CAAC Aviation Theory Course ATP CH1-8[1]

8/20/2019 CAAC Aviation Theory Course ATP CH1-8[1]

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CHAPTER 1 REGULATIONS

SECTION A APPLICABLE REGULATIONS

"CCAR" is used as the acronym for "China Civil Aviation Regulations". Those

regulations or rules are very important for operations of aircraft, and other aspects in that

field. The regulations change frequently, and answer all questions in compliance with the

most current regulations. Two different China Civil Aviation Regulations can apply to

operations of aircraft covered by this chapter: CCAR 91,121. CCAR 91 encompasses the

general operations and flight rules for all aircraft operating within the Peoples' Republic of

China. Often the rules of CCAR 121 supplement or even supersede CCAR 91. When an

aircraft is not operated for compensation, only the CCAR 91 rules apply. For the test,

assume CCAR 121 rules apply unless the question specifically states otherwise. CCAR 121

applies to air carders (airlines) engaged in China or overseas air transportation. Carriers

which operate under CCAR 121 are engaged in common carriage. This means that they

offer their services to the public and receive compensation for those services.

CCAR 121 operators are subdivided into three categories. Carriers authorized to

conduct scheduled operations within China' are domestic air carriers. Flag carriers conduct

scheduled operations inside and outside China. A supplemental carrier conducts its

operations anywhere that its operations specifications permit but only on a non-scheduled

basis. There is a fourth category, commercial operators of large aircraft, but they must

comply with the rules covering supplemental carrier and the distinction is unimportant to

this discussion.

Other parts of the regulations apply as well. CCAR 61 governs certifications, of pilots

and flight instructors. CCAR 67 covers the issuing and standards for medical certificates.

CCAR 65 prescribes the requirements for issuing certificates and associated ratings and the

general operating rules for the holders of those certificates and ratings.

SECTION B THE ATP CERTIFICATE

The pilot-in-command of an air carrier flight must hold an Airline Transport Pilot

(ATP) certificate with the appropriate type rating. The co-pilot on an air carrier flight that

requires only two pilots need only hold a Commercial Pilot certificate (with an Instrument

rating) with the appropriate category and class ratings.

A person must hold a type rating to act as pilot-in-command of a large aircraft (over

5700 kg gross take-off weight), or of a turbojet-powered airplane.

Any type rating(s) on the pilot certificate of an applicant who successfully complete an

ATP check ride will be included on the ATP Certificate with the

privileges and limitations of the ATP Certificate, provided the applicant passes the check

ride in the same category and class of aircraft for which the applicant holds the type

rating(s). However, if a type rating for that category and class of aircraft on the superseded


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pilot certificate is limited to VFR, that limitation will be carded forward to the person's ATP

Certificate level.

An airline transport pilot may instruct other pilots in air transportation service in

aircraft of the category, class and type for which he/she is rated. However, the ATP may not

instruct for more than 8 hours in one day.

A person who has lost an Airman's Certificate may obtain a temporary certificatefrom the CAAC. The temporary certificate is valid no more than 120 days.

A crewmember is a person assigned to duty in the aircraft during flight. This includes

pilots, flight engineers, navigators, flight attendants or anyone else assigned to duty in the

airplane. A flight crewmember is a pilot, flight engineer or flight navigator assigned to duty

in the aircraft during flight.

No person may serve as a pilot on an air carrier after that person has reached his/her

60th

birthday. Note that this rule applies to any pilot position in the aircraft, but it does not

apply to other flight crew positions such as flight engineer or navigator.

To exercise ATP privileges (such as pilot-in-command of an air carrier flight) a pilot

must hold a First-Class Medical Certificate issued within the preceding 6 or 12 calendar

months. To exercise commercial pilot privileges (e.g., co-pilot on a two-pilot air carrier flight)

a pilot must hold either a First-or Second-Class Medical Certificate issued within the

preceding 12 or 24 calendar months.

The applicant is not required to hold a medical certificate when taking a test or check

for a certificate, rating, or authorization conducted in a flight simulator or flight training

device.

SECTION C FLIGHT ENGINEER REQUIREMENTS

Many air carrier aircraft have a flight engineer as a required flight crewmember. The

aircraft "type certificate" states whether or not a flight engineer is required. On each flight

requiring a flight engineer at least one flight crewmember, other than the flight engineer,

must be qualified to provide emergency performance of the flight engineer's functions for

the safe completion of the flight if the flight engineer becomes ill or is otherwise

incapacitated. A pilot need not hold a Flight Engineer's Certificate to perform the flight

engineer's functions in such a situation.

SECTION D FLIGHT ATTENDANTS

One or more flight attendants are required on each passenger-carrying airplane that

has more than 19 passenger seats. The number of flight attendants is determined by the

number of installed passenger seats- not by the actual number of passengers on board. Each

certificate holder shall provide at least the minimum number of flight attendants on each

passenger-carrying airplane. For airplanes having a seating capacity of more than 20 but

less than 50 passengers; at least one flight attendant. For airplanes having a seating capacity

of more than 51 but less than 100 passengers; at least two flight attendants. For airplanes

having a seating capacity of more than 100 passengers: at least two flight attendants plus one

additional flight attendant for each unit (or part of a unit) of 50 passenger seats above a


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seating capacity of 100 passengers.

If, in conducting the emergency evacuation demonstration required under CCAR 121,

the certificate holder used more flight attendants than is required under the paragraph

above of this section for the maximum seating capacity of the airplane, he may not,

thereafter, take off that airplane in its maximum seating capacity configuration with fewer

flight attendants than the number used during the emergency evacuation demonstration; orin any reduced seating capacity configuration with fewer flight attendants than the number

required by the paragraph above of this section for that seating capacity plus the number of

flight attendants used during the emergency evacuation demonstration that were in excess of

those required under the paragraph above of this section.

The number of flight attendants approved under the paragraphs above of this section

is set forth in the certificate holder's operations specifications. During take-off and landing,

flight attendants required by this section shall be located as near as practicable to required

floor level exists and shall be uniformly distributed throughout the airplane in order to

provide the most effective egress of passengers in event of an emergency evacuation. During

taxi, flight attendants required by this section must remain at their duty stations with safety

belts and shoulder harnesses fastened except to perform duties related to the safety of the

airplane and its occupants.

At stops where passengers remain on board, and on the airplane for which a flight

attendant is not required by CCAR 121, the certificate holder must ensure that a person who

is qualified in the emergency evacuation procedures for the airplane as required in CCAR

121, and who is identified to the passengers, remains on board the airplane, or nearby the

airplane, in a position to adequately monitor passenger safety; and the airplane engines are

shut down; and at least one floor level exit remains open to provide for the deplaning of

passengers.

On each airplane for which flight attendants are required by CCAR 121, but the

number of flight attendants remaining aboard is fewer than required by CCAR 121, thecertificate holder shall ensure that the airplane engines are shut down, and at least one floor

level exit remains open to provide for the deplaning of passengers; and the number of flight

attendants on board is at least half the number required by CCAR 121, rounded down to the

next lower number in the case of fractions, but never fewer than one. The certificate holder

may substitute for the required flight attendants. Other persons qualified in the emergency

evacuation procedures for that aircraft as required in CCAR 121, if these persons are

identified to the passengers. If only one flight attendant or other qualified person is on board

during a stop, that flight attendant or other qualified person shall be located in accordance

with the certificate holder's CAAC-approved operating procedures. If more than one flight

attendant or other qualified person is on board, the flight attendants or other qualified

persons shall be spaced throughout the cabin to provide the most effective assistance for the

evacuation in case of an emergency.

SECTION E EXPERIENCE AND TRAINING REQUIREMENTS

For these definitions of training, aircraft are divided into two "groups". Group I

aircraft are propeller driven. Turbojet aircraft are Group Il. Initial training is the training


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required for crewmembers and dispatchers who have not qualified and served in the same

capacity (i.e., flight engineer, co-pilot, pilot-in-command) on another aircraft of the same

group. Transition training is the training required for crewmembers or dispatchers who

have qualified and served in the same capacity on another aircraft of the same group.

Upgrade training is the training required for crewmembers who have qualified and served

as second-in-command or flight engineer on a particular airplane type (e.g., Boeing 737)before they can serve as pilot-in-command or second-in-command, respectively, on that

airplane. Differences mining is the mining required for crewmembers or dispatchers who

have qualified and served on a particular type of airplane before they can serve in the same

capacity on a variation of that airplane. For example, a crewmember who is qualified on a

Boeing 737-300 would need differences training to serve on a Boeing 737-400.

For a person to serve as pilot-in--command he/she must have had a proficiency check

within the preceding 12 calendar months. In addition, within the preceding 6 calendar

months the pilot-in-command must have either passed a proficiency check or completed an

approved simulator training course. No certificate holder may use any person nor may any

person serve as pilot-in-command of an airplane unless, within the preceding 12 calendar

months that person has passed a line check in which he/she satisfactorily performs the duties

and responsibilities of a pilot-in-command in one of the types of airplanes to be flown.

Pilots other than the PIC (pilot-in-command) must have either passed a proficiency

check or completed "line oriented" simulator training within the last 24 calendar months. In

addition, the co-pilot must have had a proficiency check or any other kind of simulator

training within the last 12 calendar months.

Whenever a crewmember or aircraft dispatcher who is required to take recurrent

trainings, a flight check, or a competency check, takes the check or completes the training in

the calendar month before or after the month in which that training or check is required,

he/she is considered to have taken or completed it in the calendar month in which it was

required.When a pilot has not made 3 take-offs and landings within the preceding 90 days, the

pilot must make at least 3 take-offs and landings in the type of airplane in which that person

is to serve or in an advanced simulator. These take-offs and landings must include:

A. At least 1 take-off with a simulated failure of the most critical powerplant;

B. At least 1 landing from an ILS (Instrument Landing System) approach to the lowest

ILS minimum authorized for the certificate holder; and

C. At least 1 landing to a full stop.

No pilot may act as pilot-in-command under IFR (Instrument Flight Rule) unless

he/she has, within the preceding 6 calendar months in the aircraft category for the

instrument privileges sought, logged at least 6 instrument approaches, performed holding

procedures, and intercepted and tracked courses through the use of navigation systems, or

passed an instrument competency check in the category of aircraft involved.

A pilot may log as instrument flight time only that time during which he/she operates

the aircraft solely by reference to the instruments, under actual or simulated instrument

flight conditions.

If the pilot-in-command has not served 100 hours as pilot-in-command in operations

under


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CCAR 121 in the type of airplane he/she is operating, the MDA (minimum descent altitude)

or DH (decision height) and visibility landing minimums in the certificate holder's

operations specifications for regular, provisional, or refueling airports are increased by 100

feet and 800 m [or the RVR (runway visual range) equivalent]. If the pilot-in-command has

not served 100 hours as PIC under CCAR 121 operations in the airplane type, the MDA or

DH visibility minimums are increased by 30 m and 800 m above the published minimums. Ifa flight goes to an alternate airport, the minimums do not have to be raised by 30 - 800 m,

but they can not be less than 100 – 1600 m. In addition, Category II (CAT Il) minimums and

the sliding scale do not apply. If a pilot has at least 100 hours PIC in another aircraft under

CCAR 121 operations, he/she may reduce the current restriction by 1 hour for each landing,

up to 50 hours maximum.

To be eligible for Category II authorization, a pilot must have made at least 6 ILS

approaches since the beginning of the 6th month before the test. These approaches must be

under actual or simulated instrument flight conditions down to the minimum landing

altitude for the ILS approach in the type aircraft in which the flight test is to be conducted.

However, the approaches need not be conducted down to the decision heights authorized for

Category II operations. At least 3 of these approaches must have been conducted manually,

without the use of an approach coupler.

Upon original issue, a Category II authorization contains a limitation for Category II

operations of 1 600 feet RVR and a 150-foot decision height. This limitation is removed when

the holder shows that since the beginning of the 6th preceding month he/she has made 3

Category II ILS approaches to a landing under actual or simulated instrument conditions

with a 150-foot decision height.

No domestic or flag air carrier may use any person as an aircraft: dispatcher unless,

within the preceding 12 calendar months, he/she has satisfactorily completed operating

familiarization consisting of at least 5 hours observing operations from the flight deck under

CCAR 121 in one of the types of airplanes in each group he/she is to dispatch..

SECTION F FLIGHT CREW DUTY TIME LIMITS

The time limits in this section count all commercial flying done by the crewmember in

any flight crew position, not just the time flown with the air carrier. Besides the limits on

flight time, there are required periods of rest based on the amount of flying done within a

24-hour period. There is also a requirement that a flight crewmember be given at least 36

consecutive hours of rest in any 7 consecutive days periods. A person cannot be assigned to

any ground or flight duties during required rest periods. The term "deadhead" is used to

describe the transportation of crewmembers by the air carder to or from their flightassignments when that transportation is not local in character. Tune spent in deadhead air

transportation cannot be considered part of a required rest period.

No pilot of a supplemental carrier may be on flight deck duty for more than 8 hours in

any 24 consecutive hours. If three pilots are assigned to a flight, the crew can be aloft no

more than 16 hours in any 24 consecutive hours.


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PILOTS' DUTY PERIOD LIMITATIONS AND REST REQUIREMENTS

Two Pilots Crews

A crewmember's total duty period should not exceed 14 hours, and the flight time inthe duty period should not exceed 8 hours. The flight time may be extended to 9 hours if

there are no more than 2 segments in the flight. After the duty period the crewmember must

be given a scheduled rest period of at least 10 consecutive hours. This rest period must occur

between the completion of the scheduled duty period and the commencement of the

subsequent duty period. In case of any delays happening in the operation, the rest period

may be reduced to 9 hours, if the actual duty period doesn't exceed the 14 hours' limitation.

In case of any delays happening in the operation, the duty period may be extended to 16

hours at most, but the rest period there after must not be reduced.

Three Pilots Crews, Including a Second-in-commander Pilot

A crewmember's total duty period should not exceed 16 hours, and the flight time in

the duty period should not exceed 10 hours. The flight time may be extended to 9 hours if it

is a nonstop flight. After the duty period the crewmember must be given a scheduled rest

period of at least 14 consecutive hours. This rest period must occur between the completion

of the scheduled duty period and the commencement of the subsequent duty period. In case

of any delays happening in the operation, the rest period may be reduced to 12 hours, if the

actual duty period doesn't exceed the 16 hours' limitation. In case of any delays happening

in the operation, the duty period may be extended to 18 hours at most, but the rest period

there after must not be reduced.

Three Pilots Crews, Including a Second-in-commander Pilot, and an Approved Area

of Sleep for Crewmembers During the Flight

A crewmember's total duty period should not exceed 18 hours, and the flight time in the

duty period should not exceed 14 hours, provided each crewmember could have chances to

take a rest in the approved area of sleep during the whole flight. After the duty period the

crewmember must be given a scheduled rest period of at least 18 consecutive hours. This rest

period must occur between the completion of the scheduled duty period and the

commencement of the subsequent duty period. In case of any delays happening in theoperation, the rest period may be reduced to 16 hours, if the actual duty period doesn't

exceed the 18 hours' limitation. In case of any delays happening in the operation, the duty

period may be extended to 20 hours at most, but the rest period there after must not be

reduced.


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Four Pilots Crews, Including a Second-in-commander Pilot, and an Approved Area

of Sleep for Crewmembers During the Flight


the duty period should not exceed 17 hours, provided each crewmember could have chancesto take a rest in the approved area of sleep during the whole flight. After the duty period the

crewmember must be given a scheduled rest period of at least 22 consecutive hours. This rest

period must occur between the completion of the scheduled duty period and the

commencement of the subsequent duty period. In case of any delays happening in the

operation, the rest period may be reduced to 20 hours, if the actual duty period doesn't

exceed the 20 hours’ limitation. In case of any delays happening in the operation, the duty

period may be extended to 22 hours at most, but the rest period there after must not be

reduced.

DUTY PERIOD LIMITATIONS AND REST REQUIREMENTS: NAVIGATORS, FLIGHT

ENGINEERS AND BATMEN

Duty Period Limitations and Requirements for a Crew with One Navigator, One

Flight Engineer or One Batman


the duty period should not exceed 9 hours. After the duty period the crewmember must be

given a scheduled rest period of at least 10 consecutive hours. This rest period must occur


subsequent duty period. In case any delays occur during the operation, the rest period may

be reduced to 9 hours, if the actual duty period doesn't exceed the 14 hours' limitation; the

duty period may be extended to 16 hours at most, but the 10 hours' rest period there after

must not be reduced.

A certificate holder may assign a navigator, a flight engineer, or batman to a scheduled

duty period of more than 14 hours, but no more than 16 hours. The flight time during the

duty period should not exceed 12 hours. After the duty period the crewmember must be

given a scheduled rest period of at least 14 consecutive hours. This rest period must occur


subsequent duty period. In case any delays occur during the operation, the rest period maybe reduced to 12 hours, if the actual duty period doesn’t exceed the 16 hours' limitation; the

duty period may be extended to 18 hours at most, but the 14 hours’ rest period there after

must not be reduced.


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DUTY Period Limitations and Requirements for a Crew with Two Navigators, Two

Flight Engineers or Two Batmen

A certificate holder may assign navigators, flight engineers, or batmen to a scheduled

duty period of more than 16 hours, but no more than 18 hours. The flight time during theduty period should be no more than 14 hours, provided each crewmember could have

chances to take a rest in the approved area of sleep during the whole flight. After the duty

period the crewmember must be given a scheduled rest period of at least 18 consecutive

hours. This rest period must occur between the completion of the scheduled duty period and

the commencement of the subsequent duty period. In case any delays occur during the


exceed the 18 hours' limitation; the duty period may be extended to 20 hours at most, but

the 18 hours' rest period there after must not be reduced.

A certificate holder may also assign navigators, flight engineers, or batmen to a

scheduled duty period of more than 18 hours, but no more than 20 hours. The flight time

during the duty period should be no more than 17 hours, provided each crewmember could

have chances to take a rest in the approved area of sleep during the whole flight. After the

duty period the crewmember must be given a scheduled rest period of at least 22 consecutive

hours. This rest period must occur between the completion of the scheduled duty period and

the commencement of the subsequent duty period. In case any delays occur during the


exceed the 20 hours' limitation; the duty period may be extended to 22 hours at most, but

the rest period there after must not be reduced.

FLIGHT TIME LIMIIATIONS AND REST REQUIREMENTS’ FLIGHT

CREWMEMBERS

No certificate holder conducting operations may schedule any flight crewmember and

no flight crewmember may accept an assignment for flight time in scheduled air

transportation or in other commercial flying if that crewmember's total flight time in all

commercial flying will exceed 1 000 hours in any calendar year, or 90 hours in any calendar

month, or 35 hours in any 7 consecutive calendar days (this period of time may be extended

to 40 hours, provided each crewmember could have a chance to take a rest in an approved

area of sleep during each period of flight).

ADDITIONAL DUTY PERIOD AND FLIGHT TIME LIMITATIONS: FLIGHT

CREWMEMBERS

A flight crewmember is not considered to be scheduled for duty time in excess of duty

time limitations if the flights to which he is assigned are scheduled and normally terminate

within the limitation, but due to circumstances beyond the control of the certificate holder


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(such as adverse weather conditions), are not at the time of departure expected to reach their

destination within the scheduled time. In this case, the duty period and flight time

limitations should also be consistent with those stated in CCAR 121, and the excess part of

duty time should not in any circumstances exceed 2 hours.

A flight crewmember is not considered to be scheduled for flight time in excess of

flight time limitations if the flights to which he is assigned are scheduled and normallyterminate within the limitations, but due to circumstances beyond the control of the

certificate holder (such as adverse weather conditions), are not at the time of departure

expected to reach their destination within the scheduled time.

If a flight crewmember is assigned to serve for more than one certificate holder, or is

assigned to serve in more than one type of flight crew, the total duty time and flight time

limitations should be consistent with those stated in CCAR 121.

Time spent before departure due to delay is considered part of the duty time.

ADDITIONAL REST REQUIREMENTS: FLIGHT CREWMEMBER

No certificate holder may assign a flight crewmember to perform any duty with the

certificate holder during any required rest period. The rest period stated in this section may

be included in other rest periods.

Only when a delay occurs in an operation, may a crewmember's rest period be

reduced according to those stated in CCAR 121. The reducing must not be assigned ahead of

time.

Each certificate holder shall relieve each flight crewmember engaged in scheduled

air transportation from all further duty for at least 36 consecutive hours during any 7

consecutive days.

When a certificate holder assigned other duty for a flight crewmember, the time

spent in the duty may or may not be considered as part of the flight duty time. When it is not

considered as part of the flight duty time, the flight crewmember must be assigned a rest

period of at least 8 consecutive hours before commencement of the subsequent duty period.

If there is a jetlag of 6 hours or more between the time zone where the flight

operation terminates and the time zone where the flight crewmember's home station locates,

the certificate holder should assigned a rest period of at least 48 consecutive hours for the

flight crewmember after he or she is back to the home station. This rest period must occur

before the commencement of the subsequent duty period. The home station stated in this

section refers to the place where flight crewmembers are stationed, and flight crewmembers'

duty times are assigned there.

Time spent in transportation, not local in character, that a certificate holderrequires of a flight crewmember and provides to transport the flight crewmember to an

airport at which that flight crewmember is to serve on a flight as a crewmember, or from an

airport at which the flight crewmember was relieved from duty to return to the flight

attendant's home station, is not considered part of a rest period.


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FLIGHT ATTENDANT DUTY PERIOD LIMITATIONS AND REST REQUIREMENTS:

DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS

Calendar day means the period of elapsed time, using Coordinated Universal Time orlocal time, which begins at midnight and ends 24 hours later at the next midnight. Duty

period means the period of elapsed time between reporting for an assignment involving

flight time and release from that assignment by the certificate holder conducting domestic,

flag, or supplemental operations. The time is calculated using either Coordinated Universal

Time or local time to reflect the total elapsed time. Flight attendant means an individual,

other than a flight crewmember, who is assigned by a certificate holder conducting domestic,

flag, or supplemental operations, in accordance with the required minimum crew

complement under the certificate holder's operations specifications or in addition to that

minimum complement, to duty in an aircraft during flight time and whose duties include but

are not necessarily limited to cabin-safety-related responsibilities. Rest period means the

period free of all restraint or duty for a certificate holder conducting domestic, flag, or

supplemental operations and free of all responsibilities for work or duty should the occasion

arise.

A certificate holder conducting domestic, flag, or supplemental operations may assign

a duty period to a flight attendant only when the following applicable duty period limitations

and rest requirements are met.

A. Except as provided in paragraphs D, E, and F of this section, no certificate

holder conducting domestic, flag, or supplemental operations may assign a flight

attendant to a scheduled duty period of more than 14 hours.

B. Except as provided in paragraph C of this section, a flight attendant scheduled to

a duty period of 14 hours or less as provided under paragraph A of this section

must be given a scheduled rest period of at least 9 consecutive hours. This rest

period must occur between the completion of the scheduled duty. period and the

commencement of the subsequent duty period.

C. The rest period required under paragraph B of this section may be scheduled or

reduced to 8 consecutive hours if the flight attendant is provided a subsequent

rest period of at least 10 consecutive hours; this subsequent rest period must be

scheduled to begin no later than 24 hours after the beginning of the reduced rest

period and must occur between the completion of the scheduled duty period and

the commencement of the subsequent duty period.

D. A certificate holder conducting domestic, flag, or supplemental operations may

assign a flight attendant to a scheduled duty. period of more than 14 hours, but

no more than 16 hours, if the certificate holder has assigned to the flight or

flights in that duty period at least one flight attendant in addition to the

minimum flight attendant complement required for the flight or flights in that

duty period under the certificate holder's operations specifications.

E. A certificate holder conducting domestic, flag, or supplemental operations may

assign a flight attendant to a scheduled duty period of more than 16 hours, but


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no more than 18 hours, if the certificate holder has assigned to the flight or

flights in that duty period at least two flight attendants in addition to the

minimum flight attendant complement required for the flight or flights in that

duty period under the certificate holder's operations specifications.

F. A certificate holder conducting domestic, flag, or supplemental operations may

assign a flight attendant to a scheduled duty period of more than 18 hours, butno more than 20 hours, if the scheduled duty period includes one or more flights

that land or take off outside China, and if the certificate holder has assigned to

the flight or flights in that duty period at least three flight attendants in addition

to the minimum flight attendant complement required for the flight or flights in

that duty period under the domestic certificate holder's operations specifications.

G. Except as provided in paragraph H of this section, a flight attendant scheduled to

a duty period of more than 14 hours but no more than 20 hours, as provided in

paragraphs D, E and F of this section, must be given a scheduled rest period of at

least 12 consecutive hours. This rest period must occur between the completion

of the scheduled duty period and the commencement of the subsequent duty

period.

H. The rest period required under paragraph G of this section may be scheduled or

reduced to 10 consecutive hours if the flight attendant is provided a subsequent

rest period of at least 14 consecutive hours; this subsequent rest period must be

scheduled to begin no later than 24 hours after the beginning of the reduced rest

period and must occur between the completion of the scheduled duty period and

the commencement of the subsequent duty period.

I. Notwithstanding paragraphs D, E, and F of this section, if a certificate holder

conducting domestic, flag, or supplemental operations elects to reduce the rest

period to 10 hours as authorized by paragraph H of this section, the certificate

holder may not schedule a flight attendant for a duty period of more than 14hours during the 24-hour period commencing after the beginning of the reduced

rest period.

J. No certificate holder conducting domestic, flag, or supplemental operations may

assign a flight attendant any duty period with the certificate holder unless the

flight attendant has had at least the minimum rest required under this section.

K. No certificate holder conducting domestic, flag, or supplemental operations may

assign a flight attendant to perform any duty with the certificate holder during

any required rest period.

L. Time spent in transportation, not local in character, that a certificate holder

conducting domestic, flag, or supplemental operations requires of a flight

attendant and provides to transport the flight attendant to an airport at which

that flight attendant is to serve on a flight as a crewmember, or from an airport

at which the flight attendant was relieved from duty to return to the flight

attendant's home station, is not considered part of a rest period.

M. Each certificate holder conducting domestic, flag, or supplemental operations

must relieve each flight attendant engaged in air transportation and each

commercial operator must relieve each flight attendant engaged in air


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commerce from all further duty for at least 24 consecutive hours during any 7

consecutive calendar days.

N. A flight attendant is not considered to be scheduled for duty in excess of duty

period limitations if the flights to which the flight attendant is assigned are

scheduled and normally terminate within the limitations but due to

circumstances beyond the control of the certificate holder conducting domestic,flag, or supplemental operations (such as adverse weather conditions) are not at

the time of departure expected to reach their destination within the scheduled

time.

FLIGHT TIME LIMITATIONS AND REST REQUIREMENTS: DOMESTIC, FLAG, OR

SUPPLEMENTAL OPERATIONS

Domestic Operations: All Flight Crewmembers

No certificate holder conducting domestic operations may schedule any flight

crewmember and no flight crewmember may accept an assignment for flight time in

scheduled air transportation or in other commercial flying if that crewmember's total flight

time in all commercial flying will exceed 1 000 hours in any calendar year, or 90 hours in any

calendar month, or 35 hours in any 7 consecutive calendar days (but this period of time may

be extended to 40 hours, provided each crewmember could have a chance to take a rest in an

approved area of sleep during each period of flight), or 8 hours between required rest

periods.

1) Except as provided in paragraph 2) of this section, no certificate holder conducting

domestic operations may schedule a flight crewmember and no flight crewmember may

accept an assignment for flight time during the 24 consecutive hours preceding the scheduled

completion of any flight segment without a scheduled rest period during that 24 hours of at

least the following:

A. 9 consecutive hours of rest for less than 8 hours of scheduled flight time.

B. 10 consecutive hours of rest for 8 or more but less than 9 hours of scheduled flight

time.

C. 11 consecutive hours of rest for 9 or more hours of scheduled flight time.

2) A certificate holder may schedule a flight crewmember for less than the rest required

in paragraph 1) of this section or may reduce a scheduled rest under the following

conditions:

A. A rest required under paragraph 1 ) A of this section may be scheduled for or

reduced to a minimum of 8 hours if the flight crewmember is given a rest period

of at least 10 hours that must begin no later than 24 hours after the

commencement of the reduced rest period.

B. A rest required under paragraph 1 ) B of this section may be scheduled for

or reduced to a minimum of 8 hours if the flight crewmember is given a rest

period of at least 11 hours that must begin no later than 24 hours after the


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C. A rest required under paragraph 1 ) C of this section may be scheduled for

or reduced to a minimum of 9 hours if the flight crewmember is given a rest

period of at least 12 hours that must begin no later than 24 hours after the


D. No certificate holder may assign, nor may any flight crewmember performany flight time with the certificate holder unless the flight crewmember has had

at least the minimum rest required under this passage.

3) Each certificate holder conducting domestic operations shall relieve each flight

crewmember engaged in scheduled air transportation from all further duty for at

least 36 consecutive hours during any 7 consecutive days.

4) No certificate holder conducting domestic operations may assign any flight

crewmember and no flight crewmember may accept assignment to any duty with the

air carrier during any required rest period.

5) Time spent in transportation, not local in character, that a certificate holder requires

of a flight crewmember and provides to transport the crewmember to an airport at

which he is to serve on a flight as a crewmember, or from an airport at which he was

relieved from duty to return to his home station, is not considered part of a rest

period.

6) A flight crewmember is not considered to be scheduled for flight time in excess of

flight time limitations if the flights to which he is assigned are scheduled and

normally terminate within the limitations, but due to circumstances beyond the control

of the certificate holder (such as adverse weather conditions), are not at the time of

departure expected to reach their destination within the scheduled time. In this case, the

excess part of duty time should not in any circumstances exceed 2 hours.

Flag Operations

One or Two Pilot Crews

A certificate holder conducting flag operations may schedule a pilot to fly in an

airplane that has a crew of one or two pilots for 8 hours or less during any 24 consecutive

hours without a rest period during these 8 hours.

If a certificate holder conducting flag operations schedules a pilot to fly more than 8

hours during any 24 consecutive hours, it shall give him an intervening rest period, at or

before the end of 8 scheduled hours of flight duty. This rest period must be at least twice the

number of hours flown since the preceding rest period, but not less than 8 hours. Thecertificate holder shall relieve that pilot of all duty with it during that rest period.

Each pilot who has flown more than 8 hours during 24 consecutive hours must be

given at least 18 hours of rest before being assigned to any duty with the certificate holder.

No pilot may fly more than 35 hours during any 7 consecutive days, and each pilot

must be relieved from all duty for at least 36 consecutive hours at least once during any 7

consecutive days. No pilot may fly as a member of a crew more than 90 hours during any one

calendar month. No pilot may fly as a member of a crew more than 1 000 hours during any


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12-calendar-month period.

Two Pilots and One Additional Flight Crewmember

No certificate holder conducting flag operations may schedule a pilot to fly, in an

airplane that has a crew of two pilots and at least one additional flight crewmember, for a

total of more than 12 hours during any 24 consecutive hours.

If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or morehours during any 72 consecutive hours, he must be given at least 18 hours of rest before

being assigned to any duty with the air carrier. In any case, he must be given at least 36

consecutive hours of rest during any 7 consecutive days.

No pilot may fly as a flight crewmember more than 120 hours during any 30

consecutive days or 300 hours during any 90 consecutive days, or 1 000 hours during any

12-calendar-month period.

Three or More Pilots and an Additional Flight Crewmember

Each certificate holder conducting flag operations shall schedule its flight hours to

provide adequate rest periods on the ground for each pilot who is away from his base and

who is a pilot on an airplane that has a crew of three or more pilots and an additional flight

crewmember. It shall also provide adequate sleeping quarters on the airplane whenever a

pilot is scheduled to fly more than 12 hours during any 24 consecutive hours.

The certificate holder conducting flag operations shall give each pilot, upon return to

his base from any flight or series of flights, a rest period that is at least twice the total

number of hours he flew since the last rest period at his base. During the rest period

required by this paragraph, the air carrier may not require him to perform any duty for it.

If the required rest period is more than 7 days, that part of the rest period in excess of 7 days

may be given at any time before the pilot is again scheduled for flight duty on any route.

No pilot may fly as a flight crewmember more than 350 hours during any 90

consecutive days, or 1 000 hours during any 12-calendar-month period.

Pilots Not Regularly Assigned

A. Except as provided in paragraphs B through E of this part, a pilot who is not

regularly assigned as a flight crewmember for an entire calendar month may not

fly more than 90 hours in any 30 consecutive days.

B. The monthly flight time limitations for a pilot who is scheduled for duty aloft for

more than 20 hours in two-pilot crews in any calendar month, or whose

assignment in such a crew is interrupted more than once in that calendar month

by assignment to a crew consisting of two or more pilots and an additional flight

crewmember, are those set forth in the passage above titled "One or Two Pilot

Crews".

C. Except for a pilot covered by paragraph B of this part, the monthly and quarterly

flight time limitations for a pilot who is scheduled for duty aloft for more than 20

hours in two-pilot and additional flight crewmember crews in any calendar

month, or whose assignment in such a crew is interrupted more than once in that

calendar month by assignment to a crew consisting of three pilots and additional

flight crewmember, are those set forth in the passage above titled "Two Pilots

and One Additional Flight Crewmember".


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D. The quarterly flight time limitations for a pilot to whom paragraphs B and C of

this part do not apply and who is scheduled for duty aloft for a total of not more

than 20 hours within any calendar month in two-pilot crews (with or without

additional flight crewmembers) are those set forth in the passage above titled

"Three or More Pilots and an Additional Flight Crewmember".

E. The monthly and quarterly flight time limitations for a pilot assigned to each oftwo-pilot, two-pilot and additional flight crewmember, and three-pilot and

additional flight crewmember crews in a given calendar month, and who is not

subject to paragraph B, C, or D of this part, are those set forth in the passage

above titled "Two Pilots and One Additional Flight Crewmember".

No pilot that is employed as a pilot by a certificate holder conducting flag operations

may do any other commercial flying if that commercial flying plus his flying in air

transportation will exceed any flight time limitation in this part. Time spent in deadhead

transportation to or from duty assignment is not considered to be a part of a rest period.

In any operation in which one flight engineer or flight navigator is required, the flight

time limitations in the passage above titled "Two Pilots and One Additional Flight

Crewmember" apply to that flight engineer or flight navigator. In any operation in which

more than one flight engineer or flight navigator is required, the flight time limitations in the

passage above titled "Three or More Pilots and an Additional Flight Crewmember" apply to

those flight engineers or flight navigators.

Supplemental Operations

Pilots: Airplanes

A certificate holder conducting supplemental operations may schedule a pilot to fly in

an airplane for 8 hours or less during any 24 consecutive hours without a rest period during

those 8 hours.

If the flight is in an airplane with a pressurization system that is operative at the

beginning of the flight, and the flight crew consists of at least two pilots and a flight engineer,

and the certificate holder uses, in conducting the operation, an air/ground communication

service that is independent of systems operated by China, and a dispatch organization, both

of which are approved by the Administrator as adequate to serve the terminal points

concerned, the certificate holder may, in conducting a nonstop flight, schedule a flight

crewmember for more than 8 but not more than 10 hours of continuous duty aloft without

an intervening rest period.

Each pilot who has flown more than 8 hours during any 24 consecutive hours must be

given at least 16 hours of rest before being assigned to any duty with the certificate holder.Each certificate holder conducting supplemental operations shall relieve each pilot

from all duty for at least 36 consecutive hours at least once during any 7 consecutive days.

No pilot may fly as a crewmember in air transportation more than 90 hours during

any 30 consecutive days. No pilot may fly as a crewmember in air transportation more than

1 000 hours during any calendar year.

In any operation in which one flight engineer is serving, those flight time limitations

above in this section are also applied to that flight engineer.


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Two Pilot Crews: Airplanes

If a certificate holder conducting supplemental operations schedules a pilot to fly

more than 8 hours during any 24 consecutive hours, it shall give him an intervening rest

period at or before the end of 8 scheduled hours of flight duty. This rest period must be atleast twice the number of hours flown since the preceding rest period, but not less than 8

hours. The certificate holder conducting supplemental operations shall relieve that pilot of

all duty with it during that rest period. No pilot of an airplane that has a crew of two pilots

may be on duty for more than 16 hours during any 24 consecutive hours.

In any operation in which one flight engineer is serving, those flight time limitations

above in this section are also applied to that flight engineer.

Three Pilot Crews: Airplanes

No certificate holder conducting supplemental operations may schedule a pilot for

flight deck duty in an airplane that has a crew of three pilots for more than 8 hours in any 24

consecutive hours, or to be aloft in an airplane that has a crew of three pilots for more than

12 hours in any 24 consecutive hours.

No pilot of an airplane that has a crew of three pilots may be on duty for more than

18 hours in any 24 consecutive hours.

Four Pilot Crews: Airplanes

No certificate holder conducting supplemental operations may schedule a pilot for

flight deck duty in an airplane that has a crew of four pilots for more than 8 hours in any 24

consecutive hours, or to be aloft in an airplane that has a crew of four pilots for more than16 hours in any 24 consecutive hours.

No pilot of an airplane that has a crew of four pilots may be on duty for more than 20

hours in any 24 consecutive hours.

In any operation in which more than one flight engineer is serving and the flight crew

contains more than two pilots, those flight time limitations above in this section are also

applied to the flight engineers.

No airman may be aloft as a flight crewmember for more than 1000 hours in any

12-calendar -month period.

No airman who is employed by a certificate holder conducting supplemental

operations may do any other commercial flying, if that commercial flying plus his flying in

operations under this part will exceed any flight time limitation in this part.

Time spent by an airman in deadhead transportation to or from a duty assignment is

not considered to be part of any rest period.

Crew of Two Pilots and One Additional Airman as Required

No certificate holder conducting supplemental operations may schedule an airman to


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be aloft as a member of the flight crew in an airplane that has a crew of two pilots and at

least one additional flight crewmember for more than 12 hours during any 24 consecutive

hours.

If an airman has been aloft as a member of a flight crew for 20 or more hours during

any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be

given at least 18 hours of rest before being assigned to any duty with the certificate holder. Inany case, he must be relieved of all duty for at least 24 consecutive hours during any 7

consecutive days.

No airman may be aloft as a flight crewmember for more than 120 hours during any

30 consecutive days, or 300 hours during any 90 consecutive days.

Crew of Three or More Pilots and Additional Airmen as Required

No certificate holder conducting supplemental operations may schedule an airman

for flight deck duty as a flight engineer, a navigator or a batman in a crew of three or more

pilots and additional airmen for a total of more than 14 hours during any 24 consecutive

hours.

Each certificate holder conducting supplemental operations shall schedule its flight

hours to provide adequate rest periods on the ground for each airman who is away from his

principal operations base. It shall also provide adequate sleeping quarters on the airplane

whenever an airman is scheduled to be aloft as a flight crewmember for more than 12 hours

during any 24 consecutive hours.

No certificate holder conducting supplemental operations may schedule any flight

crewmember to be on continuous duty for more than 30 hours. Such a crewmember is

considered to be on continuous duty from the time he reports for duty until the time he is

released from duty for a rest period of at least 10 hours on the ground. If a flight

crewmember is on continuous duty for more than 24 hours (whether scheduled or not)

during any scheduled duty period, he must be given at least 16 hours for rest on the groundafter completing the last flight scheduled for that scheduled duty period before being

assigned any further flight duty.

If a flight crewmember is required to engage in deadhead transportation for more

than 4 hours before beginning flight duty, one half of the time spent in deadhead

transportation must be treated as duty time for the purpose of complying with duty time

limitations, unless he is given at least 10 hours of rest on the ground before being assigned to

flight duty.

Each certificate holder conducting supplemental operations shall give each airman,

upon return to his operations base from any flight or series of flights, a rest period that is at

least twice the total number of hours he was aloft as a flight crewmember since the last rest

period at his base, before assigning him to any further duty. If the required rest period is

more than 7 days, that part of the rest period that is more than 7 days may be given at any

time before the pilot is again scheduled for flight duty.

No airman may be aloft as a flight crewmember for more than 350 hours in any 90

consecutive days.

Pilots Serving in More Than One Kind of Flight Crew


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This passage applies to each pilot assigned during any 30 consecutive days to more

than one type of flight crew.

The flight time limitations for a pilot who is scheduled for duty aloft for more than 20

hours in two-pilot crews in 30 consecutive days, or whose assignment in such a crew is

interrupted more than once in any 30 consecutive days by assignment to a crew of two ormore pilots and an additional flight crewmember, are those listed in the passage titled "Pilots:

Airplanes" through the passage titled "Four Pilot Crews: Airplanes" in the part of

"Supplemental Operations",' as appropriate.

Except for a pilot covered by the paragraph above of this passage, the flight time

limitations for a pilot scheduled for duty aloft for more than 20 hours in two-pilot and

additional flight crewmember crews in 30 consecutive days or whose assignment in such a

crew is interrupted more than once in any 30 consecutive days by assignment to a crew

consisting of three pilots and an additional flight crewmember, are those set forth in the

passage titled "Crew of Two Pilots and One Additional Airman As Required" in the pan of

"Supplemental Operations".

The flight time limitations for a pilot to whom paragraphs above of this section do not

apply, and who is scheduled for duty aloft for a total of no more than 20 hours within 30

consecutive days in two-pilot crews (with or without additional flight crewmembers) are

those set forth in the passage titled "Crew of Three or More Pilots and Additional Airmen As

Required" in the part of "Supplemental Operations".

The flight time limitations for a pilot assigned to each of two-pilot, two-pilot and

additional flight crewmember, and three-pilot and additional flight crewmember crews in 30

consecutive days, and who is not subject to the paragraphs above of this passage, are those

listed in the passage titled "Crew of Three or More Pilots and Additional Airmen As

Required" in the part of "Supplemental Operations".

AIRCRAFT DISPATCHER DUTY TIME LIMITATIONS

No domestic or flag carrier may schedule a dispatcher to be on duty for more than

10consecutive hours. If a dispatcher is scheduled for more than 10 hours of duty in 24

consecutive hours, he/she must be given at least 8 hours of rest at or before the end of 10

consecutive hours of duty. A dispatcher must be relieved of all duty with the carrier for at

least 24 consecutive hours in any 7 consecutive days.

Each certificate holder conducting domestic or flag operations shall establish the

daily duty period for a dispatcher so that it begins at a time that allows him or her to become

thoroughly familiar with existing and anticipated weather conditions along the route beforehe or she dispatches any airplane. He or she shall remain on duty until each airplane

dispatched by him or her has completed its flight, or has gone beyond his or her jurisdiction

or until he or she is relieved by another qualified dispatcher.

Except in cases where circumstances or emergency conditions beyond the control of

the certificate holder require otherwise, no certificate holder conducting domestic or flag

operations may schedule a dispatcher for more than 10 consecutive hours of duty. If a

dispatcher is scheduled for more than 10 hours of duty in 24 consecutive hours, the


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certificate holder shall provide him or her a rest period of at least 8 hours at or before the

end of 10 hours of duty. Each dispatcher must be relieved of all duty with the certificate

holder for at least 24 consecutive hours during any 7 consecutive days or the equivalent

thereof within any calendar month.

Notwithstanding paragraphs above of this section, a certificate holder conducting flag

operations may, if authorized by the Administrator, schedule an aircraft dispatcher at a dutystation outside China, for more than l0 consecutive hours of duty in a 24-hour period if that

aircraft dispatcher is relieved of all duty with the certificate holder for at least 8 hours

during each 24-hour period.

SECTION G DISPATCHING AND FLIGHT RELEASE

Operational control with respect to a flight means the exercise of authority over

initiating, conducting or terminating a flight.

For operations of supplemental air carriers or commercial operators, thepilot-in-command and the director of operations are jointly responsible for the initiation,

continuation, diversion, and termination of a flight.

Each flag and domestic flight must have a dispatch release on board. The dispatch

release of a flag or domestic air carrier may be in any form but must contain at least the

following information concerning the flight:

A. The identification number of the aircraft;

B. The trip number;

C. The departure, destination, intermediate and alternate airports;

D. The type of operation (IFR or VFR);

E. The minimum fuel supply.

It may include any additional available weather reports or forecasts that the

pilot-in-command or the aircraft dispatcher considers necessary or desirable.

Each supplemental carrier or commercial operator flight must have a flight release

on board. The flight release can be in any form but must contain the following information:

A. The company or organization name;

B. Make, model and registration number of the aircraft used;

C. The flight or trip number and the date of the flight;

D. The name of each flight crewmember, flight attendant and the pilot designated

as pilot-in-command;

E. The departure, destination, intermediate and alternate airports and route;

F. The type of operation (e.g., IFR or VFR);G. The minimum fuel supply;

H. The latest weather reports and forecasts for the complete flight (may be

attached to the release rather than be part of it).

The aircraft dispatcher must provide the pilot-in-command with all available

current reports or information on airport conditions and irregularities of navigation

facilities that may affect the safety of flight; must provide the pilot-in-command with all

available weather reports and forecasts of weather phenomena that may affect the safety of


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flight including adverse weather; and must update this information during a flight.

When a domestic flight lands at an intermediate airport named in its original

dispatch release and departs again within 1 hour, it does not need a new dispatch release. If

it remains on the ground for more than 1 hour, a redispatch release must be issued.

When a flag flight lands at an intermediate airport named in its original dispatch

release and departs again within 6 hours, it does not need a new dispatch release. If itremains on the ground for more than 6 hours, a redispatch is required. No person may

continue a flag air carrier flight from an intermediate airport without redispatch if the

airplane has been on the ground for more than 6 hours.

The pilot-in-command shall carry in the airplane to its destination: load manifest,

flight release, airworthiness release, pilot route certification, and flight plan. The air carrier

must keep copies of these documents for at least 3 months.

Each certificate holder conducting domestic, flag, or commuter operations must

obtain operations specifications containing authorization and limitations for routes and

areas of operations.

A provisional airport is defined as an airport approved by the Administrator for use

by a certificate holder for the purpose of providing service to a community when the regular

airport used by the certificate holder is not available.

Each certificate holder conducting domestic, flag, or commuter operations must

obtain operations specifications containing, among many other provisions, the kinds of

operations authorized.

A supplemental air carrier must retain a copy of each load manifest, flight release

and flight plan at its principal operations base for at least 3 months.

SECTION H FUEL REQUIREMENTS

All domestic flights must have enough fuel to:

A. Fly to the airport to which the flight was dispatched;

B. Thereafter, fly to and land at the most distant alternate airport (if an alternate is

required) for the airport to which dispatched; and

C. Thereafter, fly for 45 minutes at normal cruising fuel consumption.

Certificate holders who are authorized by CAAC can determine the fuel requirement

by means of flying from specified airport to alternate. No person may dispatch or take off an

airplane unless it has enough fuel to fly from the specified airport to and land at an alternate

airport, and thereafter fly for 45 minutes at normal cruising fuel consumption. But the fuel

quantity is not less than the requirement to fly to destination dispatched, and thereafter fly

for 2 hours at normal cruising fuel consumption.The fuel required for a flag flight landing within the contiguous China is the same as

for domestic flights.

Nonturbine and turbo-propeller-powered airplanes flight (with an alternate available)

landing outside the contiguous China must have enough fuel to:

A. Fly to and land at the airport to which it is dispatched;

B. Thereafter, fly to and land at the most distant alternate airport specified in the

dispatch


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release; and

C. Thereafter, fly for 30 minutes plus 15 percent of the total time required to fly at

normal

cruising fuel consumption to the airports specified in paragraphs I and 2 of this

section or to fly for 90 minutes at normal cruising fuel consumption, whichever is

less.No person may dispatch a nonturbine or turbo-propeller-powered airplane to an

airport for which an alternate is not specified, unless it has enough fuel, considering wind

and forecast weather conditions, to fly to that airport and thereafter to fly for 3 hours at

normal cruising fuel consumption.

Turbojet-engine-powered air carder airplanes, other than turbo propeller, flight (with

an alternate available) landing outside the contiguous China must have fuel to:

A. Fly to the destination, then

B. Fly 10 % of the total time required to fly to the destination, then

C. Fly to and land at the most distant alternate, then

D. Fly for 30 minutes at holding speed at I 500 feet above the alternate.

No person may release a turbine-engine powered airplane (other than a

turbo-propeller airplane) to an airport for which an alternate is not specified unless it has

enough fuel, considering wind and other weather conditions expected, to fly to that airport

and thereafter to fly for at least 2 hours at normal cruising fuel consumption.

SECTION I CARRIAGE OF PASSENGERS AND CARGO

Before take-off all the passengers must be briefed on:

A. Smoking;

B. The location of emergency exits;

C. The use of seatbelts;

D. The location and use of any required means of emergency flotation.

After the seatbelt sign has been turned off in flight, the passengers must be briefed to

keep their seatbelts fastened while seated. In addition to the required briefings, passengers

must be provided with printed cards that contain diagrams of and methods of operating the

emergency exits and the use of other emergency equipment. Before flight is conducted above

FL250, a crewmember must instruct the passengers on the necessity of using oxygen in the

event of cabin depressurization, and must point out to them the location and demonstrate

the use of the oxygen dispensing equipment.

Each passenger two years old and older must have their own seat or berth and

approved seatbelt. During take-off and landing, all passengers must be in their seat withtheir seatbelts fastened. A child under two may be held by an adult. During the en route

portion of a flight, two passengers may share a seatbelt while seated in a multiple lounge or

divan seat.

There are certain persons who have to be admitted to the flight deck in flight (such as

crewmembers, CAAC inspectors, etc.) and certain others who may be admitted (e.g.,

deadheading crew), but the pilot-m-command has emergency authority to exclude any

person from the flight deck in the interest of safety.


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Law enforcement officers may carry firearms on board an air carrier flight if their

duties so require. Except in an emergency, the carrier should be given at least one hour prior

notice that a person carrying a deadly weapon is going to be on the flight. If a passenger is

carrying a firearm in their checked baggage, the weapon must be unloaded and the bag

locked. The passenger must retain the key to the bag. The bag must be stowed in a portion of

the aircraft that is inaccessible to both the passenger and to crewmembers in flight.Prisoners are sometimes carded on air carder flights. The prisoners are always

escorted and no more than one prisoner who is classified as "maximum risk" can be allowed

on the aircraft. Certain rules apply to the carriage of prisoners. These include:

A. The prisoner and escort must be boarded before all other passengers and must stay

on

board until all other passengers have deplaned.

B. The prisoner and escort must sit in the most rearward passenger seats and the

escort must

sit between the prisoner and the aisle.

C. The carrier may serve the prisoner and the escort food and beverages, but neither

of them

may be served alcohol.

If a person who appears to be intoxicated creates a disturbance on a flight, a report of

the incident must be made to the Administrator (the CAAC) within 5 days.

Certain passengers may be carried on an all-cargo flight without the carrier having to

comply with all the passenger-carrying rules. Passengers carried on an all-cargo flight must

have a seat with an approved seatbelt in the cargo compartment. They must have access to

the pilot compartment or to an exit. The pilot-in-command must be able to notify them when

they must have their seatbelt fastened and when smoking is prohibited. They must receive an

emergency briefing from a crewmember prior to take-off. The pilot-in-command mayauthorize the passenger to be admitted to the flight crew compartment.

Cargo (including carry-on baggage) may be carried in the passenger compartment of

an aircraft if certain conditions are met. If the cargo is carried in an approved cargo bin, it

can be located anywhere in the passenger compartment. The bin:

A. Must withstand the load factor required of passenger seats multiplied by 1.15;

B. May not be installed in a position that restricts access to or use of any required

emergency exit, or of the aisle in the passenger cabin;

C. Must be completely enclosed and made of material that is at least flame resistant.

If the cargo is not placed in an approved cargo bin it must be located aft of a bulkhead

or divider (i.e., not aft of a passenger) and it must meet certain other requirements. These

include:

A. It must be properly secured by a safety belt or other tie down.

B. It must be packaged or covered in a manner so as to avoid injury to occupants of

the passenger cabin.

C. It must not impose an excessive load on the floor or seat structures of the aircraft.

D. Its location must not restrict access to or use of the aisle, any regular exit or any

required emergency exit.


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E. Its location must not obscure any passenger's view of the "seatbelt", "no smoking"

or required "exit" signs unless an auxiliary sign is installed.

Each person who has duties concerning the handling or carriage of dangerous articles

or magnetized materials must have completed a training course within the preceding 12

calendar months.

SECTION J EMERGENCY EQUIPMENT AND OPERATIONS

Certain emergency equipment must be carded on every air carrier airplane. This

equipment includes fire extinguishers, megaphones, first aid kits and a crash ax. All this

equipment muse

A. Be inspected regularly.

B. Be readily accessible to the crew and, for items carded in the passenger cabin, to the

passengers.

C. Be clearly identified and marked with its method of operation (this applies to any

containers in which the equipment is carried).Only one crash ax is required on the airplane and must be carried on the flight deck.

At least one hand fire extinguisher must be carried on the flight deck. The number of

extinguishers carried in the cabin is determined by the number of installed passenger seats.

The following table applies.

Minimum Number of Hand Fire Extinguishers in the Passenger Cabin

Passenger Seating Capacity Extinguishers Required

6 through 30 1

31 through 60 2

61 through 200 3

201 through 300 4

301 through 400 5

401 through 500 6

501 through 600 7

601 or more 8

The number of megaphones carried on the airplane is determined by the number of

installed passenger seats. On airplanes with a seating capacity of 60 through 99 passengers,

one megaphone must be carried in the most rearward location in the passenger cabin that is

readily accessible to a normal flight attendant seat. On airplanes with a seating capacity of

100 or more seats, one megaphone must be carried at the rear of the cabin and another

megaphone must be carried at the front of the cabin.

Passenger carrying airplanes must have an emergency exit light system. This systemmust be operable manually from both the flight crew station and from a point in the

passenger compartment readily accessible to a flight attendant. When the system is armed it

must come on automatically with the interruption of the airplane's normal electrical power.

The exit lights must be armed or turned on during taxiing, take-off and landing. Every

emergency exit (other than an over wing exit) that is more than 6 feet from the ground must

have a means of assisting occupants to the ground in the event of an emergency evacuation.

The most common means of complying with this requirement is an inflatable slide that


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deploys automatically when the door is opened. If such an automatic escape slide is installed,

it must be armed during taxiing, take-off and landing. If any required emergency exit for

passengers is located in other than the passenger compartment (such as the flight deck), the

door separating the compartments must be latched open during take-off and landing.

A public address system and a separate crewmember interphone system must be

installed on all airplanes with a seating capacity of more than 19 seats.Each crewmember on a flight must have a flashlight in good working order readily

available.

When operating at flight altitudes above 10 000 feet there must be enough oxygen for

all crewmembers for the entire flight at those altitudes, and in no event less than a 2-hour

supply.

When operating at flight altitudes above FL250 each flight crewmember on flight deck

duty must have an oxygen mask, within immediate reach, so designed that it can be rapidly

placed on his/her face. This is commonly referred to as a "quick-donning" oxygen mask. To

meet the requirements, regulations require that the mask be designed so that it can be put on

the user's face within 5 seconds. If, while operating above FL250, one pilot leaves his/her

station, the other pilot must put on his/her oxygen mask.

Above FL410 one pilot must wear his/her mask at all times. Notice that the rule applies

only to the pilots. Above FL250 the flight engineer need only have a quick-donning mask

readily available.

The oxygen requirements for passengers vary with the type of aircraft but oxygen

must be provided to ail passengers for the entire time the cabin altitude is above 15 000 feet.

Passengers on turbine powered airplanes must be supplied oxygen according to the

following schedule:

A. For flights at cabin pressure altitudes above 10 000 feet, up to and including 14

000 feet, there must be enough oxygen to supply 10% of the passengers for any

time at those altitudes in excess of 30 minutes.B. For flights at cabin pressure altitudes above 14 000 feet, up to and including 15 000

feet, there must be enough oxygen for 30% of the passengers for the entire time of

flight at those altitudes.

C. For flights at cabin pressure altitudes above 15 000 feet there must be enough

oxygen for all the passengers for the entire time of flight at those altitudes.

The amount of oxygen carried for passengers in the event of loss of pressurization

varies depending on the ability of the airplane to make an emergency descent. If the aircraft

can make a 4ascent to 14 000 feet within 4 minutes it may carry less oxygen than would

otherwise be required.

A certain amount of first aid oxygen must be carried for passengers on flights that

operate above FL250. The amount of oxygen is determined by the actual number of

passengers but in no case may there be less than 2 oxygen dispensing units.

On extended over-water flights (more than 50 nautical miles from the shoreline) the

airplane must have a life preserver for each occupant of the aircraft, and enough life rafts to

accommodate all the occupants. This equipment must be easily accessible in the event of a

ditching.

A. Each life raft and each life vest must be equipped with a survivor locator light.


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B. A survival kit, appropriate for the route flown, must be attached to each life rail

C. There must be at least one portable emergency radio transmitter carded on the

airplane.

When flag or supplemental carriers or commercial operators fly over uninhabited

terrain, the following survival equipment must be carried on the airplane:

A. Suitable pyrotechnic signaling devices;B. A survival-type emergency locator transmitter;

C. Enough survival kits, appropriate for the route flown, for all the occupants of the

airplane.

In an emergency situation that requires immediate decision and action, the

pilot-in-command may take any action that he/she considers necessary under the

circumstances. In such a case the PIC may deviate from prescribed procedures and methods,

weather minimums and regulations to the extent required in the interest of safety. In an

emergency situation arising during flight that requires immediate decision and action by an

aircraft dispatcher, the dispatcher must advise the pilot-in-command of the emergency shall

ascertain the decision of the pilot-in-command and shall have that decision recorded. If the

dispatcher cannot communicate with the pilot, he/she shall declare an emergency and take

any action he/she considers necessary under the circumstances.

Each certificate holder (airline) must, for each type and model of airplane, assign to

each category of crewmember, as appropriate, the necessary functions to be performed in an

emergency or in a situation requiring emergency evacuation. The certificate holder must

describe those duties in its manual.

Crewmembers must receive emergency training annually on several subjects. Besides

the training they must perform emergency drills in:

A. The operation of emergency exits;

B. Hand fire extinguishers;

C. The emergency oxygen system and protective breathing equipment;D. Donning, inflation and use of individual flotation equipment; and

E. Ditching.

Crewmembers who serve above 25 000 feet must receive instruction in hypoxia,

respiration and decompression. Crewmembers must actually operate certain emergency

equipment in their recurrent training at least once every 24 months.

The pilot-in-command must make a report to the ATC and dispatcher of the stoppage

of an engine's rotation in flight (due either to failure or intentional shutdown) as soon as

practicable and must keep the ATC and dispatcher informed of the progress of the flight. As

a general rule, when an engine fails or is shutdown, the pilot-in-command must land the

aircraft at the nearest suitable airport, time-wise, at which a safe landing can be made.

There is an exception to the rule for airplanes with 3 or more engines. If only 1 engine has

failed, the pilot-in-command may elect to continue to a more distant airport (possibly the

original destination) if this is considered as safe as landing at the nearest suitable airport.

The certificate holder must provide a cockpit check procedure (checklist) for each

type of aircraft it operates. The procedures must include each item necessary for flight

crewmembers to check for safety before starting engines, taking-off or landing, and in

engine and systems emergencies. The procedures must be designed so that a flight


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crewmember will not need to rely on memory for items to be checked. The flight crew must

use the approved check procedure.

Whenever a pilot-in-command exercises emergency authority, he/she shall keep the

appropriate ATC (Air Traffic Control) facility and dispatch centers fully informed of the

progress of the flight. A pilot-in-command declaring the emergency must send a written

report to the air carrier's operations manager after the flight is completed. The operation'smanager must send this report to the CAAC within l0 days after the pilot returning to

his/her home base.

When ATC gives priority to an aircraft in an emergency, the chief of the ATC facility

involved may ask the pilot-in-command to submit a report. If asked, the pilot-in-command

must submit a detailed written report to the ATC facility manager within 48 hours. This is

required whether or not there was a deviation from regulations.


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CHAPTER 2 EQUIPMENT, NAVIGATION

AND FACILITIES

SECTION A INOPERATIVE EQUIPMENT

Each certificate holder's manual must contain en route flight, navigation, and

communication procedures for the dispatch, release or continuance of flight if any item of

equipment required for the particular type of operation becomes inoperative or unserviceable en

route.

When any required instrument or equipment in an aircraft is inoperative, the airplane cannot

be flown unless that aircraft's minimum equipment list (MEL) allows such a flight.

No person may take off any aircraft with inoperable instruments or equipment installed

unless an approved MEL exists for the aircraft. The MEL must provide for the operation of the

aircraft with instruments and equipment in an inoperable condition.

The pilot-in-command of an aircraft operating IFR in controlled airspace shall report to ATC

immediately any malfunction of navigational, approach or communication equipment that occurs

in flight. The report must include:

·Aircraft identification;

·Equipment affected;

·Degree to which the capability of the aircraft to operate IFR in the ATC system is impaired;

and

· Nature and extent of assistance desired from ATC.

SECTION B PITOT-STATIC INSTRUMENTS

Modem jet transports usually have three pilot-static systems. There are separate systems for

the captain's and co-pilot's instruments plus an auxiliary system that provides a backup for either

of the two primary systems. The instruments that require static pressure input are airspeed, Mach,

altitude and vertical speed indicators. In addition, the airspeed and Mach indicators need a source

of pilot pressure. Besides the flight instruments, static pressure and pilot input is required for all

those systems except for cabin differential pressure. The usual source for these non-flightinstruments is the auxiliary pilot-static system. See Figure2-1 in the following.


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Altimeters compare the sea

level pressure setting in pressure

window with the outside air pressure

sensed through the static system. The

difference is displayed as the altitude

above sea level. Part of the preflightcheck is to verify the accuracy of the

altimeters. An altimeter should be

considered questionable if the

indicated altitude varies by more

than 75 feet from a known field

elevation.

The altimeter setting used by

pilots is always the station pressure

of the reporting station corrected to

sea level. Station pressure is the actual pressure at field elevation. The pressure measured at a

station or airport is "station pressure" or the actual pressure at field elevation.

True altitude is the actual height of the aircraft above sea level. This is the same as

indicated altitude when standard temperatures exist. When the temperature is warmer than

standard, true altitude is higher than indicated altitude (approximately tree altitude) that can be

calculated but it is neither practical nor useful to do so in most situations. When setting an

altimeter, a pilot should just use the appropriate altimeter setting and disregard the effects of

nonstandard atmospheric pressures and temperatures.

True altitude is indicated altitude corrected for the fact that nonstandard temperatures will

result in nonstandard pressure lapse rates. In warm air, you fly at a true altitude higher than

indicated. In cold air, you fly at a true altitude lower than indicated. Pressure altitude is the altitude

indicated when the altimeter is set to the standard sea level pressure (29.92"Hg). In the UnitedStates, altimeters are always set to 29.92"Hg at and above 18 000 feet. This question assumes the

difference between the pressure altitude and the indicated altitude (local altimeter setting) is not

significant enough to reverse the effects of the temperature.

Pressure altitude is the altitude indicated when the altimeter is set to the standard sea level

pressure of 29.92"Hg. Density altitude is used in aircraft performance computations. It is pressure

altitude corrected for nonstandard temperatures. If the temperature is warmer than standard,

density altitude will be higher than pressure altitude.

The local altimeter setting is used when flying below FL 180 and the altimeter 31.00"Hg or

less. Special procedures apply when the local pressure is more than 31.00"Hg because most

altimeters cannot be set higher than that. In the United States, all altimeters are set to 29.92"Hg

when climbing through FL180. Caution: outside the United States the transition altitude is often

something other than FL180.

A common reason for altimeter errors is incorrect setting of the altimeter. If the setting in

the altimeter is higher than the actual sea level pressure, the altimeter will read higher than the

actual altitude. If the setting is too low, the altimeter will read lower than it really is. As a rough

rule of thumb, the magnitude of the error is about 1 000 feet for each 1"Hg that the altimeter is off.

One inch of Hg pressure is equal to about 1 000 feet of altitude. In the United States,


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altimeters

CAAC Aviation Theory Course ATP CH1-8[1]

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