1
Volume
KENBRIO CONSULTING, INC
Kenbrio Aviation Services
Flight Operations
Manual
KENBRIO AVIATION SERVICES
Flight Operations Manual
Reviewed by:
Date:
 Kenbrio Consulting, Inc.
Portland, Oregon
Phone 503.239.5291
F L I G H T
O P E R A T I O N S
1
F L I G H T
O P E R A T I O N S
Table of Contents
I NTRODUCTI ON
2
ADMI NI STRATI ON
Basic Policies
35
Airworthiness Release
38
Scheduled Inspection and Maintenance
38
Unscheduled Maintenance
39
Flight Department Administration
4
Outside Maintenance
39
Mission/Objectives
4
Aircraft Maintenance Records
40
General Policies
5
Aircraft Fueling
42
Organization
7
Job Descriptions
7
Personnel
10
ATTACHMENTS
Pilots
11
Abnormal Operations
4
Crisis Planning
16
International Operations
4
Checklists
1
Forms
1
OPERATI ONS
Safety
20
Contact Information
2
Scheduling
20
References
2
Basic Operations
21
Unscheduled Maintenance
3
Passenger Relations
26
Standard Operating Procedures
28
GLOSSARY
MAI NTENANCE
Purpose/Mission
I NDEX
35
Introduction
2
F L I G H T
O P E R A T I O N S
A flight operations manual is an essential possession for all corporate aviation departments. In
fact, NBAA Corporate Members must certify that they use such a manual even though they may operate
under Federal Aviation Regulation (FAR) Part 91, which does not require a manual. The manual’s
principal function is to provide operational and administrative information to department personnel. The
manual also serves as a communication tool that transmits the aviation department’s goals, policies and
procedures to the entire company.
A properly executed manual serves as a contract between the company’s Chief Executive Officer
(CEO) and the aviation department. It communicates expectations, limitations and objectives. Once it
has the CEO’s approval, the manual becomes a corporate directive that protects the aviation department
from abuse and provides operational expectations and rules for the department to follow. Because the
manual is used to establish policy, it must be carefully crafted and reviewed at regular, scheduled intervals
to ensure that it continues to meet corporate and departmental needs.
Since each aviation department operates with different philosophies and values, most of the
manual’s contents are unique to each department. While some policies and procedures may be common
to a wide range of aviation operators, efforts should be made to customize the manual to each aviation
department's operations. Once the manual is drafted, the CEO and the person directly responsible for
the aviation department should take the time necessary to review and discuss its contents and application
in the organization thoroughly.
This joint analysis will give aviation department management the opportunity to stress safety
requirements and explain the realistic limitations imposed by human capability, the company’s aircraft and
the operating environment. The CEO’s endorsement of the manual contents indicates company approval
and sets the criteria for use and operation of the aircraft and department.
Aviation department personnel must understand that the primary purpose of an operations
manual is to improve safety and efficiency by standardizing administrative and operational procedures
and management philosophy. All personnel should be required to accept and follow the procedures and
policies presented in the manual.
The language of the manual should be clear, concise and understandable. This is particularly
important when developing crew coordination procedures related to the critical phases of flight (i.e.,
takeoff, approach, landing and emergencies). The aviation department manager should determine the
organization and sequence of the manual contents.
The operations manual is not intended to supersede or replace the FARs or a manufacturer’s
operating handbook. Some redundancy may be advisable, however, in order to stress operational
procedures or regulatory limitations. The appropriate reference to an FAR or a manufacturer’s operating
handbook should be listed with any policy or procedure that complies with the regulation or
recommendation. This will help aviation department personnel understand why a policy or procedure is
included.
Completed manuals will be distributed to each aviation department employee. Copies also should
be given to the company administration, as well as to all individuals who are authorized to approve trips.
In addition, a copy should be kept onboard each company aircraft.
It is essential to keep the manual up to date and reflect the actual policies and procedures used by
the department. Periodic review and revision of the manual will ensure that this goal is achieved.
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F L I G H T
O P E R A T I O N S
3
F L I G H T
1
Chapter
O P E R A T I O N S
4
dministration
enbrio Consulting, Inc., is dedicated to safety and service. This manual describes policies and procedures that
lowed in all Kenbrio Flight Operations.
light Department Administration
he Kenbrio Flight Department is a subordinate functional unit of Kenbrio Consulting, Inc., and is ultimately
e to the Kenbrio President and Board of Directors. Functional operations of the department are administered by the
Flight Operations.
Mission of the Aviation Department
he purpose of the corporate aviation department is to provide safe, efficient and convenient air transportation to assist
ng the mission and goals of the company. The aircraft is the strategic tool used in fulfilling that role.
he corporate aviation department should be viewed as an integral and strategic element of the corporate structure,
of the company’s primary functions. A manufacturing firm depends heavily upon its production facilities and
, but would not be able to function without its administration, sales, research and other essential departments. In the
ner, the aviation department provides a variety of transportation and communication functions, which, once instituted,
ndispensable to the company’s operations.
n aircraft is a valuable corporate asset. Its tangible benefits include personnel time savings, improved operational
product marketing, and carriage of critical material. Many intangible benefits are derived from the use of corporate
uch as enhanced potential for entrepreneurship, increased community service capability and improved corporate
hose unfamiliar with the transportation needs of modern business may have a negative impression of corporate
his perception is changing, however, as aviation departments continue to promote corporate aviation successfully – to
th inside and outside of the company – as an essential, strategic corporate function. Unfortunately, negative
ns of corporate aviation persist and are shared by many corporate managers and decision-makers who lack firsthand
e of corporate aviation. This will not change unless aviation department personnel actively promote the concept of
aviation as essential so that its value will be recognized.
n aviation department may remain relatively hidden from the rest of the company and its personnel. This is because it
off-site, at the airport, and aviation personnel only may interact with a few of the company’s top corporate managers
assistants. It is therefore vital for the aviation department to integrate completely into the company so that other
nts are fully aware of the aviation department’s activities and contributions.
is incumbent upon the aviation department to help company management realize the worth and full potential of the
epartment’s service. To achieve this goal, the aviation department must understand the needs of the company, and the
or the aviation department to do this is to ask the customer – the user of the aircraft. The aviation department cannot
own role; this information has to come from aircraft users. Aviation department managers in particular, and all
epartment personnel in general, must pay close attention to the many non-aviation duties associated with operating
aircraft. The department must take care of administrative items – such as operating records, budgets, planning
s, personnel reports and training reports – if the department is to remain a viable part of the company. Perhaps the
or the aviation department to begin integrating with the rest of the organization is to establish a policy that promotes
n between the aviation department and the rest of the corporation. Since the aviation department is a service
on, higher levels of service provided will build its reputation as a valued component of the company.
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General Policies
FAA Enforcement Actions
rmen must exercise great care in order to preserve the right of being innocent until proven guilty. If an airman suspects
AR may have been violated, the event should be reported within 10 days to NASA on the appropriate ASRS form.
nformation and a copy of the appropriate form are available in FAA Advisory Circular 00-46D. The Chief of Flight
s should be consulted for further guidance.
n airman charged with any violation should make a complete report to the Chief of Flight Operations as soon as
This information should be shared with the company’s legal counsel. If the airman desires, a report could be made
Aviation Safety Reporting System (ASRS). This program, which is described in FAA Advisory Circular 00-46D, utilizes
nal Aeronautics and Space Administration (NASA) as a third party to receive and analyze Aviation Safety Reports. FAR
1.25 prohibits the FAA from using any report submitted under this program in any disciplinary action, with the
of criminal offenses and accidents.
he company may intercede for any employee charged with a violation if the Chief of Flight Operations determines that
yee acted in good faith and in the best interests of the company. If the employee is found not to have acted in good
n the best interests of the company, legal and technical aid may be offered, consistent with company policy.
violation charge could be the result of an FAA investigation that results from an accident or an incident, a report to
a report from air traffic control (ATC), or other means. Though the FAA has recently announced that enforcement
be used only as a last resort, the continuing policies of FAA enforcement are administrative action, reexamination,
action, civil penalty and criminal action.
Smoking
moking on the ramp and in Kenbrio aircraft is prohibited.
Alcohol/Drug Policy
The use of alcoholic beverages by pilots on duty or within the FAA-specified time limitations should be cause for
y action. FAR Section 91.17 states that no pilot may act as a crewmember while under the influence of alcohol. The
of “under the influence” includes hangovers.
he FAA specifies that at least 8 hours must have elapsed between the completion of alcohol consumption and the
of flight duty, and 12 hours is the acceptable time limit for all Kenbrio flights that involve the carriage of passengers.
on 91.17 also states that, except in an emergency, a pilot may not allow a person who is obviously under the influence
ating liquors or drugs (except a medical patient under proper care) to be carried on the aircraft. It also specifies
nces under which a crewmember should submit to a test that measures the level of blood alcohol. The regulations also
at a flightcrew member must submit to a drug or alcohol test when there is reasonable basis to believe the person was
drug that affected the flightcrew member’s faculties in a way contrary to safety.
Medication
ny member of a Kenbrio flightcrew that is taking any sort of medication other than small doses of over-the-counter
be prohibited from acting as a required flightcrew member on any Kenbrio aircraft without a letter from an
d aviation medical examiner (AME) clearing the individual for such duties. Any flightcrew member who is given a
on medication must notify the Chief of Flight Operations as soon as possible so an AME review can be scheduled. Use
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ypes of medications may cause minor discomfort to a person on the ground. However, the same medication, taken in
ld have a significant effect on a flightcrew member’s performance.
Flightcrew Illness
enbrio policy prohibits the flight department from scheduling flightcrew members when they are unfit or ill. Likewise,
members should not accept flight assignments under those circumstances. An accepted preflight guide for personnel
when trying to determine whether or not they are fit to fly is the FAA acronym I’M SAFE, which stands for illness,
stress, alcohol, fatigue, or emotion. If any of these elements are present, they can affect a flightcrew member’s
nce.
Blood Donations
ccording to American Red Cross guidelines, a healthy person may donate blood once every eight weeks. After donating,
waiting period prior to flight may be necessary.
Organization
he Kenbrio Flight Operations Department is a small, single-aircraft operation. The department is headed by a Chief of
erations who reports to the President of Kenbrio Consulting, Inc. Within the flight department is the
/dispatcher function and flightcrews.
ob Descriptions
ecific descriptions of the duties of aviation personnel are listed in this section.
Chief of Flight Operations/Chief Pilot
nce the Kenbrio Flight Department is a small operation, the Chief of Flight Operations is responsible for performing
Aviation Manager and the Chief Pilot functions as listed here. The responsibilities of the aviation department manager
ided into two categories: administrative and operational.
rative duties include:
g to an individual as high as possible in the corporate management structure;
ng and instituting department policies and procedures – including basic company policies, procedures and objectives –
tmental functions;
g annual operating budgets that include operating expenses, facilities, supplies, outside services, personnel, training,
penses and reserves;
ng an operating budget on a monthly, quarterly, or semiannual basis, depending on company procedure;
g deviations between estimated expenditures and actual costs to higher management with appropriate explanations
to company procedure;
ing scheduling policies and procedures that provide effective control
gement;
ing and maintaining liaisons with relevant company personnel;
ing, with the cooperation and assistance of company personnel and
ministration officers, minimum employment qualifications, hiring procedures, salary structure, performance appraisal
s, grade structure and dismissal procedures;
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management on the status and requirements for aircraft and other equipment consistent with the company’s
tion needs and goals;
ending additions to the department, which include comparative aircraft studies;
ing measures of effectiveness and efficiency for the department;
ing and maintaining records as required by the FARs, manufacturers, and company policies;
ng these records if they are maintained by an outside agency, such as a computer service;
ng and establishing criteria for annual technical audits of the aircraft and maintenance operations;
g results of a technical audit to immediate superiors with an explanation of deficiencies found and corrective actions
g short- and long-range plans that include corporate and departmental objectives;
ng department personnel to realize their full potential.
nal duties include:
g leadership and direction to flight and maintenance personnel to ensure personal performance and competence;
ing and maintaining an active aviation safety program;
that high levels of customer service are provided to the company and its customers;
ing an operations policy manual to include flight, maintenance and pertinent company policies;
that department personnel are thoroughly familiar and comply with company policies, appropriate FARs and pertinent
manuals, practices and publications;
ing programs for pilots and maintenance technicians, including proficiency reviews, initial training, recurrent training
de training;
g various training sources, which could include aircraft training flights, simulator training, enroute flight checks, ground
ining and prepackaged learning courses;
ng the need for upgrade training to meet additional or replacement needs;
g department personnel periodically to ensure superior levels of performance;
ing standards and limitations to ensure safe and efficient department operations;
ing flight dispatch policies and procedures that govern the approval, delay, or cancellation of flight operations;
ng the flightcrew and dispatchers to ensure they comply with flight dispatch policies and procedures;
ting the activities of the maintenance department with flight operations to achieve the company’s goals and objectives;
personnel understand the company’s objectives and each other’s needs;
ing and monitoring security procedures to protect the aircraft and company facilities;
ing and maintaining lists of aviation-related vendors that meet the highest level of aviation safety;
ting the company in aviation matters through trade associations, the FAA, state or municipal aviation bodies, airport
ent, community organizations and contract agencies;
ing high morale through an awareness of company and department policies, employee development programs and
epartment meetings for the two-way communication of ideas, goals and objectives;
nting specific programs of local, regional, or national concern, consistent with company policy, in such areas as
e action, energy conservation, equal employment opportunity (EEO) and environmental control;
severe weather/natural disaster procedures to protect personnel, aircraft and facilities. Procedures should address
but not be limited to) situations involving hurricanes, tornados, high winds, flooding and hail.
addition to the aviation department manager’s duties, as detailed above, the Chief of Flight Operations will perform
Pilot duties listed below.
ot duties include:
g informed of the latest developments within the business aviation community, including the FARs, and other Federal,
l and foreign regulations affecting operations;
8
ing and supervising the initial and recurrent training of aviation department personnel, both internally and externally
fessional training facility;
ng flightcrews in the use of the standard operating procedures (SOP) manual;
that revisions and amendments to the standard operating procedures are current;
g and distributing periodic reports and statistics as required;
with the preparation of budgets and financial forecasts;
g the current budget implementation;
g department expenditures incurred by subordinates.
Pilot in Command (PIC)
Cs are responsible for the safe conduct of flights to which they are assigned. PICs report directly to the chief pilot.
gned to a flight, the PIC has the final authority in the operation of the aircraft. PICs must ensure compliance with all
ate, local and foreign regulations, as well as the policies and procedures specified in the company operations manual.
he company’s most visible representative to the passengers and must act with tact and decorum while ensuring an
nd safe operation.
s of a Pilot in Command include:
pilot in command (PIC) of flights for which the pilot has been scheduled;
g excellent customer service to passengers;
ng with schedules, and other directives governing the aircraft’s operation;
that preflight inspections are performed;
weather conditions at destination, enroute, alternate airports and departure points;
g flight plans;
that the aircraft is clean and prepared for flight with all provisions on board for the safety and comfort of the
s;
g and calculating the aircraft weight and balance, fuel on board and performance charts;
ecklists;
ng the second in command (SIC), if one is assigned, in any duties necessary for the smooth, safe and efficient
of the aircraft;
ting the functioning of all crewmembers assigned to the flight;
decisions necessary to start, delay, or cancel flights and deviate the flight from planned route or destination when
conditions dictate.
Scheduler
his person schedules the corporate aircraft. Whether it be a dispatcher, a scheduler, an FAA-licensed dispatcher, or a
avel coordinator, that individual must be capable of making time-dependent logistical decisions related to flight safety,
personnel. This person reports to the Chief of Flight Operations. Today’s technological environment requires that this
ve sophisticated computer skills and communication skills compatible with executive level management.
he responsibilities of this position are:
ng travel for executives on the company aircraft and possibly other modes of transportation;
ng ground transportation and accommodations for both flightcrew and
travelers;
nowledge of company aircraft performance and operations manual;
g flightcrew with flight plan and weather information (includes filing flight plans and providing trip briefings, fuel
nt and route briefings);
nowledge of complex computer software related to flight dispatching and logistic support;
ing and updating aircraft and crew schedules;
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g for both passengers and flightcrew any necessary permits or visas when flying into and out of foreign countries;
ing department records, including flight, maintenance and personnel records;
ting with an outside aircraft services handler for international flights;
ing an inventory of charts and related materials for flightcrew;
g for crew and passengers trip packets for domestic and international trips;
g logs and passenger manifests for all flights to ensure accurate reporting and accounting issues;
g catering services;
ting aircraft handling and fueling with fixed based operators;
ng fuel discounts with fuel providers;
g accounting services, such as tax information, SIFL reporting, auditing and submitting invoices for payment,
g chargebacks and participating in annual budget preparation;
that aircraft schedules do not conflict with any airport/airspace restrictions;
ing a flight following system to ensure safety of flight;
ting scheduled and non-scheduled aircraft maintenance.
Personnel
Appearance
enbrio Aviation personnel will be dressed in a manner consistent with the image of Kenbrio.
Personnel Records
dividual personnel files should be maintained for each aviation department employee. Various laws affect file content
dentiality. Medical records must be kept confidential between the crewmember and the personal or company physician.
an be used in a court of law, both for and against the company. Some of the file content may have to be shared with a
uture employer. Flight department managers/chief pilots (FDMs/CPs) should ensure that all records kept are
accurate and well-documented. Content and location of the files should be coordinated with company, legal and
source policy. Pilots must be permitted to review their personnel files in accordance with Federal law and company
hese files should be organized as appropriate to facilitate information retrieval when needed.
wing records should be maintained at the flight department:
cy check reports (pilot only)
d ground training records
current FAA medical certificate
f current airman or maintenance certificates
f other pertinent licenses and ratings
Federal Communications Commission (FCC) license (required for international operations)
passport
wing files should be coordinated with company human resource personnel for location and content:
on for employment, including resume
of receipt of manuals and company-issued material
ance evaluations
and/or incident reports
y physical examination records (should not be kept at the flight department to ensure confidentiality)
ondence
f all letters of commendation or criticism
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f all awards and recognitions
Pilot Logbooks
ach pilot is required by FAR Part 61 to ensure proper certification and currency to exercise the privileges for each type
on in which they participate.
dditionally, since pilots are controlled by the aviation department through scheduling, the chief pilot should oversee
fications and currency to ensure compliance with both Federal regulations and company policies. Management may
h this through required reports from crewmembers or from a separate database maintained incident to recording flight
s information.
items to track include:
ommand (PIC) proficiency checks,
aluations,
training,
anding (including night),
strument time and approaches,
class of last FAA medical,
al qualifications (international, MNPS, CAT II, external load, etc.).
Use of Part-time or contract personnel
om time to time, Kenbrio may employ part-time or contract personnel. Any part-time or contract personnel will be
o abide by all provisions of this manual without exception.
Pilots
lots bear a great deal of responsibillity in the conduct of their duties, and as such require the support of the company in
ion of these duties. To this end, the following sections discuss the official position of Kenbrio with respect to the
of the Pilot In Command (PIC), and requirements for pilot qualkification, training and currency, as well as duty time
s.
Authority of Pilot in Command
AR Section 91.3 states that the pilot in command of an aircraft is directly responsible for, and is the final authority on,
ion of the aircraft. The pilot in command is vested with the final decision on whether or not to proceed with the flight.
policy emphasizes the fact that the pilot in command cannot be pressured by executives or management into making
on.
dditionally, it is the policy of Kenbrio that the person designated as pilot in command is the final authority on whether
s performing flying or non-flying duties. Pilot in command responsibilities include:
compliance with FARs;
compliance with company policy;
g the correctness of all aspects of flight planning;
ng the performance of subordinate flightcrew members and providing training as appropriate;
g command authority in routine and emergency situations.
nly one pilot can act as the pilot in command for each flight. This person must be designated in writing and listed on
schedule as the pilot in command.
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Qualifications
ach pilot in command (PIC) should meet certain basic requirements. The following guidelines can be adjusted and
o each unique operation, considering number and type of aircraft, number of existing crewmembers and their
ons, previous experience and qualifications of the new crewmember.
hould:
ommercial certificate with appropriate type ratings,
cond class medical certificate,
currency requirements regarding the type of flight to be performed prior to flying any required trips,
ment rated, be able to pass an instrument competency check in the category of aircraft to be flown,
Training
aining remains the best way to ensure a safe and efficient operation, and Kenbrio maintains this emphasis on training
epartment personnel.
Flightcrew Training
professional pilot’s level of proficiency is not subject to compromise. A pilot’s proficiency will greatly affect the
’s ability to operate an aircraft safely. A continuous training program is necessary to provide proficiency. Pilots should
least an annual proficiency flight check. This is required under FAR Section 61.58 for the pilot in command in the
of an aircraft that requires more than one pilot. These check flights may be administered by a person authorized by
nistrator, such as a designated pilot proficiency examiner.
Crew Resource Management
ew resource management (CRM) applies to flightcrews of aircraft using more than a single crewmember. NBAA
nds, and Kenbrio requires, that every flightcrew member be trained in, understand, and apply CRM and standard
procedures (SOPs) because these procedures improve the efficiency and safety of the flight operation. Whenever
dispatchers, maintenance personnel and all others connected with the flying operation should be encouraged to attend
st commercial training programs include CRM.
oth the National Transportation Safety Board (NTSB) and NASA strongly support CRM. Information on CRM can be
Advisory Circular 120-51B entitled “Crew Resource Management Training.”.
Emergency Training
rt 91 does not contain a detailed requirement for flightcrew emergency training. However, it is sensible to require the
rogram to include emergency training for each aircraft type, model and configuration, each crewmember and each kind
on conducted for each crewmember. Emergency training will cover the following areas:
on in emergency assignments and procedures, including coordination among crewmembers
al instruction in the location, function and operation of emergency equipment, including:
ent used in ditching and evacuation
equipment and its proper use
fire extinguishers, with emphasis on the type of extinguisher to be used on different classes of fires
on in the handling of emergency situations including:
ecompression
ight or on the surface and smoke control procedures with emphasis on electrical equipment and related circuit
ound in cabin areas
g and evacuation
12
njury, or other abnormal situations involving passengers or crewmembers
g and other unusual situations
of the certificate holder’s previous aircraft accidents and incidents involving actual emergency situations
chamber training for those crews operating above 25,000 feet mean sea level (MSL) (Note: Altitude chamber training
meet the high altitude training, which is required under FAR Section 61.31(f).)
ncy procedures as described in the aircraft’s manual
enbrio encourages, but does not require, executives who fly frequently on the company aircraft to attend basic
y procedure training.
4 Recurrent Training
s professionals, the corporate flightcrew must complete recurrent training. It is a vital factor in safe aircraft operation.
y has been found to be an integral ingredient in air safety; therefore, all flightcrew members should complete recurrent
very 6 to 12 months. Flightcrew recurrent training subjects should include at least the following subjects:
resource management review, including:
ls and command responsibilities
d operating procedures
ordination
communications
y policies
ed flight into terrain (CFIT)
s and principles
applications
eview, including:
uirements applicable to the company’s operations
FAR amendments
odynamics, flight performance and specific aircraft systems review, including:
e, systems and powerplants
limitations
ance calculations
weight and balance
checklists
m equipment lists (MEL)
ncy checklists
ncy equipment
eicing procedures
systems review, including:
avionics
anagement systems
review, including:
and forecasts
ear avoidance procedures
nation
on charts review, including:
or visual flight rules (VFR)
13
or instrument flight rules (IFR)
areas
h and departure
c control review, including:
ical Information Manual
Airport and Information Directory
nal Flight Information Manual, if applicable
review for both the aircraft and flightcrew coordinated, if applicable, with the company’s security department
gy of flight review, including:
chamber
topics as specified in the AIM
medical emergencies review including:
orne pathogens
Pilot Currency
AR Part 61 outlines general training requirements for aircraft operations. An area of particular interest to business
perations is high altitude training. FAR Section 61.31(g) contains requirements for individuals who act as pilots in
of pressurized airplanes that have a service ceiling or maximum operating altitude, whichever is lower, above 25,000
Such individuals must complete specific ground and flight training and must receive a logbook or training record
ent certifying satisfactory completion of the training. However, this training is not required if the person has met one
owing requirements in a pressurized aircraft:
s pilot in command prior to April 15, 1991
ed a pilot proficiency check for a pilot certificate or rating conducted by the FAA prior to April 15, 1991
ed an official pilot in command check by the military services of the United States
Duty Time
or Part 91 operators, no crew duty limits are given in the FARs except for the eight-hour limitations for flight
s. However, Kenbrio has established and abides by limitations so that crewmember fatigue does not reduce the safety
ht. A 10-hour rest period will be given to all Kenbrio flightcrew members between duty periods. The Chief of Flight
s may approve a waiver to allow only an 8-hour rest period between two duty periods, but if this waiver is granted, a
est period will be given to the flightcrew member following the conclusion of the duty period after the 8-hour rest
his will ensure that the flightcrew has time for an adequate rest and a balanced meal.
Duty Period” is defined as the period between reporting for duty and the conclusion of all duties prior to leaving for
Duty Time” will NOT be mistaken for “Flight Time” “Duty Time” includes all periods where the flightcrew member is
g official duties, whether flying, administrative, or waiting for passengers at a layover which does not require an RON.
Time shall not exceed 12 hours, however, the Chief of Flight Operations may approve an extension up to 16 hours,
st be followed by a 24-hour rest period prior to engaging in any other flying duties. If this 24-hour period is
d by duties other than flying, an additional uninterrupted 8-hour rest period must be granted prior to engaging in any
es.
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Alcohol/Drug Policy
dditionally, no person may act or attempt to act as a crew member of a Kenbrio aircraft under the following
s:
12 hours after the consumption of any alcoholic beverage.
till under the influence of alcohol in any way.
sing any medicine or drug that affects the faculties in any way contrary to safety.
d a DWI/DUI for driving an automobile while under the influence of alcohol and has not reported this fact to
Department.
ny association with or any use of any narcotic drug, marijuana, depressant or stimulant drugs, or any illegal
as defined in Federal or State statutes is strictly forbidden and will result in the immediate suspension and
from the flight training program.
o Kenbrio pilot will carry or allow to be carried aboard his/her aircraft any narcotic drug, marijuana, depressant
nt drugs, or illegal substance as defined in Federal or State statutes.
ny Kenbrio pilot found operating an aircraft or attempting to operate an aircraft in violation of the above will be
from the flight training program and will be subject to dismissal from the Corporation with possible further action
n by the FAA for violation of FAR's 91.17 and 91.19.
Crisis Planning
the unfortunate event of a crisis involving Kenbrio aviation personnel or assets, plans for dealing with such situations
n place.
Organization
perators must have pre-established clear procedures that will provide direction and guidance in the event of an accident
dent. The possible occurrence of an accident or incident cannot be ignored in business aircraft operations. These
s should include regulatory requirements as well as company policy. Responding to requests from NBAA Members
Board of Directors, the NBAA Staff has created a document that provides initial guidance for companies in the event
ess aircraft accident. The memorandum, titled “Company Response to an Aviation Accident,” advises company
ent and public affairs personnel on how to respond to media, public and internal inquiries quickly, sensitively and
. It has been reviewed and approved by representatives from the National Transportation Safety Board, Federal
Administration and General Aviation Manufacturers Association. A copy of this memo appears as an appendix to this
ember Companies may access a continually updated online version of the memo via NBAA’s Web site at
a.org/member/safety/response.htm
Group Executive Travel
he group executive travel policy should derive from corporate philosophy, legal and risk management review, prudence,
ful assessment of the risks involved should an accident occur that could jeopardize the continuity of executive
ent.
ecause of the critical and sensitive nature of this policy, it should be developed by senior management. Corporate risk
nce specialists also should be consulted. A policy often begins as a company administrative procedure and eventually
part of the company operations manual. However, actual risk and effect of potential losses should be considered rather
wing protocol or custom to dictate the policy. The policy should specify executives by title or groups of executives who
bited from traveling together. Each policy should include procedures for deviations from the basic policy in
15
ary circumstances. Codes may be used to identify executives for security purposes. Enforcement of this policy should
corporate headquarters personnel and not to the aviation department; however schedulers should point out apparent
of the policy when trips are being scheduled.
Notification
he responsibility to notify a company or business of an aircraft accident in which a fatality or a serious injury has
normally is that of the state or local police in the jurisdiction in which the event has taken place. In some instances
n by the police may be delayed. For that reason NBAA recommends that operators establish and maintain a proactive
owing system that will assure the company becomes aware of an event as early as practical.
BAA recommends that company guidelines delineate who needs to be notified in case of an accident or incident. A
business aircraft involved in any accident or incident immediately must notify the aviation department manager or,
t, the executive to whom the department reports. Procedures should permit such communications to occur at all times.
ple, the pilot could have access to a paging system or a telephone number that is answered 24 hours a day, every day.
ction 830.5 of the NTSB regulations requires that the operator notify the nearest NTSB field office in the event of any
r incident. For specifics as to which accidents or incidents require an operator to notify NTSB, refer to FAR 830.5.
definition of the term operator in Section 830.2 of the NTSB regulations, the operator could be the person who “causes
zes the operation of an aircraft.” NBAA suggests that the company’s pre-accident plan state who should contact the
he plan should include at least two or more people who are authorized to contact the NTSB and the order in
responsibility descends. If the first person on the list is not available, the second person will be responsible for this
ction 830.6 of the NTSB regulations, the NTSB must be provided with the information listed below, if available:
onality and registration marks of the aircraft;
owner and operator of the aircraft;
the pilot in command;
time of the accident;
t of departure and point of intended landing of the aircraft;
of the aircraft with reference to some easily defined geographical point;
of persons aboard, number killed and number seriously injured;
the accident, the weather and the extent of damage to the aircraft, as far as is known;
tion of any explosives, radioactive materials or other dangerous articles carried.
Initial Actions
crew, if not incapacitated, must assume control of an accident site and the following procedures should be included as
s.
all passengers to a safe area.
ssistance, render emergency first aid and arrange to provide immediate medical attention for the injured.
for medical examinations of all passengers, whether injured or not, and secure a physician’s report on each.
signals, if in a remote area.
he nearest FAA Flight Service Station (FSS).
he aircraft and its onboard documentation will not be disturbed until properly released by the FAA or NTSB.
the integrity of the accident site for investigators. If there are fatalities, notify the local police and coroner.
ames and addresses of eyewitnesses.
for cargo to be stored, if necessary, pending company instructions for disposition.
he flightcrew should not make any statements to the authorities or the media until they have had an opportunity to
lly from shock, review the details of the event in a thoughtful manner and seek competent legal counsel. When
16
n an accident or any incident, do not speak to a representative of the media. The corporate public relations specialist
ndle the press. Unless served with a subpoena, the pilot is under no legal obligation to make a statement to any
nt official. The NTSB accident report should be completed in the time limit set, with the aid of an attorney.
Communicating the Crisis
serious accident will have an instantaneous emotional impact on the corporate family. Established procedures will
company to handle most of the matters expeditiously. The aviation department, whether small or large, should
e the formulation of acceptable company post-accident procedures. The corporate executive responsible for the
epartment, legal counsel and insurance manager (or insurance agent if the company does not employ an insurance
and the public relations officer should be involved in establishing and following administrative procedures. Companies
sure that:
bility is delegated to an appropriate company executive to discharge the administrative functions as necessary;
otification has been given to the NTSB and/or FAA (Ensure that legal counsel has reviewed procedures and available
etails and is aware of possible legal implications);
on procedures satisfy the requirements of the company insurance carrier.
fter company procedures have been written, they should be distributed to and understood by executives, the aviation
nt manager, chief pilot,
, legal counsel, insurance manager and insurance agent. Copies also should be placed on the aircraft.
Participation in the Investigation
he company should request to participate as a Party to an Investigation to help the NTSB develop a complete factual
his enables responsible officials, whose product or services might be involved, to have immediate access to accident
der to initiate preventive and/or corrective action. Participation as a Party enables a company to learn facts firsthand.
ations can be found in Part 831 of the NTSB regulations, which contain accident/ incident investigation procedures.
a company is designated as Party to the Investigation it will begin to participate during the investigation’s field phase.
public hearing is deemed necessary by the NTSB, the Board can designate the company as a Party to the Hearing.
s trained accident investigation specialists accredited by the NTSB on its Staff. NBAA participates in accident
ons with NTSB approval.as a party when several criteria are met. The key criteria are as follows:
dent is part of a trend, either by its nature or connection with a specific airframe.
stigation has the potential to enhance business aviation safety.
eds and encourages recommendations from its Members regarding its participation in specific accident investigations.
Media
he company’s public relations department, if there is one, should prepare to handle press or other inquiries. If no such
nt exists, a key executive should be prepared to handle external and internal inquiries. Those with public relations
lities should help prepare the company’s response in advance. The key components of a company’s response to an
re as follows:
pany’s policy statement on the aircraft’s use;
tive information on business aircraft accident rates, company flying safety awards and pilot safety records;
dures for handling intercompany relationships if the accident involves an aircraft used under time sharing, joint
p, or interchange agreements, or when passengers from another company are on board.
17
2
Chapter
perations
l flight activities will be scheduled according to current policy as set by the Chief of Flight Operations. This policy is subject
at any time, but will be published and disseminated in the most efficient way available, ensuring as much prior notice as
afety
fety is a paramount concern, particularly in flying operations. The Chief of Flight Operations is responsible for establishing a
y program and ensuring adequate and appropriate participation from all flight department personnel and frequent passengers.
cheduling
he user will submit all schedule requests to the Flight Department. After coordination and compilation, the final master
or the next month will be posted no later than one week prior to the first day of the next month.
heduling information may also be obtained by calling the Flight Department.
hedulers are required to schedule within the following guidelines:
he flight schedule is considered firm at 0001 hours on the day of the scheduled mission. The user may cancel a
activity for a LEGITIMATE REASON. Users must inform the flight department of any necessary upcoming
rregularities as soon as possible to preclude a mission cancellation or deviation.
Schedule Modification
the user wishes to schedule an activity after the regular schedule has been submitted, (s)he may do so on a
modification form.
pon mutual agreement between the user and the scheduler, the user can check aircraft availability for a
time. If the aircraft is available, the user may then schedule an aircraft for that time frame.
Mission Cancellations or Deviations
lots and users must use and manage time effectively. Resources of the corporation must be used efficiently to
service to the user. Therefore, the following policy is in effect.
18
sers will check in for local missions no later than the scheduled departure time. Users will check in for crossissions at least 15 minutes prior to scheduled departure. Any international missions will require check in at least
s prior to scheduled departure. Users who will be unable to check-in according to these standards will contact
s soon as possible. Users who have not checked in by the times listed above will cause a mission deviation, and
will be delayed at least 45 minutes to allow the flight crew to refile the flight plan. If the user does not arrive at
rture point by one hour after original departure time, the mission will be cancelled, and will need to be
ed. Upon cancellation of a mission, the flight crew will be released, and the aircraft will be secured. These
ay be adjusted with prior notice or in extenuating circumstances
addition to impacting the operations of the flight department, user-caused mission cancellations are costly to
any due to under utilization of resources. Therefore, penalties may be assessed at the discretion of the President
led missions.
he missions may also be cancelled or deviated if flightcrew members fail to arrive by the originally scheduled
time. If circumstances beyond the control of the flightcrew, such as in-flight weather or mechanical difficulties
m the aircraft base, cause the flightcrew to be late, (s)he will notify the scheduler and/or the user as soon as
Maintenance Cancellation/Deviation
me missions may be impacted by unforeseen maintenance issues. When the Pilot In Command of a particular
etermines that a potential maintenance problem exists, he will make the final decision on aircraft airworthiness.
raft is deemed airworthy, the mission may continue, but the maintenance discrepancy will be noted and referred
tion at the earliest opportunity. If the PIC determines that the discrepancy causes a safety of flight problem
e aircraft is not airworthy in accordance with applicable FARs, the mission will be deviated, and an immediate
nce inspection will be conducted by a certified mechanic, if available.
the discrepancy cannot be corrected on the spot, the mission will be cancelled, and the scheduler will be
order to make alternate transportation arrangements for the user. The aircraft will be taken out of service
iscrepancy is repaired and the Director of Flight Operations, or his designated representative, has determined
rcraft is airworthy and mission capable
asic Operations
Dispatch Release
hen arriving for a mission, the PIC should first check the weather to determine if the flight can be
hed under the existing and forecast conditions. Most FBOs have a weather room with selected information so
t may brief himself on the local weather conditions. DUATS and Flightbrief are considered sufficient for
riefings, but full standard briefings from FSS briefers is highly encouraged prior to any mission being released.
elease/dispatch of a flight shall be determined by the PIC after consideration of current and forecasted weather
s. The final authority as to the dispatching of flights rests with the PIC who will detrmine one of three flight
ditions: GO, NO-GO, or DELAY.
O - The "GO" status is determined when weather conditions are satisfactory for the assigned mission.
19
O-GO - No aircraft will be dispatched for missions, and all scheduled flight activities will be weathered under
ing conditions:
erstorms or adverse weather is within 5 miles of the departure or destination airport.
ess of 25 knots.
omponent in excess of 15 knots for the active runway.
osswind component for the runway in use exceeds the aircraft's demonstrated crosswind component.
isibility below circling minimums, or below VFR minimums for VFR missions.
safety of flight or operational necessity as determined by the PIC.
ELAY – This flight status condition will be determined when weather conditions are not conducive to the
mission or wind is 16-24 knots or crosswind is over 10 knots.
he PIC has the authority to decide whether the mission planned for the day can be accomplished during that
eather conditions. If weather conditions that are currently “NO-GO” are forecasted to improve to within
ndards, the “DELAY” status will be determined. When a “DELAY” status has been called, it will be updated
til conditions merit a “GO” status, or the forecasted weather improvement does not occur, at which point the
be changed to “NO-GO”, and appropriate mission cancellation procedures will be followed. Departures are
d under “DELAY” status. The PIC shall contact the Director of Flight Operations if further guidance is
he Director of Flight Operations has the ultimate responsibility for releasing/dispatching missions and
retains the authority to release/dispatch or not release/dispatch all missions.
hen a thorough check of the weather has been completed and it has been determined that the mission can
s scheduled, the PIC should check-in with the Scheduler. The Scheduler will then issue the PIC the Aircraft
Board containing the Aircraft Condition Record, Airworthiness Directive Compliance Record, Aircraft and
nt Frequency Inspection sheet, and a VOR Log. The pilot will review the information on the Condition Board
cular attention to the Aircraft and Equipment Frequency Inspection sheet prior to the flight; will retain it in the
rough the course of the flight; and will enter any condition items that may have occurred during the flight. At
the flight, the Condition Board will be returned to the Scheduler. See paragraph 3.4 for more information on
ft Condition Board.
he flight release ticket (FRT) is printed as a three-part document. It will include the passenger manifest,
and destination data, flight plan, and FBO/service reservations for flightcrew and passengers at all stops. At
etion of the mission and after all appropriate times are entered on the FRT, the PIC and Scheduler will sign the
PIC’s signature on the FRT will be considered an agreement to the recorded times.
mely important that the FRT be completed accurately and correctly. All missions must have a FRT in order for
Operations Department to maintain an accurate and appropriate record of mission activities.
trip kit will be issued to each cross-country mission by the Scheduler prior to departure. The trip kit contains
redit cards and it contains telephone numbers to be used to contact Kenbrio Flight Operations or Kenbrio
ers in the event it becomes necessary to do so.
enbrio Credit cards, if issued, will be used only for fuel purchases and emergency maintenance. They will
ed for meals or lodging.
xcept for training flights at one of the outstations, Kenbrio aircraft departing on cross-country flights to
ns outside the boundaries of the practice area must carry the maximum allowable fuel. In addition to meeting
uel requirements specified in FAR 91.151, all Kenbrio aircraft going on VFR cross-country missions during
20
ours must depart any airport with sufficient fuel to fly to the first point of intended landing, plus enough to fly
) hour thereafter at normal cruise power settings.
l aircraft going on VFR cross-country flights at night must depart any airport with sufficient fuel to fly to the
of intended landing, plus enough to fly for one (1) hour and thirty (30) minutes thereafter at normal cruise
tings. Those cross-country flights that start during daylight hours and continue into the night will abide by the
requirements of this section.
strument cross-country flights will conform to the FAA minimums as specified in FAR 91.167.
l pilots will give careful consideration to refueling at any stop enroute. Except in emergencies, pilots will
ith the fuel minimums specified above.
Adherence to Scheduled Flight Times
is extremely important that the PIC utilize the aircraft within scheduled times. The planned flight must make it’s arrival and
times to ensure that the user is able to meet their commitments in the furtherance of the corporations mission. If a departure
delay is encountered, the pilot must advise the user and the Flight Operations department of the extension of the block time
e scheduled arrival/departure. If possible, the scheduler or DFO will ensure proper adjustments are made in the flightcrew
rrangements at the termination point of the stage. If not, the user will determine if continuing the mission or making alternate
ceptable. If an aircraft does not make it’s scheduled block time within 30 minutes, and no prior notification has been made,
uler, with concurrence of the DFO, will initiate search procedures.
Airworthiness
imary responsibility for determining the airworthiness of an aircraft prior to the beginning of an authorized mission or trip is
e assigned PIC. This responsibility will not be reassigned, unless otherwise approved by the Chief of Flight Operations.
Flight Plans
ny flight other than one between KVGT and the northwest practice area (Las Vegas), or in a closed traffic
an outstation, must file a flight plan with the FAA and leave a copy of that flight plan with the Scheduler.
ns need not be filed for operations to approved outlying airports within the practice area; however, pilots must
heir destination on the local area utilization board.
R flight plans are required for all Kenbrio flight operations into known or expected IMC. If weather
s are VMC along the entire route of intended flight, flightcrews may operate under VFR. If operating VFR,
t plans should be opened at the airport while on the ground prior to departure. If this is not possible, then they
opened when the aircraft has departed and is clear of the controlled airspace.
Deviation From Flight Plan
lots should not deviate from their filed flight plan unless they are forced to do so by weather, an emergency, or
from ATC.
21
it does become necessary to deviate from the filed flight plan while enroute, notify the nearest Flight Service
soon as possible. If the flight lands at a destination other than VGT, the pilot should also notify Kenbrio
erations by telephone and advise Flight Operations as to the nature of the diversion and the pilot's intentions.
the event of an unscheduled landing caused by an aircraft malfunction, the aircraft will not depart without a
om the DFO or Kenbrio Headquarters. When released, pilots will provide the route, destination, and estimated
rival. All flights must refile a flight plan with the FAA prior to departing.
he nearest Flight Service Station must be notified immediately if a change in the estimated time enroute or estimated time of
iled in the FAA flight plan occurs. In addition, Flight Operations must be notified as soon as possible if the due back time
met. Flight Service Stations will initiate search and rescue efforts if a flight plan is not closed 30 minutes after estimated time
Kenbrio staff will initiate search efforts if an aircraft does not return at the due back time.
a Kenbrio aircraft is being operated under VFR, and any IMC is encountered, the VFR flight plan must be immediately
and an IFR flight must be activated for the remainder of the flight segment.
Positioning Flights
ositioning flights are defined as flights without passengers between VGT and an approved outlying airport for the purpose of
scheduled trip. These flights are subject to the same rules/restrictions/limitations as any other Kenbrio flight, however, the
light Operations may authorize deviations from Kenbrio flight operations policy, providing they do not violate any FARs or
safety, for positioning flights.
Aircraft Noise Policy
l Kenbrio pilots will cooperate to the fullest with Air Traffic Control and airport managers to assist in the
of noise in the vicinity of all airports that Kenbrio aircraft operate out of. All Kenbrio pilots will adhere to the
e abatement procedures as published by the airport manager. If no procedure is published, care will be used to
h power, high profile, low approaches and departures from airport traffic areas.
enbrio aircraft departing North Las Vegas Airport will not initiate a takeoff prior to 0600 without specific
n from the DFO.
l pilots must be constantly aware of the noise that they produce on the ground below their path of flight and
nable action when appropriate to minimize the effects of that noise. When the sound of an aircraft causes an
e on the ground below and the people on the ground complain, we as pilots all suffer. Be a good pilot and
ulated and congested areas.
Stage (Mission) Lengths
Missions are comprised of at least one leg or “Stage”. The standard stage length for local flights is 1.3 to 1.5
inning at the "Scheduled Departure Time." The actual flight time may vary somewhat. Approximately .3 hours
time is allowed on either end of the stage for flightcrew to perform preflight and postflight duties. These
t affect the user’s timeline.
he time scheduled for a cross-country flight must include not only the actual flight time required by the mission,
he ground time for refueling, filing flight plans, etc. Cross-country legs that are less than 2.0 hours in flight time
22
lly limited to a maximum of .5 hours ground time. Cross-country legs that are greater than 2.0 hours of flight
ormally limited to 1.0 hour of ground time. A flight deviation report will be completed and filed with the Flight
nt when ground time limitations are exceeded. the user wishes to schedule an activity after the regular schedule
submitted, (s)he may do so on a schedule modification form
Aircraft Rental
ould it become necessary to rent an aircraft to perform an authorized mission/trip, all policies which apply to Kenbrio
ply. Kenbrio policies will supersede aircraft rental company policies, unless the rental company’s policy is more stringent, in
e, that policy shall take precedence.
Liability for Damage to Aircraft
he pilot-in-command is responsible for his/her aircraft from the time the aircraft is released by the dispatcher
ircraft is returned to the dispatcher. Any damage occurring to an aircraft is to be reported immediately. It is
e that a thorough preflight and postflight inspection be made before and following each flight and that if any
discovered it be reported to the dispatcher and Chief of Flight Operations immediately.
Remain Overnight (RON) Missions
the user wishes to schedule an activity after the regular schedule has been submitted, (s)he may do so on a
modification form. As best as possible the flight department will arrange for lodging and transportation at the
n for the flight crew and user(s). If this is not possible, the user(s) and flight crew will be notified at the earliest
ty and advised that they must schedule their own lodging and transportation. If flight crews and users schedule
they must provide information on their arrangements to the flight department no later than the time of
rew and Passenger Relations
though the responsibility for the safety and comfort of passengers in business aircraft rests with the pilot in command,
crew is involved. Most passengers, even the most experienced, are sometimes apprehensive about flying. The crew
ert an accommodating and reassuring influence on the passengers and make every trip as comfortable and pleasant as
s always should be:
to and from the aircraft by a flight department employee at home base or by a flightcrew member while on the road
with their luggage prior to and after flights
cabin seat and made to feel as comfortable as possible
with respect and deference
Passenger Briefings
ssengers need to be briefed on emergency exits, stations, and procedures. FAR Section 91.107 requires the pilot in
to ensure that the passengers have been notified to fasten their seat belt and shoulder harness, if installed.
lly, the pilot in command should brief passengers on:
23
here and under what conditions is smoking prohibited;
at belts;
ment of seats, tray tables, equipment and stores before takeoff and landing;
on on the use of cellular telephones and certain other portable electronic equipment while in flight;
and means for opening the passenger entry door and emergency exits;
of survival equipment;
and the use of required flotation equipment, if the flight involves extended overwater operations;
mal and emergency use of oxygen, if the flight involves operations above 12,000 feet MSL;
and use of fire extinguishers.
board corporate aircraft, passengers also should be advised of convenience equipment, such as desks, radios, lavatories
and beverage service, if available.
ch leg of a flight, the pilot in command should give the passengers information on the next stop, estimated time of
uising altitude, weather expected enroute, weather at the destination and alternate plans, if marginal weather is probable.
light turbulence is encountered, passenger apprehension usually can be dispelled with a casual explanation and
ce from a crewmember.
he pilot in command should ensure that the passengers are kept informed of the flight’s progress. Such information
ude present position, route, airspeed or ground speed, altitude and estimated time of arrival. When time permits,
members should call attention to sights that might interest passengers.
owever, some passengers would rather not be interrupted by a routine (not safety related) announcement; this may be
d by asking the principal passenger if he/she wants flight
nnouncements.
areful explanations and advance notice of operations that may seem unusual will help increase passenger comfort.
re is a delay because of weather or other reasons, the passengers should be notified and given an estimate of expected
or arrival times. Passengers should be advised of such delays as soon as they become evident. In addition, contacting
rties on the ground also will help reduce tension caused by delays. If the successful arrival at the planned destination
doubtful or impossible, the principal passenger should be consulted in private to discuss alternative courses of action.
Passengers Requiring Special Attention
me passengers who fly frequently on the company aircraft may have physical ailments that do not prevent them from
However, they may require special diets and/or medication, and the crew should be aware that a problem may develop
ht.
tters should be discussed in a confidential conversation with the individual, the individual’s physician and the aviation
nt manager so a plan can be developed that will enable the crew to respond to any potential problems.
ther employees or guests may require special attention and assistance. Incapacitated or handicapped passengers may be
ard company aircraft if those persons are capable of personal care without unreasonable attention and assistance from
additional attention is needed, an attendant who would be responsible for providing the proper care should accompany
nger. The aviation department manager should be informed of the circumstances and the name of the passenger’s
in advance of the flight to determine whether special facilities are needed. If a company physician is employed, it would
t for the aviation department manager to seek the physician’s advice and counsel regarding special arrangements or
isks. If the prospective passenger has no physician and no company physician is employed,
vises that a physician with a background in aviation medicine be consulted. The corporate legal counsel also should be
to determine whether a hold harmless agreement (i.e., special written permission given before a flight allowing the
land on some airfields for technical stops) should be executed for a given flight.
24
hildren under 12 years of age should be accompanied by a responsible adult. Women who have passed the eighth
pregnancy should be asked to furnish a physician’s statement that the given flight will not be detrimental to the
s health and well being.
nother passenger requiring special attention is the problem passenger. Some passengers may be intoxicated. Others
under severe stress or have a fear of flying. Those complacent about flying also can be problem passengers; they are the
will not put on a seat belt, request the briefing be skipped, or insist on departing from or landing at an airport where
clement weather.
hile unruly or uncooperative passengers are rare, the pilot in command must be assertive to secure the safety of the
minding passengers with unreasonable demands of the primacy of the pilot in command should solve many of the
It is the prerogative of the pilot in command to terminate the flight in extreme circumstances, however.
tandard Operating Procedures(SOPs)
viation department managers are responsible for efficient and safe cockpit management and should set SOPs for all
flight. Flightcrews should understand that SOPs are the foundation of crew coordination. Training in cockpit resource
ent will enforce the SOPs and add an important safety factor.
rframe manufacturers’ pilot operating handbooks contain procedural checklists and may include SOPs.
on 91.503(b) includes cockpit checklist items for large and turbine-powered multi-engine airplanes. Aviation
nt managers may desire to add items based on practical aviation knowledge, experience and aircraft accident reports
l poor cockpit management. Flightcrews should be encouraged to evaluate procedures continuously for efficiency and
ess and recommend appropriate changes. A company can provide their SOPs to the pilot school that trains its pilots so
can be included in initial training and recurrent training.
ost flightcrews favor the challenge-and-response method of communication as the means to ensure that monitoring is
omplished and that any deviation from acceptable operating limits is recognized and corrected. An electronic checklist,
via a radar screen or the Electronic Flight Information System (EFIS), offers a flightcrew the opportunity to utilize a
klist. Because both pilots can see the condition of a checklist item, the non-flying pilot may complete many nonhecklist items without calling for a response. However, items that are essential to the aircraft’s configuration (e.g.,
ar, flaps) should be subject to the challenge-and-response method and should be included in a company’s SOPs. The
items in Sections 2.8.1 through 2.8.6 should be considered in the SOPs in addition to FAR 91.503B.
Takeoff Weather Minimums
mposes no weather minimum restrictions on takeoffs even though the airport may have zero visibility conditions.
ircraft operators will generally delay a flight if weather conditions would preclude a safe return in the event of an
y shortly after takeoff.
Engine Start Up
rcraft require a checklist for normal and emergency procedures. Crew coordination on the setting of instruments,
vigation equipment and flight management equipment is recommended. Refer to the aircraft flight manual for details.
VFR Takeoff, Aborted Takeoff, Climb and Cruise
he takeoff briefing and crew coordination procedures could include standardization of flightcrew interaction for
al procedures, (i.e., when to
ar up, flap retraction). Items could include specified limitations and procedures for crosswind and downwind
s and adjusted V speeds for
way conditions. After takeoff, the crew should be advised to complete the checklist and continue visual scanning.
25
IFR Takeoff, Aborted Takeoff, Climb and Cruise
he takeoff briefing and crew coordination could include specific procedures for alternate airports, use of radar (if
, operation in icing conditions and the Standard Instrument Departure (SID). After takeoff, the crew should be advised
te the checklist and continue visual scanning.
Mechanical Difficulties Encountered Enroute
ould a mechanical or avionics problem occur that would affect the continuation of the cross-country fight,
bility of the flight to carry out its mission, or make the aircraft illegal to fly, the following action should take
e first point of landing.
he pilot-in-command will contact Kenbrio Flight Operations by phone and explain the nature of the problem to
of Flight Operations. The CFO will then notify Kenbrio Headquarters for authorization to contract
nce service. One of several courses of action are possible; Kenbrio may authorize a maintenance facility on the
e the aircraft is to make the repair, Kenbrio may fly a maintenance person to the airport to make the repair, or
ircraft back to VGT on a ferry permit if necessary. In any event, the pilot-in-command will not authorize any
e done on the aircraft until approval has been authorized by the Chief of Flight Operations or Kenbrio
ters.
Fueling Enroute
efore authorizing the refueling of the aircraft ensure that there is a credit card available to pay for the fuel. If the
filled and there is no acceptable fuel credit card, the pilot-in-command will have to make his own arrangements.
at the correct type of fuel is put in the aircraft. It is always a good idea to watch the fueling operations to make
at the proper type and quantity of fuel actually goes in the tank.
Remain Overnight (RON) Missions
equests to remain overnight must be made with the original trip request that is submitted to the Flight
s Department.
he Chief of Flight Operations will approve this request after considering the suitability of the airport and the
y of support services. When approved, the approval will identify the FBO and lodging to be used. When time
s allow, the scheduler will make prior reservations for the flightcrew and passengers. If this is not possible, and
ied lodging facility has no availability, consult with the scheduler on a course of action. Costs associated with
ncidentals will be the responsibility of the pilots, but the lodging, aircraft parking fees, etc., will be the
lity of Kenbrio.
Arrival Procedures
nless specifically approved by the Chief of Flight Operations, all cross-country missions will be planned so that
arrives at the destination at the scheduled time.
26
ould mechanical problems or other problems make it impossible or improbable for the flight to arrive at the
time, the flight will remain on the ground at the last intended point of departure, or, if airborne, will divert to
t and most suitable airport. In either case, the pilot will contact the Chief of Flight Operations and inform him
ation. The flight must be released by the Chief of Flight Operations the following morning.
AA flight plans should be closed on the ground after arrival. It is not indicative of good judgment to close a flight plan in the
o actual arrival on the ground at the destination airport particularly when it is not necessary to do so. There are several
where pilots have closed their flight plans in the air and never made it the last few miles to the destination airport. Rescue
re not initiated because the pilots were not missed. After arrival, DO NOT FORGET TO CLOSE THE FLIGHT
hould the FAA flight plan not be closed, search and rescue operations by the FAA and other government agencies commence
s after the estimated time of arrival.
Instrument Approaches
high degree of crew coordination is essential for both precision and non-precision approaches. It is recommended that
n begin prior to initial
bout 20 minutes before anticipated landing) or after the Automatic Terminal Information Service (ATIS) information
eceived. The pilot in command should review the following items with the second-in-command:
Terminal Arrival (STAR);
rmal aircraft conditions;
pproach to be made;
o be used on the initial approach;
t which the final approach fix will be crossed;
ms involved;
height (DH) or minimum descent altitude (MDA);
pproach procedures.
ocedures should require the flightcrew to use all available approach and landing aids, monitor autopilot operation
hen in use, monitor all data indications on vertical and lateral guidance and continually cross-check instruments that
dundant information.
ecific challenge-and-responses, or callouts, should be standard on all descents, approaches and landings. The
callouts are suggested. These will differ with non-precision approaches.
eet MSL altitude
eet MSL (250 knots indicated airspeed)
pe interception
final approach fix
t above DH/MDA 500 feet above DH/MDA
e checklist
above DH/MDA
DA
(Any time it varies below or above reference by 10 knots and any time the rate of descent goes below or above the
d parameters.)
n missed approaches, heading, altitude and the location of the highest obstacle in the area are the major considerations.
wo common methods for performing an instrument approach should be considered. In the first method, the pilot in
flies the aircraft and the second-in-command monitors the flight path and instruments. In the second method, the
-command flies the aircraft and the pilot in command
the flight path and instruments.
27
nder the first method, the pilot in command would make the landing or initiate the missed approach on the advice of
d-in-command depending on whether the runway is in sight at DH. If the runway is not in sight, the decision for a
proach is automatic.
he second method dictates that, at not less than 100 feet above DH, the pilot in command’s primary attention must be
utside the aircraft to seek
rences. As visual contact materializes and the pilot in command determines that the approach can be completed to
he pilot in command pushes the second-in-command’s hand from the throttles and calls out “I’ve got it.” This indicates
lot in command will land the aircraft. If the pilot in command loses visual contact, or a go-around is needed for
ason, a missed approach is executed. If the pilot in command does not assume control
raft by the time the aircraft reaches DH, the second-in-command is to execute a missed approach. This is to be
. Verbal commands are not involved that would confuse or delay the action.
0 Sterile Cockpit
ightcrews are not permitted to engage in other than required duties (e.g., non-essential conversations, reading,
k) during ground operations involving taxi, takeoff and landing, or other flight operations conducted below 10,000 feet
ept when an aircraft is in cruise flight.
1 Aircraft Malfunction Procedures
he pilot’s operating handbook or aircraft flight manual outlines these procedures. Many well-trained pilots have
d emergency procedures to memory and respond instinctively to messages delivered by the aircraft instruments.
though instinctive and conditioned responses occur, total crew involvement must be initiated as soon as possible,
if the aircraft is in a critical phase of flight. Control of the aircraft is a primary consideration. Once this has been
hed, the crew can coordinate and accomplish the various steps involved in the specified emergency procedures. The
mmand needs to manage the flightcrew to ensure the safe operation of the aircraft. This consists of leadership,
of tasks and responsibilities, setting priorities, monitoring the situation and communicating intent and plans. The pilot
nd cannot permit an emergency situation to override the safe operation of the aircraft.
the malfunction involves a flight control system; failure of a turbine engine’s structural components (excluding
or and turbine blades and vanes); or an in-flight fire, the aircraft operator immediately must notify the nearest NTSB
ce under Part 830 of the NTSB regulation. This notification should include:
on of the mechanical problem;
ype;
anding expected (long, short, or normal);
emergency equipment;
of passengers;
r handicapped passengers and seat locations;
pe;
us materials;
unt, in quantity and time;
d time of arrival.
2 Minimum Approach Standards for New Pilots
gher minimum approach standards may be established for a person who is acting as pilot in command and has logged
or less in the particular type of aircraft. The minimums to be considered are: the DH or MDA and visibility landing
s be increased by 100 feet and a half mile, respectively. Other considerations are crosswind and tailwind components as
nway lengths and widths.
28
3 Landing Minimums
ance with FAR Section 91.175, no pilot may land an aircraft when the flight visibility is less than the visibility
d in the standard instrument approach procedure being used. Under the Part 91 rules, a business aircraft operator may
instrument approach with weather reported below minimums, however FAR Section 91.175 requires that at DH, a gomissed approach procedure must be initiated if the runway environment is not in sight.
Night Operations
ight flying operations will be scheduled only when approved by the Chief of Flight Operations. All pilots
g night operations are required to have in their possession at least one flashlight or other light source adequate
t a preflight inspection and to view the instrument panel in flight if an electrical failure occurs. Particular care
taken at night when conducting the preflight inspection since discrepancies are more difficult to see at night. It
ive that all required lights are operating correctly.
though the responsibility for educating flightcrews in night flying procedures, precautions, and preparations lies
ilots themselves, the Chief of Flight Operations will give each flightcrew a night flight briefing once each
his briefing will cover preparation and procedural items of importance to night flying activities. The Chief of
erations will note on the pilot’s training record that the night briefing has been accomplished and the date it
mplished. As long as the pilot has a current entry to that effect in their training record, the pilot will not be
o go through another night briefing during that quarter.
Taxi/Landing Light Operation
an effort to reduce maintenance costs and aircraft down time, aircraft taxi/landing lights will be activated only
rating within the vicinity of an airport, during times of reduced visibility, or when in the practice area. Ground
of taxi/landing lights should be kept to a minimum.
6 Single Pilot Operations Under IFR
he risk of an accident or incident in operations with a single pilot operating under IFR is significantly higher than
s with two pilots under IFR. It is occasionally necessary for Kenbrio to operate with a single pilot in operations under
ever, these operations place a considerable workload on the pilot. It is therefore necessary that the following
ns be taken in any single pilot operation under IFR:
pilot with at least a heading hold feature should be used.
t should have logged a minimum of 20 hours of instrument flight time in the particular make and model of the aircraft
wn.
t must perform a detailed preflight plan of the intended route with associated charts and options.
t should complete an instrument competency check every six months.
7 Postflight Procedures
he flightcrew should follow the procedures outlined in the aircraft’s manufacturers operations handbook for shutting
securing the aircraft.
29
l procedures include:
l discrepancies in the discrepancy log, or squawk sheet;
ng a crew debrief;
nd locking all doors and hatches;
that the aircraft is parked in a well-lit area;
g security systems (if installed).
30
3
Chapter
aintenance Operations
urpose/Mission
he purpose of the Kenbrio maintenance policy is to maintain all aviation assets in an airworthy condition, and when
nairworthy, to return them to service in an airworthy condition as soon as practical.
asic Policies
he basic policies for the provision of maintenance in the furtherance of the defined maintenance goals are detailed n the
sections.
Preflight Inspection
he preflight inspection procedure recommended by the pilot’s operating handbook or approved aircraft flight manual
used prior to every flight. When quick turnarounds are executed and the aircraft has been under constant view of the
, elements of the recommended procedure may be modified or eliminated. If this procedure is used, an approved
d preflight inspection checklist should be developed for the purpose. A particularly detailed preflight inspection should
f maintenance has been performed since the last flight.
Postflight Inspection
his inspection, using manufacturer’s recommendations, should be performed after the last flight of the day by a
nce technician experienced with the type of aircraft. If the crew is away from home base, the flightcrew must perform
tion to a level satisfactory to the aviation department’s policies and guidelines. The aircraft should be cleaned and
fuel, oil, oxygen, etc.), and all flight discrepancies should be noted in the appropriate aircraft record.
Operational Check Flights
oth FAR Section 91.407 and good operating practice require that an aircraft be flown before carrying passengers if it
epaired or altered in a manner that may have changed its flight characteristics or substantially affected its operation in
e pilot conducting the check flight must sign the aircraft record indicating that the flight was accomplished.
uring the check flight, it is good practice to have the maintenance technician who made the repair aboard to assist the
in ensuring that the aircraft is performing to specification. If a ground test can show conclusively that the repair or
has not changed the flight characteristics or substantially affected the flight operation of the aircraft, then an
al check flight is not required.
31
Hangaring
he amount of space needed to hangar, maintain and operate an aircraft or a fleet of aircraft requires the same amount of
as other areas in a flight operation. Allowances for adequate space around and above each aircraft for maintenance
s as well as room for any ground equipment to maneuver must be taken into consideration. Positioning of the aircraft
mes important, if adequate space is not available. Frequent unnecessary ground movements can lead to the possibility
ground handling damage (hangar rash).
Schedule of Overhauls, Inspections, Checks and Time
ations
rframe, powerplant(s), propeller(s), rotor(s), instruments, avionics, appliances and their associated systems all should be
and overhauled at intervals not exceeding those recommended by the manufacturer and/or approved by the FAA.
ight hours, landings, cycles, or calendar limitations may be established by FAA Airworthiness Directives, Type
Data Sheets, or manufacturer’s criteria to provide the basis for scheduling this segment of maintenance activity.
ble that if inspections indicate the equipment is not worn to the limits set forth by the manufacturer, an operator or the
urer may elect to extended the period of time before removal. This may occur provided that:
oval program supported by the manufacturer of the equipment exists.
nge in inspection frequency is approved by the FAA.
e methods of inspection of the component are established to ensure that performance/wear specifications are not
that could render it unairworthy.
item meets these measures, it is termed going on condition.
n condition items, along with standard cycle components, should be noted and identified accordingly.
he flight department’s customers expect both a high level of dispatch reliability and a high level of aircraft availability.
nce activity should be planned to dovetail as smoothly as possible with the flight schedule. Coordination with flight
s is a must. Forecasts of both flight and maintenance schedules should be utilized to optimize aircraft availability.
Discrepancy Management
he sophistication and complexity of aircraft used in the corporate environment matches that of any other part of the
pectrum. Because of this complexity, resolving aircraft discrepancies requires skilled maintenance technicians and
onal teamwork. Without a structured process of discrepancy management, several concerns become apparent:
nication between pilots and technicians regarding problems with an aircraft are passed verbally or not documented at
screpancies are written up, the content and presentation of data varies greatly from flightcrew to flightcrew.
squawks can lead to repair parts that are ordered incorrectly.
s are repeated unnecessarily.
on and interpretation of the MEL varies between pilots, technicians and the FAA.
ent discrepancies and ensuing trouble-shooting lacks documentation and follow-up.
certain circumstances, relief for aircraft discrepancies may be found through FAR 91.213, which states:
Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or
t installed unless the following conditions are met: An approved MEL exists for that aircraft, and the aircraft has on
tter of authorization, issued by the FAA Flight Standards District Office having jurisdiction over the area in which the
s located, authorizing operation of the aircraft under the MEL. The letter of authorization may be obtained by written
the airworthiness certificate holder. The MEL and the letter of authorization constitute a supplemental type certificate
craft.
32
he approved MEL must (1) be prepared in accordance with the limitations specified in paragraph (b) of this section,
ovide for the operation of the aircraft with the instruments and equipment in inoperable condition.
he aircraft records available to the pilot must include an entry describing the inoperable instruments and equipment.
ft operated under all applicable conditions and limitations contained in the MEL and the letter authorizing the use of
) The following instruments and equipment may not be included in a MEL:
nts and equipment that are either specifically or otherwise required by the airworthiness requirements under which the
type-certificated and that are essential for safe operations under all operating conditions;
nts and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive
otherwise;
nts and equipment required for specific operations by this Part.
) A person authorized to use an approved MEL issued for a specific aircraft under Part 121, 125, or 135 of this chapter
e that MEL in connection with operations conducted with that aircraft under this part without additional approval
nts.
) Except for operations conducted in accordance with paragraphs (a) or (c) of this section, a person may take off an
operations conducted under this part with inoperative instruments and equipment without an approved MEL
t operation is conducted in a (1) rotorcraft, nonturbine-powered airplane, glider, or lighter-than-air aircraft for which a
EL has not been developed or (2) small rotorcraft, nonturbine-powered small airplane, glider, or lighter-than-air aircraft
a Master MEL has been developed;
erative instruments and equipment are not (1) part of the VFR-day type certification instruments and equipment
d in the applicable airworthiness regulations under which the aircraft was type certificated; (2) indicated as required on
t’s equipment list or on the Kinds of Operations Equipment List for the kind of flight operation being conducted; (3)
y FAR 91.205 or any other rule of this part for the specific kind of flight operation being conducted; or (4) required to
onal by an airworthiness directive; and
erative instruments and equipment are (1) removed from the aircraft, the cockpit control placarded, and the
nce recorded in accordance with FAR 43.9 of this chapter, or (2) deactivated and placarded inoperative. If deactivation
erative instrument and equipment involves maintenance, it must be accomplished and recorded in accordance with Part
chapter.
determination is made by a pilot, who is certificated and appropriately rated under Part 61 of this chapter, or by a
ho is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or
t does not constitute a hazard to the aircraft.
t with inoperative instruments or equipment as provided in paragraph (d) of this section is considered to be in a
ltered condition acceptable to the Administrator.
) Notwithstanding any other provision of this section, an aircraft with inoperable instruments or equipment may be
under a special flight permit issued in accordance with FAR 21.197 and 21.199 of this chapter.
ve Action – Reasonable, prudent and progressive steps taken to resolve a discrepant item or problem with a
nt or system.
on of system or component integrity as required by the manufacturer’s maintenance or instruction for continued
ness and prepared by its manufacturer or other methods, techniques and practices acceptable to the Administrator
s corrective action.
nclude progressive trouble shooting to resolve the fault, component changes or other steps taken that demonstrates
eps in resolving the problem.
o Service – Approval to return an aircraft to service is authorized by the holder of an appropriate mechanic’s
Once an aircraft’s discrepancy, fault, deviation, or error
addressed in a reasonable and prudent manner (corrective action is taken) and the appropriate entries have been made
raft record, the aircraft may be returned to service.
33
discrepancy management procedures are in place, follow-up is required to ensure that it meets
ent and future needs of all participants. Elements to consider are:
ng of discrepancy write-ups and corrective actions to ensure that processes are made routine;
g that communication paths between pilots and technicians stay open;
g the time between a noted discrepancy and the final correction.
13 is a long regulation. It is important, however, that the corporate operator read and understand it. Using an approved
ng with an organized method of handling the day-to-day maintenance difficulties (as outlined above) can provide the
ee of operational flexibility necessary for a successful aviation department.
irworthiness Release
nly a FAA certified Airframe, Powerplant, or Airframe and Powerplant mechanic or an indivual with a curretn
n Authorization can release an aircraft from maintenance as airworthy. If not in maintenance, any authorized PIC may
the airworthiness of an aircraft for release for a mission.
cheduled Inspection and Maintenance
outine maintenance activities should be performed on an aircraft as a result of the accumulation of a certain number of
rs, cycles, or calendar time as dictated by the manufacturer or the FAA.
Inspection Programs
AR 91.409 requires that each aircraft operator establish an inspection program.
aviation departments have several options when considering the inspection program to use for their aircraft.
they are: (1) progressive inspection, (2) 100-hour/annual inspection, or (3)
s type inspection. The operator’s aircraft type and activity level will determine what is most appropriate.
Progressive Inspection
AR Section 91.409 (d) outlines what is needed to set up a progressive inspection program. In order to comply, the
owner must submit a written request to the FAA FSDO having jurisdiction over the area in which the applicant is
d should provide a certified mechanic holding an Inspection Authorization, a certified repair station or the
urer of the aircraft to perform the inspection.
cluded in paragraph (d) are other requirements necessary to meet progressive inspection criteria.
ram is well-suited to small aircraft. This type inspection should be completed in 12 calendar months.
Annual Inspection
n annual inspection program should be performed by a certified mechanic with an IA and must comply with Appendix
Part 43 or the appropriate guidelines established by the manufacturer of the aircraft.
s with the progressive program, this is designed for smaller aircraft. In an annual inspection program, inspection of the
ust be made once every 12 calendar months. An annual inspection may be accepted as a 100-hour inspection. If the
es past its annual due date without renewal, the aircraft is classified not airworthy.
lection of the correct program to be used for the not-for-hire (FAR 91) operation may be based upon the time the
available for maintenance. Consideration should be given not only to the number of hours in which maintenance work
ne but also to the degree of certainty with which those hours can be scheduled. For example, an annual inspection
he aircraft to be in maintenance much longer than one under the progressive/continuous format. On balance,
34
t subject to progressive/ continuous maintenance is inspected more frequently but for much smaller periods of time.
ased frequency, however, permits a higher degree of preventive maintenance and early discovery of discrepancies.
aintenance management must evaluate all of the programs and choose the best for the company’s operation. Before
decisions are made it is very important that all applicable FARs are read and clearly understood. If necessary, this should
nsultation with the local FSDO to ensure all regulations are being followed. NBAA has obtained an exemption from
09 for its Members that allows those who operate small aircraft or helicopters to use one of the inspection programs
n FAR Section 91.409 (e) and (f), providing an approved program is available.
nscheduled Maintenance
s-required maintenance activities should be performed on an aircraft resulting from flight activity that generates a
cy, including normal wear and tear.
utside Maintenance
ue to the size of the Kenbrio flight operation, nearly all work both major and minor in nature will have to be done by
ganizations. Among other considerations, an established track record and recommendations from reputable sources
aviation community are key factors when selecting maintenance vendors. The FAA certifies repair stations in the
ates and overseas under Part 145. The designation, FAA Approved Repair Station, shows that the repair facility has met
mum requirements for personnel, facilities, inspection procedures and equipment for the rating and class of station.
epending on the scope of work proposed, it is recommended that a visit to prospective suppliers be done. Generally
this becomes more critical when major inspections of airframe and powerplants are due, or when exterior paint or
furbishment is on the agenda. Knowledge of a specific aircraft, size of facility, staff experience, how long in business
of engineering capabilities are a few factors to consider when determining who may be best suited for the particular
aintenance to be completed.
is important that the projected work be described in as much detail as possible so that confusion is minimized.
of cost are to be understood and as accurate as possible. When mutually agreed upon, cost-provided estimates are
ined guidelines for all parties. Typically, costs are based on a flat rate for routine or repetitive inspections and time and
or non-standard repairs.
nce estimates for work have been established prior to job commencement, NBAA recommends that a formal
nce agreement be drawn up between the corporate operator and the maintenance facility.
he agreement should itemize the nature of the work to be done on each component, such as airframe, powerplant,
, rotors and instruments; provide an exact date of delivery; and be signed by both parties. If work in addition to what
agreed upon is found during inspection/maintenance, a supplement to the original agreement should be written and
though the organization doing the work should be able to commit itself to a definite date, it is possible for many
stall the completion of a job. When this happens the operator needs to be notified immediately, the nature of the
explained and a new target date agreed upon. As a final step, the operator should obtain a written warranty on the
workmanship and verification that all parts and materials meet FAA specifications.
pon completion of the work an entry is made in the appropriate aircraft records by the maintenance facility reflecting
done.
Vendor Selection
hen it is determined that the services of an outside maintenance contractor will be required, and upon approval from
a request for proposals will be distributed, and Kenbrio will make the final vendor selection.
35
aintenance Records and Record Keeping
BAA does not recommend nor does the FAA require that maintenance logbooks or records be carried aboard an
n the event of an accident, these records could be destroyed thus eliminating critical and relevant information about the
he FAA’s requirements for tracking the maintenance status of an aircraft and the associated record keeping
lities are described within FARs Sections 43.9, 43.11, 91.411, 91.413, 91.417, 91.419 and 91.421.
hile overlapping somewhat in regard to basic information required of those doing the work, it is beneficial for each
to be discussed individually in order to understand clearly what specifically is needed of the corporate operator.
Part 43.9 Maintenance Records
his section covers the content, form and disposition of maintenance, preventive maintenance, rebuilding and alteration
ach person performing this type of work should make an entry in the maintenance record of the aircraft, airframe,
opeller, appliance, or component as applicable that contains the following information.
ption of the work performed
of completion of the work performed
e of the person performing the work if other then the person below
ork was performed satisfactorily, the signature, certificate number and kind of certificate held by the person approving
This signature constitutes the approval for return to service only for the work performed.
addition to the entry required under this Part, major repairs and major alterations should be entered on a Form 337 in
er described in Appendix B of FAR Part 43.
Part 43.11 Inspection Records
his Part is designed to address the content, form and disposition of records for any inspection performed under Part
ed is the format for approval and disapproval for return to service aircraft and/or other components making up the
der progressive or other types of inspection programs.
disapproval of any part of inspection occurs, a list of discrepancies and unairworthy items along with the date is to be
to the aircraft owner or operator.
AR 43.9, certain information of the person performing the work is required, including:
of inspection and a brief description of the extent of the inspection;
of the inspection and aircraft total time in service;
ture, certificate number and type of certificate held by the person approving or disapproving for return to service the
rframe, engine, propeller, appliance, component, or portions thereof;
verbiage for return of the aircraft to service for any inspection other than a progressive program;
val verbiage for aircraft that do not meet needed maintenance criteria, or are in noncompliance with applicable
ons, airworthiness directives or other approved data for any inspection other than a progressive program;
ve inspection verbiage for approval/disapproval for return to service;
ation of the inspection program, that part of the program accomplished and a statement that the inspection was
d in accordance with the inspections and procedures of that particular program.
AR 43.11 has significant importance for the corporate operator. Its final paragraph provides the method for placarding
e items per FAR 91.213 that will allow continued operation under an approved MEL for the particular aircraft
See Reference Section 4.11, Maintenance Technician Work Performance Criteria. for additional information regarding
13.
FAR 91.417 Maintenance Records
36
his regulation breaks down into two parts covering (1) the type of maintenance necessary to be kept on file and (2) for
this documentation must be retained. Defined calendar inspection dates and procedures within FAR 91.411 and 91.413
m to be exceptions to this rule. Records to be kept fall into these categories:
ance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive and required or other
inspections for each aircraft, airframe, engine, propeller, rotor and appliance. These records must include: a description
nce to data acceptable to the Administrator) of the work performed; the date of completion of the work performed;
gnature and certificate number of the person approving the aircraft for return to service.
containing the following information:
time in service of the airframe, engine(s), propeller(s) and rotor(s); the current status of life-limited parts of each
engine, propeller, rotor and appliance; the time since last overhaul of all items installed on the aircraft that are required
hauled on a specified time basis; the current inspection status of the aircraft, including the time since the last
required by the inspection program under which the aircraft and its appliances are maintained; the current status of
Airworthiness Directives, including for each item the method of compliance, the AD number and the revision date. If
volves recurring action, include the time and date when the next action is required, and copies of the forms prescribed
3.9 (FAA From 337) for each major alteration to the airframe and currently installed engine(s), rotor(s), propeller(s) and
s.
er or operator should retain the following records for the periods prescribed: The records specified in paragraph (a)(1)
tion should be retained until the work is repeated or superseded by other work or for one year after the work is
d; the records specified in (a) (2) of this section
retained and transferred with the aircraft at the time it is sold; and a list of defects furnished to a registered owner or
under FAR 43.11 should be retained until the defects are repaired and the aircraft is approved for return to service.
er or operator should make all maintenance records required to be kept by this section available for inspection by the
ator or any authorized representative of the National Transportation Safety Board (NTSB). In addition, when a fuel
talled in the passenger or baggage compartment per Part 43, a copy of the FAA Form 337 should be kept on board the
aircraft by the owner or operator for inspection upon request of any law enforcement officer.
ircraft Fueling
efore authorizing the refueling of the aircraft ensure that there is a credit card available to pay for the fuel. If the
filled and there is no acceptable fuel credit card, the pilot-in-command will have to make his own arrangements.
at the correct type of fuel is put in the aircraft. It is always a good idea to watch the fueling operations to make
at the proper type and quantity of fuel actually goes in the tank.
37
4
Chapter
PPENDICES
Appendix 1: Ramp Operations
he ramp area is a potentially hazardous area and safety must be the prime consideration when conducting activities in this area. The ramp area is a location where
activity may be present as aircraft are taxiing, fuel and maintenance trucks are moving about, and pilots and mechanics come and go to the aircraft. Only personnel
ecific duties to perform should access the ramp, all others should remain clear.
al
proaching an airplane, it should be approached from the rear. Always remain clear of propellers and assume that
oing to turn unexpectedly at any moment. Flightcrew instructions and directions should be followed at all
e on the ramp area.
g and Line Service
o save time when assigned a mission, the fuel quantity should be checked by the flightcrew after arriving at the
d before starting the preflight inspection. If there is no fuel truck on the ramp and the aircraft needs fuel for
the PIC should be notified at that time so that a fuel truck can be dispatched. If there is a delay in calling for
after the preflight, the flight may be delayed due to the late arrival of the fuel.
o provide an efficient system of fueling aircraft, aircraft will not normally be fueled if the fuel tanks are more
quarters full, uless mission requirements dictate otherwise. Flightcrew members going on cross-country
must depart with full tanks and should anticipate having to call for fuel.
perations are potentially dangerous. When fueling operations are going on, stay clear of the aircraft, ensure that
in the aircraft, that all electrical switches and ignition switches are off, that the aircraft is properly grounded,
othing flammable is in the area where the fueling process is taking place. A flightcrew member must remain in
o supervise the refueling operation, ensuring proper fuel grade is used and all aforementioned safety procedures
ed.
38
endix 2: Restrictions and Limitations
rio pilot is expected to abide not only by the FAA's rules and regulations, but also the Corporation's policies as
n this manual and other company publications. The underlying purpose for all policies, restrictions, and
s is for safety.
al
who commits an infraction of the rules and regulations will be disciplined, and may, if the infraction is serious
e removed from the flight training program and the University.
sponsibility of each crew member and user to know the contents of this manual and to abide by the rules and regulations
herein. Not knowing that a rule or restriction exists is not an excuse for failing to follow the directives set forth in this manual.
t Restrictions
lled
rations at uncontrolled airports will be conducted in accordance with the applicable sections of Chapter 4 of
autical Information Manual (AIM), specifically, but not limited to sections 4-3-3 and 4-3-4 pertaining to traffic
perations.
will announce their position and intentions when operating at an uncontrolled airport in accordance with
1-9 of the Aeronautical Information Manual (AIM).
pilot change is to be made at an uncontrolled field, that change will be made on the airport ramp clear of the
d taxiways where the aircraft will not interfere with the arrival or departure of other aircraft.
unications at airports with closed control towers will be made on the Common Traffic Advisory Frequency
hich is normally the published Control Tower frequency.
d
rations at controlled airports will be conducted in accordance with the applicable sections of Chapter 4 of the
cal Information Manual (AIM), specifically, but not limited to, sections 4-3-2 and 4-3-4 pertaining to traffic
perations, unless specifically directed to do otherwise by the Control Tower.
intending to remain in the traffic pattern shall advise the tower prior to departure or prior to pattern entry for
rcraft. 7. If remaining in the traffic pattern, commence the crosswind turn 300 feet below traffic pattern
rting the traffic pattern climb to traffic pattern altitude before making any turns unless specifically directed to
ise by the Control Tower.
nding, clear the runway as expeditiously as possible. Do not make 180 degree turns on the runway unless
y directed to do so by the control tower.
the control tower is closed, use Common Traffic Advisory Frequency (CTAF) to broadcast intentions while
in the traffic pattern.
39
wishes to schedule an activity after the regular schedule has been submitted, (s)he may do so on a schedule modification
Canyon Flight Free Zone
o pilots will remain well clear of the Grand Canyon Flight Free Zones. Although these zones are indicated on the Las Vegas
their boundaries are not easily recognizable with relation to landmarks in the area. Particular caution should be used when
V210 between Tuba City VOR and Grand Canyon VOR. This airway passes directly through two flight free zones, and
ng on the airway less than 14,500 feet MSL will pass through these two flight free zones. Pilots doing so will be in violation of
g the flight free zones.
40
endix 3: Emergency Operations
here is always an initial sense of panic when something unexpected occurs that may affect the safety of the flight. This feeling must be overcome because any type
y is best handled by remaining calmand methodically working to find a solution to the problem.
al
me emergencies are more immediate than others. Depending on the type of emergency and situation, some
s must be committed to memory due to time limitations, while others can be dealt with by the more preferable
f using a checklist or by consulting the Pilot's Operating Handbook.
hen an emergency occurs the primary duty of a pilot is to fly the aircraft. Pilots should not become so
by the emergency that their attention is diverted from the task of flying the aircraft. Many simple emergency
have turned into major accidents when the pilot became distracted and ceased to function as the pilot of the
sted below are three basic rules to remember that will aid immeasurable for a safe emergency situation
:
AIRCRAFT CONTROL
THE SITUATION & TAKE CORRECTIVE ACTION
OON AS CONDITIONS PERMIT
orating Weather
o the VFR pilot, a reduction in visibility and/or ceiling can be an emergency situation. Marginal VFR and IFR
s can occur suddenly in the Prescott area with rapidly moving fronts and thunderstorms during certain times of
To best avoid an encounter with IFR condi tions, pilots must remain alert to changing conditions and be ready
mely action to avoid being caught in rapidly deteriorating weather. All pilots should have an alternative course of
mind and should be ready to execute that course of action when conditions start to deteriorate.
Communications Procedures
is virtually impossible to provide procedures applicable to all possible situations associated with two-way radio
cations failure. During two-way radio communications failure, when confronted by a situation not covered in
tion, pilots are expected to exercise good judgment in whatever action they decide to take.
a communications malfunction is confirmed, the following no radio (NORDO) procedure should be used to
er an airport located in Class D airspace:
7600
r the airport above Class D airspace to determine active runway/winds.
ver for a 90 degree entry to the active runway at 500 feet above traffic pattern altitude and fly toward the
wer. Use extreme caution for traffic at all altitudes.
41
our landing light and vigorously rock your wings. After crossing overhead the tower, maneuver for a two mile
entry to the active runway, and descent to pattern altitude.
it position and intentions in the blind.
ce into pattern using extreme caution as other aircraft may not be aware of your position.
ower for light gun signals.
wledge signals by rocking your wings, flashing the nav lights at night, or by flashing the landing light if pointed
er.
d for landing when the proper light signal has been received.
gnals are received, remain at pattern altitude and remain in the pattern.
Procedures
Sectional Chart is a mandatory item on all flights. Lost aircraft on a local flight or cross-country flight should
o determine their location using the following procedures:
Maintain positive aircraft control at all times.
Use geographical features and/or navaids to determine position.
a. Topographical features:
1. Reset the heading indicator.
2. Turn the sectional chart to match the airplane heading.
3. Watch for prominent landmarks.
4. Match the landmarks to the sectional chart.
b. Navaids:
1. Reset the heading indicator.
2. Tune and identify available VOR/NDB stations.
3. Locate airplane position using radials bearings/DME.
4. Plot a course to proceed direct to the destination or to intercept the planned course as appropriate.
In the event the above procedure fails to determine airplane position, contact the nearest ATC facility or FSS
assistance or DF steer.
CONSIDERATION SHOULD BE GIVEN TO EXECUTING AN OFF AIRPORT PRECAUTIONARY
NG WITH ENGINE POWER CONSIDERING THE AMOUNT OF TIME THAT HAS ELAPSED, THE
CE OFF COURSE, FUEL REMAINING, AND WEATHER CONDITIONS.
d Landing
the event that a forced landing becomes necessary, it is very likely that the landing will take place in a relatively
ea. Unless the exact position of the aircraft is known along with the direction and distance to the nearest aid
ance, it is best to stay with the aircraft. Arizona consists largely of desert and impassable terrain. Staying with
t will afford shelter and a larger target for search and rescue personnel to observe from the air.
42
ach aircraft is equipped with an emergency survival kit which can be utilized in the event of a forced landing.
should be familiar with the contents of the survival kit. Pilots should ensure that the ELT located behind the
ompartment is turned on and transmitting.
utionary Engine Shutdown (Multiengine)
hen a pilot receives an indication or warning that an engine could soon fail (rapidly increasing temperatures,
oil pressure, uncontrollable roughness or vibration, or visible problems), the pilot may want to make a
nary shutdown. Shutting down the engine rather than waiting for it to shutdown itself may be the wise thing to
rposes of safety. Failure to make a precautionary shutdown could cause a fire or catastrophic destruction of the
an engine problem occurs that cannot be resolved, proceed toward the nearest suitable airport and land while
g to monitor the oil pressure, temperature, manifold pressure, and RPM. If the temperature increases toward
empt to increase cooling of the effected engine by:
ng the mixture
ng power on the affected engine
g cowl flaps
pressure, cylinder head temperature, and oil temperature indicates redline and it appears that an engine failure is
feather the propeller, secure the affected engine, and land as soon as practical at the nearest suitable airport.
s always, the pilot-in-command remains the sole authority as to the conduct of the flight. The above procedure
as a guideline, and not as an absolute procedural requirement
he majority of fires that do occur on a ramp stem from improper priming procedures in cold weather which
a carburetor fire. Utilize the proper priming procedures set forth in the aircraft POH to determine the safest
effective method to use when starting the engine.
the event of a carburetor fire while starting, follow the recommended procedure listed in the Pilot's Operating
k and the aircraft checklist.
ost carburetor fires can be "sucked" into the engine if the pilot remains calm, continues to crank the engine and
he fire's source of fuel. If the fire does not go out, evacuate the aircraft and report the fire. If a fire extinguisher
e and the fire is still small, accessible and manageable, try to extinguish the fire with the fire extinguisher, but
oid any possibility of personal injury.
an attempt is going to be made to extinguish the fire, adhere to the following guidelines:
reme caution around propellers.
treme caution near fuel system fires.
he wind at your back.
e of toxic fumes (burning plastic).
fight a fire at the base while using a crouched body position.
lon or Carbon Dioxide extinguisher on engine fires if possible rather than dry chemical.
43
use water on an electrical fire. It is very important that the proper fire extinguishing agent is used for the
te type or class of fire.
n engine fire when airborne due to the intense heat could cause structural failure among other things. If an
e should occur while airborne, secure the engine, utilize the appropriate fire checklist for the aircraft and make
ncy descent to land as soon as possible. Don't attempt to restart an engine that has been shutdown due to fire.
is electrical, the situation is not as critical. Shut the master switch off and follow the appropriate checklist to
defective device. Land as soon as practical.
e Landing Gear Indications
any unsafe landing gear indications are traced to minor problems in the indicating system and not actual gear
ons. However, any malfunction of the gear indicating system should be treated as if the gear were not down and
d the appropriate emergency procedure from the Pilot's Operating Handbook should be followed.
malfunction should occur in the local area and the problem cannot be resolved through the use of the
s in the Pilot's Operating Handbook, the pilot should contact Flight Operations before attempting a landing.
the gear deployment malfunction occurs in the traffic pattern and cannot be resolved quickly, it is suggested
lot (with a clearance from the tower if the field is controlled) climb to an altitude above the airport where the
out of the way of other aircraft, and then work on resolving the gear malfunction problem.
the malfunction can still not be resolved and a down and locked indication cannot be achieved, the pilot may
do a low pass at a slow airspeed so that observers on the ground or in the tower (if controlled) can visually
position of the landing gear.
hen the decision is made to land without a gear down and locked indication, call for emergency crash and
uipment to be available, then touch down softly and let the aircraft roll out with minimum use of brakes.
tion should be given to utilize a standard soft field landing technique. Any turns should be avoided. After
t on the runway, leave the aircraft on the runway, shut down the engine and inform the appropriate authority of
on. Maintenance personnel can then check the gear, and if necessary lock the landing gear in the down position.
ding gear malfunction takes place during takeoff and the landing gear fails to retract when the gear handle is put
p" position, the pilot after verifying that the gear will not retract, should return the gear handle to the "Down"
confirm that the gear is down and locked, the "in transit" light off (if applicable), and then return to the airport
a precautionary landing.
he pilot should bear in mind the increase in the risk factor on multiengine aircraft that results when the gear on
gine aircraft cannot be retracted for whatever reason. Should an engine malfunction occur when the gear is
unable to be retracted, single engine performance will more than likely be reduced to the point where altitude
maintained and a landing must be made.
44
5
Chapter
Glossary
The Glossary consists of technical words and phrases used throughout this manual. Other
commonly used aeronautical terms are also included.
AC
Advisory Circular. A series of external FAA publications consisting of all non-regulatory material of a
policy, guidance, or informational nature.
APS
Accident Prevention Specialist. An FAA representative who determines if remedial training can be
performed as an enforcement action for a violation.
ACDO
Air Carrier District Office. An FAA field office serving an assigned geographic area, staffed with Flight
Standards personnel serving the aviation industry and the general public on matters related to the
certification and operation of scheduled air carriers and
other large aircraft operations. (Airman’s Information Manual).
ACFO
Aircraft Certification Field Office
AD
Airworthiness Directive. A regulatory notice sent out by the FAA to the registered owner of an aircraft
informing the owner of a condition that must be corrected for the aircraft to maintain its airworthiness
status. ADs are prescribed under FAR Part 39 –Airworthiness Directives.
ADAP
Airport Development Assistance Program (U.S.)
Additional Reservation
An approved IFR/VFR reservation above the maximum IFR reservation limit at a high density traffic
airport (HDTA). Additional reservations are available for unscheduled operations only. (Advisory
Circular 90-43G)
45
ADF
Automatic Direction Finder
ADIZ
Air Defense Identification Zone. The area of airspace over land or water within which the ready
identification,
the location, and the control of aircraft are required in the interest of national security. (The FAA
Statistical Handbook of Aviation: Calendar Year 1989)
Administrative Action
A type of enforcement action utilized by the FAA under FAR Section 13.11 if an alleged violation meets
the following criteria: (1) No significant unsafe condition existed; (2) lack of competency or qualification
was not involved; (3) the violation was not deliberate; and (4) the alleged violator has a constructive
attitude
toward complying with the regulations, and has not been involved previously in similar violations. The
action takes the form of either a Warning Notice
or a Letter of Correction. (FAA Order 2150.3A)
Administrator
The Federal Aviation Administrator or any person to whom the Administrator has delegated authority in
the matter concerned. (FAR Section 1.1)
AFD
Airport/Facility Directory. A publication designed primarily as a pilot’s operational manual which
contains data on all airports, seaplane bases, and heliports open to the public and includes
communications data, navigational facilities, and certain special notices and procedures. This publication
is issued in
seven volumes according to geographical area and is available through the National Ocean Service.
(Airman’s Information Manual) AFS – Airway Facilities Sector
AIM
Airman’s Information Manual. A primary FAA publication whose purpose is to instruct airmen about
operating in the National Airspace System of the U.S. It provides basic flight information, ATC
procedures, and general instructional information concerning health, medical facts, factors affecting flight
safety, accident and hazard reporting, and types of aeronautical charts and their use. (Airman’s
Information Manual)
AIP
Aeronautical Information Publication. A publication issued by or with the authority of a State (ICAO
member) and containing aeronautical information of
a lasting character essential to air navigation. (North Atlantic International General Aviation Operations
Manual)
Air Carrier
46
A person who undertakes directly by lease, or other arrangement, to engage in air transportation. (FAR
Section 1.1) The commercial system of air transportation, consisting of the certificated air carriers, air
taxis (including commuters), supplemental air
carriers, commercial operators of large aircraft, and air travel clubs. (FAA Statistical Handbook of
Aviation: Calendar Year 1989)
Air Taxi
A classification of air carriers that transports in accordance with FAR Part 135 persons, property, and
mail using small aircraft. (FAA Statistical Handbook of Aviation: Calendar Year 1989)
Air Traffic Hub
Air traffic hubs are not airports; they are the city or twin cities requiring aviation services. The hubs fall
into four classes that are determined by each community’s percentage of total enplaned passengers, all
services, and all operations of U.S. certificated air carriers in the 50 states, the District of Columbia, and
other U.S. areas. (FAA Statistical Handbook of Aviation: Calendar Year 1989)
Aircraft
A device that is used or intended to be used for flight in the air. (FAR Section 1.1) This includes
airplanes, helicopters, gliders, and others.
Aircraft Accident
An occurrence associated with the operation of an aircraft that takes place between the time any person
boards the aircraft with the intention of flight and all such persons have disembarked, and during which
any person suffers death or serious injury or the aircraft receives substantial damage. (NTSB Section
830.2)
Aircraft Engine
An engine that is used or intended to be used for propelling aircraft. It includes turbosuperchargers,
appurtenances, and accessories necessary for its functioning, but does not include propellers. (FAR
Section 1.1)
Airman
A pilot, maintenance technician, or other licensed aviation technician. Certification standards are found
in FAR Part 61, Certification: Pilots and flight instructors; FAR Part 63, Certification: Flightcrew
members other than pilots; and FAR Part 65, Certification: Airmen other than flightcrew members.
Medical standards are found in FAR Part 67, Medical standards and certification.
Airport Manager
The person authorized by the airport authority to exercise administrative control of the airport.
Airside
The part of the airport facility where aircraft movements take place.
Airway
Controlled airspace in the form of a corridor in which the centerline is defined.
Airworthiness Certificate
47
A certificate issued by the FAA to all aircraft that have met the minimum standards required for
certification.
Airworthy
The condition of an aircraft, engine, or component that meets all of the requirements for its original
certification.
Altimeter
An instrument for registering the height of an aircraft, usually in terms of feet above sea level.
AMB
Aircraft Maintenance Base
AME
Aviation Medical Examiner. A licensed physician designated by the Administrator to perform appropriate
medical examinations and to issue or deny medical certificates prescribed by the FAR. Rules are found in
FAR Part 183, Representatives of the Administrator.
Annual Inspection
A complete inspection of an aircraft and engine required by FAR Section 91.409 to be accomplished
every 12 calendar months on all certificated aircraft.
AOPA
Aircraft Owners and Pilots Association
A&P
Airframe & Powerplant Maintenance Technician. An aircraft maintenance technician who has met the
experience and knowledge requirements of the FAA and is authorized to return an aircraft to service after
certain inspections and maintenance procedures. Certification standards are found in FAR Part 65,
Certification: Airmen other than flightcrew members.
Appliance
Any instrument, mechanism, equipment, part, apparatus, appurtenance, or accessory, including
communications equipment, that is used or intended to be
used in operating or controlling an aircraft in flight, is installed in or attached to the aircraft, and is not
part of an airframe, engine, or propeller. (FAR Section 1.1)
Apron
Area on the airside of the terminal where aircraft are parked and where handling activities take place.
(Also known as a ramp.)
Approved Data
Data that may be used as an authorization for the techniques or procedures for making a repair or an
alteration to a certificated aircraft. Approved data may consist of such documents as Advisory Circular
43.13-1A or 2A, Manufacturers’ Service Bulletins, Manufacturer’s kit, instructions, Airworthiness
Directives, or specific details of a repair issued by the engineering department of the manufacturer.
48
Area Control Center (ACC)
An ICAO term for an air traffic control facility primarily responsible for providing ATC services to IFR
aircraft in controlled areas under its jurisdiction. An ACC is the international equivalent of an Air Route
Traffic Control Center (ARTCC). (North Atlantic International General Aviation Operations Manual)
ARINC
Aeronautical Radio, Inc. A corporation largely owned by a group of airlines, and licensed as an
aeronautical station. ARINC is contracted by the FAA to provide communications support for air traffic
control and meteorological services in portions of international
(usually oceanic) airspace. (North Atlantic International General Aviation Operations Manual.)
ARO
Airport Reservations Office. An operational unit of the Traffic Flow Management Branch responsible for
administration of IFR reservations in accordance with FAR Part 93, Subpart K and agency procedures
issued thereunder. (Advisory Circular 90-43G)
ARSA
Airport Radar Service Area
ARTCC
Air Route Traffic Control Center. A facility established to provide air traffic control service to aircraft
operating on IFR flight plans within controlled airspace and principally during the en-route phase of
flight. When equipment capabilities and controller workload permit, certain advisory/assistance services
may be provided to VFR aircraft. (Airman’s Information Manual)
ASR
Airport Surveillance Radar
ATC
Air Traffic Control. A service operated by appropriate authority to promote the safe, orderly, and
expeditious flow of air traffic. (FAR Section 1.1)
ATCT
Air Traffic Control Tower. A central operations facility in the terminal air traffic control system,
consisting of a tower cab structure, including an associated IFR room if radar equipped, using air/ground
communications and/or radar, visual signaling and other devices, to provide safe and expeditious
movement of terminal air traffic.
ATS
Air Traffic Services
AWOS
Automated Weather Observing System. A weather reporting system that consists of various sensors, a
processor, a computer-generated voice subsystem, and a transmitter to broadcast local, minute-by-minute
weather data directly to the pilot. Some systems are configured to permit the addition of an
operator-generated voice message. Similar to the National Weather Service’s Automated Surface
Observation System (ASOS).
49
Automatic Reinstatement
A policy provision that automatically restores the prior insured value of an aircraft after completion of
repairs.
Average Stage Length
The total number of travel miles divided by the total landings or takeoffs. It is generally expressed in
nautical miles for operational purposes and occasionally in statute miles for business purposes.
Azimuth
The angle from the north (moving clockwise) graduated into 360 degrees.
Based Aircraft
Aircraft permanently stationed at an airport by agreement between the owner and the airport
management.
Bilateral Agreement
Agreement or treaty between two nations to establish international services.
Block Time
The time from the moment the aircraft first moves under its own power for the purpose of flight until
the moment it comes to rest at the next point of landing. Also known as flight time. (FAR Section 1.1)
BRNAV
Basic RNAV, or Basic Area Navigation System, is what Required Navigational Performance (RNP) is
known as in continental Europe. See also RNP.
Bogus Parts
Parts not approved for use in a certificated airplane. These parts are often marked so as to appear to be
authorized parts, but when installed in an airplane, safety may be compromised.
CAA/SA
Commercial Aviation Association of South Africa.
Cabotage
Known as the fifth “freedom of the air” in which an aircraft picks up passengers, cargo, and mail at one
point in a state, other than the state of its own registry, and discharges same at another point in the
grantor’s state.
Cabotage Rights
Right of an aircraft from country A to carry traffic between two points in country B.
Category (of Aircraft)
A grouping of aircraft based upon intended use or operating limitations such as airplane, rotorcraft, or
glider. (FAR Section 1.1)
Certificated Air Carrier
50
An air carrier holding a Certificate of Public Convenience and Necessity issued by DOT to conduct
scheduled services interstate. Nonscheduled or charter operations may also be conducted by these
carriers. These carriers operate large aircraft in accordance with FAR Part 121. (FAA Statistical
Handbook of Aviation: Calendar Year 1989)
Certificated Flight Instructor
CFI. A certificated pilot authorized by the FAA to give flight training. Certification requirements are
found in FAR Part 61, Certification: Pilots and flight instructors.
CFR
Code of Federal Regulations
Check Pilot
A pilot designated by the company and/or the FAA to check other pilots to determine their proficiency
with respect to procedures and techniques to perform their various piloting duties. Regulations for those
designated by the FAA are found in FAR Part 183, Representatives of the Administrator.
Chief Pilot
Designated pilot whose experience as a leader and competence as a pilot is a qualification to direct other
pilots. Requirements for a chief pilot for an operator certificated under FAR Part 135 is Section 135.39,
Management personnel qualifications. No regulations exist for operations under FAR Part 91.
Class (of Aircraft)
A broad grouping of aircraft having similar characteristics of propulsion, flight, or landing. (FAR Section
1.1) Examples are landplane, seaplane, helicopter, gyroplane, and free balloon.
Class Rate
The premium that is estimated by an insurance company to be adequate for a particular risk.
Coinsurance
Two or more policies issued by different insurance companies covering the same risk. Also, a sharing of
a risk by the insurer and the insured on a percentage basis.
Commercial Operator
A person who, for compensation or hire, engages in carriage by aircraft in air commerce of persons or
property, other than as an aircarrier or foreign air carrier or under the authority of FAR Part 375. Where
it is doubtful that an operation is for “compensation or hire,” the test applied is whether the carriage by
air is merely incidental to the person’s other business or is, in itself, a major enterprise for profit. (FAR
Section 1.1)
Common Carrier
Transportation company that offers its services for public use.
Competency Check
A flight check given by a check airman to determine a pilot’s competence in practical skills in that aircraft
or class of aircraft.
51
COMSAT
U.S. Signatory to Inmarsat Providing Satellite Communications.
Conflict of Laws
Differences of law in different counties, municipalities, states, or countries, affecting people who have
made agreements or contracts in two or more of said areas.
Controlled Airspace
Airspace with visibility requirements and designated as continental control area, transition area, or control
zone within which some or all aircraft may be subject to air traffic control. (FAR Section 1.1)
CONUS
Continental United States
Corporate Business Aircraft
Aircraft that is corporate-owned or operated, flown by a professional flightcrew, and used for the
transportation of executives, employees, customers, and guests.
Corporate Flying
Use of aircraft, owned or leased, that are operated by a corporation for the transportation of personnel or
cargo and are flown by a professional flightcrew who receive direct salary and compensation from the
corporation for that service.
Country-of-Origin
Right of each country to establish whatever conditions it requires for air services originating from it.
Crewmember
A person assigned to perform duty in an aircraft during flight time.
CVR
Cockpit Voice Recorder.
DG
Directional Gyro
Differences Training
The training required for crewmembers and dispatchers who have qualified and served on a particular
airplane, when the Administrator finds differences training is necessary for a crewmember to serve in the
same capacity on a particular variation of that airplane.
DME
Distance Measuring Equipment
DMIR
Designated Manufacturing Inspection Representative
DOD
52
Department of Defense (U.S.)
Dry Lease
Refers to the lease of the aircraft only. The flightcrew is not included in the lease package. (Advisory
Circular 91-37A)
DUAT
Direct User Access Terminal. A personal computer system used to retrieve weather/NOTAMs and to file
flight plans.
Duty Time
The total amount of time a flightcrew member is on duty, beginning when the person reports for an
assignment and ending when the person is released from that assignment. It includes all flight and nonflight related tasks.
EAA
Experimental Aircraft Association
EFIS
Electronic Flight Information System
ELT
Emergency Locator Transmitter. A small, self-contained radio transmitter that will manually or
automatically, upon the impact of a crash, transmit an emergency signal on 121.5 and 243.0 MHz.
Requirements for aircraft are found in FAR Section 91.207.
ETA
Estimated Time of Arrival
Exclusions
Certain clauses in a insurance policy that specify situations or special conditions in which coverage would
be invalidated.
Exemption
A provision in FAR Part 11 of the Federal Aviation Regulations for a person, certificate holder, or
organization (such as NBAA) to be exempt from the requirements of a regulation.
FAA
Federal Aviation Administration (FAR Section 1.2)
FANS
The ICAO Council Special Committee for Future Air Navigation Systems
FAR
Federal Aviation Regulations. Title 14 of the Code of Regulations.
Fatal Injury
53
Any injury that results in death within 30 days of the accident. (NTSB Section 830.2)
FBO
Fixed Base Operator
FCC
Federal Communications Commission
FDA
Flight Data Recorder
FIFO
Flight Inspection Field Offices
Financial Responsibility Laws
Laws structured to make it impossible for the reckless and financially irresponsible operator of a
conveyance to secure a commercial operator’s license unless there is a guarantee that he is able to pay,
within the limits established by the statutes, damages for which he becomes liable.
Five Freedoms of the Air
(1) the right to fly over the territory of a foreign nation without landing; (2) the right to land on the
territory of a foreign nation for non-traffic purposes (i.e., refueling, emergency repairs); (3) the right to
put down in a foreign country passengers, mail and cargo taken on in the state whose nationality the aircraft possesses; (4) the right to take on passengers, mail and cargo in a foreign country for the state whose
nationality the aircraft possesses; and (5) the right to put down/or take on in a foreign country
passengers, mail and cargo from or for the territory of a foreign country. (Also referenced is an unofficial
“sixth freedom” that allows total freedom from constraints.)
Flight Information Center (FIC)
A unit established to provide flight information service and alerting service. (North Atlantic International
General Aviation Operations Manual)
Flight Information Region (FIR)
An airspace of defined dimensions within which flight information service and alerting services are
provided. (North Atlantic International General Aviation Operations Manual)
Flight Test
Flight for the purpose of investigating the operation/ flight characteristics of an aircraft or aircraft
component; or a flight for the purpose of evaluating an applicant for a pilot certificate or rating.
(Airman’s Information Manual)
Flight Time
The time from the moment the aircraft first moves under its own power for the purpose of flight until
the moment it comes to rest at the next point of landing. Also know as block to block time. (FAR
Section 1.1)
Flightcrew member
54
A pilot, flight engineer, or flight navigator assigned to duty in an aircraft during flight time. (FAR Section
1.1)
FMS
Flight Management System. An onboard computer system that integrates multiple sources of navigation
input from a database and real time entries.
FSDO
Flight Standards District Office. An FAA field office serving an assigned geographical area and staffed
with Flight Standards personnel who serve the aviation industry and the general public on matters relating
to the certification and operation of air carrier and general aviation aircraft. Activities include general
surveillance of operational safety, certification of airmen and aircraft, accident prevention, investigation,
enforcement, etc. (Airman’s Information Manual)
FSF
Flight Safety Foundation, Inc.
FSS
Flight Service Station. Air traffic facilities that: (1) provide pilot briefing, en route communications, and
VFR search and rescue services; (2) assist lost aircraft and aircraft in emergency situations; (3) relay ATC
clearances; (4) originate notices to airmen; (5) broadcast aviation weather and national airspace system
information; (6) receive and process IFR flight plans; and (7) monitor navigation aids. In addition, at
selected locations, an FSS provides en route flight advisory service, take weather observations, issue
airport advisories, and advice customs and immigration of transborder flights. (Airman’s Information
Manual)
GAMA
General Aviation Manufacturer’s Association. An association of U.S. manufacturers of general aviation
aircraft.
General Aviation
The portion of civil aviation that encompasses all facets of aviation except scheduled air carriers, stateoperated and military aircraft.
General Aviation Airport (Public Airport)
Airport that is used for public purposes, under the control of a public agency, and whose landing area is
publicly owned; these airports service aircraft owned by private individuals or firms that are used
primarily for business and recreational flying.
GPS (NAVSTAR)
Global Positioning Satellite Navigation System which is operated by the US DOD.
HUD
Head-Up Display. It presents electronic flight information in the pilot’s field of vision while the pilot
looks through the windshield.
IA
55
Inspection Authorization. An FAA-issued certificate issued to an individual under FAR Section 65.91
granting authority to certify that specific maintenance inspections have been completed in order to return
aircraft to service after maintenance, alterations, or repairs.
IBAC
International Business Aviation Council, Ltd. An organization based in Montreal that represents,
promotes, and protects the interests of business aviation in international forums.
ICAO
International Civil Aviation Organization (FAR Section 1.2). A specialized agency of the United
Nations whose objective is to develop the principles and techniques of international air navigation and to
foster planning and development of international civil air transport. (Airman’s Information Manual)
ICAP
Interagency Committee on Aviation Policy
ICC
Interstate Commerce Commission
IFIM
International Flight Information Manual (FAA)
IFR
Instrument Flight Rules (FAR Section 1.2)
ILS
Instrument Landing System (FAR Section 1.2)
Incident
An occurrence other than an accident associated with the operation of an aircraft, that affects or could
affect the safety of operations. (NTSB Section 830.2)
In-flight
This refers to maneuvers, procedures, or functions that must be conducted in the airplane.
Initial Training
The training required for crewmembers who have not qualified and served in the same capacity on
another airplane of the same group.
INP
Inertial Navigation Platform
INS
Inertial Navigation System
International Airports of Entry
56
These airports that have been designated as international airports for customs purposes. They are open to
all international aircraft for entry and clearance purposes without the necessity of obtaining permission.
However, advance notice of arrival is required so inspectors may be available. Designation as an
international airport of entry follows application by the airport operator and finding by the U.S. Customs
Service that the airport will generate sufficient inter-national traffic. An airport of entry must provide
adequate space and facilities for Customs and Federal inspection purposes and satisfy certain other
requirements established by the U.S. Customs Service. (Advisory Circular 150/5000-5B)
Investigations
A procedure used by the FAA under FAR Part 13 to review the existence of an alleged violation. The
FAA is authorized to conduct investigations, hold hearings, issue subpoenas, require the production of
relevant documents, records, and property, and take evidence and depositions.
Landing Rights Airports
Landing rights airports are those airports where incoming international flights must obtain prior
permission to land and must furnish advance notice of arrival to U.S. Customs. This category of airports
includes most of the so-called major U.S. “International airports.” Advance notice of arrival may be
transmitted via flight plans at those airports where Advise Customs (ADCUS) service is available and
such notice is treated as application for permission to land. Customs officers may, at their discretion,
grant blanket “landing rights” to individuals or companies at certain airports for a specific period of time,
in which case advance notices of arrival are the only requirement. This blanket permission is generally
given for scheduled airline flights at busy landing rights airports. (Advisory Circular 150/5000-5B)
Large Aircraft
An aircraft with a maximum gross weight of more than 12,500 pounds. (FAR Section 1.1)
Layover
Time spent by the aircraft and crew in the middle of a trip other than at home base.
Lease
Agreement by which the owner of a property rents and permits it to be used by a tenant or lessee on
payment of a consideration.
Leaseback
A sale of property with a lease given by the purchaser back to the original owner.
Letter of Correction
A letter or form from the FAA to an alleged violator that (1) brings to the attention of the alleged violator
the facts and circumstances of the incident; (2) advises that, based on available information, such
operations or practices are contrary to the regulations; (3) states that the matter has been corrected
and/or does not warrant legal enforcement action; and (4) requests future compliance with the regulation.
It is intended to be used when there is agreement with the company, organization, or airmen that
corrective action acceptable to the FAA has been taken, or will be taken, within a reasonable time. (FAA
Order 2150.3A)
Letter of Investigation
57
A written notification, which is not required, from the FAA to an alleged violator of an FAA
investigation.
Lien
A claim against another’s property.
Lien (Mechanic’s)
The right of maintenance personnel to retain property in their control until services rendered have been
paid for in full.
Line Check
A check, given by a check airman, that consists of a flight over a typical route.
Localizer
Electronic course guidance to the runway used in a precision instrument approach to a landing.
Loran
Long Range Navigation. An electronic navigation system by which hyperbolic lines of position are
determined by measuring the difference in the time of reception of synchronized pulse signals from two
fixed transmitters. This allows for direct navigation from any point to any point within the area of coverage.
Mach Number (M)
The ratio of true airspeed to the speed of sound. (FAR Section 1.1)
Maintenance
Inspection, overhaul, repair, preservation, and the replacement of parts of airframes, powerplants,
propellers, rotors, and appliances. This term excludes preventive maintenance. (FAR Section 1.1)
Maintenance Manual
A manual produced by the manufacturer of an aircraft, aircraft engine, or component that details the
approved method of maintenance.
Maintenance Release
A return to service approval in the appropriate maintenance record.
Major Alteration
An alteration not listed in the aircraft, aircraft engine, or propeller specifications that might appreciably
affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or
other qualities affecting airworthiness; or that is not done according to accepted practices or cannot be
done by elementary operations. (FAR Section 1.1). A list of alterations considered major appears in
Appendix A of FAR Part 43 and recordkeeping requirements are found in Appendix B of FAR Part
43.
Major Repair
A repair that if properly done, might appreciably affect weight, balance, structural strength, performance,
powerplant operation, flight characteristics, or other qualities affecting airworthiness; or that is not
58
done according to accepted practices or cannot be done by elementary operations. (FAR Section 1.1). A
list of repairs considered major appears in Appendix A of FAR Part 43 and recordkeeping requirements
are found in Appendix B of FAR Part 43.
Marker Beacon
Instrument that provides aural and/or visual identification of a specific position along an instrument
approach landing.
MEL
Minimum Equipment List. A list of aircraft appliances and equipment that must be functioning for an
aircraft to be flown. Approval requirements are found in FAR Section 91.213
MIDO
Manufacturing Inspection District Office. Provides for original and supplemental airworthiness
certification approval of civil aircraft, engines, propellers, parts, and appliances and conduct inspection
surveillance of manufacturing facilities producing civil aircraft, engines, and propellers to determine
compliance with prescribed safety standards. This office could be helpful when preparing to export an
aircraft.
Minor Alteration
An alteration other than a major alteration. (FAR Section 1.1)
Minor Repair
A repair other than a major repair. (FAR Section 1.1)
MIS
Management Information Systems. Computer-controlled systems management.
MLS
Microwave Landing System. A precision instrument approach system operating in the microwave
spectrum that consists of an azimuth station, an elevation station, and precision distance measuring
equipment. (Airman’s Information Manual.)
MNPS
Minimum Navigation Performance Specification. A specified set of minimum navigation performance
standards that aircraft must meet in order to operate in MNPS-designated airspace. In addition, aircraft
must be certified by the State of Registry for MNPS operation. The objective of MNPS is to ensure the
safe separation of aircraft and to derive maximum benefit, generally through reduced separation
standards, from the improvement in accuracy of navigation equipment developed in recent years. (North
Atlantic International General Aviation Operations Manual)
MNPSA
Minimum Navigation Performance Specification Airspace. A portion of the North Atlantic airspace
between FL275 and FL400 extending between latitude 27º North and the North Pole, bounded in the
east by the eastern boundaries of control areas Santa Maria Oceanic, Shanwick Oceanic and Reykjavik,
and in the west by the western boundary of Reykjavik control area, the western boundary of Gander
Oceanic control area and the western boundary of New York Oceanic control area excluding the area
59
west of 60º West and south of 3830º North. (North Atlantic International General Aviation Operations
Manual)
Mode C
Altitude-reporting mode of secondary radar used with ATCRBS transponders. Requirements for when
transponders are needed are found in FAR Section 91.215.
Mode S
Discrete, addressable secondary radar system that may also include data link.
MRO
Maintenance Repair Order. Order received from customer for repair or replacement.
National Airspace System
The common network of U.S. airspace; navigation aids; communication facilities; aeronautical charts and
information; rules, regulations, and procedures; technical information; and FAA manpower and material.
Included are system components shared jointly with the military. In addition to all designated airspace,
the system includes the following components: air navigation facilities and airports.
NASA
National Aeronautics and Space Administration
NASAO
National Association of State Aviation Officials
NAT
North Atlantic Airspace
NAT/SPG
North Atlantic/Special Planning Group. An ICAO group consisting of countries that abut the North
Atlantic and of users of the North Atlantic.
NATA
National Air Transportation Association
NBAA
National Business Aviation Association. An association that represents the interests of business and
corporate aviation in the United States and is a member of the International Business Aviation Council,
Ltd.
NDB
Nondirectional Radio Beacon (FAR Section 1.2)
NFDC
National Flight Data Center. A facility in Washington, D.C., established by the FAA to operate a central
aeronautical
60
information service for the collection, validation, and dissemination of aeronautical data in support of the
activities of government, industry, and the aviation community. The information is published in the
National Flight Data Digest. (Airman’s Information Manual)
NFDD
National Flight Data Digest. A daily (except weekends and Federal holidays) publication of flight
information appropriate to aeronautical charts, aeronautical publications, Notices to Airmen, or other
media serving the purpose of providing operational flight data essential to safe and efficient aircraft
operations. (Airman’s Information Manual)
Noise Abatement
Procedure for aircraft operating at an airport so as to minimize the impact of noise on the local
environment.
Noise Contour
Continuous line on a map of an airport and its vicinity that connects points of the same noise exposure
level
NOPAC
North Pacific Airspace
NOTAM
Notice to Airmen. A notice containing information concerning the establishment, condition, or change in
any aeronautical facility, service, procedure, or hazard, the timely knowledge of which is essential to
personnel concerned with flight operations. NOTAMs are distributed via two methods:
telecommunications (Class I) and/or postal services (Class II). (North Atlantic International General
Aviation Operations Manual)
Notice of Proposed Certificate Action
The required notice given to a certificate holder of the FAA’s intention to order the suspension or
revocation of a certificate. This notice is not required if an emergency order is issued. Regulations on
certificate actions are found in FAR Section 13.19. (FAA Order 2150.3A)
NPIAS
National Plan for Integrated Airport Systems
NTIS
National Technical Information Service
NTSB
National Transportation Safety Board
OAC
Oceanic Area Control Center. Any Area Control Center (ACC) with jurisdiction over oceanic airspace for
the purpose of providing Air Traffic Services. Responsibility for the provisions of Air Traffic Services is
delegated to various countries based primarily upon geographic proximity and the availability of the
required resources. (North Atlantic International General Aviation Operations Manual)
61
OAG
Official Airline Guide
Oceanic Airspace
Airspace over the high seas, for which ICAO delegates responsibility for the provision of ATS to various
countries.
Omega
Network of eight very-low-frequency stations located around the world that provides navigational signals
normally used in conjunction with a very low frequency (VLF) system for long-range point to point
navigation over remote areas.
100-Hour Inspection
An inspection of a commercially operated aircraft required by FAR Section 91.409 within each 100 hours
time in service in accordance with procedures prescribed by the FAA.
Open Skies Policy
Concept that promotes unrestricted use of airspace and airports by all users.
Operator
Any person who causes or authorizes the operations of an aircraft, such as the owner, lessee, or bailee of
an aircraft. (NTSB Section 830.2)
OSHA
Occupational Safety and Health Administration
OTS
Organized Track System. A movable system of oceanic tracks that traverses the North Atlantic between
Europe and North America. The physical position is determined twice daily to take advantage of the
winds aloft. (Airman’s Information Manual)
PANS
Procedure for Air Navigation Services
PAR
Precision Approach Radar (FAR Section 1.2). Radar equipment in some air traffic control facilities
operated by the FAA and/or the military services at joint-use civil/military locations and separate military
installations to detect and display azimuth, elevation, and range of aircraft on final approach course to a
runway. (Airman’s Information Manual)
Payload
The weight an aircraft can carry including passengers, fuel, cargo, and baggage.
PCA
Positive Control Area
62
PIC
Pilot In Command. The pilot responsible for the operation and safety of an aircraft during flight time.
(FAR Section 1.1)
PMA
Parts Manufacturer Approval. An approval necessary for a manufacturer to produce a modification or
replacement on a type certificated product. Requirements are found in FAR Section 21.303.
PMI
Principal Maintenance Inspector
POI
Principal Operations Inspector
PPE
Pilot Proficiency Examiner
Preventive Maintenance
Simple or minor preservation operations and the replacement of small standard parts not involving
complex assembly operations (FAR Section 1.1). Paragraph (c) of Appendix A of FAR Part 43 lists work
that falls under preventive maintenance.
Proficiency Check
A check given by a check airman to flightcrew members to test the ability of the pilot in specific
situations and maneuvers. Commercial requirements are found in FAR Section 135.297. Non-commercial
requirements are found in FAR Section 61.58.
Progressive Inspection
A continuing sequential airworthiness inspection of an aircraft and its various components and systems at
scheduled intervals in accordance with procedures approved by the FAA. Approval requirements are
found in FAR Section 91.409.
Propeller
A device for propelling an aircraft that has blades on an engine-driven shaft and that, when rotated,
produces a thrust approximately perpendicular to its plane of rotation. It includes control components
normally supplied by its manufacturer, but does not include main and auxiliary rotors or rotating airfoils
of engines. (FAR Section 1.1)
RAA
Regional Airline Association
RAC
Rules of the Air and Traffic Services
Recurrent Training
63
The training required for crewmembers to remain adequately trained and currently proficient for each
aircraft, position, and type of operation in which the crewmember serves.
Reliever Airport
An airport to serve general aviation aircraft that might otherwise use a congested air carrier served airport.
Report of Violation
A report made under FAR Section 13.1 by any person who knows of a violation of the Federal Aviation
Act of 1958, as amended, the Hazardous Materials Transportation Act relating to the transportation and
shipment by air of hazardous materials, the Airport and Airway Development Act of 1982, as amended
by the Airport and Airway Safety and Capacity Expansion Act of 1987, or any rule, regulation, or order
issued thereunder to the appropriate personnel at any FAA regional or district office.
Reservation
An authorization received in compliance with FAR Part 93, to operate to and/or from a designated high
density traffic airport (HDTA). A reservation is normally allocated on an hourly basis. However, the total
hourly reservation limit could be further broken down to a 30-minute time period limit. A reservation
flight may operate only within the approved hour or half hour, unless the flight encounters a traffic delay.
(Advisory Circular 90-43G)
RNAV
Area Navigation System. A method of navigation that permits aircraft operations on any desired course
within the coverage of station-referenced navigation signals or within the limits of self-contained system
capability. (FAR Section 1.1)
RNP
Required Navigational Performance is the specified navigation capability necessary for aircraft to operate
within a defined airspace. RNP capabilities of the aircraft are based on its navigational accuracy within
the horizontal plane.
RTCA
Radio Technical Commission for Aeronautics. The developers, with support of government and industry,
of the Minimum Operational Performance Specifications (MOPS) for aviation equipment and systems.
RVSM
Reduced Vertical Separation Airspace above FL 290 which the vertical separation is 1,000’ between
aircraft.
RVR
Runway Visual Range. An instrumentally derived value, based on standard calibrations, that represents
the horizonal distance a pilot will see down the runway from the approach end. It is based on the sighting
of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater
visual range. (Airman’s Information Manual)
SARP
Standards and Recommended Procedures (ICAO)
64
Serious Injury
An injury that (1) requires hospitalization for more than 48 hours, commencing within 7 days after the
date the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes,
or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal
organ; or (5) involves second- or third-degree burns or any burns affecting more than 5 percent of the
body surface. (NTSB Section 830.2)
SID
Standard Instrument Departure. A pre-planned IFR air traffic control departure procedure printed for
pilot use in graphic and/or textual form. It provides transition from the terminal to the appropriate en
route structure. (Airman’s Information Manual)
SIFL
Standard Industry Fare Level. An airline industry statistic maintained by the Department of
Transportation, which includes specific cents-per-mile rates for three different ranges of statute mileage
and a fixed terminal charge.
Small Aircraft
An aircraft with a maximum gross weight of 12,500 pounds or less (FAR Section 1.1)
SOP
Standard Operating Procedure
Stage(1)
In turbine engine construction, a single turbine wheel having a number of turbine blades.
Stage(2)
In aircraft certification, the delineation of the various certificate noise levels and airplanes that meet those
noise levels. Rules can be found in FAR Part 36, Noise standards: Aircraft type and airworthiness
certification.
STAR
Standard Terminal Arrival. A pre-planned IFR air traffic control arrival procedure published for pilot use
in graphic and/or textual form. It provides transition from the en route structure to an outer fix or an
instrument approach fix/arrival waypoint in the terminal area. (Airman’s Information Manual)
STC
Supplemental Type Certificate. A certificate authorizing an alteration to an airframe, engine, or
component that has been granted an Approved Type Certificate. The procedures for the issuance and
changes to supplemental type certificates are found in FAR Part 21 - Certification and Procedures for
Products and Parts.
STOL
Short Takeoff and Landing
Substantial Damage
65
Damage or failure that adversely affects the structural strength, performance, or flight characteristics of
the aircraft, and that normally would require major repair or replacement of the affected component.
Engine failure or damage limited to the engine if only one engine fails or is damaged, bent fairings or
cowling, dented skin, small puncture holes in the skin or fabric, ground damage to rotor or propeller
blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wing tips are not
considered “substantial damage” for the purpose of notification and reporting of aircraft accidents or
incidents. (NTSB Section 830.2)
TBO
Time Before Overhaul. A recommendation of the manufacturer of an aircraft engine as to the amount of
time that the engine can operate under average conditions before it should be overhauled. Overhaul at
this time will result in the most economical operation.
TC
Type Certificate. The official specifications of an aircraft, engine, or propeller. These are issued by the
FAA and the device, in order to be airworthy, must conform to these specifications. The procedures for
the issuance and changes to type certificates are found in FAR Part 21 – Certification and Procedures for
Products and Parts.
T&C
Terms and Conditions (of a purchase)
TCAs
Terminal Control Area
Temporary Use of Substitute Aircraft
An insurance policy clause that enables an insured to use another non-owned aircraft of similar type,
horsepower, and seating capacity for such a time that the insured’s aircraft is being repaired or serviced.
Time Change Item
Any item, component, unit, etc., whose time in service is limited by hours, number of times the unit is
operated on, or a calendar basis, and must be removed and replaced with a new or serviceable like item.
Time In Service
In regard to maintenance records, the time from the moment an aircraft leaves the surface of the earth
until it touches it at the next point of landing.
TRACON
Terminal Radar Approach Control
Transition Training
The training required for crewmembers who have qualified and served in the same capacity on another
airplane of the same group.
TRSA
Terminal Radar Service Area
66
TSO
Technical Standard Order. An order issued by the FAA that is a minimum performance standard for
specified articles (i.e., materials, parts, processes, or appliances) used on civil aircraft. (FAR Section
21.601(b))
Turbine-Powered Airplanes
This includes turbofan, turbojet, prop fan, and ultra-high- bypass fan-powered airplanes; but, specifically
excludes turbopropeller-powered airplanes equipped with variable pitch, constant speed propellers.
(Advisory Circular 120-50)
Type (of Aircraft)
A specific classification of aircraft having the same basic design including all modifications which might
result in a change in handling or flight characteristics.
Type Certificate Data Sheets
The official specifications of an aircraft, engine,or propeller. They are issued by the FAA and the device,
in order to be airworthy, must conform to these specifications.
Type Rating
An additional rating to a pilot’s certification that authorizes the pilot to act as pilot in command of a
specific aircraft. A list of aircraft that require a type rating in order for a pilot to act as pilot in command
is found in Advisory Circular 61-89D.
Unscheduled Operation
An operation other than one regularly conducted by an air carrier or commuter between a high density
airport and another service point. Certain types of air carrier/commuter operations are also considered as
unscheduled. They include irregular charter and hired aircraft service and non-passenger flights.
(Advisory Circular 90-43F)
Upgrade Training
The training required for crewmembers who have qualified as second-in-command or flight engineer on a
particular airplane type, before they serve as pilot in command or second-in-command, respectively, on
that airplane.
VASI
Visual Approach Slope Indicators
VFR
Visual Flight Rules
VOR
Very High Frequency Omnidirectional Radio Range (FAR Section 1.1)
VORTAC
Integrated VOR and Tactical Air Navigation (TACAN), navigational devices that provide azimuth and
distance-measuring capability.
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6
Chapter
Appendix A: Reference Sources
AC-U-KWIK
The Corporate Pilots Airport/FBO Directory can be
purchased at fixed base operators (FBOs) or by
contacting AC-U-KWIK at the following
address:
AC-U-KWIK
P.O. Box 12901
Overland Park, KS 66282
(800) 400-KWIK
Web: www.boeing.com
Centers for Disease Control
The Centers for Disease Control offers a 24hour international hotline for travelers.
Tel: (404) 332-4559
Web: www.cdc.gov
Department of Commerce
Two branches of the Department of Commerce
provide information that could be useful.
The National Ocean Service (NOS), a division
of the National Oceanic and Atmospheric
Administration (NOAA), publishes and
distributes U.S. government civil aeronautical
charts and flight information publications.
These items, such as the Airport Facility
Directory, can be obtained by contacting NOS
at the address and telephone numbers listed
below. A brochure entitled Catalogue of
Aeronautical Charts and Related Publications
can be ordered free of charge. This brochure
includes a listing of all authorized aeronautical
chart sales agents.
National Ocean Service
Distribution Branch (N/CG33)
6501 Lafayette Avenue
Riverdale, MD 20737
Tel: (301) 436-6990 (general information)
Tel: (301) 436-6993 (subscription only)
Web: www.nos.noaa.gov
The National Technical Information Service
(NTIS) provides public access to scientific and
technical reports produced by Federal agencies,
and their contractors or grantees. Most of the
Aircraft Owners and Pilots Association
(AOPA)
421 Aviation Way
Frederick, MD 21701
Tel: (301) 695-2000
Fax: (202) 484-1312
Web: www.aopa.org
Aviation Research & Education Foundation
A copy of Professional Pilot Self-Readiness: A
Study of Air Carrier Pilot Stressful Life Events
can be obtained by writing to the following
address:
Aviation Research & Education Foundation
535 Herndon Parkway
Herndon, VA 22070
Boeing
Write to Boeing at the following address to
obtain a copy of Boeing’s Winds on World Air
Routes.
Boeing Commercial Airplane Co.
P.O. Box 3707
M/S 14-HC
Seattle, WA 98124-2207
68
reports that the FAA issues in research,
development, engineering and related areas are
available through NTIS. The prices are
comparable to those charged by commercial
dealers in technical information. Use the address
and telephone numbers listed below to place
orders.
National Technical Information Service
U.S. Department of Commerce
5285 Port Royal Road
Springfield, VA 22161
Tel: (703) 487-4650
Washington, DC 20402
Tel: (202) 512-1800
Web: www.access.gpo.gov
Department of the Treasury
Information on Customs and Directive No.
3100-10,
Landing Rights for Aircraft can be obtained
from the address below.
U.S. Customs Service
Office of Passenger Program Division
1300 Pennsylvania Ave. NW
Washington, DC 20229
Tel: (202) 927-0530; (202) 927-0167
Fax: (202)927-1435
Web: www.customs.treas.gov
Department of Transportation
To be included in a mailing list for future
Notices of Proposed Rulemaking (NPRMs) and
future Advisory Circulars (ACs) write to the
address below. Specify the AC subject category
or FAR Part of interest.
Department of Transportation
Distribution Requirements Section
M-483.1
Washington, DC 20590
To obtain up to nine copies of a free AC, write
to the Department of Transportation at the
address below.
You will need to include the AC number, its
name, and a self-addressed mailing label. The
most frequently ordered ACs include AC-00-2,
Advisory Circular Checklist, which lists all ACs, free
or with a purchase price; the Airman’s Information
Manual (AIM); all Type Certificate Data Sheets
and Specifications; and other safety-related
regulatory and non-regulatory
material.
Federal Aviation Administration
You can obtain public information from the
Public Affairs Offices at FAA Headquarters; the
nine FAA
regional offices in the United States; and the
two FAA centers. These addresses are listed
below.
FAA Headquarters
Public Inquiry Center, APA-230
800 Independence Avenue SW
Washington, DC 20591
Tel: (202) 267-3484
Web: www.faa.gov
Alaskan Regional Office
Alaskan Region, AAL-5
222 West 7th Avenue, #14
Anchorage, AK 99513-7587
Tel: (907) 271-5296
Web: www.ak.net/faa
Department of Transportation
General Services Section
M-443.2
Washington, DC 20590
ACs with a price and many other government
publications can be ordered through the
Government Printing Office. Orders can be sent
to the address below:
Superintendent of Documents
U.S. Government Printing Office
Central Regional Office
Area: Iowa, Kansas, Missouri, Nebraska
Central Region, ACE-1
601 East 12th Street
Kansas City, MO 64106
Tel: (816) 426-5626
Web: www.tc.faa.gov/cen/acehome.htm
69
Southwest Region, ASW-5
Department of Transportation
Federal Aviation Administration
2601 Meacham Blvd.
Fort Worth, TX 76137-4298
Tel: (817) 222-5001
Western-Pacific Regional Office
Area: Arizona, California, Nevada, Hawaii,
Pacific/Asia Region
Western-Pacific Region, AWP-5
15000 Aviation Blvd.
Lawndale, CA 90261
Tel: (310) 725-3550
Eastern Regional Office
Area: Delaware, District of Columbia, Maryland,
New Jersey, New York, Pennsylvania, Virginia,
West Virginia
Eastern Region, AEA-5
Fitzgerald Federal Building
JFK International Airport
Jamaica, NY 11430
Tel: (718) 553-3000
Great Lakes Regional Office
Area: Illinois, Indiana, Michigan, Minnesota,
North Dakota, Ohio, South Dakota, Wisconsin
Great Lakes Region, AGL-5
2300 East Devon Avenue, Room 401
Des Plaines, IL 60018-4686
Tel: (847) 294-7294
FAA Centers
Mike Monroney Aeronautical Center, AAC-5
6500 South MacArthur
Oklahoma City, OK 73169
Tel: (405) 954-4521
Web: www.mmac.jccbi.gov
FAA Technical Center, ACT-5
Atlantic City International Airport
Atlantic City, NJ 08405
Tel: (609) 485-6641
Web: www.tc.faa.gov
International representatives are found at all
Regional Offices, the International Field Office,
and the U.S. embassies of the following
countries: Belgium, Brazil, France, Italy, Japan,
Jordan, Senegal, Singapore, and the United
Kingdom. You can obtain information on
currently licensed airmen and aircraft owners
from the FAA General Aviation District Office
of Flight Standards District Office or by writing
to the address below:
FAA Data Service Division
Attn: AAC-311
P.O. Box 25082
Oklahoma City, OK 73125
Tel: (405) 680-5917
Write to the address below if you wish to be put
on the mailing list for air carrier or general
aviation service difficulty reports.
Aviation Standards National Field Office
Attention: AVN-120
P.O. Box 25082
Oklahoma City, OK 73125
New England Regional Office
Area: Connecticut, Maine, New Hampshire,
Rhode Island, Vermont, Massachusetts
New England Region, ANE-5
12 New England Executive Park
Burlington, MA 01803
Tel: (781) 238-7020
Northwest Mountain Regional Office
Area: Colorado, Idaho, Montana, Oregon, Utah,
Washington, Wyoming
Northwest Mountain Region, ANM-5
1601 Lind Avenue SW
Renton, WA 98055-4056
Tel: (800) 220-5715
Web: www.tc.faa.gov/NM/anm-hp.html
Southern Regional Office
Area: Alabama, Florida, Georgia, Kentucky,
Mississippi, North Carolina, South Carolina,
Tennessee, Puerto Rico, Virgin Islands
Southern Region, ASO-5
1701 Columbia Avenue
College Park, GA 30337
Tel: (404) 305-5000
Southwest Regional Office
Area: Arkansas, Louisiana, New Mexico,
Oklahoma, Texas
70
For copies of military specifications, contact:
Military Specifications and Standards
Building 4, Section D
700 Robbins Avenue
Philadelphia, PA 19111-5094
Tel: (215) 697-1187 through 1195
Copies of Federal standards referenced in FAA
specifications are available from:
General Services Administration
Specifications Unit
Room 6654
7th and D Streets SW
Washington, DC 20407
Tel: (202) 472-2205 or 472-2140
Web: www.gsa.gov
National Airspace System (NAS) documents
concerning management, software and hardware
can be ordered from:
Technical Building
Atlantic City International Airport
Atlantic City, NJ 08504
Tel: (609) 485-6641
For a list of aeromedical reports, contact:
FAA Civil Aeromedical Institute
AAM-400
P.O. Box 25082
Oklahoma City, OK 73125
International Air Transport Association
(IATA)
IATA publishes the Travel Information Manual
on a monthly basis.
Travel Information Manual
P.O. Box 9022130 EA Hoofddorp
The Netherlands
Web: www.iata.org
International Business Aviation Council Ltd.
(IBAC)
The contact information for IBAC and its
member organizations is listed below.
International Business Aviation Council, Ltd.
Suite 16.33
999 Rue University
Montreal, Que H3C 5J9, Canada
Tel: (514) 954-8054
Fax: (514) 954-6161
Canadian Business Aircraft Association (CBAA)
50 O’Conner Street, Suite 1317
Ottawa, Ontario K1P 6L2, Canada
Tel: (613) 236-5611
Fax: (613) 236-2361
Web: www.cbaa.org
E-mail: info@cbaa.org
Federal Communications Commission
1919 M Street NW
Washington, DC 20554
Tel: (202) 418-0200
Web: www.fcc.gov
National Business Aviation Association, Inc.
1200 Eighteenth Street
Suite 400
Washington, DC 20036-2527
Tel: (202) 783-9000
Fax: (202) 331-8364
Web: www.nbaa.org
E-mail: info@nbaa.org
IAP, Inc.
IAP is a commercial firm that sells aviation
training and maintenance products and
publications. Information as well as a catalog
can be obtained by contacting IAP at the address
and telephone numbers listed below.
IAP, Inc.
P.O. Box 10000
Casper, WY 82602-1000
Tel: (800) 443-9250
International Civil Aviation Organization
(ICAO)
For the ICAO Publications Catalog, which lists
all ICAO publications, or for any other ICAO
document, write to ICAO at the following
address. Specify English, French, or Spanish
version.
International Civil Aviation Organization
Attention: Document Sales Unit
71
1000 Sherbrooke Street West
Suite 400
Montreal, Que. H3A 2R2
Canada
Tel: (514) 285-8219
Fax: (514) 288-4772
Web: http://cam.org/~icao/index.html
Web: www-afo.arc.nasa.gov/ASRS/ASRS.html
Department of State information on travel to
foreign countries can be obtained from the
Citizens Advisory
Center at the address below.
American Citizens Services
2201 C Street NW
Washington, DC 20520
Tel: (202) 647-5225
Jeppesen Sanderson, Inc.
The Jeppesen Sanderson Services and Products
Catalog, the Airport and Information Directory
(J-AID), and other publications can be obtained
at the following address:
Jeppesen Sanderson, Inc.
55 Inverness Drive East
Englewood, CO 80112-5498
Tel: (303) 799-9090
Fax: (303) 784-4153
Web: www.jeppden.com
National Transportation Safety Board
(NTSB)
Requests for NTSB publications and crash
information should be addressed to:
Public Inquires Section
National Transportation Safety Board
Washington, DC 20594
Tel: (202) 382-6735
Notice of accidents and incidents that are
required to be reported to the NTSB can be
made directly to a local NTSB field office. These
offices are listed under U.S. Government in the
telephone directories for:
Anchorage; Atlanta; Chicago; Denver; Fort
Worth, Texas; Kansas City, Missouri; Los
Angeles; Miami; New York; and Seattle.
National Aeronautics and Safety
Administration
Office of Aviation Safety
Aviation Safety Reporting System (ASRS)
P.O. Box 189
Moffett Field, CA 94035
72