CAAC ATPL Study Guide - Flightdeck Crewing...ATPL Certificate The pilot-in-command of an air carrier flight must hold an Airline Transport Pilot (ATP) certificate with the appropriate

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CAAC Regulations & Air Law

CAAC ATPL Study Guide

The following study material is an extract from Li Weidong (2nd edition) 2012, The Aviation Theory Course for Airline Transport Pilot.

1. CAAC Regulations and Air Law "CCAR" is used as the acronym for "China Civil Aviation Regulations". Those regulations or rules are very important for operations of aircraft, and other aspects in that field. The regulations change frequently, and answer all questions in compliance with the most current regulations. Two different China Civil Aviation Regulations can apply to operations of aircraft covered by this chapter: CCAR 91,121. CCAR 91 encompasses the general operations and flight rules for all aircraft operating within the Peoples' Republic of China. Often the rules of CCAR 121 supplement or even supersede CCAR 91. When an aircraft is not operated for compensation, only the CCAR 91 rules apply.

For the exam, assume CCAR 121 rules apply unless the question specifically states otherwise. CCAR 121 applies to air carders (airlines) engaged in China or overseas air transportation. Carriers which operate under CCAR 121 are engaged in common carriage. This means that they offer their services to the public and receive compensation for those services.

CCAR 121 operators are subdivided into three categories. Carriers authorized to conduct scheduled operations within China' are domestic air carriers. Flag carriers conduct scheduled operations inside and outside China. A supplemental carrier conducts its operations anywhere that its operations specifications permit but only on a non-scheduled basis. There is a fourth category, commercial operators of large aircraft, but they must comply with the rules covering supplemental carrier and the distinction is unimportant to this discussion.

Other parts of the regulations apply as well. CCAR 61 governs certifications, of pilots and flight instructors. CCAR 67 covers the issuing and standards for medical certificates. CCAR 65 prescribes the requirements for issuing certificates and associated ratings and the general operating rules for the holders of those certificates and ratings.

2. ATPL Certificate

The pilot-in-command of an air carrier flight must hold an Airline Transport Pilot (ATP) certificate with the appropriate type rating. The co-pilot on an air carrier flight that requires only two pilots need only hold a Commercial Pilot certificate (with an Instrument rating) with the appropriate category and class ratings.

A person must hold a type rating to act as pilot-in-command of a large aircraft (over 5700 kg gross take-off weight), or of a turbojet-powered airplane. Any type rating(s) on the pilot certificate of an applicant who successfully complete an ATP check ride will be included


on the ATP Certificate with the privileges and limitations of the ATP Certificate, provided the applicant passes the check ride in the same category and class of aircraft for which the applicant holds the type rating(s). However, if a type rating for that category and class of aircraft on the superseded pilot certificate is limited to VFR, that limitation will be carded forward to the person's ATP Certificate level.

An airline transport pilot may instruct other pilots in air transportation service in aircraft of the category, class and type for which he/she is rated. However, the ATP may not instruct for more than 8 hours in one day.

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

A crewmember is a person assigned to duty in the aircraft during flight. This includes pilots, flight engineers, navigators, flight attendants or anyone else assigned to duty in the airplane. A flight crewmember is a pilot, flight engineer or flight navigator assigned to duty in the aircraft during flight.

No person may serve as a pilot on an air carrier after that person has reached his/her 60th birthday. Note that this rule applies to any pilot position in the aircraft, but it does not apply to other flight crew positions such as flight engineer or navigator.

To exercise ATP privileges (such as pilot-in-command of an air carrier flight) a pilot must hold a First- Class Medical Certificate issued within the preceding 6 or 12 calendar months. To exercise commercial pilot privileges (e.g., co-pilot on a two-pilot air carrier flight) a pilot must hold either a First-or Second-Class Medical Certificate issued within the preceding 12 or 24 calendar months.

The applicant is not required to hold a medical certificate when taking a exam or check for a certificate, rating, or authorization conducted in a flight simulator or flight training device.

3. Flight Engineer requirements Many air carrier aircraft have a flight engineer as a required flight crewmember. The aircraft "type certificate" states whether or not a flight engineer is required. On each flight requiring a flight engineer at least one flight crewmember, other than the flight engineer, must be qualified to provide emergency performance of the flight engineer's functions for the safe completion of the flight if the flight engineer becomes ill or is otherwise incapacitated. A pilot need not hold a Flight Engineer's Certificate to perform the flight engineer's functions in such a situation.


4. Flight Attendants One or more flight attendants are required on each passenger-carrying airplane that has more than 19 passenger seats. The number of flight attendants is determined by the number of installed passenger seats- not by the actual number of passengers on board. Each certificate holder shall provide at least the minimum number of flight attendants on each passenger-carrying airplane. For airplanes having a seating capacity of more than 20 but less than 50 passengers; at least one flight attendant. For airplanes having a seating capacity of more than 51 but less than 100 passengers; at least two flight attendants. For airplanes having a seating capacity of more than 100 passengers: at least two flight attendants plus one additional flight attendant for each unit (or part of a unit) of 50 passenger seats above a seating capacity of 100 passengers.

If, in conducting the emergency evacuation demonstration required under CCAR 121, the certificate holder used more flight attendants than is required under the paragraph above of this section for the maximum seating capacity of the airplane, he may not, thereafter, take off that airplane in its maximum seating capacity configuration with fewer flight attendants than the number used during the emergency evacuation demonstration; or in any reduced seating capacity configuration with fewer flight attendants than the number required by the paragraph above of this section for that seating capacity plus the number of flight attendants used during the emergency evacuation demonstration that were in excess of those required under the paragraph above of this section.

The number of flight attendants approved under the paragraphs above of this section is set forth in the certificate holder's operations specifications. During take-off and landing, flight attendants required by this section shall be located as near as practicable to required floor level exists and shall be uniformly distributed throughout the airplane in order to provide the most effective egress of passengers in event of an emergency evacuation. During taxi, flight attendants required by this section must remain at their duty stations with safety belts and shoulder harnesses fastened except to perform duties related to the safety of the airplane and its occupants.

At stops where passengers remain on board, and on the airplane for which a flight attendant is not required by CCAR 121, the certificate holder must ensure that a person who is qualified in the emergency evacuation procedures for the airplane as required in CCAR 121, and who is identified to the passengers, remains on board the airplane, or nearby the airplane, in a position to adequately monitor passenger safety; and the airplane engines are shut down; and at least one floor level exit remains open to provide for the deplaning of passengers.

On each airplane for which flight attendants are required by CCAR 121, but the number of flight attendants remaining aboard is fewer than required by CCAR 121, the certificate holder shall ensure that the airplane engines are shut down, and at least one floor level exit remains open to provide for the deplaning of passengers; and the number of flight


attendants on board is at least half the number required by CCAR 121, rounded down to the next lower number in the case of fractions, but never fewer than one. The certificate holder may substitute for the required flight attendants.

Other persons qualified in the emergency evacuation procedures for that aircraft as required in CCAR 121, if these persons are identified to the passengers. If only one flight attendant or other qualified person is on board during a stop, that flight attendant or other qualified person shall be located in accordance with the certificate holder's CAAC-approved operating procedures. If more than one flight attendant or other qualified person is on board, the flight attendants or other qualified persons shall be spaced throughout the cabin to provide the most effective assistance for the evacuation in case of an emergency.

5. Experience and training requirements

For these definitions of training, aircraft are divided into two "groups". Group I aircraft are propeller driven. Turbojet aircraft are Group Il. Initial training is the training required for crewmembers and dispatchers who have not qualified and served in the same capacity (i.e., flight engineer, co-pilot, pilot-in-command) on another aircraft of the same group. Transition training is the training required for crewmembers or dispatchers who have qualified and served in the same capacity on another aircraft of the same group.

Upgrade training is the training required for crewmembers who have qualified and served as second- in-command or flight engineer on a particular airplane type (e.g., Boeing 737) before they can serve as pilot-in-command or second-in-command, respectively, on that airplane. Differences mining is the mining required for crewmembers or dispatchers who have qualified and served on a particular type of airplane before they can serve in the same capacity on a variation of that airplane. For example, a crewmember who is qualified on a Boeing 737-300 would need differences training to serve on a Boeing 737-400.

For a person to serve as pilot-in--command he/she must have had a proficiency check within the preceding 12 calendar months. In addition, within the preceding 6 calendar months the pilot-in- command must have either passed a proficiency check or completed an approved simulator training course. No certificate holder may use any person nor may any person serve as pilot-in-command of an airplane unless, within the preceding 12 calendar months that person has passed a line check in which he/she satisfactorily performs the duties and responsibilities of a pilot-in-command in one of the types of airplanes to be flown.

Pilots other than the PIC (pilot-in-command) must have either passed a proficiency check or completed "line oriented" simulator training within the last 24 calendar months. In addition, the co- pilot must have had a proficiency check or any other kind of simulator


training within the last 12 calendar months. Whenever a crewmember or aircraft dispatcher who is required to take recurrent trainings, a flight check, or a competency check, takes the check or completes the training in the calendar month before or after the month in which that training or check is required, he/she is considered to have taken or completed it in the calendar month in which it was required.

When a pilot has not made 3 take-offs and landings within the preceding 90 days, the pilot must make at least 3 take-offs and landings in the type of airplane in which that person is to serve or in an advanced simulator. These take-offs and landings must include:

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

B. At least 1 landing from an ILS (Instrument Landing System) approach to the lowest ILS minimum authorized for the certificate holder; and

C. At least 1 landing to a full stop.

No pilot may act as pilot-in-command under IFR (Instrument Flight Rule) unless he/she has, within the preceding 6 calendar months in the aircraft category for the instrument privileges sought, logged at least 6 instrument approaches, performed holding procedures, and intercepted and tracked courses through the use of navigation systems, or passed an instrument competency check in the category of aircraft involved.

A pilot may log as instrument flight time only that time during which he/she operates the aircraft solely by reference to the instruments, under actual or simulated instrument flight conditions.

If the pilot-in-command has not served 100 hours as pilot-in-command in operations under CCAR 121 in the type of airplane he/she is operating, the MDA (minimum descent altitude) or DH (decision height) and visibility landing minimums in the certificate holder's operations specifications for regular, provisional, or refuelling airports are increased by 100 feet and 800 m [or the RVR (runway visual range) equivalent].

If the pilot-in-command has not served 100 hours as PIC under CCAR 121 operations in the airplane type, the MDA or DH visibility minimums are increased by 30 m and 800 m above the published minimums. If a flight goes to an alternate airport, the minimums do not have to be raised by 30 - 800 m, but they cannot be less than 100 – 1600 m. In addition, Category II (CAT Il) minimums and the sliding scale do not apply. If a pilot has at least 100 hours PIC in another aircraft under CCAR 121 operations, he/she may reduce the current restriction by 1 hour for each landing, up to 50 hours maximum.

To be eligible for Category II authorization, a pilot must have made at least 6 ILS approaches since the beginning of the 6th month before the exam. These approaches must be under actual or simulated instrument flight conditions down to the minimum


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

However, the approaches need not be conducted down to the decision heights authorized for Category II operations. At least 3 of these approaches must have been conducted manually, without the use of an approach coupler. Upon original issue, a Category II authorization contains a limitation for Category II operations of 1 600 feet RVR and a 150-foot decision height. This limitation is removed when the holder shows that since the beginning of the 6th preceding month he/she has made 3 Category II ILS approaches to a landing under actual or simulated instrument conditions with a 150-foot decision height.

No domestic or flag air carrier may use any person as an aircraft: dispatcher unless, within the preceding 12 calendar months, he/she has satisfactorily completed operating familiarization consisting of at least 5 hours observing operations from the flight deck under CCAR 121 in one of the types of airplanes in each group he/she is to dispatch.

6. Flight Crew duty time limits

The time limits in this section count all commercial flying done by the crewmember in any flight crew position, not just the time flown with the air carrier. Besides the limits on flight time, there are required periods of rest based on the amount of flying done within a 24-hour period. There is also a requirement that a flight crewmember be given at least 36 consecutive hours of rest in any 7 consecutive days periods. A person cannot be assigned to any ground or flight duties during required rest periods. The term "deadhead" is used to describe the transportation of crewmembers by the air carder to or from their flight assignments when that transportation is not local in character. Tune spent in deadhead air transportation cannot be considered part of a required rest period.

No pilot of a supplemental carrier may be on flight deck duty for more than 8 hours in any 24 consecutive hours. If three pilots are assigned to a flight, the crew can be aloft no more than 16 hours in any 24 consecutive hours.

7. Pilot duty period limitations and rest requirements

Two Pilot Crew

A crewmember's total duty period should not exceed 14 hours, and the flight time in the duty period should not exceed 8 hours. The flight time may be extended to 9 hours if there are no more than 2 segments in the flight. After the duty period the crewmember must be given a scheduled rest period of at least 10 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period. In case of any delays happening in the


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

In case of any delays happening in the operation, the duty period may be extended to 16 hours at most, but the rest period there after must not be reduced.

Three Pilot Crew - Including a Second-in-commander Pilot

A crewmember's total duty period should not exceed 16 hours, and the flight time in the duty period should not exceed 10 hours. The flight time may be extended to 9 hours if it is a nonstop flight. After the duty period the crewmember must be given a scheduled rest period of at least 14 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period. In case of any delays happening in the operation, the rest period may be reduced to 12 hours, if the actual duty period doesn't exceed the 16 hours' limitation. In case of any delays happening in the operation, the duty period may be extended to 18 hours at most, but the rest period there after must not be reduced.

Three Pilot Crew - Including a Second-in-commander Pilot, and an Approved Area of Sleep for Crew members during the Flight

A crew member's total duty period should not exceed 18 hours, and the flight time in the duty period should not exceed 14 hours, provided each crew member could have chances to take a rest in the approved area of sleep during the whole flight. After the duty period the crew member must be given a scheduled rest period of at least 18 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period. In case of any delays happening in the operation, the rest period may be reduced to 16 hours, if the actual duty period doesn't exceed the 18 hours' limitation. In case of any delays happening in the operation, the duty period may be extended to 20 hours at most, but the rest period there after must not be reduced.

Four Pilot Crew - Including a Second-in-commander Pilot, and an Approved Area of Sleep for Crew members during the Flight

A crew member's total duty period should not exceed 20 hours, and the flight time in the duty period should not exceed 17 hours, provided each crewmember could have chances to take a rest in the approved area of sleep during the whole flight. After the duty period the crewmember must be given a scheduled rest period of at least 22 consecutive hours. In case of any delays happening in the operation, the rest period may be reduced to 20 hours, if the actual duty period doesn't exceed the 20 hours’ limitation. In case of any delays happening in the operation, the duty period may be extended to 22 hours at most.


8. Duty period limitations and rest requirements for Navigators, Flight Engineers and Batmen

Duty Period Limitations and Requirements for a Crew with One Navigator, One Flight Engineer or One Batman

A crewmember's total duty period should not exceed 14 hours, and the flight time in the duty period should not exceed 9 hours. After the duty period the crewmember must be given a scheduled rest period of at least 10 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period. In case any delays occur during the operation, the rest period maybe reduced to 9 hours, if the actual duty period doesn't exceed the 14 hours' limitation; the duty period may be extended to 16 hours at most, but the 10 hours' rest period there after must not be reduced.

A certificate holder may assign a navigator, a flight engineer, or batman to a scheduled duty period of more than 14 hours, but no more than 16 hours. The flight time during the duty period should not exceed 12 hours. After the duty period the crewmember must be given a scheduled rest period of at least 14 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period. In case any delays occur during the operation, the rest period maybe reduced to 12 hours, if the actual duty period doesn’t exceed the 16 hours' limitation; the duty period may be extended to 18 hours at most, but the 14 hours’ rest period there after must not be reduced.

Duty Period Limitations and Requirements for a Crew with Two Navigators, Two Flight Engineers or Two Batmen

A certificate holder may assign navigators, flight engineers, or batmen to a scheduled duty period of more than 16 hours, but no more than 18 hours. The flight time during the duty period should be no more than 14 hours, provided each crewmember could have chances to take a rest in the approved area of sleep during the whole flight. After the duty period the crewmember must be given a scheduled rest period of at least 18 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period. In case any delays occur during the operation, the rest period may be reduced to 16 hours, if the actual duty period doesn't exceed the 18 hours' limitation; the duty period may be extended to 20 hours at most, but the 18 hours' rest period there after must not be reduced.

A certificate holder may also assign navigators, flight engineers, or batmen to a scheduled duty period of more than 18 hours, but no more than 20 hours. The flight time during the duty period should be no more than 17 hours, provided each crewmember could have chances to take a rest in the approved area of sleep during the whole flight. After the duty period the crewmember must be given a scheduled rest period of at least


22 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period. In case any delays occur during the operation, the rest period may be reduced to 20 hours, if the actual duty period doesn't exceed the 20 hours' limitation; the duty period may be extended to 22 hours at most, but the rest period there after must not be reduced.

9. Flight time limitations and rest requirements for Flight Crew members

No certificate holder conducting operations may schedule any flight crewmember and no flight crewmember may accept an assignment for flight time in scheduled air transportation or in other commercial flying if that crewmember's total flight time in all commercial flying will exceed 1 000 hours in any calendar year, or 90 hours in any calendar month, or 35 hours in any 7 consecutive calendar days (this period of time may be extended to 40 hours, provided each crewmember could have a chance to take a rest in an approved area of sleep during each period of flight).

10. Additional duty period and flight time limitations: Flight Crew members

A flight crewmember is not considered to be scheduled for duty time in excess of duty time limitations if the flights to which he is assigned are scheduled and normally terminate within the limitation, but due to circumstances beyond the control of the certificate holder (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the scheduled time. In this case, the duty period and flight time limitations should also be consistent with those stated in CCAR 121, and the excess part of duty time should not in any circumstances exceed 2 hours.

A flight crewmember is not considered to be scheduled for flight time in excess off flight time limitations if the flights to which he is assigned are scheduled and normally terminate within the limitations, but due to circumstances beyond the control of the certificate holder (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the scheduled time.

If a flight crewmember is assigned to serve for more than one certificate holder, or is assigned to serve in more than one type of flight crew, the total duty time and flight time limitations should be consistent with those stated in CCAR 121. Time spent before departure due to delay is considered part of the duty time.


11. Additional rest requirements: Flight Crew members No certificate holder may assign a flight crewmember to perform any duty with the certificate holder during any required rest period. The rest period stated in this section may be included in other rest periods.

Only when a delay occurs in an operation, may a crewmember's rest period be reduced according to those stated in CCAR 121. The reducing must not be assigned ahead of time.

Each certificate holder shall relieve each flight crewmember engaged in scheduled air transportation from all further duty for at least 36 consecutive hours during any 7 consecutive days.

When a certificate holder assigned other duty for a flight crewmember, the time spent in the duty may or may not be considered as part of the flight duty time. When it is not considered as part of the flight duty time, the flight crewmember must be assigned a rest period of at least 8 consecutive hours before commencement of the subsequent duty period.

If there is a jetlag of 6 hours or more between the time zone where the flight operation terminates and the time zone where the flight crewmember's home station locates, the certificate holder should assigned a rest period of at least 48 consecutive hours for the flight crewmember after he or she is back to the home station. This rest period must occur before the commencement of the subsequent duty period. The home station stated in this section refers to the place where flight crewmembers are stationed, and flight crewmembers' duty times are assigned there.

Time spent in transportation, not local in character, that a certificate holder requires of a flight crewmember and provides to transport the flight crewmember to an airport at which that flight crewmember is to serve on a flight as a crewmember, or from an airport at which the flight crewmember was relieved from duty to return to the flight attendant's home station, is not considered part of a rest period.

12. Flight Attendant duty period limitations and rest requirements: domestic, flag and supplemental operations

Calendar day means the period of elapsed time, using Coordinated Universal Time or local time, which begins at midnight and ends 24 hours later at the next midnight. Duty period means the period of elapsed time between reporting for an assignment involving flight time and release from that assignment by the certificate holder conducting domestic, flag, or supplemental operations. The time is calculated using either Coordinated Universal Time or local time to reflect the total elapsed time.


Flight attendant means an individual, other than a flight crewmember, who is assigned by a certificate holder conducting domestic, flag, or supplemental operations, in accordance with the required minimum crew complement under the certificate holder's operations specifications or in addition to that minimum complement, to duty in an aircraft during flight time and whose duties include but are not necessarily limited to cabin-safety-related responsibilities.

Rest period means the period free of all restraint or duty for a certificate holder conducting domestic, flag, or supplemental operations and free of all responsibilities for work or duty.

A certificate holder conducting domestic, flag, or supplemental operations may assign a duty period to a flight attendant only when the following applicable duty period limitations and rest requirements are met.

A. Except as provided in paragraphs D, E, and F of this section, no certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 14 hours.

B. Except as provided in paragraph C of this section, a flight attendant scheduled to a duty period of 14 hours or less as provided under paragraph A of this section must be given a scheduled rest period of at least 9 consecutive hours. This rest period must occur between the completion of the scheduled duty. period and the commencement of the subsequent duty period.

C. The rest period required under paragraph B of this section may be scheduled or reduced to 8 consecutive hours if the flight attendant is provided a subsequent rest period of at least 10 consecutive hours; this subsequent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

D. A certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty. period of more than 14 hours, but no more than 16 hours, if the certificate holder has assigned to the flight or flights in that duty period at least one flight attendant in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the certificate holder's operations specifications.

E. A certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 16 hours, but no more than 18 hours, if the certificate holder has assigned to the flight or flights in that duty period at least two flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the certificate holder's operations specifications. www.flightdeckcrewing.com Page of 12 31

F. A certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 18 hours, but no more than 20 hours, if the scheduled duty period includes one or more flights that land or take off outside China, and if the certificate holder has assigned to the flight or flights in that duty period at least three flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the domestic certificate holder's operations specifications.

G. Except as provided in paragraph H of this section, a flight attendant scheduled to a duty period of more than 14 hours but no more than 20 hours, as provided in paragraphs D, E and F of this section, must be given a scheduled rest period of at least 12 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

H. The rest period required under paragraph G of this section may be scheduled or reduced to 10 consecutive hours if the flight attendant is provided a subsequent rest period of at least 14 consecutive hours; this subsequent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

I. Notwithstanding paragraphs D, E, and F of this section, if a certificate holder conducting domestic, flag, or supplemental operations elects to reduce the rest holder may not schedule a flight attendant for a duty period of more than 14 hours during the 24-hour period commencing after the beginning of the reduced rest period.

J. No certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant any duty period with the certificate holder unless the flight attendant has had at least the minimum rest required under this section.

K. No certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to perform any duty with the certificate holder during any required rest period.

L. Time spent in transportation, not local in character, that a certificate holder conducting domestic, flag, or supplemental operations requires of a flight attendant and provides to transport the flight attendant to an airport at which that flight attendant is to serve on a flight as a crewmember, or from an airport at which the flight attendant was relieved from duty to return to the flight attendant's home station, is not considered part of a rest period.

M. Each certificate holder conducting domestic, flag, or supplemental operations must relieve each flight attendant engaged in air transportation and each commercial operator must relieve each flight attendant engaged in air commerce from all further duty for at least 24 consecutive hours during any 7 consecutive calendar days. www.flightdeckcrewing.com Page of 13 31

N. A flight attendant is not considered to be scheduled for duty in excess of duty period limitations if the flights to which the flight attendant is assigned are scheduled and normally terminate within the limitations but due to circumstances beyond the control of the certificate holder conducting domestic, flag, or supplemental operations (such as adverse weather conditions) are not at the time of departure expected to reach their destination within the scheduled time.

13. Flight time limitations and rest requirements: domestic, flag or supplemental operations

Domestic Operations: All Flight Crewmembers No certificate holder conducting domestic operations may schedule any flight crewmember and no flight crewmember may accept an assignment for flight time in scheduled air transportation or in other commercial flying if that crewmember's total flight time in all commercial flying will exceed 1 000 hours in any calendar year, or 90 hours in any calendar month, or 35 hours in any 7 consecutive calendar days (but this period of time may be extended to 40 hours, provided each crewmember could have a chance to take a rest in an approved area of sleep during each period of flight), or 8 hours between required rest periods.

1) Except as provided in paragraph 2) of this section, no certificate holder conducting domestic operations may schedule a flight crewmember and no flight crewmember may accept an assignment for flight time during the 24 consecutive hours preceding the scheduled completion of any flight segment without a scheduled rest period during that 24 hours of at least the following:

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

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

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

2) A certificate holder may schedule a flight crewmember for less than the rest required in paragraph 1) of this section or may reduce a scheduled rest under the following conditions:

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

B. A rest required under paragraph 1 ) B of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 11


hours that must begin no later than 24 hours after the commencement of the reduced rest period.

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

D. No certificate holder may assign, nor may any flight crewmember perform any flight time with the certificate holder unless the flight crewmember has had at least the minimum rest required under this passage.

3) Each certificate holder conducting domestic operations shall relieve each flight crewmember engaged in scheduled air transportation from all further duty for at least 36 consecutive hours during any 7 consecutive days.

4) No certificate holder conducting domestic operations may assign any flight crewmember and no flight crewmember may accept assignment to any duty with the air carrier during any required rest period.

5) Time spent in transportation, not local in character, that a certificate holder requires of a flight crewmember and provides to transport the crewmember to an airport at which he is to serve on a flight as a crewmember, or from an airport at which he was relieved from duty to return to his home station, is not considered part of a rest period.

6) A flight crewmember is not considered to be scheduled for flight time in excess of flight time limitations if the flights to which he is assigned are scheduled and normally terminate within the limitations, but due to circumstances beyond the control of the certificate holder (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the scheduled time. In this case, the excess part of duty time should not in any circumstances exceed 2 hours.

14. Flag operationsOne or Two Pilot Crews

A certificate holder conducting flag operations may schedule a pilot to fly in an airplane that has a crew of one or two pilots for 8 hours or less during any 24 consecutive hours without a rest period during these 8 hours.

If a certificate holder conducting flag operations schedules a pilot to fly more than 8 hours during any 24 consecutive hours, it shall give him an intervening rest period, at or before the end of 8 scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than 8 hours. The certificate holder shall relieve that pilot of all duty with it during that rest period. www.flightdeckcrewing.com Page of 15 31

Each pilot who has flown more than 8 hours during 24 consecutive hours must be given at least 18 hours of rest before being assigned to any duty with the certificate holder.

No pilot may fly more than 35 hours during any 7 consecutive days, and each pilot must be relieved from all duty for at least 36 consecutive hours at least once during any 7 consecutive days. No pilot may fly as a member of a crew more than 90 hours during any one calendar month. No pilot may fly as a member of a crew more than 1 000 hours during any 12-calendar-month period.

Two Pilots and One Additional Flight Crewmember

No certificate holder conducting flag operations may schedule a pilot to fly, in an airplane that has a crew of two pilots and at least one additional flight crewmember, for a total of more than 12 hours during any 24 consecutive hours.

If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with the air carrier. In any case, he must be given at least 36 consecutive hours of rest during any 7 consecutive days.

No pilot may fly as a flight crewmember more than 120 hours during any 30 consecutive days or 300 hours during any 90 consecutive days, or 1 000 hours during any 12-calendar-month period.

Three or More Pilots and an Additional Flight Crewmember

Each certificate holder conducting flag operations shall schedule its flight hours to provide adequate rest periods on the ground for each pilot who is away from his base and who is a pilot on an airplane that has a crew of three or more pilots and an additional flight crewmember. It shall also provide adequate sleeping quarters on the airplane whenever a pilot is scheduled to fly more than 12 hours during any 24 consecutive hours.

The certificate holder conducting flag operations shall give each pilot, upon return to his base from any flight or series of flights, a rest period that is at least twice the total number of hours he flew since the last rest period at his base. During the rest period required by this paragraph, the air carrier may not require him to perform any duty for it.

If the required rest period is more than 7 days, that part of the rest period in excess of 7 days may be given at any time before the pilot is again scheduled for flight duty on any route.

No pilot may fly as a flight crewmember more than 350 hours during any 90 consecutive days, or 1000 hours during any 12-calendar-month period.


Pilots Not Regularly Assigned

A. Except as provided in paragraphs B through E of this part, a pilot who is not regularly assigned as a flight crewmember for an entire calendar month may not fly more than 90 hours in any 30 consecutive days.

B. The monthly flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot crews in any calendar month, or whose assignment in such a crew is interrupted more than once in that calendar month by assignment to a crew consisting of two or more pilots and an additional flight crewmember, are those set forth in the passage above titled "One or Two Pilot Crews".

C. Except for a pilot covered by paragraph B of this part, the monthly and quarterly flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot and additional flight crewmember crews in any calendar month, or whose assignment in such a crew is interrupted more than once in that calendar month by assignment to a crew consisting of three pilots and additional flight crewmember, are those set forth in the passage above titled "Two Pilots and One Additional Flight Crewmember".

D. The quarterly flight time limitations for a pilot to whom paragraphs B and C of this part do not apply and who is scheduled for duty aloft for a total of not more than 20 hours within any calendar month in two-pilot crews (with or without additional flight crewmembers) are those set forth in the passage above titled "Three or More Pilots and an Additional Flight Crewmember".

E. The monthly and quarterly flight time limitations for a pilot assigned to each of two-pilot, two- pilot and additional flight crewmember, and three-pilot and additional flight crewmember crews in a given calendar month, and who is not subject to paragraph B, C, or D of this part, are those set forth in the passage above titled "Two Pilots and One Additional Flight Crewmember".

No pilot that is employed as a pilot by a certificate holder conducting flag operations may do any other commercial flying if that commercial flying plus his flying in air transportation will exceed any flight time limitation in this part. Time spent in deadhead transportation to or from duty assignment is not considered to be a part of a rest period.

In any operation in which one flight engineer or flight navigator is required, the flight time limitations in the passage above titled "Two Pilots and One Additional Flight Crewmember" apply to that flight engineer or flight navigator. In any operation in which more than one flight engineer or flight navigator is required, the flight time limitations in the passage above titled "Three or More Pilots and an Additional Flight Crewmember" apply to those flight engineers or flight navigators.


15. Supplemental operationsPilots: Airplanes

A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for 8 hours or less during any 24 consecutive hours without a rest period during those 8 hours.

If the flight is in an airplane with a pressurization system that is operative at the beginning of the flight, and the flight crew consists of at least two pilots and a flight engineer, and the certificate holder uses, in conducting the operation, an air/ground communication service that is independent of systems operated by China, and a dispatch organization, both of which are approved by the Administrator as adequate to serve the terminal points concerned, the certificate holder may, in conducting a nonstop flight, schedule a flight crewmember for more than 8 but not more than 10 hours of continuous duty aloft without an intervening rest period.

Each pilot who has flown more than 8 hours during any 24 consecutive hours must be given at least 16 hours of rest before being assigned to any duty with the certificate holder.

Each certificate holder conducting supplemental operations shall relieve each pilot from all duty for at least 36 consecutive hours at least once during any 7 consecutive days.

No pilot may fly as a crewmember in air transportation more than 90 hours during any 30 consecutive days. No pilot may fly as a crewmember in air transportation more than 1000 hours during any calendar year. In any operation in which one flight engineer is serving, those flight time limitations above in this section are also applied to that flight engineer.

Two Pilot Crew: Airplanes

If a certificate holder conducting supplemental operations schedules a pilot to fly more than 8 hours during any 24 consecutive hours, it shall give him an intervening rest period at or before the end of 8 scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than 8 hours. The certificate holder conducting supplemental operations shall relieve that pilot of all duty with it during that rest period. No pilot of an airplane that has a crew of two pilots may be on duty for more than 16 hours during any 24 consecutive hours.

In any operation in which one flight engineer is serving, those flight time limitations above in this section are also applied to that flight engineer.

Three Pilot Crew: Airplanes

No certificate holder conducting supplemental operations may schedule a pilot for flight deck duty in an airplane that has a crew of three pilots for more than 8 hours in any 24 www.flightdeckcrewing.com Page of 18 31

consecutive hours, or to be aloft in an airplane that has a crew of three pilots for more than 12 hours in any 24 consecutive hours.

No pilot of an airplane that has a crew of three pilots may be on duty for more than 18 hours in any 24 consecutive hours.

Four Pilot Crew: Airplanes

No certificate holder conducting supplemental operations may schedule a pilot for flight deck duty in an airplane that has a crew of four pilots for more than 8 hours in any 24 consecutive hours, or to be aloft in an airplane that has a crew of four pilots for more than 16 hours in any 24 consecutive hours.

No pilot of an airplane that has a crew of four pilots may be on duty for more than 20 hours in any 24 consecutive hours.

In any operation in which more than one flight engineer is serving and the flight crew contains more than two pilots, those flight time limitations above in this section are also applied to the flight engineers.

No airman may be aloft as a flight crewmember for more than 1000 hours in any 12-calendar -month period.

No airman who is employed by a certificate holder conducting supplemental operations may do any other commercial flying, if that commercial flying plus his flying in operations under this part will exceed any flight time limitation in this part.

Time spent by an airman in deadhead transportation to or from a duty assignment is not considered to be part of any rest period.

Crew of Two Pilots and One Additional Airman as Required

No certificate holder conducting supplemental operations may schedule an airman to be aloft as a member of the flight crew in an airplane that has a crew of two pilots and at least one additional flight crewmember for more than 12 hours during any 24 consecutive hours.

If an airman has been aloft as a member of a flight crew for 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with the certificate holder. In any case, he must be relieved of all duty for at least 24 consecutive hours during any 7 consecutive days.

No airman may be aloft as a flight crewmember for more than 120 hours during any 30 consecutive days, or 300 hours during any 90 consecutive days.


Crew of Three or More Pilots and Additional Airmen as Required

No certificate holder conducting supplemental operations may schedule an airman for flight deck duty as a flight engineer, a navigator or a batman in a crew of three or more pilots and additional airmen for a total of more than 14 hours during any 24 consecutive hours.

Each certificate holder conducting supplemental operations shall schedule its flight hours to provide adequate rest periods on the ground for each airman who is away from his principal operations base. It shall also provide adequate sleeping quarters on the airplane whenever an airman is scheduled to be aloft as a flight crewmember for more than 12 hours during any 24 consecutive hours.

No certificate holder conducting supplemental operations may schedule any flight crewmember to be on continuous duty for more than 30 hours. Such a crewmember is considered to be on continuous duty from the time he reports for duty until the time he is released from duty for a rest period of at least 10 hours on the ground. If a flight crewmember is on continuous duty for more than 24 hours (whether scheduled or not) during any scheduled duty period, he must be given at least 16 hours for rest on the ground after completing the last flight scheduled for that scheduled duty period before being assigned any further flight duty.

If a flight crewmember is required to engage in deadhead transportation for more than 4 hours before beginning flight duty, one half of the time spent in deadhead transportation must be treated as duty time for the purpose of complying with duty time limitations, unless he is given at least 10 hours of rest on the ground before being assigned to flight duty.

Each certificate holder conducting supplemental operations shall give each airman, upon return to his operations base from any flight or series of flights, a rest period that is at least twice the total number of hours he was aloft as a flight crewmember since the last rest period at his base, before assigning him to any further duty. If the required rest period is more than 7 days, that part of the rest period that is more than 7 days may be given at any time before the pilot is again scheduled for flight duty.

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

Pilots Serving in More Than One Kind of Flight Crew

This passage applies to each pilot assigned during any 30 consecutive days to more than one type of flight crew.

The flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two- pilot crews in 30 consecutive days, or whose assignment in such a crew is more


pilots and an additional flight crewmember, are those listed in the passage titled "Pilots: Airplanes" through the passage titled "Four Pilot Crews: Airplanes" in the part of "Supplemental Operations",' as appropriate.

Except for a pilot covered by the paragraph above of this passage, the flight time limitations for a pilot scheduled for duty aloft for more than 20 hours in two-pilot and additional flight crewmember crews in 30 consecutive days or whose assignment in such a crew is interrupted more than once in any 30 consecutive days by assignment to a crew consisting of three pilots and an additional flight crewmember, are those set forth in the passage titled "Crew of Two Pilots and One Additional Airman As Required" in the pan of "Supplemental Operations".

The flight time limitations for a pilot to whom paragraphs above of this section do not apply, and who is scheduled for duty aloft for a total of no more than 20 hours within 30 consecutive days in two-pilot crews (with or without additional flight crewmembers) are those set forth in the passage titled "Crew of Three or More Pilots and Additional Airmen As Required" in the part of "Supplemental Operations".

The flight time limitations for a pilot assigned to each of two-pilot, two-pilot and additional flight crewmember, and three-pilot and additional flight crewmember crews in 30 consecutive days, and who is not subject to the paragraphs above of this passage, are those listed in the passage titled "Crew of Three or More Pilots and Additional Airmen As Required" in the part of "Supplemental Operations".

16. Aircraft dispatcher duty time limitationsNo domestic or flag carrier may schedule a dispatcher to be on duty for more than 10consecutive hours. If a dispatcher is scheduled for more than 10 hours of duty in 24 consecutive hours, he/she must be given at least 8 hours of rest at or before the end of 10 consecutive hours of duty. A dispatcher must be relieved of all duty with the carrier for at least 24 consecutive hours in any 7 consecutive days.

Each certificate holder conducting domestic or flag operations shall establish the daily duty period for a dispatcher so that it begins at a time that allows him or her to become thoroughly familiar with existing and anticipated weather conditions along the route before he or she dispatches any airplane. He or she shall remain on duty until each airplane dispatched by him or her has completed its flight, or has gone beyond his or her jurisdiction or until he or she is relieved by another qualified dispatcher.

Except in cases where circumstances or emergency conditions beyond the control of the certificate holder require otherwise, no certificate holder conducting domestic or flag operations may schedule a dispatcher for more than 10 consecutive hours of duty. If a dispatcher is scheduled for more than 10 hours of duty in 24 consecutive hours, the certificate holder shall provide him or her a rest period of at least 8 hours at or before the www.flightdeckcrewing.com Page of 21 31

end of 10 hours of duty. Each dispatcher must be relieved of all duty with the certificate holder for at least 24 consecutive hours during any 7 consecutive days or the equivalent thereof within any calendar month.

Notwithstanding paragraphs above of this section, a certificate holder conducting flag operations may, if authorized by the Administrator, schedule an aircraft dispatcher at a duty station outside China, for more than l0 consecutive hours of duty in a 24-hour period if that aircraft dispatcher is relieved of all duty with the certificate holder for at least 8 hours during each 24-hour period.

17. Dispatching and flight releaseOperational control with respect to a flight means the exercise of authority over initiating, conducting or terminating a flight.

For operations of supplemental air carriers or commercial operators, the pilot-in-command and the director of operations are jointly responsible for the initiation, continuation, diversion, and termination of a flight.

Each flag and domestic flight must have a dispatch release on board. The dispatch release of a flag or domestic air carrier may be in any form but must contain at least the following information concerning the flight:

A. The identification number of the aircraft;

B. The trip number;

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

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

E. The minimum fuel supply.

It may include any additional available weather reports or forecasts that the pilot-in-command or the aircraft dispatcher considers necessary or desirable.

Each supplemental carrier or commercial operator flight must have a flight release on board. The flight release can be in any form but must contain the following information:

A. The company or organization name;

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

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


D. The name of each flight crewmember, flight attendant and the pilot designated as pilot-in- command;

E. The departure, destination, intermediate and alternate airports and route; F. The type of operation (e.g., IFR or VFR);

G. The minimum fuel supply;

H. The latest weather reports and forecasts for the complete flight (may be attached to the release rather than be part of it).

The aircraft dispatcher must provide the pilot-in-command with all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of flight; must provide the pilot-in-command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight including adverse weather; and must update this information during a flight.

When a domestic flight lands at an intermediate airport named in its original dispatch release and departs again within 1 hour, it does not need a new dispatch release. If it remains on the ground for more than 1 hour, a redispatch release must be issued.

When a flag flight lands at an intermediate airport named in its original dispatch release and departs again within 6 hours, it does not need a new dispatch release. If it remains on the ground for more than 6 hours, a redispatch is required. No person may continue a flag air carrier flight from an intermediate airport without redispatch if the airplane has been on the ground for more than 6 hours.

The pilot-in-command shall carry in the airplane to its destination: load manifest, flight release, airworthiness release, pilot route certification, and flight plan. The air carrier must keep copies of these documents for at least 3 months.

Each certificate holder conducting domestic, flag, or commuter operations must obtain operations specifications containing authorization and limitations for routes and areas of operations.

A provisional airport is defined as an airport approved by the Administrator for use by a certificate holder for the purpose of providing service to a community when the regular airport used by the certificate holder is not available.

Each certificate holder conducting domestic, flag, or commuter operations must obtain operations specifications containing, among many other provisions, the kinds of operations authorized.

A supplemental air carrier must retain a copy of each load manifest, flight release and flight plan at its principal operations base for at least 3 months.


18. Fuel requirementsAll domestic flights must have enough fuel to:

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

B. Thereafter, fly to and land at the most distant alternate airport (if an alternate is required) for the airport to which dispatched; and

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

Certificate holders who are authorized by CAAC can determine the fuel requirement by means of flying from specified airport to alternate. No person may dispatch or take off an airplane unless it has enough fuel to fly from the specified airport to and land at an alternate airport, and thereafter fly for 45 minutes at normal cruising fuel consumption. But the fuel quantity is not less than the requirement to fly to destination dispatched, and thereafter fly for 2 hours at normal cruising fuel consumption.

The fuel required for a flag flight landing within the contiguous China is the same as for domestic flights.

Non-turbine and turbo-propeller-powered airplanes flight (with an alternate available) landing outside the contiguous China must have enough fuel to:

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

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

C. Thereafter, fly for 30 minutes plus 15 percent of the total time required to fly at normal cruising fuel consumption to the airports specified in paragraphs I and 2 of this section or to fly for 90 minutes at normal cruising fuel consumption, whichever is less.

No person may dispatch a non-turbine or turbo-propeller-powered airplane to an airport for which an alternate is not specified, unless it has enough fuel, considering wind and forecast weather conditions, to fly to that airport and thereafter to fly for 3 hours at normal cruising fuel consumption.

Turbojet-engine-powered air carder airplanes, other than turbo propeller, flight (with an alternate available) landing outside the contiguous China must have fuel to:

A. Fly to the destination, then

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

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


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

No person may release a turbine-engine powered airplane (other than a turbo-propeller airplane) to an airport for which an alternate is not specified unless it has enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for at least 2 hours at normal cruising fuel consumption.

19. Carriage of passengers and cargoBefore take-off all the passengers must be briefed on:

A. Smoking;

B. B. The location of emergency exits;

C. The use of seatbelts;

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

After the seatbelt sign has been turned off in flight, the passengers must be briefed to keep their seatbelts fastened while seated. In addition to the required briefings, passengers must be provided with printed cards that contain diagrams of and methods of operating the emergency exits and the use of other emergency equipment. Before flight is conducted above FL250, a crewmember must instruct the passengers on the necessity of using oxygen in the event of cabin depressurization, and must point out to them the location and demonstrate the use of the oxygen dispensing equipment.

Each passenger two years old and older must have their own seat or berth and approved seatbelt. During take-off and landing, all passengers must be in their seat with their seatbelts fastened. A child under two may be held by an adult. During the en route portion of a flight, two passengers may share a seatbelt while seated in a multiple lounge or divan seat.

There are certain persons who have to be admitted to the flight deck in flight (such as crewmembers, CAAC inspectors, etc.) and certain others who may be admitted (e.g. deadheading crew), but the pilot in command has emergency authority to exclude any person from the flight deck in the interest of safety.

Law enforcement officers may carry firearms on board an air carrier flight if their duties so require.

Except in an emergency, the carrier should be given at least one hour prior notice that a person carrying a deadly weapon is going to be on the flight. If a passenger is carrying a firearm in their checked baggage, the weapon must be unloaded and the bag locked. The


passenger must retain the key to the bag. The bag must be stowed in a portion of the aircraft that is inaccessible to both the passenger and to crewmembers in flight.

Prisoners are sometimes carded on air carder flights. The prisoners are always escorted and no more than one prisoner who is classified as "maximum risk" can be allowed on the aircraft. Certain rules apply to the carriage of prisoners. These include:

A. The prisoner and escort must be boarded before all other passengers and must stay onboard until all other passengers have deplaned.

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

C. The carrier may serve the prisoner and the escort food and beverages, but neither of them may be served alcohol.

If a person who appears to be intoxicated creates a disturbance on a flight, a report of the incident must be made to the Administrator (the CAAC) within 5 days.

Certain passengers may be carried on an all-cargo flight without the carrier having to comply with all the passenger-carrying rules. Passengers carried on an all-cargo flight must have a seat with an approved seatbelt in the cargo compartment. They must have access to the pilot compartment or to an exit. The pilot-in-command must be able to notify them when they must have their seatbelt fastened and when smoking is prohibited. They must receive an emergency briefing from a crewmember prior to take-off. The pilot-in-command may authorize the passenger to be admitted to the flight crew compartment.

Cargo (including carry-on baggage) may be carried in the passenger compartment of an aircraft if certain conditions are met. If the cargo is carried in an approved cargo bin, it can be located anywhere in the passenger compartment. The bin:

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

B. May not be installed in a position that restricts access to or use of any required emergency exit, or of the aisle in the passenger cabin;

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

If the cargo is not placed in an approved cargo bin it must be located aft of a bulkhead or divider (i.e., not aft of a passenger) and it must meet certain other requirements.

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

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


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

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

E. Its location must not obscure any passenger's view of the "seatbelt", "no smoking" or required "exit" signs unless an auxiliary sign is installed.

Each person who has duties concerning the handling or carriage of dangerous articles or magnetised materials must have completed a training course within the preceding 12 calendar months.

20. Emergency equipment and operationsCertain emergency equipment must be carded on every air carrier airplane. This equipment includes fire extinguishers, megaphones, first aid kits and a crash axe. All of this equipment must;

A. Be inspected regularly.

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

C. Be clearly identified and marked with its method of operation (this applies to any containers in which the equipment is carried).

Only one crash axe is required on the airplane and must be carried on the flight deck.

At least one hand fire extinguisher must be carried on the flight deck. The number of extinguishers carried in the cabin is determined by the number of installed passenger seats.

The minimum number of hand fire extinguishers required in the passenger cabin is:


6 through 30

3201 through 300 4

501 through 600601 or more 8

�Passenger Seating Capacity

�31 through 60

�Extinguishers Required

�61 through 200

�301 through 400

�2�1

�5�401 through 500 �6

�7

The number of megaphones carried on the airplane is determined by the number of installed passenger seats. On airplanes with a seating capacity of 60 through 99 passengers, one megaphone must be carried in the most rearward location in the passenger cabin that is readily accessible to a normal flight attendant seat. On airplanes with a seating capacity of 100 or more seats, one megaphone must be carried at the rear of the cabin and another megaphone must be carried at the front of the cabin.

Passenger carrying airplanes must have an emergency exit light system. This system must be operable manually from both the flight crew station and from a point in the passenger compartment readily accessible to a flight attendant. When the system is armed it must come on automatically with the interruption of the airplane's normal electrical power.

The exit lights must be armed or turned on during taxiing, take-off and landing. Every emergency exit (other than an over wing exit) that is more than 6 feet from the ground must have a means of assisting occupants to the ground in the event of an emergency evacuation.

The most common means of complying with this requirement is an inflatable slide that deploys automatically when the door is opened. If such an automatic escape slide is installed, it must be armed during taxiing, take-off and landing. If any required emergency exit for passengers is located in other than the passenger compartment (such as the flight deck), the door separating the compartments must be latched open during take-off and landing.

A public address system and a separate crewmember interphone system must be installed on all airplanes with a seating capacity of more than 19 seats.

Each crewmember on a flight must have a flashlight in good working order readily available.

When operating at flight altitudes above 10 000 feet there must be enough oxygen for all crewmembers for the entire flight at those altitudes, and in no event less than a 2-hour supply.

When operating at flight altitudes above FL250 each flight crewmember on flight deck duty must have an oxygen mask, within immediate reach, so designed that it can be rapidly placed on his/her face. This is commonly referred to as a "quick-donning" oxygen mask. To meet the requirements, regulations require that the mask be designed so that it can be put on the user's face within 5 seconds. If, while operating above FL250, one pilot leaves his/her station, the other pilot must put on his/her oxygen mask.

Above FL410 one pilot must wear his/her mask at all times. Notice that the rule applies only to the pilots. Above FL250 the flight engineer need only have a quick-donning mask readily available. www.flightdeckcrewing.com Page of 28 31

The oxygen requirements for passengers vary with the type of aircraft but oxygen must be provided to ail passengers for the entire time the cabin altitude is above 15 000 feet.

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

A. For flights at cabin pressure altitudes above 10 000 feet, up to and including 14000 feet, there must be enough oxygen to supply 10% of the passengers for any time at those altitudes in excess of 30 minutes.

B. For flights at cabin pressure altitudes above 14 000 feet, up to and including 15000 feet, there must be enough oxygen for 30% of the passengers for the entire time of flight at those altitudes.

C. For flights at cabin pressure altitudes above 15 000 feet there must be enough oxygen for all the passengers for the entire time of flight at those altitudes.

The amount of oxygen carried for passengers in the event of loss of pressurization varies depending on the ability of the airplane to make an emergency descent. If the aircraft can make a 4ascent to 14 000 feet within 4 minutes it may carry less oxygen than would otherwise be required.

A certain amount of first aid oxygen must be carried for passengers on flights that operate above FL250. The amount of oxygen is determined by the actual number of passengers but in no case may there be less than 2 oxygen dispensing units.

On extended over-water flights (more than 50 nautical miles from the shoreline) the airplane must have a life preserver for each occupant of the aircraft, and enough life rafts to accommodate all the occupants. This equipment must be easily accessible in the event of a ditching.

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

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

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

When flag or supplemental carriers or commercial operators fly over uninhabited terrain, the following survival equipment must be carried on the airplane:

A. Suitable pyrotechnic signalling devices;

B. A survival-type emergency locator transmitter;

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


In an emergency situation that requires immediate decision and action, the pilot-in-command may take any action that he/she considers necessary under the circumstances. In such a case the PIC may deviate from prescribed procedures and methods, weather minimums and regulations to the extent required in the interest of safety. In an emergency situation arising during flight that requires immediate decision and action by an aircraft dispatcher, the dispatcher must advise the pilot-in- command of the emergency shall ascertain the decision of the pilot-in-command and shall have that decision recorded. If the dispatcher cannot communicate with the pilot, he/she shall declare an emergency and take any action he/she considers necessary under the circumstances.

Each certificate holder (airline) must, for each type and model of airplane, assign to each category of crewmember, as appropriate, the necessary functions to be performed in an emergency or in a situation requiring emergency evacuation. The certificate holder must describe those duties in its manual.

Crewmembers must receive emergency training annually on several subjects. Besides the training they must perform emergency drills in:

A. The operation of emergency exits;

B. Hand fire extinguishers;

C. The emergency oxygen system and protective breathing equipment;

D. Donning, inflation and use of individual flotation equipment; and

E. Ditching.

Crewmembers who serve above 25 000 feet must receive instruction in hypoxia, respiration and decompression. Crewmembers must actually operate certain emergency equipment in their recurrent training at least once every 24 months.

The pilot-in-command must make a report to the ATC and dispatcher of the stoppage of an engine's rotation in flight (due either to failure or intentional shutdown) as soon as practicable and must keep the ATC and dispatcher informed of the progress of the flight. As a general rule, when an engine fails or is shutdown, the pilot-in-command must land the aircraft at the nearest suitable airport, time- wise, at which a safe landing can be made.

There is an exception to the rule for airplanes with 3 or more engines. If only 1 engine has failed, the pilot-in-command may elect to continue to a more distant airport (possibly the original destination) if this is considered as safe as landing at the nearest suitable airport.

The certificate holder must provide a cockpit check procedure (checklist) for each type of aircraft it operates. The procedures must include each item necessary for flight crewmembers to check for safety before starting engines, taking-off or landing, and in www.flightdeckcrewing.com Page of 30 31

engine and systems emergencies. The procedures must be designed so that a flight crewmember will not need to rely on memory for items to be checked. The flight crew must use the approved check procedure.

Whenever a pilot-in-command exercises emergency authority, he/she shall keep the appropriate ATC (Air Traffic Control) facility and dispatch centres fully informed of the progress of the flight. A pilot-in-command declaring the emergency must send a written report to the air carrier's operations manager after the flight is completed. The operation's manager must send this report to the CAAC within l0 days after the pilot returning to his/her home base.

When ATC gives priority to an aircraft in an emergency, the chief of the ATC facility involved may ask the pilot-in-command to submit a report. If asked, the pilot-in-command must submit a detailed written report to the ATC facility manager within 48 hours. This is required whether or not there was a deviation from regulations.


Documents

CAAC ATPL Study Guide - Flightdeck Crewing...ATPL Certificate The pilot-in-command of an air carrier flight must hold an Airline Transport Pilot (ATP) certificate with the appropriate