456
14 CFR Ch. I (1–1–24 Edition)
§ 135.161
complete statement of the cir-
cumstances and justification, and must
be submitted to the responsible Flight
Standards office, not less than 60 days
prior to the date of intended oper-
ations.
[Doc. No. FAA–2010–0982, 79 FR 9973, Feb. 21,
2014, as amended by Docket FAA–2018–0119,
Amdt. 135–139, 83 FR 9175, Mar. 5, 2018]
§ 135.161 Communication and naviga-
tion equipment for aircraft oper-
ations under VFR over routes navi-
gated by pilotage.
(a) No person may operate an aircraft
under VFR over routes that can be
navigated by pilotage unless the air-
craft is equipped with the two-way
radio communication equipment nec-
essary under normal operating condi-
tions to fulfill the following:
(1) Communicate with at least one
appropriate station from any point on
the route, except in remote locations
and areas of mountainous terrain
where geographical constraints make
such communication impossible.
(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, except in
remote locations and areas of moun-
tainous terrain where geographical
constraints make such communication
impossible.
(b) No person may operate an aircraft
at night under VFR over routes that
can be navigated by pilotage unless
that aircraft is equipped with—
(1) Two-way radio communication
equipment necessary under normal op-
erating conditions to fulfill the func-
tions specified in paragraph (a) of this
section; and
(2) Navigation equipment suitable for
the route to be flown.
[Doc. No. FAA–2002–14002, 72 FR 31684, June 7,
2007, as amended by Amdt. 135–116, 74 FR
20205, May 1, 2009]
§ 135.163 Equipment requirements:
Aircraft carrying passengers under
IFR.
No person may operate an aircraft
under IFR, carrying passengers, unless
it has—
(a) A vertical speed indicator;
(b) A free-air temperature indicator;
(c) A heated pitot tube for each air-
speed indicator;
(d) A power failure warning device or
vacuum indicator to show the power
available for gyroscopic instruments
from each power source;
(e) An alternate source of static pres-
sure for the altimeter and the airspeed
and vertical speed indicators;
(f) For a single-engine aircraft:
(1) Two independent electrical power
generating sources each of which is
able to supply all probable combina-
tions of continuous inflight electrical
loads for required instruments and
equipment; or
(2) In addition to the primary elec-
trical power generating source, a
standby battery or an alternate source
of electric power that is capable of sup-
plying 150% of the electrical loads of
all required instruments and equip-
ment necessary for safe emergency op-
eration of the aircraft for at least one
hour;
(g) For multi-engine aircraft, at least
two generators or alternators each of
which is on a separate engine, of which
any combination of one-half of the
total number are rated sufficiently to
supply the electrical loads of all re-
quired instruments and equipment nec-
essary for safe emergency operation of
the aircraft except that for multi-en-
gine helicopters, the two required gen-
erators may be mounted on the main
rotor drive train; and
(h) Two independent sources of en-
ergy (with means of selecting either) of
which at least one is an engine-driven
pump or generator, each of which is
able to drive all required gyroscopic in-
struments powered by, or to be pow-
ered by, that particular source and in-
stalled so that failure of one instru-
ment or source, does not interfere with
the energy supply to the remaining in-
struments or the other energy source
unless, for single-engine aircraft in all
cargo operations only, the rate of turn
457
Federal Aviation Administration, DOT
§ 135.165
indicator has a source of energy sepa-
rate from the bank and pitch and direc-
tion indicators. For the purpose of this
paragraph, for multi-engine aircraft,
each engine-driven source of energy
must be on a different engine.
(i) For the purpose of paragraph (f) of
this section, a continuous inflight elec-
trical load includes one that draws cur-
rent continuously during flight, such
as radio equipment, electrically driven
instruments, and lights, but does not
include occasional intermittent loads.
[Doc. No. 16097, 43 FR 46783, Oct. 10, 1978, as
amended by Amdt. 135–70, 62 FR 42374, Aug. 6,
1997; Amdt. 135–72, 63 FR 25573, May 8, 1998]
§ 135.165 Communication and naviga-
tion equipment: Extended over-
water or IFR operations.
(a)
Aircraft navigation equipment re-
quirements
—
General.
Except as provided
in paragraph (g) of this section, no per-
son may conduct operations under IFR
or extended over-water unless—
(1) The en route navigation aids nec-
essary for navigating the aircraft along
the route (e.g., ATS routes, arrival and
departure routes, and instrument ap-
proach procedures, including missed
approach procedures if a missed ap-
proach routing is specified in the pro-
cedure) are available and suitable for
use by the navigation systems required
by this section:
(2) The aircraft used in extended
over-water operations is equipped with
at least two-approved independent
navigation systems suitable for navi-
gating the aircraft along the route to
be flown within the degree of accuracy
required for ATC.
(3) The aircraft used for IFR oper-
ations is equipped with at least—
(i) One marker beacon receiver pro-
viding visual and aural signals; and
(ii) One ILS receiver.
(4) Any RNAV system used to meet
the navigation equipment require-
ments of this section is authorized in
the certificate holder’s operations
specifications.
(b)
Use of a single independent naviga-
tion system for IFR operations.
The air-
craft may be equipped with a single
independent navigation system suit-
able for navigating the aircraft along
the route to be flown within the degree
of accuracy required for ATC if:
(1) It can be shown that the aircraft
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 aircraft 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.
(c)
VOR navigation equipment.
When-
ever VOR navigation equipment is re-
quired by paragraph (a) or (b) of this
section, no person may operate an air-
craft unless it is equipped with at least
one approved DME or suitable RNAV
system.
(d)
Airplane communication equipment
requirements.
Except as permitted in
paragraph (e) of this section, no person
may operate a turbojet airplane having
a passenger seat configuration, exclud-
ing any pilot seat, of 10 seats or more,
or a multiengine airplane in a com-
muter operation, as defined in part 119
of this chapter, under IFR or in ex-
tended over-water operations 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) of this
chapter; and
(2) At least one of the communica-
tion systems required by paragraph
(d)(1) of this section must have two-
way voice communication capability.
(e)
IFR or extended over-water commu-
nications equipment requirements.
A per-
son may operate an aircraft other than
that specified in paragraph (d) of this
section under IFR or in extended over-
water operations if it meets all of the
requirements of this section, with the
exception that only one communica-
tion system transmitter is required for
operations other than extended over-
water operations.
(f)
Additional aircraft communication
equipment requirements.
In addition to
the requirements in paragraphs (d) and