FAR 91 §91.3 Responsibility and authority of the pilot in command.

While this regulation seems self explanatory it needs to be emphasized that PIC means you are the Captain. With that comes ALL of the responsibility. YOU are responsible for collecting appropriate weather information for a flight (or series of flights), ensuring that the flight can be accomplished safely with the available information, and if not, contact the appropriate people to discuss alternatives. You are responsible for making sure that only acceptable Hazardous Materials are loaded onto the aircraft. You are responsible for making sure that your fuel load is acceptable for the given conditions etc…

§91.13 Careless or reckless operation.

§91.17 Alcohol or drugs.

§91.21 Portable electronic devices. §91.103 Preflight action

Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include etc… This regulation outlines that as the Captain you are responsible for gathering ALL available data regarding a flight (or series of flights) to include: NOTAMs, TFRs, weather, runway lengths, known ATC delays, fuel planning etc…

§91.105 Flight crewmembers at stations.

§91.107 Use of safety belts, shoulder harnesses, and child restraint systems.

§91.117 Aircraft speed.

§91.119 Minimum safe altitudes: General.

§91.123 Compliance with ATC clearances and instructions.

§91.126 Operating on or in the vicinity of an airport in Class G airspace.

§91.127 Operating on or in the vicinity of an airport in Class E airspace.

§91.129 Operations in Class D airspace.

§91.130 Operations in Class C airspace.

§91.131 Operations in Class B airspace.

§91.133 Restricted and prohibited areas.

§91.135 Operations in Class A airspace.

§91.137 Temporary flight restrictions in the vicinity of disaster/hazard areas.

§91.151 Fuel requirements for flight in VFR conditions.

§91.153 VFR flight plan: Information required.

§91.155 Basic VFR weather minimums.

§91.157 Special VFR weather minimums.

§91.159 VFR cruising altitude or flight level.

§91.161 Special awareness training required for pilots flying under visual flight rules within a 60-

nautical mile radius of the Washington, DC VOR/DME.

§91.167 Fuel requirements for flight in IFR conditions.

§91.171 VOR equipment check for IFR operations.

§91.173 ATC clearance and flight plan required.

§91.175 Takeoff and landing under IFR. (b) Authorized DA/DH or MDA. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH or MDA, the authorized DA/DH or MDA is the highest of the following: (1) The DA/DH or MDA prescribed by the approach procedure.

(This is the value on the approach plate) (2) The DA/DH or MDA prescribed for the pilot in command.

(This would be for a “High Minimums” Captain. See C054 TURBINE A/C ONLY) (c) Operation below DA/ DH or MDA. Except as provided in paragraph (l) of this section, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless— (1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

What this means is that the approach must be stabilized and you must be in a position to make a normal landing with out unusual maneuvering.

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and

(Flight visibility is controlling, e.g. if you are on approach and the visibility goes below minimums (assuming you are past the FAF) if you have the required flight visibility (as determined by you the PIC) you may continue to land.) Understand that RVR is ALWAYS controlling, so if you have the required flight visibility, BUT, the RVR report is less than the minimums, you WILL be going missed. Also, it must be emphasized that reported ceilings are NOT controlling. Visibility is the ONLY controlling factor for approaches.

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(This means that if you have the approach lighting system in sight, you may descend to 100’ TDZE but you cannot land unless you have the following in sight)

(ii) The threshold. (iii) The threshold markings. (iv) The threshold lights. (v) The runway end identifier lights. (vi) The visual approach slope indicator. (vii) The touchdown zone or touchdown zone markings. (viii) The touchdown zone lights. (ix) The runway or runway markings. (x) The runway lights.

Understand, if you do have the above in sight but DO NOT have the flight visibility you CANNOT land OR if you HAVE the flight visibility, BUT, the RVR is reporting below minimums you CANNOT land.

(f) Civil airport takeoff minimums. This paragraph applies to persons operating an aircraft under part 121, 125, 129, or 135 of this chapter. (2) If takeoff weather minimums are not prescribed under part 97 of this chapter for a particular airport, the following

weather minimums apply to takeoffs under IFR: (In today’s world this doesn’t apply because the takeoff minimums are ALWAYS on the back of the 10-9 plate (Jeppesen Airport Diagram page). FYI, Jeppesen will either tell you NA (IFR departure not authorized), STD (standard departure minimum, i.e. 1 SM for 1 &2 engines and ½ SM for 3&4 engines), or OTHER (non-standard and will always be defined by ceiling and visibility e.g. 700-3 equals 700’ ceiling and 3 SM visibility. (i) For aircraft, other than helicopters, having two engines or less—1 statute mile visibility.

When we talk about “standard” runways this is the reference. So for 91 and 135 the standard departure minimum (i.e. standard runway) for an airplane having two engines or less is 1 statute mile.

(3) Except as provided in paragraph (f)(4) of this section, no pilot may takeoff under IFR from a civil airport having published obstacle departure procedures (ODPs) under part 97 of this chapter for the takeoff runway to be used, unless the pilot uses such ODPs or an alternative procedure or route assigned by air traffic control.

This statement is important because it requires you to utilize an ODP if it is published for an airport (unless ATC directs differently) for all takeoffs under IFR. Understand that you can still request an on-course heading with ATC provided you can maintain your own “terrain and obstacle clearance”.

(4) Notwithstanding the requirements of paragraph (f)(3) of this section, no pilot may takeoff from an airport under IFR unless: (i) For part 121 and part 135 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the applicable airplane performance operating limitations requirements under part 121, subpart I or part 135, subpart I for takeoff at that airport; or

What this means is that for 135 we MUST have the performance to comply with the ODP. It is usually a good idea to be able to climb at or above the ODP profile, because crashing into terrain due to insufficient climb performance is usually bad!

§91.177 Minimum altitudes for IFR operations.

§91.179 IFR cruising altitude or flight level.

§91.181 Course to be flown.

§91.183 IFR communications.

§91.185 IFR operations: Two-way radio communications failure.

§91.187 Operation under IFR in controlled airspace: Malfunction reports.

§91.205 Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument

and equipment requirements.

§91.207 Emergency locator transmitters.

§91.209 Aircraft lights.

§91.211 Supplemental oxygen.

§91.213 Inoperative instruments and equipment.

§91.215 ATC transponder and altitude reporting equipment and use.

§91.221 Traffic alert and collision avoidance system equipment and use.

§91.223 Terrain awareness and warning system.

§91.409 Inspections.

§91.411 Altimeter system and altitude reporting equipment tests and inspections.

§91.413 ATC transponder tests and inspections.

FAR 135 §135.1 Applicability.

This means that this part (135) applies to us (Ameriflight) because part 119 requires us to operate under this segment of the law and further requires us to have certain position such as: President, VP-Safety and Standards, VP-Flight, VP-Maintenance, VP-Airline Operations, Chief Pilot, Director of Maintenance, Safety Officer, Assistant Chief Pilot (various), Station/Division Operations Manager (various), Station Maintenance Manager (various), and Senior Dispatcher/Dispatcher (various).

§135.19 Emergency operations.

As this regulation allows you to deviate from any rule in parts 91 and 135 to the extent necessary to handle an emergency etc… Make use of it; if you are in a situation (minimum fuel, single engine, flight control malfunction etc…) that requires you to declare an emergency take control of the situation with ATC and coordinate what you need.

§135.21 Manual requirements.

This regulation requires us to have an Operations Manual. The Operations Manual is what we (Ameriflight) and the FAA have agreed to regarding company set up, specific authorizations and exemptions (from and in lieu of the regulations), flight release procedures etc…Our manual is set up into ten (10) sections and six (7) chapters: OPS Bulletins (items that did not make it into the current revision but will be incorporated into subsequent revisions), Ch 1 Distribution Revision (Rev 12), Ch 2 Operations Specifications (Ops Specs) these are the specific operational authorizations and exemptions as they pertain to the regulations, this is further discussed in the “Ops Specs” portion of the study guide, Ch 3 Organization (company positions, titles, and areas of responsibility), Ch 4 Operations Policies and Procedures (company policies and procedures as they pertain to pilots), Ch 5 Maintenance (company policies and procedures as they pertain to maintenance), Ch 6 International Operations, Ch 7 Emergency Procedures (how we as a company and company personnel handle emergencies), Hazardous Materials Operations

Manual and Training Program (this specifies how we carry specially regulated materials), and Index.

§135.23 Manual contents.

This regulation outlines what must be contained within our Operations Manual. The basic contents are: The name and title of the management (119.69), Compliance procedures for multi-engine weight and balance, Operations Specifications (Ops Specs), Accident notification requirements, Procedures to make the PIC aware of airworthiness compliance (required maintenance events, mechanical discrepancies (squawks), deferred items (MEL) (these procedures are complied with through the Ameriflight Maintenance Log (AML)), Procedures for reporting mechanical irregularities (squawks), Procedures for contract maintenance, MEL procedures, Fueling requirements, Flight locating procedures (required company flight following), Hazardous Materials Program (to include acceptance, rejection, Handling, storage incidental to transport, packaging of company material (COMAT), and loading),

§135.61 General.

This basically states that part 135 is in addition to part 91. §135.63 Recordkeeping requirements.

§135.65 Reporting mechanical irregularities.

Generally referred to as “squawks” we are required to write up any mechanical irregularities that are found during pre-flight, post-flight, or en-route.

§135.67 Reporting potentially hazardous meteorological conditions and irregularities of ground

facilities or navigation aids.

§135.69 Restriction or suspension of operations: Continuation of flight in an emergency.

§135.71 Airworthiness check.

This requires the PIC to do a thorough pre-flight inspection to ensure that the aircraft is in an airworthy condition. This also means that YOU as the captain must make sure that there are no maintenance items due (airframe hours (time), cycles (takeoffs and landings), and dated items). In short for a given flight, you must make sure that the airplane is good, there are no maintenance issues, and that the weather conditions are acceptable with regard to onboard equipment.

§135.75 Inspectors credentials: Admission to pilots' compartment: Forward observer's seat.

§135.77 Responsibility for operational control.

This regulation simply states that we as an operator must describe in the Operations Manual who is able to (and to what degree) exercise operational control. While this might appear simple enough it is very often grossly misunderstood and usually to the detriment of the company and the offending pilot’s certificate. Here is an in-depth description of operational control: Only the

Director of Operations (or his designee(s) VP-Flight, Chief Pilot, Assistant Chief Pilots,

Senior Dispatchers, and Junior Dispatchers) has the authority to originate a flight.

Operational control is the ability to originate, direct, divert, or terminate a flight. You, as the pilot, do not have the authority to just “hop” into an airplane and go flying; you have to receive a flight release from your dispatcher (D.O. designee) in order to embark on a flight (they are exercising “operational control” over you). There are times when the PIC has to divert a flight due to weather and/or operational considerations, understand that the pilot does this under 91.3 (PIC authority) and is not exercising “operational control”. For emergencies that require immediate action to guarantee the safe outcome of a flight, the PIC will exercise PIC authority over the flight and notify flight operations as soon as possible. For example: If an engine were to fail shortly after takeoff, it would be prudent that the PIC exercise PIC authority and return to land, notifying flight operations when back on the ground safely. When emergencies or abnormalities arise that do not require immediate action to ensure the safe outcome of a flight, the PIC will try to contact their ACP, Chief Pilot, Director of Operations, or VP of Flight Operations through Company, AIRINC, or if necessary Center/Approach. The PIC will confer with them to derive a suitable plan of action jointly with these individuals, who are the designees of the Director of Operations. For example: If a “chip detect” light were to illuminate in flight, it would be prudent that the PIC contacts his ACP, and together they derive a plan of action regarding the continuation of the flight. It is very important that operational control is not breached, the pilot always maintains PIC authority, but cannot exercise operational control. I know that on the surface it looks like semantics, but PIC authority and operational control are different things. If none of these individuals are available, it is permissible for the pilot to gather information from a maintenance lead. It must be understood that the pilot is the only one able to exercise

PIC authority over that flight, and that input received from the maintenance lead can only be used to mitigate the current problem, and CANNOT be used or construed to give instruction on how or where the flight will terminate, as the maintenance lead is not able to exercise

operational control. For example: If a “bleed air fail” annunciator were to illuminate in flight, but the PIC was only able to contact the maintenance lead on duty, it would be acceptable for the PIC to incorporate the information that is provided by the maintenance lead, but the pilot must

make the decision as to how and where the flight will continue or terminate. §135.78 Instrument approach procedures and IFR landing minimums.

§135.79 Flight locating requirements.

We are required as a company to have company flight locating or be on an IFR flight plan.

§135.81 Informing personnel of operational information and appropriate changes.

§135.83 Operating information required.

§135.85 Carriage of persons without compliance with the passenger-carrying provisions of this

part.

This regulation specifies that we can carry company employees (jumpseat), persons necessary to safely handle animal cargo, hazardous materials, or other handlers.

§135.87 Carriage of cargo including carry-on baggage.

§135.89 Pilot requirements: Use of oxygen.

§135.93 Autopilot: Minimum altitudes for use.

§135.100 Flight crewmember duties.

§135.109 Pilot in command or second in command: Designation required.

§135.115 Manipulation of controls.

§135.117 Briefing of passengers before flight.

§135.119 Prohibition against carriage of weapons.

§135.121 Alcoholic beverages.

§135.123 Emergency and emergency evacuation duties.

§135.125 Aircraft security.

This regulation requires us to comply with TSA mandates regarding aircraft security. This involves security sensitive information and will be covered in Indoc.

§135.143 General requirements.

Aircraft general requirements §135.157 Oxygen equipment requirements.

§135.161 Communication and navigation equipment for aircraft operations under VFR over

routes navigated by pilotage.

§135.165 Communication and navigation equipment: Extended over-water or IFR operations.

§135.167 Emergency equipment: Extended overwater operations.

§135.171 Shoulder harness installation at flight crewmember stations.

§135.173 Airborne thunderstorm detection equipment requirements.

§135.175 Airborne weather radar equipment requirements.

§135.179 Inoperable instruments and equipment.

This regulation requires us to operate under a Minimum Equipment List (MEL). The company maintains current copies of the Master MEL for all of the aircraft types that we operate. The following narrative will illustrate how this works. If you arrive at your aircraft at the outstation and find on pre-flight that one of the landing lights is inoperative, we know that we MUST write it up because 135.65 requires us to. So now we have an open squawk, and we CANNOT fly the aircraft with an open squawk. So, how do we clear a squawk? A squawk can be cleared by having maintenance fix the problem (best), or if maintenance is not available the inoperative item MAY be deferred depending on the guidance found in the MEL. In this case, since we are at an outstation and maintenance is not available we must find out if the landing light is deferrable. So, you call your maintenance supervisor and he tells you that yes it is deferrable. The maintenance supervisor will then walk you through the deferral process and explain what you need to write in the “Corrective Action” portion of the Ameriflight Maintenance Log (AML), and then he will tell you how to sign it off. You are now able to operate that aircraft legally with an inoperative (but deferred) item. There are times even at the base that maintenance will not be able to repair a problem right away (work load or part availability) and they will use the MEL as a tool to allow the airplanes to continue to fly, until the necessary repair can be made. There are some particulars to how MELs work, and certain time limitations that exist for deferred items. You need to read through the aircraft MEL as soon as you have an

opportunity to do so and make yourself familiar with the MEL applicable to the aircraft you will be flying.

§135.181 Performance requirements: Aircraft operated over-the-top or in IFR conditions.

§135.183 Performance requirements: Land aircraft operated over water.

§135.185 Empty weight and center of gravity: Currency requirement.

§135.203 VFR: Minimum altitudes.

§135.205 VFR: Visibility requirements.

§135.209 VFR: Fuel supply.

For “Day” operations Part 135 required 30 minutes of fuel, and for “Night” operations 45 minutes. However, Ameriflight requires landing with ONE HOUR of fuel MINIMUM for either your primary airport or alternate.

§135.213 Weather reports and forecasts.

This regulation requires us to use (for IFR operations) the approved weather reporting facilities at each airport of intended use to make a “go/no-go” decision, or determine whether or not an alternate will be required.

§135.215 IFR: Operating limitations.

§135.217 IFR: Takeoff limitations.

This regulation tells us that we CANNOT depart an airport under IFR unless we have the required visibility to do so. As discussed earlier, the 135 standard departure minimums are 1 statute mile for airplanes having two (2) engines or less. So, if we look on the back of our Jeppesen airport plate (generally 10-9) we will see whether or not the departure runways are standard. See the diagram below:

If the runway is standard then you will need 1 SM or better to depart. (Understand that the “standard departure minimums” may be manipulated per Ops Spec C057 (single pilot) or C079 (two crew) to be discussed in the Operations Specifications portion later). Additionally, this regulation requires that if you have the required departure minimums,(i.e. 1 SM) but the lowest instrument approach procedure (IAP) is higher than the takeoff minimum (example: LOC only approach that requires 1½ SM) you must have a departure alternate within one hour flying time (two engines, still air).

§135.219 IFR: Destination airport weather minimums.

This regulation requires the destination airport to be at or above minimums for our time of arrival. If the weather is forecast to be below landing minimums we CANNOT legally launch for the airport. The way we determine whether or not the weather is forecast to be below minimums is through METARs, TAFs, or if a TAF is not available the Area Forecast. We can use any combination of report or forecast to build the “big picture” so that if we reasonably believe that the weather is going to be at or above minimums for our time of arrival, we may then launch for the destination.

§135.221 IFR: Alternate airport weather minimums.

This regulation applies to your alternate airport and says exactly what the previous regulation says.

§135.223 IFR: Alternate airport requirements.

This is the 135 version of the “1,2,3” rule. It says that for 1 hour before to 1 hour after our estimated time of arrival, our primary airport must be forecast to have: (1) A ceiling not less than 1500’ above the lowest circling approach MDA (for your category) OR 2000’ (whichever is greater). (For example: If we are launching for Paine Field (PAE) we will notice that for a category “B” airplane the lowest circling minimum is 643’ AGL (this is known as Height Above Airport HAA). If we add 1500 feet to the HAA we come up with 2143’. Since TAFs only break down into 100’s of feet and not 50’s, we must round this figure up to 2200’ AGL. So if we compare our two figures (1500+643=2200 OR 2000) we see that 2200AGL is greater, therefore, we must have a forecast ceiling of not less than 2200’ AGL or we MUST have a filed alternate airport.) (2) A visibility that is at least 2 SM above the approach visibility OR 3 SM (whichever is greater). (For example: If we look at the circling visibility for the previous approach, we will see that the required visibility for the approach is 1¾ SM. If we then add 2 SM to this figure we arrive at 3¾ SM (2+1¾= 3¾) Since 3¾ is GREATER than 3 SM we must use 3¾. So, for this airport, we must have a forecast that is GREATER than 2200’ AGL (ceiling) and 3¾ SM (visibility) or we MUST have an alternate airport. We have an Ops Spec (C055) that specifies how we as a company derive alternate airport weather minimums. For the math folks out there here is a formula: (C=1500+HAA OR 2000 whichever is greater and V=2+X OR 3 whichever is greater)

§135.225 IFR: Takeoff, approach and landing minimums.

In short this regulation states that you cannot conduct a takeoff under IFR unless the visibility is at or above the departure minimums and you cannot begin an approach unless the weather is being reported (through an approved source) to be at or above the approach minimum. The regulation goes on to say that if you are already on an approach (past the FAF) and the weather goes below landing minimums, you may continue to the missed approach point, “take-a-look”, and if the flight visibility (as determined by the PIC) is at or above minimums, the pilot may land. It must be emphasized that at Ameriflight, because of how our Operations Manual is written, if RVR is being reported, and the weather is below the RVR landing minimum, it does not matter what the PIC observes at the MAP, RVR is CONTROLLING in ALL situations.

Therefore if a pilot receives weather update inside the FAF that indicates that the RVR is below minimums; expect to execute a missed approach, unless the weather comes up before you arrive at the MAP.

§135.227 Icing conditions: Operating limitations.

This regulation (like Part 91) says that we cannot takeoff with ice or snow on the important parts of the airplane (you need to know what they are, so read the reg). This regulation requires an operator to conduct a 5 minute pre-takeoff contamination check for ice/snow accumulation on the critical surfaces. It also outlines that an operator MAY use an approved de-icing/anti-icing program that complies with 121.629. We as a company have a Ground De-Icing/Anti-Icing Procedure (GDIAP) that allows us to comply with the 5 minute pre-takeoff contamination check, but we DO NOT comply with the 121.629 approved program. The 121 approved programs are too restrictive and still require the 5 minute pre-takeoff contamination check, so…it doesn’t really make sense for us to limit ourselves. Our GDIAP tells us that we can use SAE Type I, II (for approved aircraft), and IV fluids, and that after de-icing, we must conduct a 5 minute pre-takeoff contamination check on a “representative” surface prior to taking the runway.

§135.229 Airport requirements.

§135.243 Pilot in command qualifications.

§135.244 Operating experience.

§135.263 Flight time limitations and rest requirements: All certificate holders.

As a company we CANNOT require you and YOU CANNOT accept a flight assignment unless it complies with either .265 or .267 (we do not operate under .267 except under unusual circumstances approved by the VP- Flight). This regulation goes on to say that you CAN exceed either the 8 hours (flight) in a 24 hour period or the 16 hours of duty IF the flight plan would have normally been completed within the legal time frame. (Example: If you taxi out for takeoff but you are held for an extended time for an IFR release, and now you will go over your 8 hours or 16 hour duty day when you arrive at your destination, you are still LEGAL to go because this would be an “unforeseen” delay. However, if your flight normally planned would exceed 8 hours of flight or 16 hours of duty, you CANNOT accept the assignment.

§135.265 Flight time limitations and rest requirements: Scheduled operations.

Although we do not technically operate “Scheduled Operations” the Administrator (FAA) has allowed us to operate under the rest requirements outlined in .265 (see Ops Spec A033). This regulation says that we cannot exceed the following flight times: (1) 1,200 hours in any calendar year. (2) 120 hours in any calendar month. (3) 34 hours in any 7 consecutive days. (4) 8 hours during any 24 consecutive hours for a flight crew consisting of one pilot. Duty period means the period of elapsed time between reporting for an assignment involving flight time and release from that assignment by the certificate holder. The time is calculated using either Coordinated Universal Time or local time to reflect the total elapsed time. Company sponsored travel (not local in nature) IS considered duty. Rest period means the period free of all responsibility for work or duty should the occasion arise. Only the underlined excerpts of the next section apply to single pilot crews. Except as provided in

paragraph (c) of this section, no certificate holder may schedule a flight crewmember, and no flight crewmember may accept an assignment, for flight time during the 24 consecutive hours preceding the scheduled completion of any flight segment without a scheduled rest period during that 24 hours of at least the following:

(1) 9 consecutive hours of rest for less than 8 hours of scheduled flight time. (2) 10 consecutive hours of rest for 8 or more but less than 9 hours of scheduled flight time. (3) 11 consecutive hours of rest for 9 or more hours of scheduled flight time.

(c) A certificate holder may schedule a flight crewmember for less than the rest required in paragraph (b) of this section or may reduce a scheduled rest under the following conditions:

(1) A rest required under paragraph (b)(1) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 10 hours that must begin no later than 24 hours after the commencement of the reduced rest period. (2) A rest required under paragraph (b)(2) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 11 hours that must begin no later than 24 hours after the commencement of the reduced rest period. (3) A rest required under paragraph (b)(3) of this section may be scheduled for or reduced to a minimum of 9 hours if the flight crewmember is given a rest period of at least 12 hours that must begin no later than 24 hours after the commencement of the reduced rest period.

(d) Each certificate holder shall relieve each flight crewmember engaged in scheduled air transportation from all further duty for at least 24 consecutive hours during any 7 consecutive days.

§ 135.291 Applicability.

This regulation requires us to administer 135 company checkrides that comply with .293, .297, and .299. We conduct a full checkride every six months completing all three (.293, .297, and .299) portions.

§135.293 Initial and recurrent pilot testing requirements.

This regulation requires us to administer a “.293” every 12 months in each equipment type a pilot is qualified in. If we look closer we will find that .293(a) is the knowledge (oral) portion of a 135 checkride. .293(b) is the flight competency portion (we conduct the .297 in lieu of the .293(b).

§135.297 Pilot in command: Instrument proficiency check requirements.

This regulation requires us to administer an Instrument Proficiency Check (IPC) every 6 months. It is acceptable for pilots who are qualified in two (2) aircraft types to alternate types for the required .297. So if you are only qualified in a PA31 you will complete a .297 every six months in a PA31 (along with the .293 and .299). However, if you are qualified in a PA31 and a BE99 you will complete a .297 in a PA31 and then six months later you will complete a .297 in a BE99 (along with the .293 and .299).

§135.299 Pilot in command: Line checks: Routes and airports.

This regulation requires us to administer a “route” check every 12 months in each type of equipment that a pilot is qualified in. This is done in conjunction with the .293 and .297.

§135.301 Crewmember: Tests and checks, grace provisions, training to accepted standards.

This is a unique regulation that separates a 135 checkride from a 61 checkride in that it will allow the person administering a checkride (check airman) to re-check an unsatisfactory portion of a checkride in the same flight. For example: If you are asked to demonstrate an approach to landing stall and the maneuver is not acceptable to the check airman, he may (at his discretion) take off his Check Airman “hat” put on his “Training Captain” hat, retrain the maneuver to proficiency, and then, put his Check Airman “hat” back on and re-check the item. This can be done up to 3 times for different maneuvers (at the discretion of the check airman).

§135.321 Applicability and terms used.

§135.345 Pilots: Initial, transition, and upgrade ground training.

§135.347 Pilots: Initial, transition, upgrade, and differences flight training.

§135.351 Recurrent training.

§135.503 Hazardous materials training: General.

We will discuss the transport of Hazardous Materials in depth later. §135.505 Hazardous materials training required.

§135.507 Hazardous materials training records.

This “blocked” section of regulation is clearly written, and although it is not imperative that you know it, it will however, outline what you as a crewmember candidate will be required to complete.

Operations Manual (Revision 13)

Ch 2: Operations Specifications Operations Specifications (Ops Specs) are authorizations, exemptions, and prohibitions that the FAA requires us, and expects us to abide by. The authorizations allow us to conduct operations that would not usually be permitted under FAR 135 alone (for example: Taking off below the 1 SM 135 departure minimum for standard runways. We have an Ops Spec that allows us to depart with “Lower Than Standard Take-off Minimums” (C057)). The exemptions allow us to do things the regulations would normally not allow (for example: We are allowed to operate our EMB120s (Brasilia) above the 7500 pound limit imposed by FAR 135 (A005 Exemption # 8480C)). The prohibitions specifically identify operations that we are NOT allowed to conduct (for example: We cannot conduct Land and Hold Short Operations (LAHSO). Our Ops Specs are found in Chapter 2 of the Ameriflight Operations Manual. “A” Ops Specs are general specifications, authorizations, exemptions, and prohibitions. “B” Ops Specs are en-route authorizations, limitations, and procedures. “C” Ops Specs are airplane terminal instrument procedures, airport authorizations, and limitations. “D” Ops Specs are aircraft maintenance. The following are a list of important Ops Specs that you need to know in order to conduct our Part 135 operation safely and legally.

A005. This outlines our exemptions and deviation authorizations. Exemption 7143F: Allows our pilots to operate with a missing pilot certificate (there are special procedures including having a copy of the exemption in your possession along with a copy of your pilot or medical certificate given to you by the company and it is only good for 30 days). Exemption 8396C: Exempts us from 135.85(a) allowing us to carry other airlines pilot crewmembers in Ameriflight jump seats (Southwest Airlines). Exemption 8480C: Allows cargo weights above 7500 lbs for the EMB120. Exemption 9770O: Allows “Commercial First Officers” to log SIC time in an aircraft that does not require an SIC per the type certificate (deviation from 61.51). Deviation Authority from 135.13(b): Authorizes a deviation from the weather reports and forecasts requirements-(A010) and is good only at the airports outlined on A005-2.

A008. Defines “Operational Control” and specifically describes how it works. Only the Director of Operations (or his designee(s) VP-Flight, Chief Pilot, Assistant Chief Pilots, Senior Dispatchers, and Junior Dispatchers) has the authority to originate a flight. Operational control is the ability to originate, direct, divert, or terminate a flight. You, as the pilot, do not have the authority to just “hop” into an airplane and go flying; you have to receive a flight release from your dispatcher (D.O. designee) in order to embark on a flight (they are exercising “operational control” over you). There are times when the PIC has to divert a flight due to weather and/or operational considerations, understand that the pilot does this under 91.3 (PIC authority) and is not exercising “operational control”. For emergencies that require immediate action to guarantee the safe outcome of a flight, the PIC will exercise PIC authority over the flight and notify flight operations as soon as possible. For example: If an engine were to fail shortly after takeoff, it would be prudent that the PIC exercise PIC authority and return to land, notifying flight operations when back on the ground safely.

When emergencies or abnormalities arise that do not require immediate action to ensure the safe outcome of a flight, the PIC will try to contact their ACP, Chief Pilot, Director of Operations, or VP of Flight Operations through Company, AIRINC, or if necessary Center/Approach. The PIC will confer with them to derive a suitable plan of action jointly with these individuals, who are the designees of the Director of Operations. For example: If a “chip detect” light were to illuminate in flight, it would be prudent that the PIC contacts his ACP, and together they derive a plan of action regarding the continuation of the flight. It is very important that operational control is not breached, the pilot always maintains PIC authority, but cannot exercise operational control. I know that on the surface it looks like semantics, but PIC authority and operational control are different things.

If none of these individuals are available, it is permissible for the pilot to gather information from a maintenance lead. It must be understood that the pilot is the only one able to exercise

PIC authority over that flight, and that input received from the maintenance lead can only be used to mitigate the current problem, and CANNOT be used or construed to give instruction on how or where the flight will terminate, as the maintenance lead is not able to exercise

operational control. For example: If a “bleed air fail” annunciator were to illuminate in flight, but the PIC was only able to contact the maintenance lead on duty, it would be acceptable for the PIC to incorporate the information that is provided by the maintenance lead, but the pilot must

make the decision as to how and where the flight will continue or terminate. A010. Outlines authorized weather sources. These are the legal sources of weather that you as a

crewmember may use to gather official weather: ADDS, DUAT (DTC & CSC), Jeppesen, WSI, Meteorlogix LLC, and Fltplan.com.

A033. Authorizes us to comply with the flight and duty schedule in .265 even though we are not technically “scheduled” operations.

A041. Authorizes us to conduct a pre-takeoff contamination check. The full Ground De-Icing/Anti-

Icing Procedures is outlined in Chapter 6 of the Operations Manual. A055. Authorizes us to accept and carry HazMat. (Exemption/Permit Number DOT-SP-7060. A096. Requires use of actual bay weights instead of estimated when figuring weight and balance.

B032. Outlines the requirements and limitations for Class I Navigation (this is navigation within the usable service volume of VORs and NDBs (Contiguous U.S.) this does not apply to “MEA Gaps”) and for Class II Navigation (this is navigation outside of the usable service volume of VORs and NDBs and requires RNAV (GPS) equipment (Caribbean)).

B034. Authorizes IFR Class I Terminal and En Route Navigation Using RNAV systems. (Specifically

outlines what the RNAV tolerances are and what unit can be installed in what type of A/C we only install GNS430-W in our aircraft (with some exceptions). This Spec is related to B050.

B035. Authorizes Class I Navigation in the U.S. Class A Airspace Using RNAV systems. We are

PROHBITED from using domestic RNAV “Q” routes (these are found over the Gulf of Mexico).

B050. Specifies where we as a company are allowed to operate geographically, i.e. Canada, Caribbean, Mexico (excluding the Gulf of Mexico), South America, USA (48 Contiguous), and USA (Alaska). This Ops Spec also authorizes Class II Navigation over the Caribbean Sea.

B054. Authorizes single unit (GPS) long range navigation for Class II Navigation. C052. Authorizes the specific Instrument Approach Procedures we are allowed to conduct:

ASR/SRA, LDA, LDA/DME, LOC, LOC/BC, NDB, NDB/DME, SDF, VOR, VOR/DME, LDA/PRM, LDA/PRM/DME, ILS, ILS/DME, ILS/PRM, RNAV (GPS). This Ops Spec allows us to conduct non-precision IAPs using GPS WAAS. Specific additional training is required for GPS and PRM approaches.

C054. Outlines what procedures “High Minimums” Captains must comply with. What this basically

says is if you are a captain that does not yet have 100 PIC in your aircraft, then you must add 100’ to your DA/MDA and ½ mile to your visibility requirements for an IAP. Understand that if an airport is above the landing minimums but BELOW the Captain’s “High Minimums” we can still launch for the airport (with an alternate), but we cannot commence the approach unless the weather is reported to be at or above the “High Minimums” values.

C055. This authorizes and requires us to use this Ops Spec to derive alternate airport minimums. (So if

135.223 requires you to have a filed alternate, this Ops Spec will determine the minimum weather conditions that must be forecast for the alternate airport). We find on the back of the Jeppesen 10-9 (Airport) page whether or not we can use the airport as an alternate. If is states “NA” on the “For Use as Alternate” section, it CANNOT be used for an alternate. However, if there are numbers printed in that section (appropriate to the runways and approaches available) we then MUST use the numbers derived from C055). We have two options available to the pilot (1) the “400 & 1” rule OR (2) the “200 & ½” rule.

400 and 1 Rule: If the alternate apt is forecast to have 400 above the lowest straight-in minimum (or circling if straight in is not authorized) and 1sm more than the lowest straight-in (or circling) visibility it can be used for an alternate. Example an ILS with a 200’DA and ½ sm visibility would require a forecast of 600 and 1 ½. (200+400=600 and 1+ ½ = 1 ½.)

200 and ½ Rule: If the alternate apt has 2 straight in approaches with 2 suitable runways and 2 suitable nav aids you can apply 200 feet to the second best approach and ½ sm to the second best visibility. Example: an apt with an ILS and a VOR approach with minimums of 200 and 1½ sm and 350 and 1sm respectively, you would apply the 200’ to the 350 (second best) and ½ sm to 1 ½ (again second best), so you would need a forecast of 550 and 2 to use as an alternate.

C057. Authorizes Lower Than Standard Takeoff Minimums (Single Pilot). Standard takeoff minimums are defined as 1sm visibility or RVR 5000 for airplanes having 2 engines or less. All takeoff operations, based on RVR, must use RVR reports from the locations along the runway specified in this paragraph. (a)When a takeoff minimum is not published, the certificate holder may use the applicable standard takeoff minimum and any lower than standard takeoff minimums authorized by these ops specs. Touchdown Zone RVR is controlling. (b)When a published takeoff minimum is greater than the applicable standard takeoff minimum and an alternate procedure (such as a minimum climb gradient compatible with airplane capabilities) is not prescribed, the certificate holder shall not use a takeoff minimum lower than the published minimum. The touchdown zone RVR is controlling. (c)When takeoff minimums are equal to or less than the applicable standard takeoff minimum, the certificate holder is authorized to use a takeoff minimum equal to the lowest usable straight-in Category I IFR landing minimum applicable to the certificate holder for that particular airport. The touchdown zone RVR report is controlling. FYI: the lowest applicable straight in landing minimum for Category I is 1800 RVR. You will usually see ILS visibility minimums at 1800 RVR, 2400 RVR / ½ SM, or 1 SM. The visibility requirements are based on lighting configurations for the runway, e.g. if a runway has an ALSF II lighting system you will find that the ILS visibility minimum is usually 1800 RVR, however, if the runway only has MALSR we will find that the minimum is usually 2400 RVR. What the Ops Spec means in plain English is this: We must meet two criteria to legally depart an airport when departing with lower than standard take-off minimums (1) we must have the visibility to depart and (2) we must have the visibility to return. (If the reported visibility is at or greater than standard (1 SM) and the departure runway is standard, then this Ops Spec does not apply, it is only for lower than standard takeoff minimums). We can take the lowest useable straight in landing minimum and apply that visibility to ANY standard runway. The CATCH is this…the runway we are basing the visibility on (lowest usable) MUST be reporting at or above landing minimums AND the runway we are departing from MUST be reporting that same visibility or better. So…let’s say that we are at an airport that has 4 runways (8L/26R and 8R/26L) ALL of which are “Standard” runways. Winds are calm and multiple runways are in use. The reported visibilities for each runway are: 8L: 1800 RVR, 8R: 1700 RVR, 26L: 1200 RVR, and 26R: 2000 RVR.

To comply with the two criteria we CANNOT depart on ANY of these runways with the given visibility. 8 R and L are below minimums (8R requires 1800 RVR but 1700 RVR is being reported and 8L requires 2400 RVR but is being reported at 1800 RVR), and so we could not

legally come back to land. If you do not have the return visibility than it is irrelevant what the intended departure runway is reporting (unless it is reporting above 1 SM) because you cannot get back in anyway. However, let’s say that the reported visibilities for each runway are: 8L: 1700 RVR, 8R: 1800 RVR, 26L: 1200 RVR, and 26R: 2000 RVR.

We could depart on either 8R or 26R because to comply with the return visibility we need to have at lease 1800 RVR (based on 8R), and the only two runways that are reporting that or better are 8R and 26R. So if we departed off of 26R and had to return, we could do so to 8R. This Ops Spec is VERY IMPORTANT and very often MISUNDERSTOOD! It is your responsibility to make yourself familiar with this Ops Spec so that you can apply it correctly to every airport you go to. One more example: the reported visibilities for each runway are: 8L: 2400 RVR, 8R: 1700 RVR, 26L: 2200 RVR, and 26R: 2200 RVR.

8L is the ONLY runway that can be used for departure in this scenario. Because none of the other runways are reporting at lease 2400 RVR or better (based on 8L). The following narrative illustrates the need to understand this Ops Spec: Not too long ago a group of pilots in OAK wanted to depart under IFR with Lower Than Standard Takeoff Minimums. Runway 29 was reporting 1800 RVR (ILS minimum for that runway) and the pilots wanted to takeoff on 27 R which was reporting 600 RVR. The pilots surmised that because 29 was reporting 1800 RVR they could go. So six pilots departed off of runway 27 R while it was reporting only 600 RVR! The FAA was very interested in talking to these pilots when they got to their destination… Remember, both the return runway and the departure runway MUST be reporting at or above the return runways landing minimums.

C063. Authorizes IFR RNAV 1 DPs and STARs. (Flight crew must have completed the approved training program).

C064. Authorizes Terminal Area IFR Ops in Class G Airspace and at Airports Without an Operating Control Tower.

The certificate holder is authorized to conduct these operations, provided that the certificate holder determines that: (1)The airport is served by an authorized IAP (the approach must be usable), (2)The airport has an approved source of Wx (AWOS 2&3, ASOS, and ATIS). (3)The airport has a suitable means for the PIC to acquire timely ATC advisories and the status of airport services and facilities (CTAF or UNICOM), (4)The facilities and services necessary to safely conduct IFR operations are available and operational at the time of the particular operation.

The certificate holder is authorized to designate and use an alternate or diversionary airport which will involve terminal area IFR operations in Class G airspace or at airports without an operating control tower provided that at the time of any operation to that alternate or diversionary airport, the certificate holder determines that the provisions specified in subparagraphs a.(1) through (4) are met.

C077. This Ops Spec outlines how we arrive at an airport VMC under IFR. For visual approaches or

charted visual approaches we must be in class “B”, “C”, “D”, or within 35 NM of the destination airport in class “E” airspace AND we must be under ATC control, AND maintain the basic VFR weather minimums. For VFR arrivals we must maintain VFR conditions, and when in range of the destination airport (if uncontrolled) we must make CTAF calls no closer than 10 NM from the destination airport. The Ops Spec goes on to say that all VFR departures must adhere to VFR rules.

C079. Authorizes Lower Than Standard Takeoff Minimums (Dual Crew). (d). Departures as low as 1600RVR can be conducted provided there is: 1. 1600RVR (TDZ) is reported or in the absence of RVR ¼ SM. (RVR is controlling) 2. Operative CL OR RCLM OR HIRL OR Adequate Visual Reference. (f(1)). Departures as low as 1200RVR can be conducted provided there is: 1. TDZ and MID report 1200RVR (mid if installed) ROLLOUT 1000RVR. 2. Daylight Hours: CL OR RCLM OR HIRL. 3. Night Time Hours: CL OR HIRL AND RCLM. (f(2)) Departures as low as 1000RVR can be conducted provided there is: 1. TDZ and MID report 1000RVR (mid if installed) ROLLOUT 1000RVR. 2. CL OR HIRL AND RCLM. (f(3)) Departures as low as 600RVR can be conducted provided there is: 1. TDZ and MID report 600RVR (mid if installed) ROLLOUT 600RVR. 2. CL AND HIRL.

In order to be authorized for the above C079, each aircraft must be operated with a flight crew consisting of at least two pilots. ALL pilots are authorized to conduct 1600 and 1200 RVR departures because they are trained on it during normal flight training. However, departures at 1000 RVR and 600 RVR REQUIRE advanced simulator training which is only accomplished (currently) in the SA227 and EMB120. Use of an auto-pilot in lieu of an SIC is not authorized. Each PIC must have at least 100 hours of flight time as PIC in the specific make and model airplane used under this authorization and must have satisfactorily completed the certificate holder’s approved training program for the minima authorized by this operations specification, which includes the methods to be used to ensure compliance with the performance limitations in subparagraph g(6). It must be emphasized the FIRST OFFICERS WILL NOT CONDUCT takeoff operations when reported visibility is less than 1 SM. NOTE: Runways that are authorized for 1000 RVR departures AUTOMATICALLY authorize the 1200 RVR departure because that figure is greater than the authorized. Choices, choices, choices… How do you decide which you can use and when? First of all you need to have a First Officer or another Captain acting as an authorized crewmember for us to be able to fulfill the requirements of C079. If we look at the Jeppesen 10-9 plate below and focus on the “TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE” section we will notice that runways 26L&R and 8L&R (for CAT A&B aircraft) are standard (STD). (CAT C&D aircraft must meet a minimum climb gradient of 220’ per NM, and then standard takeoff minimums apply).

PA-31

BE-99

BE-1900

BE-200

SA-227

EMB-120

Since they are all about the same, let’s focus on runway 26L. If we look immediately left of “STD” we see “Adequate Vis Ref” and directly beneath that we see “RVR 16 or ¼”. This statement ties into section (d) of C079 and by virtue of this statement we know that 26L is authorized for at least a 1600 RVR/ ¼ SM departure. The reason they state “Adequate Visual Reference” is because this statement is written in to that section of the Ops Spec and is paramount to the others (in that section) as the PIC is able to make that determination. So we know that we CAN conduct takeoff operations with 1600 RVR or ¼ SM or better being reported for the departure runway. If we look immediately left of “Adequate Vis Ref” we see “CL or RCLM & HIRL” and directly beneath that we see “TDZ RVR 10 / Mid RVR 10 / Rollout RVR 10”. This statement ties into section (f(2)) of C079 and by virtue of this statement we know that 26L is authorized for 1000 RVR and above. Because we know that 26L is now authorized to 1000 RVR and above, we know that section (f(1)) is authorized because it is ABOVE 1000 RVR (TDZ 1200 RVR / Mid 1200 RVR / Rollout 1000 RVR). So we know by this statement, that we CAN conduct takeoff operations with 1200 RVR or better being reported for the departure runway. Finally if we look immediately left of “CL or RCLM & HIRL” we see “CL & HIRL” and directly beneath that we see “TDZ RVR 5 / Mid RVR 5 / Rollout RVR 5”. This statement ties into section (f(3)) of C079 and by virtue of this statement we know that 26L is authorized for 500 RVR and above. It must be stated that although the runway is authorized for as low as 500 RVR our Ops Spec limits our pilots (advanced simulator trained) to 600 RVR and so…that is our limit (see Table 1 on C079-2). So if we are in a Metro or Brasilia and the departure runway is reporting at least 600 RVR we CAN conduct takeoff operations.

C081 This Ops Spec authorizes us to use Special Instrument Approaches (STIPs). A STIP is an IAP that is not found in your normal Jeppesen pack (or NACO). Each STIP is specifically authorized for us to use as a company and they must be trained initially and then recurrently thereafter. Below is a STIP for your viewing pleasure.

D095. This Ops Spec authorizes the use of an MEL for all of the aircraft types we operate. After the “D” pages is copy of our Canadian Foreign Air Operator Certificate and our Canadian Operations Specification.

Ch 4: Operations Policies and Procedures

We will briefly go over the general operations policies. No smoking in company buildings, aircraft, and company vehicles.

• General Policies

• Safety: The most fundamental of this company’s policies is the concept that safety comes first. Ameriflight personnel will endeavor to conduct all our activities with the heist degree of safety.

• Reliability: Reliable, on-time service is what we have to sell to our customers. Ameriflight’s reputation is dependent upon our efforts to provide them with the most reliable, fast and efficient service consistent with safety, regulatory compliance, and company policies. Therefore, meeting scheduled departure and arrival times, and coordinating with our customers in the event that schedules cannot be maintained to provide the most satisfactory alternate service, are important goals.

• Safety and Reliability: We expect flight crews to use their training, experience, and the assets available to them at Ameriflight to get the job done when we can do so safely, legally, and in compliance with company policy.

• The use of intoxicants by flight crewmembers is prohibited while on duty and within eight hours prior to reporting for company duty. (Pay attention to this as this is a little different than “8 hours bottle to throttle”.

• We also CANNOT be suffering from “residual” effects, so…no hangovers.

• No illegal drugs.

• We cannot knowingly carry narcotic drugs, marijuana, or depressant or stimulant drugs or substances aboard Ameriflight aircraft unless it is specifically authorized by a Federal or Stat statute, or by a Federal or State government agency.

• Dress in a clean and pressed uniform, wear your tie, and shave.

• Don’t wear your uniform into a bar…it looks bad.

• Only qualified crew members may fly our airplanes and personal pleasure flying in company aircraft is not allowed.

• Only qualified crewmembers may manipulate the controls.

• Thunderstorm Avoidance: Avoid thunderstorms within 20 NM (so if you need to pass between two cells, you need to have 40 NM between)

• Severe Icing: Do not continue a flight into severe icing (flight into severe icing prohibited).

• Try to avoid areas of reported severe or extreme turbulence.

• Surface Winds: Ameriflight’s policy is to cease flight operations when sustained surface winds exceed 40 kt. We will cease ground operations (taxiing) when surface winds exceed 50 kt. However, brief gusts not exceeding 10 kt above the sustained values are allowable, but the wind direction and gust value may not exceed the AFMs published maximum crosswind component.

• Maximum tailwind: for takeoff and landings is 10 kt.

• Downburst/Microburst and Wind Shear and Hurricane/Severe Weather Plan: is discussed on pages 4.4-4.7

• Pilot check in policy: Within 45 minutes after landing on any trip, pilots should check in by phone with their assigned dispatch center.

• Pilot Medical Certificate Policy: Pilots need to schedule their medical exam BEFORE the 15th of the month (in which it is due), and furnish Burbank Flight Department with a copy NO LATER than the 25th of the month.

• Passports: Pilots are required to possess and carry in their flight gear a valid U.S. Passport.

• Pilots should not donate blood within 8 hours of reporting for flight duty. If a pilot becomes aware of a medical condition that would impair their ability to fly they must communicate this to the Chief Pilot as soon as possible and prior to further flying of company aircraft.

• Regarding the release of information, it must be said that some pieces of information while it may seem innocuous could provide competitors with enough information to be a severe threat. Since it is good for you and us for the company to remain in business you are asked as a pilot crewmember to limit the information you are willing to give out to people regarding your business, cargo, destinations, names of passengers, etc… We have in the past taken over several competitor strong holds because of “loose” lips. Remember “loose lips sink ships”.

• Jeppesen charts: will be furnished to Captains after passing Basic Indoctrination. Once the crewmember has been issued his Jeppesen charts HE IS RESPONSIBLE for maintaining them and keeping them up to date. Currency of charts will be checked on every checkride, spot checked by the company from time to time, and checked any time a pilot is ramp checked by an FAA Inspector.

• Employee Communication: Pilots are required to furnish the company with reliable phone communication information.

• Operational Control: Overall operational control is exercised by the Director of Operations and his designee(s). In day-to-day operations, operational control is governed by the flight’s captain and one other responsible individual representing the company’s philosophy (the “dispatcher”), agreeing that the flight can be safely and legally conducted as planned. If they do not agree, the flight will not go. The dispatcher will be identified in accordance with the procedures below, and be named on the flight release section of the Run Sheet. When a situation requires a decision by the dispatcher for the flight above the level of operational control delegated to a particular job title, the person should work his way upward through the operations control chart below. If the VP Flight or Director of Operations cannot be reached, the President or Director of Safety may be contacted instead (as indicated by the dotted line).

Understand that this is a flow chart for OPERATIONAL CONTROL only! This chart does NOT delineate employee/employer authority. If a Base Manager asks you to perform a job function that is not related to flight duty, it would be in your best interest to comply. When operational control decisions must be made in-flight, other than routine re-routing due to customer requests or weather (relayed through dispatch, never through the customer), the base ACP or personnel above that level in the Operational Control chart needs to be consulted. For maintenance issues that occur on the ground, the pilot will contact maintenance and if appropriate write up a mechanical discrepancy. However, when questions arise on the ground or in flight regarding the best course of action, or when you have reservations about what you are being asked to do involving operational questions, aircraft discrepancies, company policies, manual directives, regulations, etc…captains should not hesitate to use this company’s management assets (who are paid to assist in situations such as these). The normal first step is your base ACP. If necessary, continue up the chain of command: Chief Pilot, VP Flight, Director of Operations, and even, if necessary, to the president of the company. These people may direct you to other department managers in Maintenance, Ops, etc. as is appropriate to the situation.

• Flight Release procedure: Ameriflight’s flight authorization process is based upon the “two sets of eyes” concept. Simply put, both the Captain and the Dispatcher on duty must agree that a proposed flight can be conducted safely under the existing conditions (in person or over the phone). If either the Captain or Dispatcher has reservations as to the safety or legality of the proposed flight, the base ACP, Chief Pilot, etc…will be consulted.

• The original flight release is good as long as the conditions upon which the release was based have not changed in any operationally significant way. However, if for some reason the original release becomes unusable (development of weather, navaid failure, etc.) requiring rerouting, or for some other reason it is necessary to amen the original release, the amended release information will be entered in or above the REMARKS area, including the last name and first initial of the dispatcher who participated in the amended release.

• Layover Flights: If a flight is scheduled to lay over more than three hours at an outstation, a new release will be required for the subsequent or return flight sequence.

• The Brasilia’s require a special flight following and dispatch release procedure (Exemption 8480).

• For Part 91 Operations: Pilots will follow the normal flight locating procedures, communicate with the appropriate dispatch center before and after each leg, and for IFR departures have a visibility that will allow the pilot a clear view of the runway centerline through rotation.

• In bad or rapidly changing weather conditions, either the captain or the dispatcher may request leg-by-leg flight releases, in order to review conditions on the next leg before being release for it.

• Sterile Cockpit: We will abide by “Sterile Cockpit” procedures below 10,000’ MSL

• Company required radio communication will only be made during stabilized level flight, enroute climb, or enroute descent, and not during times when level-off, altitude or heading changes, etc. are likely to be required.

• VFR Arrivals: For VFR arrivals at uncontrolled airports pilots will enter the traffic pattern on the 45° at least one mile from the runway centerline. At low traffic rural airports where it can be positively ascertained from a point at least two miles from the airport that there is no conflicting traffic in the air or on the ground, a base entry or straight in approach may be made provided announcements of intent, including present location, runway, and entry to be used, are made at lease twice on the CTAF, beginning at least two miles from the airport (in addition to the 10 mile requirement in Ops Spec C077).

• IFR Arrivals: For IFR arrivals at uncontrolled airports pilots will monitor CTAF when within 10 NM from the airport.

• Crewmembers and passengers are prohibited from carrying firearms or other deadly or dangerous weapons aboard AMF flights except for certain, limited exceptions.

• Cell phones must be OFF in flight. In an emergency where there is no other reasonable alternative, communication may be attempted on cell phone, while being alert for irregularities in aircraft navigation and communication signals. This constitutes an exercise of the captain’s emergency authority and an AMF Incident Report should be completed describing the event.

• Crewmembers are required to comply with .265 rest requirements. Flight crewmembers will keep track of their duty time (both flight and non-flight duty) daily on the “blue” time card.

• Part 91 “Home” flights: In certain circumstances, long flight sequences may result in a situation where the crew will run out of time (according to FAR 135 rules) on an empty (nonrevenue) final leg back to their home base. In most cases, the crew would like to go home to their own beds rather than get legal rest in and outstation hotel before the final leg. Since fatigue is a clear issue here, ANY “FAR 91 home” leg must be approved by the Chief Pilot, VP Flight, or Director of Operations.

• Ameriflight Pilot Portal: Pilots will be provided with usernames and passwords providing access to Ameriflight’s internet Pilot Portal. This is the primary information source; pilots need to check it DAILY for pertinent information.

• Call-In and Reporting for Duty: Pilots are required to be present at their assigned aircraft at the time specified for that particular trip, or in the absence of specific instructions otherwise, one hour prior to scheduled departure time. (There will be some deviations from this to accommodate required rest; each deviation will be coordinated with either the base ACP or dispatcher on duty). Captains will check in with their dispatcher (in person or over the phone) receive the flight release, and discuss any pertinent information regarding the flight.

• We as a company will comply with .265 rest requirements.

• Pilots will fill out a “blue” time card each day to keep track of their duty time.

• Flight crews will conduct a thorough pre-flight including gathering and evaluating weather, taking acceptance of the AML, determining airworthiness of the aircraft, and observing the loading process to ensure that weight and balance procedures are met and ensure that no unauthorized cargo (unapproved Hazmat) is loaded.

• Prior to loading (during pre-flight) the crew MUST make sure there was no cargo left in the aircraft (this is a company and TSA requirement).

• Incident Reports: should be filled out anytime an anomalous occurrence takes place (this will be discussed in class.

• Other reports: Ramp/Enroute Inspection report (FAA ramp inspection).

• IFR Takeoff Minimums: There is a flow diagram on page 4.32 that outlines IFR takeoff minimums.

• Runway Incursions: As this is a hot topic with the FAA we must pay special attention to it. Checklists will be accomplished ONLY when stationary (single pilot), we will ALWAYS taxi with a current Jeppesen Airport Taxi Diagram, and whenever we are not 100% clear on the taxi instructions or our position on the airport we will COMMUNICATE with ATC for clarification.

• Run Sheets: will be filled out for each leg of flight.

• Center Stored Flight Plans: For most runs we have a pre-existing flight plan that is retained on file with Center, and it is usually available within 30 minutes of departure.

• Runway Length for Takeoff and Landing: For PA31 and BE99 aircraft the runway length for takeoff and landing will be at least 1.5 times the ground roll distance required for takeoff or landing (given existing weather and weight conditions).

• BE1900, SA227, and EMB120 will comply with the required performance charts or runway analysis.

• Intersection takeoffs can only be done when the available takeoff distance from the intersection is greater than 7000’ (there is an exception at PDX).

• Braking Action Reports: If an aircraft or ground vehicle reports braking action “nil” then we CANNOT land. There is a MU equivalent chart on page 4.35.

• Depth of Runway Contamination: The following is the operational limit for runway contamination: Dry Snow (20°F or less) 3 inches, Wet Snow (20°F or above) 1 inch, Standing Water or Slush ½ inch.

• Flight Plans and Flight Locating: ALL of our flight operations will either be on a company or FAA VFR flight plan or an FAA IFR flight plan. We do not conduct night VFR except on approved “VFR Night Routes”.

• Company Radio Callsigns and Flight Numbers: Ameriflight’s FAA-approved radio identifier is “Amflight,” which should be used preceding the flight number as the radio callsign on all flights. In contrast to most ATC communications, flight numbers are stated colloquially-as specified in the AIM. Therefore, “Amflight one-oh-two” and “Amflight twenty-one-oh-six” are correct, but “Amflight one zero two” and “Amflight two one zero six” are wrong.

• Weight and Balance Forms: will be filled out before engine start, and the yellow copy given to responsible AMF personnel, the customer driver, left at the FBO, or left in another secure location as indicated on the run sheet.

• Refueling Procedures: Our refueling procedures are common sense, if you want to read it in full it can be found on pages 4.40-4.42.

• Deviation from Planned Route: Whenever we have to deviate due to weather (proceeding to alternate) we must communicate this to dispatch through direct communication, through AIRINC, or ATC if necessary.

• Securing Aircraft: Insert control locks, chock the left main wheel, and attach tie downs (if required). Conduct a thorough post-flight and ensure the battery master switch is off (and anything on the hot battery bus such as lights).

• Overwater Flights: For flights that are NOT flight planned beyond “power off gliding distance” from shore do not need any special training or equipment. For flights that ARE flight planned beyond “power off gliding distance” but not more than 50 NM from the shore the pilot MUST receive a “two person flotation gear kit” from dispatch (or as appropriate). Flights that exceed 50 NM off shore are considered “extended overwater operations” and require special “wet ditch” training.

• Missing Pilot Certificates: Exemption 7143F: Allows our pilots to operate with a missing pilot certificate (there are special procedures including having a copy of the exemption in your possession along with a copy of your pilot or medical certificate given to you by the company and it is only good for 30 days).

• Missing Aircraft Certificates: Anytime there is a missing aircraft certificate (hopefully found on pre-flight) contact BUR Maintenance to receive authorization to carry over the missing certificate as a “continued item” per the Ameriflight Maintenance Operations Manual.

• Jumpseating on Other Air Carriers: Ameriflight may have reciprocal jumpseat agreements in place that allow our pilots to jumpseat on other carriers. Bear in mind that when we travel as jumpseaters. We don’t have a “right” to travel on their airplanes: We are the other airlines’ guests and need to behave as such.

• We cannot carry passengers for either revenue or as free riders with the exception of company personnel, FAA officials, and approved jump-seat riders. For jump-seat riders there are special procedures that will be discussed in Indoc.

• Approved Weather Sources: These are the legal sources of weather that you as a crewmember may use to gather official weather: ADDS, DUAT (DTC & CSC), Jeppesen, WSI, Meteorlogix LLC, and Fltplan.com.

• Ground De-Icing/Anti-Icing Procedures (GDIAIP): Ameriflight policy PROHIBITS departure during moderate or heavier freezing rain or rain/snow restricting visibility below applicable takeoff minimums. We are PERMITTED to takeoff in freezing fog, freezing drizzle, light freezing rain, and rain/snow that does not restrict visibility below applicable takeoff minimums.

• The crew must inspect for icing conditions during pre-flight and ensure that ALL the defined “critical areas of aircraft” are free of ice, snow, or frost.

• It may not be practical to directly view some aircraft surfaces during pre-takeoff inspection, so we can use a “representative” surface for this purpose. This surface must be of similar basic construction, and clearly visible from close enough to positively verify that ice, snow, or frost is not forming or accumulating on it.

• Approved De-Icing Methods: The airplane can be placed in a heated hangar until the ice softens sufficiently to be wiped or swept off, or melts completely and runs off. If there is snow accumulation on the aircraft that is not sticking to the airframe it is acceptable to sweep the aircraft clean of snow.

• However, when the above techniques do not apply, the use of de-icing/anti-icing fluid is approved. The approved fluids are:

o Alcohol (de-ice only) o Type I fluid (de-icing and anti-icing, most common and preferred) o Type II fluid (only approved on specific make and model, not very common) o Type IV fluid (should be used for anti-icing only when its extended effective period and

high cost are justified by weather conditions) � There are specific directions found on pages 4.64-4.68 for fluid application.

Ch 5: Maintenance • Determining Airworthiness of Aircraft: Status of inspections and Airworthiness Directives is

shown on a computer printout inside the front cover of each airplane’s Ameriflight Maintenance Log (AML). From a Flight Department perspective it is YOUR responsibility as PIC to determine airworthiness. What that means is this, for your proposed flight YOU need to MAKE SURE that no maintenance items (including deferred MEL items) are due OR will BECOME due during your sequence of flights that day. The maintenance items we are concerned with are Dated Item, Airframe Hour Items, or Cycled Limited Items. These items are found on the computer printout inside the AMF front cover.

• For any deferred maintenance items there will be a “manila” colored card in the front of the AML that will state the “Due Date or Total Time” in which the deferred item is due.

• Any time a mechanical discrepancy is found the crewmember will contact maintenance, verify the validity of the squawk, and then write it up. An AML squawk write-up is specifically required in the following circumstances:

o Anytime the aircraft is damaged. o Any situation which requires an unscheduled landing due to maintenance. o Emergency declaration due to mechanical malfunction. o Severe or Extreme turbulence. o Overweight or hard landings and landings involving high drag (lo0cked brakes or flat

tires) or high side loads on the gear. o Bird strikes causing damage. o Lightning strikes or intense static discharges that cause visible damage or failure of

electrical or electronic equipment, or long-term disruption of the compass. Do not hesitate to talk to a maintenance lead person during the write up process so that they fully understand what the problem it.

• Clearing Mechanical Discrepancies: The only way to clear a maintenance squawk is to (1) fix it (best), (2) defer it (MEL), (3) continue it through the continued items program (items can be “continued” for limited periods of time with non-airworthiness-related discrepancies such as torn seat covers), and (4) CDL it (some manufacturers will include a Configuration Deviation List in the AFM and will allow flight with certain components missing or removed, such as static wicks). Note: Not all aircraft types have a CDL, this is based on the manufacturer, not Ameriflight.

• When at an outstation or away from a maintenance base when a pilot finds a mechanical discrepancy that can be deferred, the pilot should contact maintenance to be guided through the deferral process conducted by flight personnel.

• Any time a maintenance discrepancy is found at an outstation, the pilot MUST contact their ACP and the Maintenance Lead on duty for further direction.

• The PIC is responsible for completing the AML at the end of each flight segment. Please take your time filling out the AML at the end of the day because it greatly reduces paperwork errors.

Ch 6: International Operations

• The International Operations chapter applies to operations outside the United States. These

operations are governed by the applicable Federal Aviation Regulations (in Title 14, Code of Federal Regulations), but outside the U.S. may also be regulated by Annexes of the International Civil Aviation Organization (ICAO) Standards and Recommended Practices.

• ICAO-FAR Differences: Whereas there are some differences between ICAO rules and the Federal Aviation Regulations, Ameriflight’s policies are more strict than either – so compliance with this manual and associated documents will satisfy ICAO requirements other than those specifically addressed in this chapter.

• The general purpose of this chapter is to outline how we conduct operations in Mexico, Canada, and the Caribbean. Since you will not be going to these places right away (generally), we will not cover the International Operations in this study guide.

Ch 7: Emergency Procedures

• Emergency Contacts: In order of company preference. o Director of Operations o VP-Flight o Chief Pilot o VP-Safety & Standards o VP-Maintenance o Base Manager

• Emergencies: In an emergency, things tend to happen quickly, the situation becomes confused, and problems often occur because too many people are trying to do the same thing—while nobody is attending to other important matters. This is why it is essential that for aircraft accidents the crew follows the procedures found on page 7.2 of the Operations Manual.

Ameriflight Will Carry Hazardous Materials operations Manual and Training

Program

• There are specific acceptance and paperwork procedures involved with accepting Hazmat

shipments. This will be a general discussion of Hazardous Materials to make you familiar with the concept; the specifics will be discussed in the Hazardous Materials presentation during Basic Indoc.

• The Hazard Classes are:

o Class 1 – Explosives

o Class 2 – Flammable Gas

o Class 3 – Flammable Liquids

o Class 4 – Flammable Solids

o Class 5 – Oxidizers and Organic Peroxides

o Class 6 – Toxic and Infectious Substances

o Class 7 – Radioactive Materials

o Class 8 – Corrosive Materials

o Class 9 – Miscellaneous

o ORM-D – Other Regulated Materials (Must state “AIR”)

o Cargo Aircraft Only

Ameriflight Hazmat Reference Sheet AMF Prohibited Hazmat

• Explosive 1.1, 1.2, 1.3, and 1.4.

o 1.4s, 1.5 and 1.6 ARE ACCEPTED (this includes weapons cartridges, safety fuses, etc). • Poison Gas Division 2.3. • ORM-D (Packages marked “ORM-D-AIR” ARE ACCEPTED if presented with shipping papers).

Cargo Aircraft Only (CAO) Rules

• Two Crew Operations

o CAO packages must be accessible to the crew DURING flight UNLESS it is: � 3 (PGIII ONLY), 6 (unless flammable), 7, 9, ORM-D (AIR).

• Single Pilot Operations DO NOT require package accessibility provided:

o The package is NOT Division 5.1 (oxidizer). Division 5.1 must ALWAYS be loaded accessibly. o No person other than the pilot or an FAA Inspector is onboard the aircraft.

Compressed Oxygen (Division 2.2 – Sub Risk 5.1) Limitations

• Must be accessible to the crew OR packed in ATA Specification 300 Category I shipping containers.

Dry Ice Rules

• Shipping papers are NOT required if the package meets the requirements of A, B, C, or D A. The package contains no more than 5.5lbs (2.5kg) of ice and is marked with:

� The words “Dry Ice” or “Carbon Dioxide Solid”. � The amount of ice used or a statement indicating that it contains less than 2.5kg. � The contents of the package.

� A completed Pilot Notification Form is NOT required. B. If used for medical purposes. The package must be marked with:

� The words “Dry Ice” or “Carbon Dioxide Solid”.

� A statement indicating the dry ice will be used for medical purposes. � The amount of ice used (there is NO limit other then the AMF restriction). � A completed Pilot Notification Form IS required.

C. If used to freeze diagnostic specimens. The package must be marked with: � The words “Biological Substance Category B” � UN3373 printed inside a diamond.

� The words “Dry Ice” or “Carbon Dioxide Solid”. � The amount of ice used (there is NO limit other then the AMF restriction). � A completed Pilot Notification Form IS required.

D. Alternative written documentation is provided such as a UPS WorldShip label or an IATA Air Waybill. The following information must be included along with a description of the materials: � UN1845, Dry Ice or Carbon Dioxide Solid, 9, net quantity of Dry Ice and total number of

packages. � A completed Pilot Notification Form IS required

• Dry Ice Limitations

o No more than 440lbs (200kg) is allowed in any one cargo compartment.

o AMF restricts dry ice IN THE MAIN CABIN to: � Chieftain/Navajo: 100lbs (45kg) � Beech 99: 170lb (77kg)

� Beech 1900/Metro/Expediter: 240lb (108kg) � Lear 35A: 175lb (79kg) � Brasilia: 440lb (200kg)

Oxidizer (Division 5.1) Limitation • Must be accessible to the crew during flight.

o This includes single pilot, Cargo Aircraft Only, operations. Poison/Toxic (Division 6.1) Limitations

• The total weight must not exceed 100lbs IN THE MAIN CABIN. o Does not apply to materials loaded in the pod or nose compartment. o Does not apply to materials packed in DOT-E containers.

Radioactive Material (Class 7) Transport Index (TI) Limitations

• A single package must not exceed 10.0 TI. • The combined TI must not exceed the following (this limitation assumes all cargo is loaded in

position 4): o PA31: 20.0TI o BE99: 45.0TI o Lear35A (empty jumpseat): 20.0TI o Metro - 4 Zone (empty jumpseat): 70.0TI o Metro - 5 Zone (empty jumpseat): 60.0TI o Beech1900 (empty jumpseat): 110.0TI o Brasilia: 180.0 TI

Paperwork Requirements

• Two copies of hazmat shipping papers must be presented. o One copy accompanies the package. o One copy must be attached to the Pilot Notification Form (PNF) and then turned into

Dispatch. Weight Limitations

• No more than 55lbs (25kg) of Hazmat may be loaded in a non-accessible compartment. o Does NOT apply to the following classes:

� 3 (PGIII ONLY), 6 (unless flammable), 7, 9, ORM-D (AIR). � An additional 165lbs (75kg) of Division 2.2 is allowable on top of the 55lb (25kg)

limit. o Does NOT apply to single pilot operations provided:

� The flight does not carry any person other than the pilot, an FAA inspector, or someone necessary for handling the material.

� The pilot is provided with written handling instructions specific to the materials (the Emergency Response Guidebook satisfies this requirement).

Cargo Accessibility Defined: Cargo loaded in such a manner that a crew member or other authorized person can handle, and when size and weight permit, separate such packages from other cargo during flight. Single pilot operations automatically classify the fuselage as inaccessible.

Weather Theory and Products

Being that we are Commercial or ATP rated pilots it goes without saying that we should understand basic weather theory and weather products. Below is an itemized list of study material, make your self proficient with each subject. It is our expectation that you understand these items before you come to Basic Indoc. While we are more than willing to clarify concepts, procedures, and basic application, the understanding of the raw knowledge is your responsibility. There will be a weather section on your acceptance exam the first day of Basic Indoc.

1. The Earth’s Atmosphere –

• Composition

• Vertical Structure

• The Standard Atmosphere

• Density & Hypoxia 2. Temperature –

• Temperature Scales

• Heat & Temperature

• Temperature Variation 3. Atmospheric Pressure & Altimetry –

• Atmospheric Pressure

• Altimetry 4. Wind –

• Convection

• Pressure Gradient Force

• Coriolis Force

• General Circulation

• Friction

• Jet Stream

• Windshear

• Pressure Systems 5. Moisture Clouds & Precipitation

• Water Vapor

• Change Of State

• Cloud Formation

• Precipitation

• Land & Water Effect 6. Stable & Unstable Air –

• Stability & Instability

• Visibility & Turbulence

• Temperature Lapse Rate

• Convective Currents

• Type of Clouds

7. Clouds –

• Identification

• Signpost In the Sky

8. Air Masses & Fronts –

• Air Masses

• Fronts

• Fronts & Flight Planning 9. Turbulence –

• Convective currents

• Obstructions to wind flow

• Wind Shear

• Wake Turbulence 10. Icing –

• Structural Icing

• Induction Icing

• Instrument Icing

• Icing & Cloud Types

• Other factors in Icing

• Ground Icing

• Frost 11. Thunderstorms –

• Cumulus Stage

• Mature Stage

• Dissipating Stage

• Hazards

• Thunderstorm Flying 12. Common IFR producers –

• Fog

• Low Stratus Clouds

• Haze & Smoke

• Blowing Restrictions to Visibility

• Precipitation

• Obscuration

13. High Altitude Weather –

• Tropopause

• Jet Stream

• Cirrus Clouds

• Clear Air Turbulence

14. Arctic Weather –

• Climate, Air Masses & Fronts

• Artic Peculiarities

• Hazards

15. Tropical Weather –

• Circulation & Transitory Systems

WEATHER BRIEFING 1. FSS Weather Briefings

• Standard Briefing

• Abbreviated Briefing

• Outlook Briefing 2. DUATS Weather Briefing 3. METAR 4. PIREP and RAREP 5. AWOS 6. ASOS

7. ATIS 8. EFAS 9. Area Forecast and TAF 10. Windshear 11. Winds and Temperature Aloft 12. Significant Weather Prognostics 13. Weather Depictions Chart 14. Surface Analysis Chart 15. Severe Weather Watch Bulletin

STUDY ASSIGNMENTS: • Aviation Weather Handbook

(AC 00-6A)

• Aviation Weather Services Handbook (AC 00-45C)

Scenarios These scenarios are laid out to help you identify what information you need and how to put it together to make sure you are safe and legal. While the building block concept of FOI suggests we divide subject matter into “usable wholes” the difficult part is always taking the “usable wholes” and correlating them. So...use these scenarios and associated questions to help you correlate the material and by the way, if you get the material down and are able to correlate it, you will be able to directly apply this information to your aeronautical decision making in everyday line flying. Vigorously use these examples, and when you are confident that you can apply the rules, come up with 10-15 scenarios of your own to fully solidify your knowledge. Scenario 1 Route: BUR-BFL Clearance: (BUR VNY7.GMN ARVIN.ARVIN1 BFL) Departure time is 0100Z and arrival into BFL is 0145Z. Weather: KBUR 051253Z 15010G18KT 4SM -RA BR BKN008 BKN021 OVC070 11/10 A3008 RMK AO2

KBFL 051254Z 15010G18KT 1SM RA BKN004 SCT0008 10/08 A2994 RMK AO2 RAB00E38

KBFL 051810Z 0518/0618 14013G22KT P6SM BKN090

FM060100 03007KT 2SM BKN008

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -RA OVC050

Assuming that you have pre-flighted your aircraft and it is airworthy without deferrals or any maintenance items coming due, can you LEGALLY make this flight with the given weather conditions?

1. Minimum Wx for departure: BUR______________ 2. Do we need a departure alternate? :______________ 3. Do we need O2 for route altitude? : ______________ 4. Minimum Wx for destination (to land):____________ 5. Minimum Wx for destination (alternate required):_____________ 6. Do we need a destination alternate? :___________________ 7. Minimum Wx for alternate airport: ________________

Explained answers for BUR-BFL:

1. Minimum Wx for Burbank departure is 1 SM (based on standard 135 visibilities) because all runways are “standard”. We CANNOT manipulate that value to “lower than standard” because if we look at the lowest approach (ILS 8), it has a required visibility of 1 SM, therefore, we cannot apply C057. Reported visibility per the METAR is 4 SM so we are legal for departure.

2. No since we can legally return with 1 SM (ILS 8) and 4 SM is being reported. 3. Refer to the en-route chart (not included) to determine O2 requirements. 4. Minimum Wx to land at BFL is 1800 RVR or ½ SM (based on ILS 30R) 5. First we need to apply 135.223 and add 1500 to the lowest circling minimum and then

evaluate that number against 2000 picking the larger number, then we need to add 2 SM to the circling visibility and evaluate that number against 3 SM, again picking the larger. On a side-by-side comparison we see this:

If we evaluate the numbers we come up with a minimum ceiling requirement of 2000 feet and a visibility requirement of 3 SM. If we look at the TAF we see that for our time of arrival the ceiling is forecast to be broken at 800 feet and the visibility is forecast to be 2 SM.

6. On account of both ceiling and visibility we NEED a destination alternate airport. 7. We decide to use FAT for our alternate.

KFAT 051810Z 0518/0618 14013G22KT P6SM BKN090

FM060100 03007KT 2SM OVC010

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -RA OVC050

If we use C055 applying the “400 & 1” rule to the ILS 29R at FAT we come up with a required forecast ceiling of 600 feet (400+200=600) and a required forecast visibility of 1½ SM (1+½=1½).

Scenario 2 Route: OAK-PDX Clearance: (OAK SGD1.RBL V23 OED MOXEE 6 PDX ) Departure time is 0100Z and arrival into PDX is 0145Z. Weather: KOAK 051253Z 00000KT 1/2SM FG BR BKN001 BKN005 OVC006 07/06 A2986 RMK AO2

KPDX 051254Z 12008KT 3SM RA BKN012 12/08 A2998 RMK AO2

KPDX 051810Z 0518/0618 14013G22KT P6SM BKN090

FM060100 03007KT 3SM BKN012

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -RA OVC050

Assuming that you have pre-flighted your aircraft and it is airworthy without deferrals or any maintenance items coming due, can you LEGALLY make this flight with the given weather conditions?

1. Minimum Wx for departure: OAK______________ 2. Do we need a departure alternate? :______________ 3. Do we need O2 for route altitude? : ______________ 4. Minimum Wx for destination (to land):____________ 5. Minimum Wx for destination (alternate required):_____________ 6. Do we need a destination alternate? :___________________ 7. Minimum Wx for alternate airport: ________________

Explained answers for OAK-PDX:

1. Minimum Wx for OAK departure is 1800RVR (based on runway 29 (C057)) because all runways are “standard” we can manipulate the departure visibility down to the lowest category I straight in landing minimum. We can depart any runway at OAK as long as the departure runway AND the return runway (ILS 29) are BOTH reporting 1800 RVR or better. Reported visibility per the METAR is ½ SM (better than 1800 RVR) so we are legal for departure.

2. No since we can legally return with 1800 RVR (ILS 29) and ½ SM is being reported. 3. Refer to the en-route chart (not included) to determine O2 requirements. 4. Minimum Wx to land at PDX is 1800 RVR or ½ SM (based on ILS 10R) 5. First we need to apply 135.223 and add 1500 to the lowest circling minimum and then

evaluate that number against 2000 picking the larger number, then we need to add 2 SM to the circling visibility and evaluate that number against 3 SM, again picking the larger. On a side-by-side comparison we see this:

If we evaluate the numbers we come up with a minimum ceiling requirement of 2300 feet (since TAFs are given in hundreds of feet, 2210 needs to be rounded up to 2300) and a visibility requirement of 3 SM. If we look at the TAF we see that for our time of arrival the ceiling is forecast to be broken at 1200 feet and the visibility is forecast to be 3 SM.

6. On account of the ceiling we NEED a destination alternate airport. 7. We decide to use SEA for our alternate.

KSEA 051810Z 0518/0618 00000KT 3SM BKN090

FM060100 03007KT 1SM OVC006

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -RA OVC050

If we use C055 applying the “200 & ½” rule to ILS’s 16L and 34C at SEA we see that there really is no “second best” ceiling because both ILS’s offer 200’ Height Above Touchdown (HAT), so if we add 200 to the HAT we come up with a required forecast ceiling of 400’ AGL. Since both ILS’s require a visibility of 1800RVR or ½ SM we add ½ SM to either (since there is no “second best” and we come up with a required forecast visibility of 1 SM.

Scenario 3 Route: PDX-AST Clearance: (PDX PRLD6 RV AST KAST) Departure time is 0100Z and arrival into AST is 0125Z. Weather: KPDX 051253Z 00000KT 1/4SM BR VV001 BKN002 OVC003 06/06 A2972 RMK AO2

RWY 10R RVR 1800

RWY 10L RVR 1600

RWY 28L RVR 1600

RWY 28R RVR 1600

KAST 051254Z 12008KT 3SM HZ BKN020 08/02 A2998 RMK AO2

KAST 051810Z 0518/0618 00000KT P6SM BKN090

FM060100 03007KT 4SM BKN025

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -RA OVC050

Assuming that you have pre-flighted your aircraft and it is airworthy without deferrals or any maintenance items coming due, can you LEGALLY make this flight with the given weather conditions?

1. Minimum Wx for departure: PDX______________ 2. Do we need a departure alternate? :______________ 3. Do we need O2 for route altitude? : ______________ 4. Minimum Wx for destination (to land):____________ 5. Minimum Wx for destination (alternate required):_____________ 6. Do we need a destination alternate? :___________________ 7. Minimum Wx for alternate airport: ________________

Explained answers for PDX-AST:

1. Minimum Wx for PDX departure is 1800RVR (based on runway 10R (C057)) because all runways are “standard” we can manipulate the departure visibility down to the lowest category I straight in landing minimum. However, since runway 10R is the ONLY runway reporting at or above 1800 RVR, it is the ONLY available runway for departure and return.

2. No since we can legally return with 1800 RVR (ILS 10R) and 1800RVR is being reported.

3. Refer to the en-route chart (not included) to determine O2 requirements. 4. Minimum Wx to land at AST is 1800 RVR or ¾ SM (based on ILS 26) 5. First we need to apply 135.223 and add 1500 to the lowest circling minimum and then

evaluate that number against 2000 picking the larger number, then we need to add 2 SM to the circling visibility and evaluate that number against 3 SM, again picking the larger. On a side-by-side comparison we see this:

If we evaluate the numbers we come up with a minimum ceiling requirement of 2300 feet (since TAFs are given in hundreds of feet, 2245 needs to be rounded up to 2300) and a visibility requirement of 3¼ SM. If we look at the TAF we see that for our time of arrival the ceiling is forecast to be broken at 2500 feet and the visibility is forecast to be 4 SM.

6. We DO NOT need an alternate.

Scenario 4 Route: ONP-PDT Clearance: (ONP RV PDT) Departure time is 0100Z and arrival into PDT is 0155Z. Weather: KONP 051253Z 00000KT 1/2SM FG BR BKN001 BKN005 OVC006 07/06 A2986 RMK AO2

KPDT 051254Z 12008KT P6SM CLR 12/08 A2998 RMK AO2

KPDT 051810Z 0518/0618 14013G22KT P6SM BKN090

FM060100 03007KT P6SM SKC

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -RA OVC050

Assuming that you have pre-flighted your aircraft and it is airworthy without deferrals or any maintenance items coming due, can you LEGALLY make this flight with the given weather conditions?

1. Minimum Wx for departure: ONP______________ 2. Do we need a departure alternate? :______________ 3. Do we need O2 for route altitude? : ______________ 4. Minimum Wx for destination (to land):____________ 5. Minimum Wx for destination (alternate required):_____________ 6. Do we need a destination alternate? :___________________ 7. Minimum Wx for alternate airport: ________________

Explained answers for ONP-PDT

1. Minimum Wx for ONP departure is ¾ SM (based on runways 20, 34, and 16 (C057)) because THESE runways are “standard” we can manipulate the departure visibility down to the lowest category I straight in landing minimum. Runway 2 is NON-STANDARD and requires a minimum ceiling of 500 feet and visibility of 2 SM or greater for departure. We can depart any “standard” runway at AST as long as the departure runway AND the return runway (ILS 16) are BOTH reporting ¾ SM or better. Reported visibility per the METAR is ½ SM (less than ¾ SM) so we are NOT LEGAL for departure.

2. NA. 3. NA 4. NA 5. NA 6. NA 7. NA

Scenario 5 Route: DVT-FLG Clearance: (DVT DVT1 RV FLG KFLG ) Climb and maintain 10,000 expect 14,000 as final. Departure time is 0100Z and arrival into FLG is 0135Z. Weather: KDVT 051253Z 23010G18KT P6SM CLR 11/10 A3008 RMK AO2

KFLG 051254Z 15010G18KT 1SM –BLSN BR BKN004 SCT0008 M02/M05 A2994 RMK AO2

KFLG 051810Z 0518/0618 14013G22KT P6SM BKN090

FM060100 03007KT 2SM –SN BKN008

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -RA OVC050

Assuming that you have pre-flighted your aircraft and it is airworthy without deferrals or any maintenance items coming due, can you LEGALLY make this flight with the given weather conditions?

1. Minimum Wx for departure: DVT______________ 2. Do we need a departure alternate? :______________ 3. Do we need O2 for route altitude? : ______________ 4. Minimum Wx for destination (to land):____________ 5. Minimum Wx for destination (alternate required):_____________ 6. Do we need a destination alternate? :___________________ 7. Minimum Wx for alternate airport: ________________

Explained answers for DVT-FLG:

1. Minimum Wx for DVT departure is 1 SM (based on standard 135 visibilities) because all runways are “standard”. We CANNOT manipulate that value to “lower than standard” because if we look at the lowest approach (RNAV (GPS) 7R), it has a required visibility of 1 SM, therefore, we cannot apply C057. Reported visibility per the METAR is P6SM so we are legal for departure.

2. No since we can legally return with 1 SM (RNAV (GPS) 7R) and P6SM is being reported (greater than VFR).

3. Refer to the en-route chart (not included) to determine O2 requirements. 4. Minimum Wx to land at FLG is ¾ SM (based on ILS 21) 5. First we need to apply 135.223 and add 1500 to the lowest circling minimum and then

evaluate that number against 2000 picking the larger number, then we need to add 2 SM to the circling visibility and evaluate that number against 3 SM, again picking the larger. On a side-by-side comparison we see this:

If we evaluate the numbers we come up with a minimum ceiling requirement of 2200 feet (since TAFs are given in hundreds of feet, 2106 needs to be rounded up to 2200) and a visibility requirement of 3 SM. If we look at the TAF we see that for our time of arrival the ceiling is forecast to be broken at 800 feet and the visibility is forecast to be 2 SM in light snow.

6. On account of both ceiling and visibility we NEED a destination alternate airport. 7. We decide to use PJB for our alternate. As we see from the plate, this is not authorized. 7. So, we decide to use INW as an alternate.

KINW 051810Z 0518/0618 14013G22KT P6SM BKN090

FM060100 03007KT 2SM SN OVC022

FM061000 09007KT P6SM BKN050 OVC080

TEMPO 0610/0614 -SN OVC050

If we use C055 applying the “400 & 1” rule to the VOR 11 at INW we come up with a required forecast ceiling of 900 feet (400+441=841) and a required forecast visibility of 2 SM (1+1=2).