural alter-

ations; and 

(10) A report of major structural re-

pairs and the current inspection status 
for those repairs. 

(d) 

Notification to Administrator. 

Each 

foreign air carrier or foreign person 
must notify the Administrator at least 
60 days before the date on which the 
airplane and airplane records will be 
made available for the inspection and 
records review. 

[Doc. No. FAA–1999–5401, 67 FR 72763, Dec. 6, 
2002, as amended by Amdt. 129–34, 70 FR 5533, 
Feb. 2, 2005; Amdt. 129–41, 70 FR 23936, May 6, 
2005. Redesignated by Amdt. 129–43, 72 FR 
63413, Nov. 8, 2007] 

§ 129.107 Repairs assessment for pres-

surized fuselages. 

(a) No foreign air carrier or foreign 

persons operating a U.S. registered air-
plane may operate an Airbus Model 
A300 (excluding 

¥

600 series), British 

Aerospace Model BAC 1–11, Boeing 
Model 707, 720, 727, 737, or 747, McDon-
nell Douglas Model DC–8, DC–9/MD–80 
or DC–10, Fokker Model F28, or Lock-
heed Model L–1011 beyond the applica-
ble flight cycle implementation time 
specified below, or May 25, 2001, which-
ever occurs later, unless operations 
specifications have been issued to ref-
erence repair assessment guidelines ap-
plicable to the fuselage pressure bound-
ary (fuselage skin, door skin, and bulk-
head webs), and those guidelines are in-
corporated in its maintenance pro-
gram. The repair assessment guidelines 
must be approved by the responsible 
Aircraft Certification Service office for 
the type certificate for the affected air-
plane. 

(1) For the Airbus Model A300 (ex-

cluding the –600 series), the flight cycle 
implementation time is: 

(i) Model B2: 36,000 flights. 
(ii) Model B4–100 (including Model 

B4–2C): 30,000 flights above the window 
line, and 36,000 flights below the win-
dow line. 

(iii) Model B4–200: 25,500 flights above 

the window line, and 34,000 flights 
below the window line. 

(2) For all models of the British Aero-

space BAC 1–11, the flight cycle imple-
mentation time is 60,000 flights.