[PDF]
| Passenger seating accommodations: | |
| 61 through 200 | 3 |
| 201 through 300 | 4 |
| 301 through 400 | 5 |
| 401 through 500 | 6 |
| 501 through 600 | 7 |
| 601 or more | 8 |
| If you operate any— | Then you must operate that airplane with— |
|---|---|
| (a) Turbine-powered airplane of more than 33,000 pounds maximum certificated takeoff 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 following approved units: (i) TCAS II that meets TSO C-119b (version 7.0), or takeoff weight a later version. |
| (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 equivalent to TSO C-119b (version 7.0), or a later version, capable of coordinating 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 passenger seat configuration of 10-30 seats | (1) TCAS I that meets TSO C-118, or a later version, or (2) A collision avoidance system equivalent to has a TSO C-118, or a later version, or (3) A collision avoidance system and Mode S transponder that meet paragraph (a)(1) of this section. |
| (c) Piston-powered airplane of more than 33,000 pounds maximum certificated takeoff weight | (1) TCAS I that meets TSO C-118, or a later version, or (2) A collision avoidance system equivalent to maximum TSO C-118, or a later version, or (3) A collision avoidance system and Mode S transponder that meet paragraph (a)(1) of this section. |
| Airplane model | Compliance date—months after January 14, 2011 | Default LOV [flight cycles (FC) or flight hours (FH)] |
|---|---|---|
| Airbus—Existing 1 Models Only: | ||
| A300 B2-1A, B2-1C, B2K-3C, B2-203 | 30 | 48,000 FC |
| A300 B4-2C, B4-103 | 30 | 40,000 FC |
| A300 B4-203 | 30 | 34,000 FC |
| A300-600 Series | 60 | 30,000 FC/67,500 FH |
| A310-200 Series | 60 | 40,000 FC/60,000 FH |
| A310-300 Series | 60 | 35,000 FC/60,000 FH |
| A318 Series | 60 | 48,000 FC/60,000 FH |
| A319 Series | 60 | 48,000 FC/60,000 FH |
| A320-100 Series | 60 | 48,000 FC/48,000 FH |
| A320-200 Series | 60 | 48,000 FC/60,000 FH |
| A321 Series | 60 | 48,000 FC/60,000 FH |
| A330-200, -300 Series (except WV050 family) (non enhanced) | 60 | 40,000 FC/60,000 FH |
| A330-200, -300 Series WV050 family (enhanced) | 60 | 33,000 FC/100,000 FH |
| A330-200 Freighter Series | 60 | See NOTE. |
| A340-200, -300 Series (except WV 027 and WV050 family) (non enhanced) | 60 | 20,000 FC/80,000 FH |
| A340-200, -300 Series WV 027 (non enhanced) | 60 | 30,000 FC/60,000 FH |
| A340-300 Series WV050 family (enhanced) | 60 | 20,000 FC/100,000 FH |
| A340-500, -600 Series | 60 | 16,600 FC/100,000 FH |
| A380-800 Series | 72 | See NOTE. |
| Boeing—Existing 1 Models Only: | ||
| 717 | 60 | 60,000 FC/60,000 FH |
| 727 (all series) | 30 | 60,000 FC |
| 737 (Classics): 737-100, -200, -200C, -300, -400, -500 | 30 | 75,000 FC |
| 737 (NG): 737-600, -700, -700C, -800, -900, -900ER | 60 | 75,000 FC |
| 747 (Classics): 747-100, -100B, -100B SUD, -200B, -200C, -200F, -300, 747SP, 747SR | 30 | 20,000 FC |
| 747-400: 747-400, -400D, -400F | 60 | 20,000 FC |
| 757 | 60 | 50,000 FC |
| 767 | 60 | 50,000 FC |
| 777-200, -300 | 60 | 40,000 FC |
| 777-200LR, 777-300ER | 72 | 40,000 FC |
| 777F | 72 | 11,000 FC |
| Bombardier—Existing 1 Models Only: | ||
| CL-600: 2D15 (Regional Jet Series 705), 2D24 (Regional Jet Series 900) | 72 | 60,000 FC |
| Embraer—Existing 1 Models Only: | ||
| ERJ 170 | 72 | See NOTE. |
| ERJ 190 | 72 | See NOTE. |
| Fokker—Existing 1 Models Only: | ||
| F.28 Mark 0070, Mark 0100 | 30 | 90,000 FC |
| Lockheed—Existing 1 Models Only: | ||
| L-1011 | 30 | 36,000 FC |
| 188 | 30 | 26,600 FC |
| 382 (all series) | 30 | 20,000 FC/50,000 FH |
| McDonnell Douglas—Existing 1 Models Only: | ||
| DC-8, -8F | 30 | 50,000 FC/50,000 FH |
| DC-9 (except for MD-80 models) | 30 | 100,000 FC/100,000 FH |
| MD-80 (DC-9-81, -82, -83, -87, MD-88) | 30 | 50,000 FC/50,000 FH |
| MD-90 | 60 | 60,000 FC/90,000 FH |
| DC-10-10, -15 | 30 | 42,000 FC/60,000 FH |
| DC-10-30, -40, -10F, -30F, -40F | 30 | 30,000 FC/60,000 FH |
| MD-10-10F | 60 | 42,000 FC/60,000 FH |
| MD-10-30F | 60 | 30,000 FC/60,000 FH |
| MD-11, MD-11F | 60 | 20,000 FC/60,000 FH |
| Maximum Takeoff Gross Weight Changes: | ||
| All airplanes whose maximum takeoff gross weight has been decreased to 75,000 pounds or below after January 14, 2011, or increased to greater than 75,000 pounds at any time by an amended type certificate or supplemental type certificate | 30, or within 12 months after the LOV is approved, or before operating the airplane, whichever occurs latest | Not applicable. |
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 3 / 2024-01-01266 | ||
| All Other Airplane Models (TCs and amended TCs) not Listed in Table 2 | 72, or within 12 months after the LOV is approved, or before operating the airplane, whichever occurs latest | Not applicable. |
| 1 Type certificated as of January 14, 2011. | ||
| Note: Airplane operation limitation is stated in the Airworthiness Limitation section. | ||
| Airplane model | Default LOV [flight cycles (FC) or flight hours (FH)] |
|---|---|
| Airbus: | |
| Caravelle | 15,000 FC/24,000 FH |
| Avions Marcel Dassault: | |
| Breguet Aviation Mercure 100C | 20,000 FC/16,000 FH |
| Boeing: | |
| Boeing 707 (-100 Series and -200 Series) | 20,000 FC |
| Boeing 707 (-300 Series and -400 Series) | 20,000 FC |
| Boeing 720 | 30,000 FC |
| Bombardier: | |
| CL-44D4 and CL-44J | 20,000 FC |
| BD-700 | 15,000 FC |
| Bristol Aeroplane Company: | |
| Britannia 305 | 10,000 FC |
| British Aerospace Airbus, Ltd.: | |
| BAC 1-11 (all models) | 85,000 FC |
| British Aerospace (Commercial Aircraft) Ltd.: | |
| Armstrong Whitworth Argosy A.W. 650 Series 101 | 20,000 FC |
| BAE Systems (Operations) Ltd.: | |
| BAe 146-100A (all models) | 50,000 FC |
| BAe 146-200-07 | 50,000 FC |
| BAe 146-200-07 Dev | 50,000 FC |
| BAe 146-200-11 | 50,000 FC |
| BAe 146-200-07A | 47,000 FC |
| BAe 146-200-11 Dev | 43,000 FC |
| BAe 146-300 (all models) | 40,000 FC |
| Avro 146-RJ70A (all models) | 40,000 FC |
| Avro 146-RJ85A and 146-RJ100A (all models) | 50,000 FC |
| D & R Nevada, LLC: | |
| Convair Model 22 | 1,000 FC/1,000 FH |
| Convair Model 23M | 1,000 FC/1,000 FH |
| deHavilland Aircraft Company, Ltd.: | |
| D.H. 106 Comet 4C | 8,000 FH |
| Gulfstream: | |
| GV | 40,000 FH |
| GV-SP | 40,000 FH |
| Ilyushin Aviation Complex: | |
| IL-96T | 10,000 FC/30,000 FH |
| Lockhead: | |
| 300-50A01(USAF C 141A) | 20,000 FC |
| Model—Boeing | Model—Airbus |
|---|---|
| 747 Series | A318, A319, A320, A321 Series |
| 737 Series | A330, A340 Series |
| 777 Series | |
| 767 Series |
| Model—Boeing | Model—Airbus |
|---|---|
| 747 Series | A318, A319, A320, A321 Series |
| 737 Series | A300, A310 Series |
| 777 Series | A330, A340 Series |
| 767 Series | |
| 757 Series |
| No. of passenger seats | No. of first-aid kits |
|---|---|
| 0-50 | 1 |
| 51-150 | 2 |
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 3 / 2024-01-01270 | |
| 151-250 | 3 |
| More than 250 | 4 |
| Contents | Quantity |
|---|---|
| Adhesive bandage compresses, 1-inch | 16 |
| Antiseptic swabs | 20 |
| Ammonia inhalants | 10 |
| Bandage compresses, 4-inch | 8 |
| Triangular bandage compresses, 40-inch | 5 |
| Arm splint, noninflatable | 1 |
| Leg splint, noninflatable | 1 |
| Roller bandage, 4-inch | 4 |
| Adhesive tape, 1-inch standard roll | 2 |
| Bandage scissors | 1 |
| Contents | Quantity |
|---|---|
| Sphygmomanometer | 1 |
| Stethoscope | 1 |
| Airways, cropharyngeal (3 sizes) | 3 |
| Syringes (sizes necessary to administer required drugs) | 4 |
| Needles (sizes necessary to administer required drugs) | 6 |
| 50% Dextrose injection, 50cc | 1 |
| Epinephrine 1:1000, single dose ampule or equivalent) | 2 |
| Diphenhydramine HC1 injection, single dose ampule or equivalent | 2 |
| Nitroglycerin tablets | 10 |
| Basic instructions for use of the drugs in the kit | 1 |
| protective nonpermeable gloves or equivalent | 1 pair |
| Contents | Quantity |
|---|---|
| Sphygmonanometer | 1 |
| Stethoscope | 1 |
| Airways, oropharyngeal (3 sizes): 1 pediatric, 1 small adult, 1 large adult or equivalent | 3 |
| Self-inflating manual resuscitation device with 3 masks (1 pediatric, 1 small adult, 1 large adult or equivalent) | 1:3 masks |
| CPR mask (3 sizes), 1 pediatric, 1 small adult, 1 large adult, or equivalent | 3 |
| IV Admin Set: Tubing w/ 2 Y connectors | 1 |
| Alcohol sponges | 2 |
| Adhesive tape, 1-inch standard roll adhesive | 1 |
| Tape scissors | 1 pair |
| Tourniquet | 1 |
| Saline solution, 500 cc | 1 |
| Protective nonpermeable gloves or equivalent | 1 pair |
| Needles (2-18 ga., 2-20 ga., 2-22 ga., or sizes necessary to administer required medications) | 6 |
| Syringes (1-5 cc, 2-10 cc, or sizes necessary to administer required medications) | 4 |
| Analgesic, non-narcotic, tablets, 325 mg | 4 |
| Antihistamine tablets, 25 mg | 4 |
| Antihistamine injectable, 50 mg, (single dose ampule or equivalent) | 2 |
| Atropine, 0.5 mg, 5 cc (single dose ampule or equivalent) | 2 |
| Aspirin tablets, 325 mg | 4 |
| Bronchodilator, inhaled (metered dose inhaler or equivalent) | 1 |
| Dextrose, 50%/50 cc injectable, (single dose ampule or equivalent) | 1 |
| Epinephrine 1:1000, 1 cc, injectable, (single dose ampule or equivalent) | 2 |
| Epinephrine 1:10,000, 2 cc, injectable, (single dose ampule or equivalent) | 2 |
| Lidocaine, 5 cc, 20 mg/ml, injectable (single dose ampule or equivalent) | 2 |
| Nitroglycerin tablets, 0.4 mg | 10 |
| Basic instructions for use of the drugs in the kit | 1 |
| Parameters | Range | Accuracy sensor input to DFDR readout | Sampling interval (per second) | Resolution 4 readout |
|---|---|---|---|---|
| Time (GMT or Frame Counter) (range 0 to 4095, sampled 1 per frame) | 24 Hrs | ±0.125% Per Hour | 0.25 (1 per 4 seconds) | 1 sec. |
| Altitude | −1,000 ft to max certificated altitude of aircraft | ±100 to ±700 ft (See Table 1, TSO-C51a) | 1 | 5′ to 35′ 1 |
| Airspeed | 50 KIAS to V so , and V so to 1.2V D | ±5%, ±3% | 1 | 1 kt. |
| Heading | 360° | ±2° | 1 | 0.5° |
| Normal Acceleration (Vertical) | −3g to + 6g | ±1% of max range excluding datum error of ±5% | 8 | 0.01g. |
| Pitch Attitude | ±75° | ±2° | 1 | 0.5° |
| Roll Attitude | ±180° | ±2° | 1 | 0.5° |
| Radio Transmitter Keying | On-Off (Discrete) | ±2° | ±2% | |
| Thrust/Power on Each Engine | Full Range Forward | ±2° | 1 (per engine) | 0.2% 2 |
| Trailing Edge Flap or Cockpit Control Selection | Full Range or Each Discrete Position | ±3° or as Pilot's Indicator | 0.5 | 0.5% 2 |
| Leading Edge Flap or Cockpit Control Selection | Full Range or Each Discrete Position | ±3° or as Pilot's Indicator | 0.5 | 0.5% 2 |
| Thrust Reverser Position | Stowed, In Transit, and Reverse (Discrete) | 1 (per 4 seconds per engine) | ||
| Ground Spoiler Position/Speed Brake Selection | Full Range or Each Discrete Position | ±2% Unless Higher Accuracy Uniquely Required | 1 | 0.2% 2 . |
| Marker Beacon Passage | Discrete | 1 | ||
| Autopilot Engagement | Discrete | 1 | ||
| Longitudinal Acceleration | ±1g | ±1.5% max range excluding datum error of ±5% | 4 | 0.01g. |
| Pilot Input and/or Surface Position—Primary Controls (Pitch, Roll, Yaw) 3 | Full Range | ±2° Unless Higher Accuracy Uniquely Required | 1 | 0.2% 2 . |
| Lateral Acceleration | ±1g | ±1.5% max range excluding datum error of ±5% | 4 | 0.01g. |
| Pitch Trim Position | Full Range | ±3% Unless Higher Accuracy Uniquely Required | 1 | 0.3% 2 . |
| Glideslope Deviation | ±400 Microamps | ±3% | 1 | 0.3% 2 . |
| Localizer Deviation | ±400 Microamps | ±3% | 1 | 0.3% 2 . |
| AFCS Mode and Engagement Status | Discrete | 1 | ||
| Radio Altitude | −20 ft to 2,500 ft | ±2 Ft or ±3% Whichever is Greater Below 500 Ft and ±5% Above 500 Ft | 1 | 1 ft + 5% 2 above 500′. |
| Master Warning | Discrete | 1 | ||
| Main Gear Squat Switch Status | Discrete | 1 | ||
| Angle of Attack (if recorded directly). | As installed | As installed | 2 | 0.3% 2 |
| Outside Air Temperature or Total Air Temperature. | −50 °C to + 90 °C | ±2 °c | 0.5 | 0.3 °c |
| Hydraulics, Each System Low Pressure | Discrete | 0.5 | or 0.5% 2 | |
| Groundspeed. | As installed | Most Accurate Systems Installed (IMS Equipped Aircraft Only) | 1 | 0.2% 2 |
| If additional recording capacity is available, recording of the following parameters is recommended. The parameters are listed in order of significance: | ||||
| Drift Angle | When available, As installed | As installed | 4 | |
| Wind Speed and Direction | When available, As installed | As installed | 4 | |
| Latitude and Longitude | When available, As installed | As installed | 4 | |
| Brake pressure/Brake pedal position | As installed | As installed | 1 | |
| Additional engine parameters: | ||||
| EPR | As installed | As installed | 1 (per engine). | |
| N1 | As installed | As installed | 1 (per engine). | |
| N2 | As installed | As installed | 1 (per engine). | |
| EGT | As installed | As installed | 1 (per engine). | |
| Throttle Lever Position | As installed | As installed | 1 (per engine). | |
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 3 / 2024-01-01272 | ||||
| Fuel Flow | As installed | As installed | 1 (per engine). | |
| TCAS: | ||||
| TA | As installed | As installed | 1 | |
| RA | As installed | As installed | 1 | |
| Sensitivity level (as selected by crew) | As installed | As installed | 2 | |
| GPWS (ground proximity warning system) | Discrete | 1 | ||
| Landing gear or gear selector position | Discrete | 0.25 (1 per 4 seconds) | ||
| DME 1 and 2 Distance | 0-200 NM; | As installed | 0.25 | 1 mi. |
| Nav 1 and 2 Frequency Selection | Full range | As installed | 0.25 | |
| 1 When altitude rate is recorded. Altitude rate must have sufficient resolution and sampling to permit the derivation of altitude to 5 feet. | ||||
| 2 Per cent of full range. | ||||
| 3 For airplanes that can demonstrate the capability of deriving either the control input on control movement (one from the other) for all modes of operation and flight regimes, the “or” applies. For airplanes with non-mechanical control systems (fly-by-wire) the “and” applies. In airplanes with split surfaces, suitable combination of inputs is acceptable in lieu of recording each surface separately. | ||||
| 4 This column applies to aircraft manufactured after October 11, 1991. | ||||
| [Distance in feet] | |||
| Standard altitude in feet | Airplane weight in pounds | ||
|---|---|---|---|
| 39,000 | 42,000 | 45,000 1 | |
| S.L | 4,110 | 4,290 | 4,570 |
| 1,000 | 4,250 | 4,440 | 4,720 |
| 2,000 | 4,400 | 4,600 | 4,880 |
| 3,000 | 4,650 | 4,880 | 5,190 |
| 4,000 | 4,910 | 5,170 | 5,500 |
| 5,000 | 5,160 | 5,450 | 5,810 |
| 6,000 | 5,420 | 5,730 | 6,120 |
| 7,000 | 5,680 | 6,000 | 6,440 |
| 8,000 | 5,940 | 6,280 | ( 1 ) |
| 1 Ref. Fig. 1(a)(1) for weight and distance for altitudes above 7,000′. | |||
| [Distance in feet] | |||
| Standard altitude in feet | Airplane weight in pounds | ||
|---|---|---|---|
| 39,000 | 42,000 | 45,000 1 | |
| S.L | 4,830 | 5,050 | 5,370 |
| 1,000 | 5,000 | 5,230 | 5,550 |
| 2,000 | 5,170 | 5,410 | 5,740 |
| 3,000 | 5,470 | 5,740 | 6,100 |
| 4,000 | 5,770 | 6,080 | 6,470 |
| 5,000 | 6,070 | 6,410 | 6,830 |
| 6,000 | 6,380 | 6,740 | 7,200 |
| 7,000 | 6,680 | 7,070 | 7,570 |
| 8,000 | 6,990 | 7,410 | ( 1 ) |
| 1 Ref. Fig. 1(a)(2) for weight and distance for altitudes above 7,000′. | |||
| [Distance in feet] | ||||
| Standard altitude in feet | Airplane weight in pounds | |||
|---|---|---|---|---|
| 39,000 | 42,000 | 45,000 | 48,000 1 | |
| S.L | 4,110 | 4,290 | 4,570 | 4,950 |
| 1,000 | 4,250 | 4,440 | 4,720 | 5,130 |
| 2,000 | 4,400 | 4,600 | 4,880 | 5,300 |
| 3,000 | 4,650 | 4,880 | 5,190 | 5,670 |
| 4,000 | 4,910 | 5,170 | 5,500 | 6,050 |
| 5,000 | 5,160 | 5,450 | 5,810 | 6,420 |
| 6,000 | 5,420 | 5,730 | 6,120 | 6,800 |
| 7,000 | 5,680 | 6,000 | 6,440 | ( 1 ) |
| 8,000 | 5,940 | 6,280 | 6,750 | ( 1 ) |
| 1 Ref. Fig. 1(b)(1) for weight and distance for altitudes above 6,000′. | ||||
| [Distance in feet] | ||||
| Standard altitude in feet | Airplane weight in pounds | |||
|---|---|---|---|---|
| 39,000 | 42,000 | 45,000 | 48,000 1 | |
| S.L | 4,830 | 5,050 | 5,370 | 5,830 |
| 1,000 | 5,000 | 5,230 | 5,550 | 6,030 |
| 2,000 | 5,170 | 5,410 | 5,740 | 6,230 |
| 3,000 | 5,470 | 5,740 | 6,100 | 6,670 |
| 4,000 | 5,770 | 6,080 | 6,470 | 7,120 |
| 5,000 | 6,070 | 6,410 | 6,830 | 7,560 |
| 6,000 | 6,380 | 6,740 | 7,200 | 8,010 |
| 7,000 | 6,680 | 7,070 | 7,570 | ( 1 ) |
| 8,000 | 6,990 | 7,410 | 7,940 | ( 1 ) |
| 1 Ref. Fig. 1(b)(2) for weight and distance for altitudes above 6,000′. | ||||
| Weight (pounds) | Terrain clearance (feet) 1 | Blower setting |
|---|---|---|
| 45,000 | 6,450 | Low. |
| 44,000 | 7,000 | Do. |
| 43,000 | 7,500 | Do. |
| 42,200 | 8,000 | High. |
| 41,000 | 9,600 | Do. |
| 40,000 | 11,000 | Do. |
| 39,000 | 12,300 | Do. |
| 1 Highest altitude of terrain over which airplanes may be operated in compliance with § 121.201. | ||
| Ref. Fig. 2(a). | ||
| Weight (pounds) | Terrain clearance (feet) 1 | Blower setting |
|---|---|---|
| 48,000 | 5,850 | Low. |
| 47,000 | 6,300 | Do. |
| 46,000 | 6,700 | Do. |
| 45,000 | 7,200 | Do. |
| 44,500 | 7,450 | Do. |
| 44,250 | 8,000 | High. |
| 44,000 | 8,550 | Do. |
| 43,000 | 10,800 | Do. |
| 42,000 | 12,500 | Do. |
| 41,000 | 13,000 | Do. |
| 1 Highest altitude of terrain over which airplanes may be operated in compliance with § 121.201. | ||
| Ref. Fig. 2(b). | ||
| Distance in feet | ||||||||
| Standard altitude in feet | Airplane weight in pounds and approach speeds 1 in knots | |||||||
|---|---|---|---|---|---|---|---|---|
| 40,000 | V 50 | 42,000 | V 50 | 44,000 | V 50 | 45,000 | V 50 | |
| S.L | 4,320 | 86 | 4,500 | 88 | 4,700 | 90 | 4,800 | 91 |
| 1,000 | 4,440 | 86 | 4,620 | 88 | 4,830 | 90 | 4,930 | 91 |
| 2,000 | 4,550 | 86 | 4,750 | 88 | 4,960 | 90 | 5,050 | 91 |
| 3,000 | 4,670 | 86 | 4,880 | 88 | 5,090 | 90 | 5,190 | 91 |
| 4,000 | 4,800 | 86 | 5,000 | 88 | 5,220 | 90 | 5,320 | 91 |
| 5,000 | 4,920 | 86 | 5,140 | 88 | 5,360 | 90 | 5,460 | 91 |
| 6,000 | 5,040 | 86 | 5,270 | 88 | 5,550 | 90 | 5,600 | 91 |
| 7,000 | 5,170 | 86 | 5,410 | 88 | 5,650 | 90 | 5,750 | 91 |
| 8,000 | 5,310 | 86 | 5,550 | 88 | 5,800 | 90 | 5,900 | 91 |
| 1 Steady approach speed through 50-foot height TIAS denoted by symbol V 50 . | ||||||||
| Ref. Fig. 3(a)(1). | ||||||||
| Distance in feet | ||||||||
| Standard altitude in feet | Airplane weight in pounds and approach speeds 2 in knots | |||||||
|---|---|---|---|---|---|---|---|---|
| 42,000 | V 50 | 44,000 | V 50 | 46,000 | V 50 | 43,000 | V 50 | |
| S.L | 3,370 | 80 | 3,490 | 82 | 3,620 | 84 | 3,740 | 86 |
| 1,000 | 3,460 | 80 | 3,580 | 82 | 3,710 | 84 | 3,830 | 86 |
| 2,000 | 3,540 | 80 | 3,670 | 82 | 3,800 | 84 | 3,920 | 86 |
| 3,000 | 3,630 | 80 | 3,760 | 82 | 3,890 | 84 | 4,020 | 86 |
| 4,000 | 3,720 | 80 | 3,850 | 82 | 3,980 | 84 | 4,110 | 86 |
| 5,000 | 3,800 | 80 | 3,940 | 82 | 4,080 | 84 | 4,220 | 86 |
| 6,000 | 3,890 | 80 | 4,040 | 82 | 4,180 | 84 | 4,320 | 86 |
| 7,000 | 3,980 | 80 | 4,140 | 82 | 4,280 | 84 | 4,440 | 86 |
| 8,000 | 4,080 | 80 | 4,240 | 82 | 4,390 | 84 | 4,550 | 86 |
| 1 For use with Curtiss model C-46 airplanes when approved for this weight. | ||||||||
|
2
Steady approach speed through 50 height knots TIAS denoted by symbol
V
50
3.
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 3 / 2024-01-01277 | ||||||||
| Ref. Fig. 3(a)(2). | ||||||||
| Distance in feet | ||||||||
| Standard altitude in feet | Airplane weight in pounds and approach speeds 1 in knots | |||||||
|---|---|---|---|---|---|---|---|---|
| 40,000 | V 50 | 42,000 | V 50 | 44,000 | V 50 | 45,000 | V 50 | |
| S.L | 3,700 | 86 | 3,860 | 88 | 4,030 | 90 | 4,110 | 91 |
| 1,000 | 3,800 | 86 | 3,960 | 88 | 4,140 | 90 | 4,220 | 91 |
| 2,000 | 3,900 | 86 | 4,070 | 88 | 4,250 | 90 | 4,340 | 91 |
| 3,000 | 4,000 | 86 | 4,180 | 88 | 4,360 | 90 | 4,450 | 91 |
| 4,000 | 4,110 | 86 | 4,290 | 88 | 4,470 | 90 | 4,560 | 91 |
| 5,000 | 4,210 | 86 | 4,400 | 88 | 4,590 | 90 | 4,680 | 91 |
| 6,000 | 4,330 | 86 | 4,510 | 88 | 4,710 | 90 | 4,800 | 91 |
| 7,000 | 4,430 | 86 | 4,630 | 88 | 4,840 | 90 | 4,930 | 91 |
| 8,000 | 4,550 | 86 | 4,750 | 88 | 4,970 | 90 | 5,060 | 91 |
| 1 Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V 50 . | ||||||||
| Ref. Fig. 3(b)(1). | ||||||||
| Distance in feet | ||||||||
| Standard altitude in feet | Airplane weight in pounds and approach speeds 2 in knots | |||||||
|---|---|---|---|---|---|---|---|---|
| 42,000 | V 50 | 44,000 | V 50 | 46,000 | V 50 | 48,000 | V 50 | |
| S.L | 2,890 | 80 | 3,000 | 82 | 3,110 | 84 | 3,220 | 86 |
| 1,000 | 2,960 | 80 | 3,070 | 82 | 3,180 | 84 | 3,280 | 86 |
| 2,000 | 3,040 | 80 | 3,150 | 82 | 3,260 | 84 | 3,360 | 86 |
| 3,000 | 3,110 | 80 | 3,220 | 82 | 3,340 | 84 | 3,440 | 86 |
| 4,000 | 3,180 | 80 | 3,300 | 82 | 3,410 | 84 | 3,520 | 86 |
| 5,000 | 3,260 | 80 | 3,380 | 82 | 3,500 | 84 | 3,610 | 86 |
| 6,000 | 3,330 | 80 | 3,460 | 82 | 3,580 | 84 | 3,700 | 86 |
| 7,000 | 3,420 | 80 | 3,540 | 82 | 3,670 | 84 | 3,800 | 86 |
| 8,000 | 3,500 | 80 | 3,630 | 82 | 3,760 | 84 | 3,900 | 86 |
| 1 For use with Curtiss model C-46 airplanes when approved for this weight. | ||||||||
| 2 Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V 50 . | ||||||||
| Ref. Fig. 3(b)(2). | ||||||||
| Distance in feet | ||||||||
| Standard altitude in feet | Airplane weight in pounds and approach speeds 1 in knots | |||||||
|---|---|---|---|---|---|---|---|---|
| 40,000 | V 50 | 42,000 | V 50 | 44,000 | V 50 | 45,000 | V 50 | |
| S.L | 4,710 | 86 | 4,910 | 88 | 5,130 | 90 | 5,230 | 91 |
| 1,000 | 4,840 | 86 | 5,050 | 88 | 5,270 | 90 | 5,370 | 91 |
| 2,000 | 4,960 | 86 | 5,180 | 88 | 5,410 | 90 | 5,510 | 91 |
| 3,000 | 5,090 | 86 | 5,320 | 88 | 5,550 | 90 | 5,660 | 91 |
| 4,000 | 5,230 | 86 | 5,460 | 88 | 5,700 | 90 | 5,810 | 91 |
| 5,000 | 5,360 | 86 | 5,600 | 88 | 5,850 | 90 | 5,960 | 91 |
| 6,000 | 5,500 | 86 | 5,740 | 88 | 6,000 | 90 | 6,110 | 91 |
| 7,000 | 5,640 | 86 | 5,900 | 88 | 6,170 | 90 | 6,280 | 91 |
| 8,000 | 5,790 | 86 | 6,050 | 88 | 6,340 | 90 | 6,450 | 91 |
| 1 Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V 50 . | ||||||||
| Ref. Fig. 3(c)(1). | ||||||||
| Distance in feet | ||||||||
| Standard altitude in feet | Airplane weight in pounds and approach speeds 2 in knots | |||||||
|---|---|---|---|---|---|---|---|---|
| 42,000 | V 50 | 44,000 | V 50 | 46,000 | V 50 | 48,000 | V 50 | |
| S.L | 3,680 | 80 | 3,820 | 82 | 3,960 | 84 | 4,090 | 86 |
| 1,000 | 3,770 | 80 | 3,910 | 82 | 4,050 | 84 | 4,180 | 86 |
| 2,000 | 3,860 | 80 | 4,000 | 82 | 4,140 | 84 | 4,280 | 86 |
| 3,000 | 3,960 | 80 | 4,090 | 82 | 4,240 | 84 | 4,380 | 86 |
| 4,000 | 4,050 | 80 | 4,190 | 82 | 4,340 | 84 | 4,490 | 86 |
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| 5,000 | 4,150 | 80 | 4,290 | 82 | 4,450 | 84 | 4,600 | 86 |
| 6,000 | 4,240 | 80 | 4,400 | 82 | 4,560 | 84 | 4,710 | 86 |
| 7,000 | 4,350 | 80 | 4,510 | 82 | 4,670 | 84 | 4,840 | 86 |
| 8,000 | 4,450 | 80 | 4,620 | 82 | 4,790 | 84 | 4,960 | 86 |
| 1 For use with Curtiss model C-46 airplanes when approved for this weight. | ||||||||
| 2 Steady approach speed through 50 foot-height-knots TIAS denoted by symbol V 50 . | ||||||||
| Ref. Fig. 3(c)(2). | ||||||||
| Maneuvers/procedures | Inflight | Static airplane | FFS | FTD |
|---|---|---|---|---|
| As appropriate to the airplane and the operation involved, flight training for pilots must include the following maneuvers and procedures | ||||
| I. Preflight: | ||||
| (a) Visual inspection of the exterior and interior of the airplane, the location of each item to be inspected, and the purpose for inspecting it. The visual inspection may be conducted using an approved pictorial means that realistically portrays the location and detail of visual inspection items and provides for the portrayal of normal and abnormal conditions | I, T, U, C | |||
| (b) Use of the prestart checklist, appropriate control system checks, starting procedures, radio and electronic equipment checks, and the selection of proper navigation and communications radio facilities and frequencies prior to flight | I, T, U, C | |||
| (c)(1) Before March 12, 2019, taxiing, sailing, and docking procedures in compliance with instructions issued by ATC or by the person conducting the training | I, T, U, C | |||
| (2) Taxiing. Beginning March 12, 2019, this maneuver includes the following: | ||||
| (i) Taxiing, sailing, and docking procedures in compliance with instructions issued by ATC or by the person conducting the training | I, T, U, C | |||
| (ii) Use of airport diagram (surface movement chart) | I, T, U, C | |||
| (iii) Obtaining appropriate clearance before crossing or entering active runways | I, T, U, C | |||
| (iv) Observation of all surface movement guidance control markings and lighting | I, T, U, C | |||
| (d)(1) Before March 12, 2019, pre-takeoff checks that include powerplant checks | I, T, U, C | |||
| (2) Beginning March 12, 2019, pre-takeoff procedures that include powerplant checks, receipt of takeoff clearance and confirmation of aircraft location, and FMS entry (if appropriate) for departure runway prior to crossing hold short line for takeoff | I, T, U, C | |||
| II. Takeoffs: | ||||
| Training in takeoffs must include the types and conditions listed below but more than one type may be combined where appropriate: | ||||
| (a) Normal takeoffs which, for the purpose of this maneuver, begin when the airplane is taxied into position on the runway to be used | I, T, U, C | |||
| (b) Takeoffs with instrument conditions simulated at or before reaching an altitude of 100′ above the airport elevation | I, T, U, C | |||
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| (c)(1) Crosswind takeoffs | I, T, U, C | |||
| (2) Beginning March 12, 2019, crosswind takeoffs including crosswind takeoffs with gusts if practicable under the existing meteorological, airport, and traffic conditions | I, T, U, C | |||
| (d) Takeoffs with a simulated failure of the most critical powerplant— | I, T, U, C | |||
| (1) At a point after V1 and before V2 that in the judgment of the person conducting the training is appropriate to the airplane type under the prevailing conditions; or | I, T, U, C | |||
| (2) At a point as close as possible after V1 when V1 and V2 or V1 and VR are identical; or | I, T, U, C | |||
| (3) At the appropriate speed for nontransport category airplanes | I, T, U, C | |||
| (e) Rejected takeoffs accomplished during a normal takeoff run after reaching a reasonable speed determined by giving due consideration to aircraft characteristics, runway length, surface conditions, wind direction and velocity, brake heat energy, and any other pertinent factors that may adversely affect safety or the airplane | I, T, U, C | |||
| (f) Night takeoffs. For pilots in transition training, this requirement may be met during the operating experience required under § 121.434 by performing a normal takeoff at night when a check airman serving as PIC is occupying a pilot station | I, T, U, C | |||
| III. Flight Maneuvers and Procedures: | ||||
| (a) Turns with and without spoilers | I, T, U, C | |||
| (b) Tuck and Mach buffet | I, T, U, C | |||
| (c) Maximum endurance and maximum range procedures | I, T, U, C | |||
| (d) Operation of systems and controls at the flight engineer station | I, T, U | |||
| (e) Runaway and jammed stabilizer | I, T, U, C | |||
| (f) Normal and abnormal or alternate operation of the following systems and procedures: | ||||
| (1) Pressurization | I, T, U, C. | |||
| (2) Pneumatic | I, T, U, C. | |||
| (3) Air conditioning | I, T, U, C. | |||
| (4) Fuel and oil | I, T, U, C | I, T, U, C. | ||
| (5) Electrical | I, T, U, C | I, T, U, C. | ||
| (6) Hydraulic | I, T, U, C | I, T, U, C. | ||
| (7) Flight control | I, T, U, C | I, T, U, C. | ||
| (8) Anti-icing and deicing | I, T, U, C | |||
| (9) Autopilot | I, T, U, C | |||
| (10) Automatic or other approach aids | I, T, U, C | |||
| (11) Stall warning devices, stall avoidance devices, and stability augmentation devices | I, T, U, C | |||
| (12) Airborne radar devices | I, T, U, C | |||
| (13) Any other systems, devices, or aids available | I, T, U, C | |||
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| (14) Electrical, hydraulic, flight control, and flight instrument system malfunctioning or failure | I, T, U, C | I, T, U, C. | ||
| (15) Landing gear and flap systems failure or malfunction | I, T, U, C | I, T, U, C. | ||
| (16) Failure of navigation or communications equipment | I, T, U, C | |||
| (g) Flight emergency procedures that include at least the following: | ||||
| (1) Powerplant, heater, cargo compartment, cabin, flight deck, wing, and electrical fires | I, T, U, C | I, T, U, C. | ||
| (2) Smoke control | I, T, U, C | I, T, U, C. | ||
| (3) Powerplant failures | I, T | U, C. | ||
| (4) Fuel jettisoning | I, T, U, C | I, T, U, C. | ||
| (5) Any other emergency procedures outlined in the appropriate flight manual | I, T, U, C | |||
| (h) Steep turns in each direction. Each steep turn must involve a bank angle of 45° with a heading change of at least 180° but not more than 360°. This maneuver is not required for Group I transition training | I, T, U, C | |||
| (i) Stall Prevention. For the purpose of this training the approved recovery procedure must be initiated at the first indication of an impending stall (buffet, stick shaker, aural warning). Stall prevention training must be conducted in at least the following configurations: | I, T, U, C | |||
| (1) Takeoff configuration (except where the airplane uses only a zero-flap takeoff configuration) | I, T, U, C | |||
| (2) Clean configuration | I, T, U, C | |||
| (3) Landing configuration | I, T, U, C | |||
| (j) Recovery from specific flight characteristics that are peculiar to the airplane type | I, T, U, C | |||
| (k) Instrument procedures that include the following: | ||||
| (1) Area departure and arrival | I, T, U, C | |||
| (2) Use of navigation systems including adherence to assigned radials | I, T, U, C | |||
| (3) Holding | I, T, U, C | |||
| (l) ILS instrument approaches that include the following: | ||||
| (1) Normal ILS approaches | I, T, U, C | |||
| (2) Manually controlled ILS approaches with a simulated failure of one powerplant which occurs before initiating the final approach course and continues to touchdown or through the missed approach procedure | I | T, U, C | ||
| (m) Instrument approaches and missed approaches other than ILS which include the following: | ||||
| (1) Nonprecision approaches that the pilot is likely to use | U, C | I, T. | ||
| (2) In addition to subparagraph (1) of this paragraph, at least one other nonprecision approach and missed approach procedure that the pilot is likely to use | I, T, U, C | |||
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| In connection with paragraphs III(l) and III(m), each instrument approach must be performed according to any procedures and limitations approved for the approach facility used. The instrument approach begins when the airplane is over the initial approach fix for the approach procedure being used (or turned over to the final approach controller in the case of GCA approach) and ends when the airplane touches down on the runway or when transition to a missed approach configuration is completed | ||||
| (n) Circling approaches which include the following: | I, T, U, C | |||
| (1) That portion of the circling approach to the authorized minimum altitude for the procedure being used must be made under simulated instrument conditions | I, T, U, C | |||
| (2) The circling approach must be made to the authorized minimum circling approach altitude followed by a change in heading and the necessary maneuvering (by visual reference) to maintain a flight path that permits a normal landing on a runway at least 90° from the final approach course of the simulated instrument portion of the approach | I, T, U, C | |||
| (3) The circling approach must be performed without excessive maneuvering, and without exceeding the normal operating limits of the airplane. The angle of bank should not exceed 30° | I, T, U, C | |||
| Training in the circling approach maneuver is not required if the certificate holder's manual prohibits a circling approach in weather conditions below 1000-3 (ceiling and visibility) | ||||
| (o) Zero-flap approaches. Training in this maneuver is not required for a particular airplane type if the Administrator has determined that the probability of flap extension failure on that type airplane is extremely remote due to system design. In making this determination, the Administrator determines whether training on slats only and partial flap approaches is necessary | I, C | T, U | ||
| (p) Missed approaches which include the following: | ||||
| (1) Missed approaches from ILS approaches | I, T, U, C | |||
| (2) Other missed approaches | I, T, U, C. | |||
| (3) Missed approaches that include a complete approved missed approach procedure | I, T, U, C. | |||
| (4) Missed approaches that include a powerplant failure | I, T, U, C | |||
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| IV. Landings and Approaches to Landings: | ||||
| Training in landings and approaches to landings must include the types and conditions listed below but more than one type may be combined where appropriate: | ||||
| (a) Normal landings | I, T, U, C | |||
| (b) Landing and go around with the horizontal stabilizer out of trim | I, C | T | U. | |
| (c) Landing in sequence from an ILS instrument approach | I | T, U, C | ||
| (d)(1) Crosswind landing | I, T, U, C | |||
| (2) Beginning March 12, 2019, crosswind landing, including crosswind landings with gusts if practicable under the existing meteorological, airport, and traffic conditions | I, T, U, C | |||
| (e) Maneuvering to a landing with simulated powerplant failure, as follows: | ||||
| (1) For 3-engine airplanes, maneuvering to a landing with an approved procedure that approximates the loss of two powerplants (center and one outboard engine) | I, C | T, U | ||
| (2) For other multiengine airplanes, maneuvering to a landing with a simulated failure of 50 percent of available powerplants with the simulated loss of power on one side of the airplane | I, C | T, U | ||
| (f) Landing under simulated circling approach conditions (exceptions under III(n) applicable to this requirement) | I | T, U, C | ||
| (g) Rejected landings that include a normal missed approach procedure after the landing is rejected. For the purpose of this maneuver the landing should be rejected at approximately 50 feet and approximately over the runway threshold | I | T, U, C | ||
| (h) Zero-flap landings if the Administrator finds that maneuver appropriate for training in the airplane | I, C | T, U | ||
| (i) Manual reversion | I, T, U, C | |||
| (j) Night landings. For pilots in transition training, this requirement may be met during the operating experience required under § 121.434 by performing a normal landing at night when a check airman serving as PIC is occupying a pilot station | I, T, U, C | |||
| Maneuvers/procedures | Required | Permitted | |||
|---|---|---|---|---|---|
| Simulated instrument conditions | Inflight | FFS | FTD | Waiver provisions of § 121.441(d) | |
| The procedures and maneuvers set forth in this appendix must be performed in a manner that satisfactorily demonstrates knowledge and skill with respect to— | |||||
| (1) The airplane, its systems and components; | |||||
| (2) Proper control of airspeed, configuration, direction, altitude, and attitude in accordance with procedures and limitations contained in the approved Airplane Flight Manual, the certificate holder's operations manual, checklists, or other approved material appropriate to the airplane type; and | |||||
| (3) Compliance with approach, ATC, or other applicable procedures. | |||||
| I. Preflight: | |||||
| (a) Equipment examination (oral or written). As part of the proficiency check the equipment examination must be closely coordinated with, and related to, the flight maneuvers portion but may not be given during the flight maneuvers portion. The equipment examination must cover— | |||||
| (1) Subjects requiring a practical knowledge of the airplane, its powerplants, systems, components, operational and performance factors; | |||||
| (2) Normal, abnormal, and emergency procedures, and the operations and limitations relating thereto; and | |||||
| (3) The appropriate provisions of the approved Airplane Flight Manual | |||||
| The person conducting the check may accept, as equal to this equipment examination, an equipment examination given to the pilot in the certificate holder's ground training within the preceding 6 calendar months | |||||
| (b) Preflight inspection. The pilot must— | |||||
| (1) Conduct an actual visual inspection of the exterior and interior of the airplane, locating each item and explaining briefly the purpose for inspecting it. The visual inspection may be conducted using an approved pictorial means that realistically portrays the location and detail of visual inspection items and provides for the portrayal of normal and abnormal conditions. If a flight engineer is a required flightcrew member for the particular type airplane, the visual inspection may be waived under § 121.441(d) | B | W* | |||
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| (2) Demonstrate the use of the prestart checklist, appropriate control system checks, starting procedures, radio and electronic equipment checks, and the selection of proper navigation and communications radio facilities and frequencies prior to flight | B | ||||
| (c)(1) Taxiing. Before March 12, 2019, this maneuver includes taxiing, sailing, or docking procedures in compliance with instructions issued by ATC or by the person conducting the check. SIC proficiency checks for a type rating must include taxiing. However, other SIC proficiency checks need only include taxiing to the extent practical from the seat position assigned to the SIC | B | ||||
| (c)(2) Taxiing. Beginning March 12, 2019, this maneuver includes the following: (i) Taxiing, sailing, or docking procedures in compliance with instructions issued by ATC or by the person conducting the check. (ii) Use of airport diagram (surface movement chart). (iii) Obtaining appropriate clearance before crossing or entering active runways. (iv) Observation of all surface movement guidance control markings and lighting. SIC proficiency checks for a type rating must include taxiing. However, other SIC proficiency checks need only include taxiing to the extent practical from the seat position assigned to the SIC | B | ||||
| (d)(1) Powerplant checks. As appropriate to the airplane type | B | ||||
| (d)(2) Beginning March 12, 2019, pre-takeoff procedures that include powerplant checks, receipt of takeoff clearance and confirmation of aircraft location, and FMS entry (if appropriate), for departure runway prior to crossing hold short line for takeoff | B | ||||
| II. Takeoff: | |||||
| Takeoffs must include the types listed below, but more than one type may be combined where appropriate: | |||||
| (a) Normal. One normal takeoff which, for the purpose of this maneuver, begins when the airplane is taxied into position on the runway to be used | B* | ||||
| (b) Instrument. One takeoff with instrument conditions simulated at or before reaching an altitude of 100′ above the airport elevation | B | B* | |||
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| (c)(1) Crosswind. Before March 12, 2019, one crosswind takeoff, if practicable, under the existing meteorological, airport, and traffic conditions | B* | ||||
| (c)(2) Beginning March 12, 2019, one crosswind takeoff with gusts, if practicable, under the existing meteorological, airport, and traffic conditions | B* | ||||
| #(d) Powerplant failure. One takeoff with a simulated failure of the most critical powerplant— | B | ||||
| (1) At a point after V1 and before V2 that in the judgment of the person conducting the check is appropriate to the airplane type under the prevailing conditions; | B | ||||
| (2) At a point as close as possible after V1 when V1 and V2 or V1 and Vr are identical; or | B | ||||
| (3) At the appropriate speed for nontransport category airplanes | B | ||||
| (e) Rejected. A rejected takeoff may be performed in an airplane during a normal takeoff run after reaching a reasonable speed determined by giving due consideration to aircraft characteristics, runway length, surface conditions, wind direction and velocity, brake heat energy, and any other pertinent factors that may adversely affect safety or the airplane | B* | W | |||
| III. Instrument procedures: | |||||
| (a) Area departure and area arrival. During each of these maneuvers the pilot must— | B | B | W* | ||
| (1) Adhere to actual or simulated ATC clearances (including assigned radials); and | B | B | |||
| (2) Properly use available navigation facilities | B | B | |||
| Either area arrival or area departure, but not both, may be waived under § 121.441(d). | |||||
| (b) Holding. This maneuver includes entering, maintaining, and leaving holding patterns. It may be performed in connection with either area departure or area arrival | B | B | W | ||
| (c) ILS and other instrument approaches. There must be the following: | |||||
| (1) At least one normal ILS approach | B | B | |||
| (2) At least one manually controlled ILS approach with a simulated failure of one powerplant. The simulated failure should occur before initiating the final approach course and must continue to touchdown or through the missed approach procedure | B | B | |||
| (3) At least one nonprecision approach procedure using a type of nonprecision approach procedure that the certificate holder is approved to use | B | B | |||
| (4) At least one nonprecision approach procedure using a different type of nonprecision approach procedure than performed under subparagraph (3) of this paragraph that the certificate holder is approved to use | B | B | |||
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| (5) For each type of EFVS operation the certificate holder is authorized to conduct, at least one instrument approach must be made using an EFVS | B | B* | |||
| Each instrument approach must be performed according to any procedures and limitations approved for the approach procedure used. The instrument approach begins when the airplane is over the initial approach fix for the approach procedure being used (or turned over to the final approach controller in the case of GCA approach) and ends when the airplane touches down on the runway or when transition to a missed approach configuration is completed. Instrument conditions need not be simulated below 100′ above touchdown zone elevation. | |||||
| (d) Circling approaches. If the certificate holder is approved for circling minimums below 1000-3 (ceiling and visibility), at least one circling approach must be made under the following conditions— | B* | W* | |||
| (1) The portion of the approach to the authorized minimum circling approach altitude must be made under simulated instrument conditions | B | B* | |||
| (2) The approach must be made to the authorized minimum circling approach altitude followed by a change in heading and the necessary maneuvering (by visual reference) to maintain a flight path that permits a normal landing on a runway at least 90° from the final approach course of the simulated instrument portion of the approach | B* | ||||
| (3) The circling approach must be performed without excessive maneuvering, and without exceeding the normal operating limits of the airplane. The angle of bank should not exceed 30° | B* | ||||
| If local conditions beyond the control of the pilot prohibit the maneuver or prevent it from being performed as required, it may be waived as provided in § 121.441(d). However, the maneuver may not be waived under this provision for two successive proficiency checks. Except for a SIC proficiency check for a type rating, the circling approach maneuver is not required for a SIC if the certificate holder's manual prohibits a SIC from performing a circling approach in operations under this part. | |||||
| (e) Missed approach. | |||||
| (1) At least one missed approach from an ILS approach | B* | ||||
| (2) At least one additional missed approach for SIC proficiency checks for a type rating and for all PIC proficiency checks | B* | ||||
| A complete approved missed approach procedure must be accomplished at least once. At the discretion of the person conducting the check a simulated powerplant failure may be required during any of the missed approaches. These maneuvers may be performed either independently or in conjunction with maneuvers required under Sections III or V of this appendix. At least one missed approach must be performed inflight. | |||||
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| IV. Inflight Maneuvers: | |||||
| (a) Steep turns. For SIC proficiency checks for a type rating and for all PIC proficiency checks, at least one steep turn in each direction must be performed. Each steep turn must involve a bank angle of 45° with a heading change of at least 180° but not more than 360° | B | B | W | ||
| (b) Stall Prevention. For the purpose of this maneuver the approved recovery procedure must be initiated at the first indication of an impending stall (buffet, stick shaker, aural warning). Except as provided below there must be at least three stall prevention recoveries as follows: | B | B | W* | ||
| (1) Takeoff configuration (except where the airplane uses only a zero-flap takeoff configuration) | B | B | |||
| (2) Clean configuration | B | B | |||
| (3) Landing configuration | B | B | |||
| At the discretion of the person conducting the check, one stall prevention recovery must be performed in one of the above configurations while in a turn with the bank angle between 15° and 30°. Two out of the three stall prevention recoveries required by this paragraph may be waived. | |||||
| If the certificate holder is authorized to dispatch or flight release the airplane with a stall warning device inoperative the device may not be used during this maneuver. | |||||
| (c) Specific flight characteristics. Recovery from specific flight characteristics that are peculiar to the airplane type | B | W | |||
| (d) Powerplant failures. In addition to specific requirements for maneuvers with simulated powerplant failures, the person conducting the check may require a simulated powerplant failure at any time during the check | B | ||||
| V. Landings and Approaches to Landings: | |||||
| Notwithstanding the authorizations for combining and waiving maneuvers and for the use of an FFS, at least two actual landings (one to a full stop) must be made for all PIC proficiency checks, all initial SIC proficiency checks, and all SIC proficiency checks for a type rating | |||||
| Landings and approaches to landings must include the types listed below, but more than one type may be combined where appropriate: | |||||
| (a) Normal landing | B | ||||
| (b) Landing in sequence from an ILS instrument approach except that if circumstances beyond the control of the pilot prevent an actual landing, the person conducting the check may accept an approach to a point where in his judgment a landing to a full stop could have been made | B* | ||||
| (c)(1) Crosswind landing, if practical under existing meteorological, airport, and traffic conditions | B* | ||||
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| (c)(2) Beginning March 12, 2019, crosswind landing with gusts, if practical under existing meteorological, airport, and traffic conditions | B* | ||||
| (d) Maneuvering to a landing with simulated powerplant failure as follows: | |||||
| (1) In the case of 3-engine airplanes, maneuvering to a landing with an approved procedure that approximates the loss of two powerplants (center and one outboard engine); or | B* | ||||
| (2) In the case of other multiengine airplanes, maneuvering to a landing with a simulated failure of 50 percent of available powerplants, with the simulated loss of power on one side of the airplane | B* | ||||
| Notwithstanding the requirements of subparagraphs (d) (1) and (2) of this paragraph, for an SIC proficiency check, except for an SIC proficiency check for a type rating, the simulated loss of power may be only the most critical powerplant. In addition, a PIC may omit the maneuver required by subparagraph (d)(1) or (d)(2) of this paragraph during a required proficiency check or FFS course of training if he satisfactorily performed that maneuver during the preceding proficiency check, or during the preceding approved FFS course of training under the observation of a check airman, whichever was completed later. | |||||
| (e) Except as provided in paragraph (f) of this section, if the certificate holder is approved for circling minimums below 1000-3 (ceiling and visibility), a landing under simulated circling approach conditions. However, when performed in an airplane, if circumstances beyond the control of the pilot prevent a landing, the person conducting the check may accept an approach to a point where, in his judgment, a landing to a full stop could have been made | B* | ||||
| #(f) A rejected landing, including a normal missed approach procedure, that is rejected approximately 50′ over the runway and approximately over the runway threshold. This maneuver may be combined with instrument, circling, or missed approach procedures, but instrument conditions need not be simulated below 100 feet above the runway | B | ||||
| (g) If the certificate holder is authorized to conduct EFVS operations to touchdown and rollout, at least one instrument approach to a landing must be made using an EFVS, including the use of enhanced flight vision from 100 feet above the touchdown zone elevation to touchdown and rollout | B | B* | |||
| (h) If the certificate holder is authorized to conduct EFVS operations to 100 feet above the touchdown zone elevation, at least one instrument approach to a landing must be made using an EFVS, including the transition from enhanced flight vision to natural vision at 100 feet above the touchdown zone elevation | B | B* | |||
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| VI. Normal and Abnormal Procedures: | |||||
| Each pilot must demonstrate the proper use of as many of the systems and devices listed below as the person conducting the check finds are necessary to determine that the person being checked has a practical knowledge of the use of the systems and devices appropriate to the airplane type: | |||||
| (a) Anti-icing and deicing systems | B | ||||
| (b) Autopilot systems | B | ||||
| (c) Automatic or other approach aid systems | B | ||||
| (d) Stall warning devices, stall avoidance devices, and stability augmentation devices | B | ||||
| (e) Airborne radar devices | B | ||||
| (f) Any other systems, devices, or aids available | B | ||||
| (g) Hydraulic and electrical system failures and malfunctions | B | ||||
| (h) Landing gear and flap systems failure or malfunction | B | ||||
| (i) Failure of navigation or communications equipment | B | ||||
| VII. Emergency Procedures: | |||||
| Each pilot must demonstrate the proper emergency procedures for as many of the emergency situations listed below as the person conducting the check finds are necessary to determine that the person being checked has an adequate knowledge of, and ability to perform, such procedure: | |||||
| (a) Fire in flight | B | ||||
| (b) Smoke control | B | ||||
| (c) Rapid decompression | B | ||||
| (d) Emergency descent | B | ||||
| (e) Any other emergency procedures outlined in the approved Airplane Flight Manual | B | ||||
| Part 121 section | Applicable aircraft | Provisions: CFR/FR references |
|---|---|---|
| § 121.312(a)(1)(i) | Transport category; or nontransport category type certificated before January 1, 1965; passenger capacity of 20 or more; manufactured prior to August 20, 1990 | Heat release rate testing. 14 CFR 25.853(d) in effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995, and amended by Amdt. 25-83, 60 FR 6623, February 2, 1995. Formerly 14 CFR 25.853(a-1) in effect August 20, 1986: 14 CFR parts 1 to 59, Revised as of January 1, 1986. |
| § 121.312(a)(1)(ii) | Transport category; or nontransport category type certificated before January 1, 1965; passenger capacity of 20 or more; manufactured after August 19, 1990 | Heat release rate and smoke testing. 14 CFR 25.853(d) in effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995, and amended by Amdt. 25-83, 60 FR 6623, February 2, 1995. Formerly 14 CFR 25.853(a-1) in effect September 26, 1988: 14 CFR parts 1 to 59, Revised as of January 1, 1988, and amended by Amdt. 25-66, 53 FR 32584, August 25, 1988 |
| § 121.312(a)(2)(i) | Transport category; or nontransport category type certificate before January 1, 1965; application for type certificate filed prior to May 1, 1972; substantially complete replacement of cabin interior on or after May 1, 1972 | Provisions of 14 CFR 25.853 in effect on April 30, 1972: 14 CFR parts 1 to 59, Revised as of January 1, 1972. |
| § 121.312(a)(3)(i) | Transport category type certificated after January 1, 1958; nontransport category type certificated after January 1, 1958, but before January 1, 1965; passenger capacity of 20 or more; substantially complete replacement of the cabin interior on or after March 6, 1995 | Heat release rate testing. 14 CFR 25.853(d) in effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995; and amended by 25-83, 60 FR 6623, February 2, 1995. Formerly 14 CFR 25.853(a-1) in effect August 20, 1986: 14 CFR parts 1 to 59, Revised as of January 1, 1986. |
| § 121.312(a)(3)(ii) | Transport category type certificated after January 1, 1958; nontransport category type certificated after January 1, 1958, but before January 1, 1965; passenger capacity of 20 or more; substantially complete replacement of the cabin interior on or after August 20, 1990 | Heat release rate and smoke testing. 14 CFR 25.853(d) in effect March 6, 1995; 14 CFR parts 1 to 59, Revised as of January 1, 1995; and amended by 25-83, 60 FR 6623, February 2, 1995. Formerly 14 CFR § 25.853(a-1) in effect September 26, 1988: CFR, Title 14, Parts 1 to 59, Revised as of January 1, 1988, and amended by 25-66, 53 FR 32584, August 25, 1988. |
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| § 121.312(b) (1) and (2) | Transport category airplane type certificated after January 1, 1958; Nontransport category airplane type certificated after December 31, 1964 | Seat cushions. 14 CFR 25.853(c) effective on November 26, 1984: 14 CFR parts 1 to 59, Revised as of January 1, 1984, and amended by \n25-59, 49 FR 43188, October 26, 1984. |
| § 121.312(c) | Airplane type certificated in accordance with SFAR No. 41; maximum certificated takeoff weight in excess of 12,500 pounds | Compartment interior requirements. 14 CFR 25.853(a) in effect March 6, 1995: 14 CFR parts 1 to 59, Revised as of January 1, 1995, and amended by 25-83, 60 FR 6623, February 2, 1995. Formerly 14 CFR 25.853(a), (b-1), (b-2), and (b-3) in effect on September 26, 1978: 14 CFR parts 1 to 59, Revised as of January 1, 1978. |
| § 121.314(a) | Transport category airplanes type certificated after January 1, 1958 | Class C or D cargo or baggage compartment definition, 14 CFR 25.857 in effect on June 16, 1986, 14 CFR parts 1 to 59, Revised 1/1/97, and amended by Amendment 25-60, 51 FR 18243, May 16, 1986. |
| The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic conditions. Dynamic condition means the parameter is experiencing change at the maximum rate attainable, including the maximum rate of reversal. All data recorded must be correlated in time to within one second. | |||||
| Parameters | Range | Accuracy (sensor input) | Seconds per sampling interval | Resolution | Remarks |
|---|---|---|---|---|---|
| 1. Time or relative times counts. 1 | 24 Hrs, 0 to 4095 | ±0.125% per hour | 4 | 1 sec | UTC time preferred when available. Count increments each 4 seconds of system operation. |
| 2. Pressure Altitude | −1000 ft to max certificated altitude of aircraft. + 5000 ft | ±100 to ±700 ft (see table, TSO C124a or TSO C51a) | 1 | 5′ to 35′ | Data should be obtained from the air data computer when practicable. |
| 3. Indicated airspeed or Calibrated airspeed | 50 KIAS or minimum value to Max V so to 1.2 V. D | ±5% and ±3% | 1 | 1 kt | Data should be obtained from the air data computer when practicable. |
| 4. Heading (Primary flight crew reference) | 0-360° and Discrete “true” or “mag” | ±2° | 1 | 0.5° | When true or magnetic heading can be selected as the primary heading reference, a discrete indicating selection must be recorded. |
| 5. Normal acceleration (vertical) 9 | −3g to + 6g | ±1% of max range excluding datum error of ±5% | 0.125 | 0.004g | |
| 6. Pitch Attitude | ±75° | ±2° | 1 or 0.25 for airplanes operated under § 121.344(f) | 0.5° | A sampling rate of 0.25 is recommended. |
| 7. Roll attitude 2 | ±180° | ±2° | 1 or 0.5 for airplanes operated under § 121.344(f) | 0.5 | A sampling rate of 0.5 is recommended. |
| 8. Manual Radio Transmitter Keying or CVR/DFDR synchronization reference | On-Off (Discrete) None | 1 | Preferably each crew member but one discrete acceptable for all transmission provided the CVR/FDR system complies with TSO C124a CVR synchronization requirements (paragraph 4.2.1 ED-55). | ||
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| 9. Thrust/power on each engine—primary flight crew reference | Full range forward | ±2% | 1 (per engine) | 0.3% of full range | Sufficient parameters (e.g. EPR, N1 or Torque, NP) as appropriate to the particular engine being recorded to determine power in forward and reverse thrust, including potential overspeed condition. |
| 10. Autopilot Engagement | Discrete “on” or “off” | 1 | |||
| 11. Longitudinal Acceleration | ±1g | ±1.5% max. range excluding datum error of ±5% | 0.25 | 0.004g | |
| 12a. Pitch control(s) position (nonfly-by-wire systems). 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 121.344(f) | 0.5% of full range | For airplanes that have a flight control breakaway capability that allows either pilot to operate the controls independently, record both control inputs. The control inputs may be sampled alternately once per second to produce the sampling interval of 0.5 or 0.25, as applicable. |
| 12b. Pitch control(s) position (fly-by-wire systems). 3 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 121.344(f) | 0.2% of full range | |
| 13a. Lateral control position(s) (nonfly-by-wire). 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 121.344(f) | 0.2% of full range | For airplanes that have a flight control breakaway capability that allows either pilot to operate the controls independently, record both control inputs. The control inputs may be sampled alternately once per second to produce the sampling interval of 0.5 or 0.25, as applicable. |
| 13b. Lateral control position(s) (fly-by-wire). 4 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 121.344(f) | 0.2% of full range. | |
| 14a. Yaw control position(s) (nonfly-by-wire). 5 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 | 0.3% of full range | For airplanes that have a flight control breakaway capability that allows either pilot to operate the controls independently, record both control inputs. The control inputs may be sampled alternately once per second to produce the sampling interval of 0.5. |
| 14b. Yaw control position(s) (fly-by-wire). 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 | 0.2% of full range | |
| 15. Pitch control surface(s) position. 6 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 121.344(f) | 0.3% of full range | For airplanes fitted with multiple or split surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface separately. The control surfaces may be sampled alternately once per second to produce the sampling interval of 0.5 or 0.25, as applicable. |
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| 16. Lateral control surface(s) position. 7 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 121.344(f) | 0.3% of full range | A suitable combination of surface position sensors is acceptable in lieu of recording each surface separately. The control surfaces may be sampled alternately to produce the sampling interval of 0.5 or 0.25, as applicable. |
| 17. Yaw control surface(s) position. 8 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 | 0.2% of full range | For airplanes with multiple or split surfaces, a suitable combination of surface position sensors is acceptable in lieu of recording each surface separately. The control surfaces may be sampled alternately to produce the sampling interval of 0.5. |
| 18. Lateral Acceleration | ±1g | ±1.5% max. range excluding datum error of ±5% | 0.25 | 0.004g | |
| 19. Pitch Trim Surface Position | Full Range | ±3° Unless Higher Accuracy Uniquely Required | 1 | 0.6% of full range | |
| 20. Trailing Edge Flap or Cockpit Control Selection. 10 | Full Range or Each Position (discrete) | ±3° or as Pilot's indicator | 2 | 0.5% of full range | Flap position and cockpit control may each be sampled at 4 second intervals, to give a data point every 2 seconds. |
| 21. Leading Edge Flap or Cockpit Control Selection. 11 | Full Range or Each Discrete Position | ±3° or as Pilot's indicator and sufficient to determine each discrete position | 2 | 0.5% of full range | Left and right sides, or flap position and cockpit control may each be sampled at 4 second intervals, so as to give a data point every 2 seconds. |
| 22. Each Thrust Reverser Position (or equivalent for propeller airplane) | Stowed, In Transit, and Reverse (Discrete) | 1 (per engine) | Turbo-jet—2 discretes enable the 3 states to be determined. Turbo-prop—discrete. | ||
| 23. Ground spoiler position or brake selection 12 | Full range or each position (discrete) | ±2° Unless higher accuracy uniquely required | 1 or 0.5 for airplanes operated under § 121.344(f) | 0.5% of full range | |
| 24. Outside Air Temperature or Total Air Temperature. 13 | −50 °C to + 90 °C | ±2 °C | 2 | 0.3 °C | |
| 25. Autopilot/Autothrottle/AFCS Mode and Engagement Status | A suitable combination of discretes | 1 | Discretes should show which systems are engaged and which primary modes are controlling the flight path and speed of the aircraft. | ||
| 26. Radio Altitude 14 | −20 ft to 2,500 ft | ±2 ft or ±3% whichever is greater below 500 ft and ±5% above 500 ft | 1 | 1 ft + 5% above 500 ft | For autoland/category 3 operations. Each radio altimeter should be recorded, but arranged so that at least one is recorded each second. |
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| 27. Localizer Deviation, MLS Azimuth, or GPS Latitude Deviation | ±400 Microamps or available sensor range as installed ±62° | As installed ±3% recommended | 1 | 0.3% of full range | For autoland/category 3 operations. Each system should be recorded but arranged so that at least one is recorded each second. It is not necessary to record ILS and MLS at the same time, only the approach aid in use need be recorded. |
| 28. Glideslope Deviation, MLS Elevation, or GPS Vertical Deviation | ±400 Microamps or available sensor range as installed 0.9 to + 30° | As installed + /3−3% recommended | 1 | 0.3% of full range | For autoland/category 3 operations. Each system should be recorded but arranged so that at least one is recorded each second. It is not necessary to record ILS and MLS at the same time, only the approach aid in use need be recorded. |
| 29. Marker Beacon Passage | Discrete “on” or “off” | 1 | A single discrete is acceptable for all markers. | ||
| 30. Master Warning | Discrete | 1 | Record the master warning and record each “red” warning that cannot be determined from other parameters or from the cockpit voice recorder. | ||
| 31. Air/ground sensor (primary airplane system reference nose or main gear) | Discrete “air” or “ground” | 1 (0.25 recommended) | |||
| 32. Angle of Attack (If measured directly) | As installed | As installed | 2 or 0.5 for airplanes operated under § 121.344(f) | 0.3% of full range | If left and right sensors are available, each may be recorded at 4 or 1 second intervals, as appropriate, so as to give a data point at 2 seconds or 0.5 second, as required. |
| 33. Hydraulic Pressure Low, Each System | Discrete or available sensor range, “low” or “normal” | ±5% | 2 | 0.5% of full range | |
| 34. Groundspeed | As Installed | Most Accurate Systems Installed | 1 | 0.2% of full range | |
| 35. GPWS (ground proximity warning system) | Discrete “warning” or “off” | 1 | A suitable combination of discretes unless recorder capacity is limited in which case a single discrete for all modes is acceptable. | ||
| 36. Landing Gear Position or Landing gear cockpit control selection | Discrete | 4 | A suitable combination of discretes should be recorded. | ||
| 37. Drift Angle. 15 | As installed | As installed | 4 | 0.1° | |
| 38. Wind Speed and Direction | As installed | As installed | 4 | 1 knot, and 1.0° | |
| 39. Latitude and Longitude | As installed | As installed | 4 | 0.002°, or as installed | Provided by the Primary Navigation System Reference. Where capacity permits Latitude/longitude resolution should be 0.0002°. |
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| 40. Stick shaker and pusher activation | Discrete(s) “on” or “off” | 1 | A suitable combination of discretes to determine activation. | ||
| 41. Windshear Detection | Discrete “warning” or “off” | 1 | |||
| 42. Throttle/power Leverl position. 16 | Full Range | ±2% | 1 for each lever | 2% of full range | For airplanes with non-mechanically linked cockpit engine controls. |
| 43. Additional Engine Parameters | As installed | As installed | Each engine each second | 2% of full range | Where capacity permits, the preferred priority is indicated vibration level, N2, EGT, Fuel Flow, Fuel Cut-off lever position and N3, unless engine manufacturer recommends otherwise. |
| 44. Traffic Alert and Collision Avoidance System (TCAS) | Discretes | As installed | 1 | A suitable combination of discretes should be recorded to determine the status of—Combined Control, Vertical Control, Up Advisory, and Down Advisory. (ref. ARINC Characteristic 735 Attachment 6E, TCAS VERTICAL RA DATA OUTPUT WORD.) | |
| 45. DME 1 and 2 Distance | 0-200 NM | As installed | 4 | 1 NM | 1 mile |
| 46. Nav 1 and 2 Selected Frequency | Full Range | As installed | 4 | Sufficient to determine selected frequency | |
| 47. Selected barometric setting | Full Range | ±5% | (1 per 64 sec.) | 0.2% of full range | |
| 48. Selected Altitude | Full Range | ±5% | 1 | 100 ft | |
| 49. Selected speed | Full Range | ±5% | 1 | 1 knot | |
| 50. Selected Mach | Full Range | ±5% | 1 | .01 | |
| 51. Selected vertical speed | Full Range | ±5% | 1 | 100 ft/min | |
| 52. Selected heading | Full Range | ±5% | 1 | 1° | |
| 53. Selected flight path | Full Range | ±5% | 1 | 1° | |
| 54. Selected decision height | Full Range | ±5% | 64 | 1 ft | |
| 55. EFIS display format | Discrete(s) | 4 | Discretes should show the display system status (e.g., off, normal, fail, composite, sector, plan, nav aids, weather radar, range, copy. | ||
| 56. Multi-function/Engine Alerts Display format | Discrete(s) | 4 | Discretes should show the display system status (e.g., off, normal, fail, and the identity of display pages for emergency procedures, need not be recorded. | ||
| 57. Thrust command. 17 | Full Range | ±2% | 2 | 2% of full range | |
| 58. Thrust target | Full Range | ±2% | 4 | 2% of full range | |
| 59. Fuel quantity in CG trim tank | Full Range | ±5% | (1 per 64 sec.) | 1% of full range | |
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| 60. Primary Navigation System Reference | Discrete GPS, INS, VOR/DME, MLS, Localizer Glideslope | 4 | A suitable combination of discretes to determine the Primary Navigation System reference. | ||
| 61. Ice Detection | Discrete “ice” or “no ice” | 4 | |||
| 62. Engine warning each engine vibration | Discrete | 1 | |||
| 63. Engine warning each engine over temp | Discrete | 1 | |||
| 64. Engine warning each engine oil pressure low | Discrete | 1 | |||
| 65. Engine warning each engine over speed | Discrete | 1 | |||
| 66. Yaw Trim Surface Position | Full Range | ±3% Unless Higher Accuracy Uniquely Required | 2 | 0.3% of full range | |
| 67. Roll Trim Surface Position | Full Range | ±3% Unless Higher Accuracy Uniquely Required | 2 | 0.3% of full range | |
| 68. Brake Pressure (left and right) | As installed | ±5% | 1 | To determine braking effort applied by pilots or by autobrakes. | |
| 69. Brake Pedal Application (left and right) | Discrete or Analog “applied” or “off” | ±5% (Analog) | 1 | To determine braking applied by pilots. | |
| 70. Yaw or sideslip angle | Full Range | ±5% | 1 | 0.5° | |
| 71. Engine bleed valve position | Discrete “open” or “closed” | 4 | |||
| 72. De-icing or anti-icing system selection | Discrete “on” or “off” | 4 | |||
| 73. Computed center of gravity | Full Range | ±5% | (1 per 64 sec.) | 1% of full range | |
| 74. AC electrical bus status | Discrete “power” or “off” | 4 | Each bus. | ||
| 75. DC electrical bus status | Discrete “power” or “off” | 4 | Each bus. | ||
| 76 APU bleed valve position | Discrete “open” or “closed” | 4 | |||
| 77. Hydraulic Pressure (each system) | Full range | ±5% | 2 | 100 psi | |
| 78. Loss of cabin pressure | Discrete “loss” or “normal” | 1 | |||
| 79. Computer failure (critical flight and engine control systems) | Discrete “fail” or “normal” | 4 | |||
| 80. Heads-up display (when an information source is installed) | Discrete(s) “on” or “off” | 4 | |||
| 81. Para-visual display (when an information source is installed) | Discrete(s) “on” or “off” | ||||
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| 82. Cockpit trim control input position—pitch | Full Range | ±5% | 1 | 0.2% of full range | Where mechanical means for control inputs are not available, cockpit display trim positions should be recorded. |
| 83. Cockpit trim control input position—roll | Full Range | ±5% | 1 | 0.7% of full range | Where mechanical means for control inputs are not available, cockpit display trim position should be recorded. |
| 84. Cockpit trim control input position—yaw | Full range | ±5% | 1 | 0.3% of full range | Where mechanical means for control input are not available, cockpit display trim positions should be recorded. |
| 85. Trailing edge flap and cockpit flap control position | Full Range | ±5% | 2 | 0.5% of full range | Trailing edge flaps and cockpit flap control position may each be sampled alternately at 4 second intervals to provide a sample each 0.5 second. |
| 86. Leading edge flap and cockpit flap control position | Full Range or Discrete | ±5% | 1 | 0.5% of full range | |
| 87. Ground spoiler position and speed brake selection | Full range or discrete | ±5% | 0.5 | 0.3% of full range | |
| 88. All cockpit flight control input forces (control wheel, control column, rudder pedal) 18 19 | Full range Control wheel ±70 lbs Control column ±85 lbs Rudder pedal ±165 lbs | ±5% | 1 | 0.3% of full range | For fly-by-wire flight control systems, where flight control surface position is a function of the displacement of the control input device only, it is not necessary to record this parameter. For airplanes that have a flight control break away capability that allows either pilot to operate the control independently, record both control force inputs. The control force inputs may be sampled alternately once per 2 seconds to produce the sampling interval of 1. |
| 89. Yaw damper status | Discrete (on/off) | 0.5 | |||
| 90. Yaw damper command | Full range | As installed | 0.5 | 1% of full range | |
| 91. Standby rudder valve status | Discrete | 0.5 | |||
| 1 For A300 B2/B4 airplanes, resolution = 6 seconds. | |||||
| 2 For A330/A340 series airplanes, resolution = 0.703°. | |||||
| 3 For A318/A319/A320/A321 series airplanes, resolution = 0.275% (0.088°>0.064°). | |||||
| For A330/A340 series airplanes, resolution = 2.20%(0.703°>0.064°). | |||||
| 4 For A318/A319/A320/A321 series airplanes, resolution = 0.22% (0.088°>0.080°). | |||||
| For A330/A340 series airplanes, resolution = 1.76% (0.703°>0.080°). | |||||
| 5 For A330/A340 series airplanes, resolution = 1.18% (0.703° >0.120°). | |||||
| For A330/A340 series airplanes, seconds per sampling interval = 1. | |||||
| 6 For A330/A340 series airplanes, resolution = 0.783% (0.352°>0.090°). | |||||
| 7 For A330/A340 series airplanes, aileron resolution = 0.704% (0.352°>0.100°). For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703°>0.100°). | |||||
| 8 For A330/A340 series airplanes, resolution = 0.30% (0.176°>0.12°). | |||||
|
For A330/A340 series airplanes, seconds per sampling interval = 1.
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| 9 For B-717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g. | |||||
| 10 For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°). | |||||
| 11 For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°). For A300 B2/B4 series airplanes, resolution = 0.92% (0.230°>0.125°). | |||||
| 12 For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703°>0.100°). | |||||
| 13 For A330/A340 series airplanes, resolution = 0.5°C. | |||||
| 14 For Dassault F900C/F900EX airplanes, Radio altitude resolution = 1.25 ft. | |||||
| 15 For A330/A340 series airplanes, resolution = 0.352 degrees. | |||||
| 16 For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For A330/A340 series airplanes, resolution is 3.27% of full range for throttle lever angle (TLA); for reverse thrust, reverse throttle lever angle (RLA) resolution is nonlinear over the active reverse thrust range, which is 51.54 degrees to 96.14 degrees. The resolved element is 2.8 degrees uniformly over the entire active reverse thrust range, or 2.9% of the full range value of 96.14 degrees. | |||||
| 17 For A318/A319/A320/A321 series airplanes, with IAE engines, resolution = 2.58%. | |||||
| 18 For all aircraft manufactured on or after December 6, 2010, the seconds per sampling interval is 0.125. Each input must be recorded at this rate. Alternately sampling inputs (interleaving) to meet this sampling interval is prohibited. | |||||
| 19 For 737 model airplanes manufactured between August 19, 2000 and April 6, 2010: the seconds per sampling interval is 0.5 per control input; the remarks regarding the sampling rate do not apply; a single control wheel force transducer installed on the left cable control is acceptable provided the left and right control wheel positions also are recorded. | |||||
| Aspects of transport of hazardous materials by air with which they must be familiar, as a minimum (See note 1) | Shippers (See Note 2) Will-carry | Operators and ground-handling agent's staff accepting hazardous materials (See Note 3) Will-carry | Operators and ground-handling agents staff responsible for the handling, storage, and loading of cargo and baggage Will-carry | Passenger-handling staff Will-carry | Flight crew members and load planners Will-carry | Crew members (other than flight crew members) Will-carry |
|---|---|---|---|---|---|---|
| General philosophy | X | X | X | X | X | X |
| Limitations | X | X | X | X | X | X |
| General requirements for shippers | X | X | ||||
| Classification | X | X | ||||
| List of hazardous materials | X | X | X | |||
| General packing requirements | X | X | ||||
| Labeling and marking | X | X | X | X | X | X |
| Hazardous materials transport document and other relevant documentation | X | X | ||||
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| Acceptance procedures | X | |||||
| Recognition of undeclared hazardous materials | X | X | X | X | X | X |
| Storage and loading procedures | X | X | X | |||
| Pilots' notification | X | X | X | |||
| Provisions for passengers and crew | X | X | X | X | X | |
| Emergency procedures | X | X | X | X | X | X |
| Note 1. Depending on the responsibilities of the person, the aspects of training to be covered may vary from those shown in the table. | ||||||
| Note 2. When a person offers a consignment of hazmat, including COMAT, for or on behalf of the certificate holder, then the person must be trained in the certificate holder's training program and comply with shipper responsibilities and training. If offering goods on another certificate holder's equipment, the person must be trained in compliance with the training requirements in 49 CFR. All shippers of hazmat must be trained under 49 CFR. The shipper functions in 49 CFR mirror the training aspects that must be covered for any shipper offering hazmat for transport. | ||||||
| Note 3. When an operator, its subsidiary, or an agent of the operator is undertaking the responsibilities of acceptance staff, such as the passenger handling staff accepting small parcel cargo, the certificate holder, its subsidy, or the agent must be trained in the certificate holder's training program and comply with the acceptance staff training requirements. | ||||||
| Aspects of transport of hazardous materials by air with which they must be familiar, as a minimum (See Note 1) | Shippers (See Note 2) Will-not-carry | Operators and ground-handling agent's staff accepting cargo other than hazardous materials (See Note 3) Will-not-carry | Operators and ground-handling agents staff responsible for the handling, storage, and loading of cargo and baggage Will-not-carry | Passenger-handling staff Will-not-carry | Flight crew members and load planners Will-not-carry | Crew members (other than flight crew members) Will-not-carry |
|---|---|---|---|---|---|---|
| General philosophy | X | X | X | X | X | X |
| Limitations | X | X | X | X | X | X |
| General requirements for shippers | X | |||||
| Classification | X | |||||
| List of hazardous materials | X | |||||
| General packing requirements | X | |||||
| Labeling and marking | X | X | X | X | X | X |
| Hazardous materials transport document and other relevant documentation | X | X | ||||
| Acceptance procedures | ||||||
| Recognition of undeclared hazardous materials | X | X | X | X | X | X |
| Storage and loading procedures | ||||||
| Pilots' notification | ||||||
| Provisions for passengers and Crew | X | X | X | X | X | |
| Emergency procedures | X | X | X | X | X | X |
Code of Federal Regulations /
Title 14 - Aeronautics and Space /
Vol. 3 / 2024-01-01319 | ||||||
| Note 1—Depending on the responsibilities of the person, the aspects of training to be covered may vary from those shown in the table. | ||||||
| Note 2—When a person offers a consignment of hazmat, including COMAT, for air transport for or on behalf of the certificate holder, then that person must be properly trained. All shippers of hazmat must be trained under 49 CFR. The shipper functions in 49 CFR mirror the training aspects that must be covered for any shipper, including a will-not-carry certificate holder offering dangerous goods for transport, with the exception of recognition training. Recognition training is a separate FAA requirement in the certificate holder's training program. | ||||||
| Note 3—When an operator, its subsidiary, or an agent of the operator is undertaking the responsibilities of acceptance staff, such as the passenger handling staff accepting small parcel cargo, the certificate holder, its subsidiary, or the agent must be trained in the certificate holder's training program and comply with the acceptance staff training requirements. | ||||||