Qantas A380 Oil Found Where Shouldn't Be

The engine explosion on QF32 (Singapore to Sydney) on Thursday, the overheated engine on QF6 on late Friday from Singapore and the cockpit warning of a hydraulic problem on QF29 (Hong Kong to London) on the same day have overshadowed what should have been a weekend of celebration.

Qantas has one A380 in Singapore under investigation, one in Germany for servicing, one in Sydney and three in Los Angeles undergoing checks after the midair engine explosion on QF32.


Qantas CEO Alan Joyce told reporters inspections of three engines discovered oil "where oil shouldn't be" as Qantas and Rolls Royce engineers bear down on the possible cause of the failure. "These are new engines on new aircraft, they shouldn't have these issues at this stage so it's given us an indication of an area for us to focus into," Joyce said.
 
"On three of the engines what we have found is slight anomalies. Oil where oil shouldn't be on the engines, and we are just trying to check what the cause of that could be," Joyce said.
 
Air investigators have recovered almost half of a shattered turbine disc - a doughnut-shaped metal plate about a metre across - that blew out of the No. 2 engine on the Qantas plane Nancy Bird Walton last week and landed on Indonesia's Batam island.

The Trent 900 is the first engine in the Trent family to feature a contra-rotating high-pressure shaft providing a more efficient engine with lower fuel consumption and reduced weight. In addition, QUICK, an advanced predictive maintenance system, has been introduced to reduce maintenance disruption and improve time on-wing.
The engine has a baseline take-off thrust of 70,000lb and is certificated up to 80,000lb from the same bill of material. In testing, it has been run up to 93,000lb thrust.
Performance of the engine is exceptional, meeting or exceeding all of the next generation targets it has been set.

Key principles and benefits of the three-shaft engine:

• Shorter, stiffer shafts allowing improved performance  retention

• Optimised blade speeds improving engine efficiency

• Lighter weight engines resulting in higher revenue earning potential

• Modular design allowing easier maintainability

Engenheiros reportaram em 06 Novembro, que o disco da turbine intermediária de pressão do motor 2 falhou. A causa dessa falha está ainda sendo investigada. Uma vez que estava no solo a tripulação notou que eles não podiam “desligar” o motor 1 devido a avaria na fiação elétrica. Efetuaram Manutenção de Emergência, ‘afogando’ (aumentando a quantidade de combustível na câmara de combustão) o motor para 'desligá-lo'. O motor Trent 900 tem sido objeto de uma Diretriz de Aeronavegabilidade pela EASA (agência européia de segurança de aviação) solicitando que as projeções do eixo (parte que encaixa na fenda do eixo correspondente) que acopla na [turbina] intermediária de pressão, seja inspecionada por uso excessivo, as quais foram encontradas além dos limites materiais em alguns motores. Engenheiros estão olhando se estes problemas têm reaparecido novamente.

The engine came apart over the island of Batam and residents reported that debris rained over a wide area. The ATSB is hoping someone finds a missing chunk of turbine disc that departed the nacelle. "The recovery of that turbine disc piece could be crucial to understanding the nature of the engine failure, and may have implications for the prevention of similar occurrences in the future," the ATSB said in a statement. At least two of the engines with errant oil are in Los Angeles and have been removed from the aircraft for more detailed inspection.

Read Back - Do not Change or Add Any Word - Listen to Carefully

PORTUGUÊS  ENGLISH

Legacy N600XL colisão com Boeing GOL 1907

APROVAÇÃO do Plano de Vôo até Manaus (gravadores dos Bastidores)

O avião Legacy N600XL, já estava no ar logo após a decolagem, voando a Saída OREN (OREN Departure) quando o diálogo abaixo aconteceu entre o controlador de tráfego aéreo do Controle de Saída (Departure Control) em São José dos Campos e o controlador de tráfego aéreo em Brasília (Area Control Center), respectivamente nesta ordem:

- Brasília, é São José [dos Campos].

- Fala, São José.

- Oi, Brasília, o November, Meia, Zero, Zero, X-Ray, Lima, para Eduardo Gomes; São José, Eduardo Gomes, solicitando o nível 370.

A resposta do Centro de Controle de Área BRASÍLIA, autorizando o nível de voo 37000 pés:

- 370, Transponder 4574, proa de Poços [ de Caldas ].

O Controlador de Tráfego Aéreo em São José dos Campos fez o cotejamento do que foi autorizado por Brasília, mas o controlador de tráfego aéreo em Brasília não contestou o erro cometido pelo controlador de tráfego aéreo em São José dos Campos, o qual cotejou:

- Confirmo, 370 até Eduardo Gomes, proa Poços [ de Caldas ], qual é a freqüência que te chamo?

O Controlador de Tráfego Aéreo em Brasília informou as freqüências de rádio possíveis e tornou confirmar o nível que ele autorizou:

- 126.05, 135.60, nível 370.

O ERRO FATÍDICO:

O Controlador de Tráfego Aéreo em São José dos Campos ACRESCENTOU a palavra ATÉ ao cotejamento e em seguida transmitiu da mesma forma cotejada para os pilotos do Legacy.

Todo esse dialogo acima foi efetuado no idioma PORTUGUÊS, portanto, nada tem a ver com falta de proficiência em inglês.
Foram conversas feitas através de rádios reservados da Aeronáutica, os quais nada têm a ver com os rádios dos aviões envolvidos ou com os gravadores de bordo, "Caixas Pretas".

Às 18:51 UTC last communication
Controlador de Tráfego Aéreo: N600 squawk identification, maintaining flight level 370, under radar surveillance.

Legacy: Roger.

Legacy N600XL colisão com Boeing GOL 1907


ENGLISH

Legacy N600XL and Boeing GOL 1907 midair


Flight Plan Clearance AS FAR AS Manaus (Approach Control recorders)


Legacy N600XL, it was already in the air short after takeoff, performing OREN Departure when this dialog written below takes place between Sao Jose dos Campos Departure Control's Air Traffic Controller and Brasilia Area Control Center's Air Traffic Controller, respectively:


- Brasilia, it is Sao Jose [Departure Control].


- Speak out, Sao Jose.


- Hi, Brasilia, November, Six, Zero, Zero, X-Ray, Lima, to Eduardo Gomes; Sao Jose, Eduardo Gomes, requesting flight level 370.


Brasilia Area Control Center answered with Clearance to flight level 37000 feet as below:


- 370, Squawk 4574, Heading Poços [de Caldas NDB].


Sao Jose dos Campos Departure Control's Air Traffic Controller read the Clearance back to Brasilia Area Control Center, but Brasilia ACC Air Traffic Controller didn't argue out the clearance read back by Sao Jose Departure Control's Air Traffic Controller, who had read back:


- I confirm, 370 as far as Eduardo Gomes, Heading Poços [NDB). What's frenquency I should call you?


Brasilia ACC's Air Traffic Controller informed two possible radio frequencies and reaffirmed the flight level as cleared:


- 126.05, 133.60, flight level 370.


The fatal mistake:


Sao Jose dos Campos Approach Control's Air Traffic Controller added AS FAR AS to the Clearance read back and on the following act he passed that read back Clearance on Legacy's pilots.


All dialog was spoken in Portuguese, therefore, it has nothing to do with English proficiency lack.


Dialog was transmited through set apart Air Traffic Control Radio channels, which they have nothing to do with all airplanes communication radios on board nor with Cockpit Voice Recorders.

At 18:51 UTC last communication


Brasilia ACC Air Traffic Controller: N600 squawk identification, maintaining flight level 370, under radar surveillance.


Legacy: Roger.

Total Number of Flight Time States Better Pilot's Proficience?

A JetBlue Airways disse que todos pilotos em operações da Part 121 (Brasil RBAC 121 download PDF) devem demonstrar os requisitos de conhecimentos de Piloto Linha Aérea descrito nas FARs e passarem nos exames escritos de Piloto Linha Aérea. A empresa acrescentou, todavia, que o exame escrito está desatualizado e deve ser revisado para "refletir a evolução da indústria".

"Fundamentalmente, a JetBlue acredita que a correlação de conhecimento e experiência com total de horas de voo é injustificado", a empresa disse. "Nosso propósito centra na QUALIDADE - não QUANTIDADE - de experiência".

Qualquer exigência de hora de voo que possa ser intencionado como uma indicação de forte conhecimento e experiência  de aeronáutica é "sem base, e é meramente uma suposição débil e arbitrária", disse a JetBlue.

As declarações escritas de empresas aéreas dizem que um piloto com um certificado comercial, uma homologação de voo por instrumentos, 500 horas de voo e 250 horas executando as tarefas de piloto em comando "teriam o nível suficiente de experiência para operar como segundo em comando" numa operação da Parte 121, e portanto, essas exigências deviriam ser impostas para concessão de certificado Piloto Linha Aérea-Segundo-Em-Comando (2PIC) para pilotos em operações das Partes 121, 125 e 135.

A JetBlue também contestou a exigência atual que candidatos a Piloto Linha aérea devam ter pelo menos 23 anos de idade, advertindo que a empresa "não é partidária de quaisquer dados que sugerem que idade seja um fator contribuinte de conclusão bem sucedida e competente das funções exigidas de um Segundo-em-Comando".

A Continental Airlines aprovou o mínimo de 750 horas no formulário de um 'certificado de transporte comercial' para pilotos que operem na Parte 121, acrescentando, "Nós prevemos que isto seja um esforço de completa certificação com detalhados requisitos de treinamento e conhecimento formal e teste de experiência".

De fato, a Boeing preveniu que, um movimento para aumentar o mínimo de foras de voo pode "adversamente colidir com o fluxo de disponibilidade de pilotos a dar suporte às operações da Parte 121 e afetar potencial e negativamente a qualidade tão bem, quanto pilotos tornam-se mais interessados em adquirir hora de voo do que assegurar o valor da experiência".

Sob a nova lei, a FAA tem 36 meses para emitir uma regra final que seja clara e entendida exatamente como as exigências de treinamento serão implementadas.

REFERENCE

FlightSafety International

ASW SEP 2010 FlightSafety International

FAA. "New Pilot Certification Requirements for Air Carrier Operations". Federal Register, Docket No. FAA-2010-0100. Feb. 8, 2010.

Have You Been Confident of Corrosion Has Been Kept From Your Plane?

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"We want to make airplanes that fly like birds," said Fu-Kuo Chang, a scientist at Stanford University who developed the sensors and co-authored a recent article about the technology in the journal, Advanced Materials. "Aircraft that have all the sensing information about what is happening around them, just like birds do."

Aircraft could soon be covered in new technological cobwebs. Inspired by the gossamer strands of spider webs, scientists from Stanford University have created an ultra-fine mesh of strain and temperature sensors.

Wrapped around an aircraft, the sensors could help craft monitor their internal well-being. This added awareness could prevent microscopic cracks from developing into catastrophic failures. Beyond aircraft, the new technology could create a new breed of intelligent automobiles, packaging and medical devices.

Aircraft and birds both have various ways to sense their environment. Birds have eyes to see, ears to hear and mouths to speak (or sing). Aircraft have their own versions of these organs, such as radar, which gathers information about the physical environment, and radio, which allows them to communicate.

But aircraft lack nerves. Unlike birds, they don't have a way to sense tiny changes inside their bodies. For instance, a bird in a dive can sense, through its nerves and other tissues, whether the strain is too great and if they need to pull up before their bones break.

The new spider web-inspired mesh would give aircraft two new senses birds have had for millions of years: strain and temperature. The new mesh contains tiny structures that can, say, measure the temperature along the entire body of the aircraft, or map the air pressure flowing around a wing.

The new sensor is a plastic polymer that has the gold sensors laid down on top of it, which monitor the skin of the aircraft. The Stanford scientists are already developing technology that will allow pilots to image the interior of their aircraft similar to the way pregnant women can see their unborn children.

By adding ultrasonic wave-inducing piezoelectric devices, pilots could constantly scan the aircraft to discover, say, microscopic cracks in the supports long before they developed into life-threatening failures.

"This will help ensure the safety of air transportation," said Frank Chang, a scientist at the University of California, Los Angeles who is familiar with the research but is not involved in it.

To paper an entire aircraft with sensors would ordinarily add significant weight, and therefore require more fuel, something airlines are anxious to avoid. To get around this problem the California scientists stripped the sensors down to the bare minimum of material, eliminating 99.7 percent of it.

Spider web-like sensors that can detect touch and temperature in aircraft are just the beginning, say the scientists. The new sensors could eventually lead to smarter cars, wound dressings that tell doctors how quickly a patient is healing, shirts that allow pregnant women to see their unborn child whenever they want, or even synthetic skin for robots.

"This will have very extensive usage and importance," besides just aircraft, said UCLA's Chang.

CAUSES OF CORROSION

Corrosion is the destruction of metal by electrochemical reaction with its environment. Figure 1 illustrates some typical sources of the corrosion that affects airplanes. As shown in figure, three conditions must exist simultaneously for corrosion to take place:

The presence of an anode and a cathode. This occurs when two dissimilar metals or two regions of differential electrolyte concentration create a difference in electrical potential.

A metallic connector between the anode and cathode.

An electrolyte such as water.

Eliminating these three conditions in airplanes is restricted by practicality, functionality, and feasibility. Dissimilar metal contact cannot always be avoided because of weight, cost, and functional issues, but the potential for corrosion can be minimized by using surface treatments, plating, painting, and sealing. Water cannot be avoided, but it can be controlled with drain paths, drain holes, sealants, and corrosion-inhibiting compounds. Controlling the presence of water is usually the most effective means of preventing corrosion

Two of the most destructive forms of corrosion are stress corrosion cracking (SCC), also known as environmental assisted stress corrosion, and exfoliation corrosion. SCC occurs rapidly and follows the grain boundaries in aluminum alloys. Exfoliation corrosion also follows grain boundaries. It occurs in multiple planes, causing a leaf-like separation of the metal grain structure. Both forms of corrosion cause a loss of load-carrying capability. The most effective way to control this kind of corrosion is to use materials that are not susceptible to SCC at design stress levels or have a grain structure that is not susceptible to exfoliation.

An increasing number of operators are now providing ETOPS service to their passengers. For example, 76 percent of 767 operators and 42 percent of 757 operators are flying ETOPS routes. Several operators have discovered that the cost of ETOPS maintenance, compared to its benefits, also offers them a significant cost advantage when flying their non-ETOPS routes and when operating their non-ETOPS airplanes.

REFERENCE

DAVID BANIS
ENGINEER
MATERIALS TECHNOLOGY
BOEING COMMERCIAL AIRPLANES GROUP


J. ARTHUR MARCEAU
ENGINEER (RETIRED)
MATERIALS TECHNOLOGY
BOEING COMMERCIAL AIRPLANES GROUP


MICHAEL MOHAGHEGH
ENGINEER
STRUCTURES ENGINEERING
BOEING COMMERCIAL AIRPLANES GROUP


HARRY KINNISON, PH.D.
ETOPS MAINTENANCE PROGRAMS
MAINTENANCE AND GROUND OPERATIONS SYSTEMS
BOEING COMMERCIAL AIRPLANES GROUP

ALERT - Solar Wind Can Reach Brazil and Affect Aviation Communication

                   UPDATED 22 SEP 2010
AVIATION ALERT!
From now till Sep 20, 2010 by Brazilian Aeronautics
http://www.swpc.noaa.gov/alerts/index.html

Space Weather Alerts

Click on this link to watch a video for supplementary understanding in 3D
Clique neste link para ver um video para entendimento suplementar em 3 dimensões.

http://www.nature.com/ncomms/journal/v1/n6/extref/ncomms1077-s2.avi  UPDATING Atualização

Reference: Byrne, J.P. et al. Propagation of an Earth-directed coronal mass ejection in three dimensions. Nat. Commun. 1:74 doi: 10.1038/ncomms1077 (2010).

Cracks in Earth's Magnetic Shield

Rachaduras no Escudo Megnético da Terra

A solar wind stream is buffeting Earth's magnetic field.

Um fluxo de vento solar está esbofeteando o campo magnético da Terra.

Earth is surrounded by a magnetic force field - a bubble in space called "the magnetosphere" tens of thousands of miles wide. Although many people don't know it exists, the magnetosphere is familiar. It's a far flung part of the same planetary magnetic field that deflects compass needles here on Earth's surface. And it's important. The magnetosphere acts as a shield that protects us from solar storms.

A Terra é envolta por um campo de força magnética - uma bolha no espaço chamada "a magnetosfera" com largura de dezenas de milhares de milhas. Embora muitas pessoas não conheçam que ela existe, a magnetosfera é familiar. Ela é uma parte lançada do mesmo campo magnético planetário que desvia a agulha da bússola aqui na superfície da Terra. E ela é importante. A magnetosfera age como um escudo que nos protege de tempestade solares.

According to new observations, however, from NASA's IMAGE spacecraft and the joint NASA/European Space Agency Cluster satellites, immense cracks sometimes develop in Earth's magnetosphere and remain open for hours. This allows the solar wind to gush through and power stormy space weather.

De acordo com novas observações, de qualquer modo, da nave espacial IMAGE da NASA e do conjunto de satélites do Agrupamento da Agência Espacial NASA/Europeia, imensas rupturas algumas vezes desenvolvem-se na magnetosfera da Terra e permanecem abertas por horas. Isto permite o vento solar jorrar e potencializar condições meteorológicas de tempestade no espaço.

The solar wind is a stream of electrically charged particles (electrons and ions) blown constantly from the Sun.  (The solar wind transfers energy from the Sun to the Earth through the magnetic fields it carries and its high speed (hundreds of miles/kilometers per second). It can get gusty during violent solar events, like Coronal Mass Ejections (CMEs), which can shoot a billion tons of electrified gas into space at millions of miles per hour.

O Vento solar é um fluxo de partículas carregadas eletricamente (elétrons e íons) sopradas constantemente do Sol. O vento solar transfere energia do Sol para a Terra, através de campos magnéticos que ele [vento] carrega e da sua alta velocidade (centenas de quilômetros por segundo). Ele pode alcançar rajadas durante eventos solares, como Ejeções de Massa Coronal - CMEs, as quais podem disparar bilhões de toneladas de gas eletrificado no espaço a milhões de milhas por hora.

EVENTOS ANTERIORES ESTUDADOS
No dia 12 DEC 2008, uma proeminente erupção foi observada pelas duas sondas espaciais STEREO enquanto a nave estava em quadratura próxima de 86.7º de separação (Fig. 1a). As erupções foram visíveis nas coordenadas 50 a 55º Norte, às 03:00 horas UT. A proeminência é considerada pelo material interno da CME, o qual foi primeiro observada às 05:35 UT (Fig. 1b).
 

Observe que frente do vento solar (protons) é iniciada aproximadamente 4 horas após a erupção dependendo da magnitude da erupção

A chegada da frente da CME ao Polo da Terra foi entre 08:09 e 13:20 UT do dia 16 DEZ 2008 de acordo com os dados executados em simulação. Após 4 dias da erupção (4 dias + 5 a 10 horas).

Em distâncias grandes do Sol, os efeitos de arrasto tornam-se importantes quando a velocidade da CME aproxima-se daquela do Vento Solar.

Neste evento passado, foi encontrado que a força de arrasto é de fato suficiente para acelerar a CME para a velocidade do Vento Solar e quantificar que as forças cinemáticas estão consistentes com o sistema de arrasto aerodinâmico (turbulento, quando confrontado à viscosidade, dominantes efeitos)

Veja video da explosão solar detectada por sondas espaciais em 01 AGO 2010 e está se dirigindo para Terra
http://www.youtube.com/watch?v=UQA2iww7HSI
http://spaceweather.com/

NASA artistic conception

Ministério da Aeronáutica

Brasil

Nota Oficial

O Comando da Aeronáutica informa que estarão em vigor, até o dia 20 de setembro, medidas adicionais de segurança para o tráfego aéreo brasileiro como prevenção a possíveis interferências nas comunicações satelitais na área de controle do espaço aéreo de Brasília. Tais interferências são naturais e ocorrem por conta do alinhamento entre o sol e o satélite de comunicação, com duração de três a dezesseis minutos, geralmente entre 14h45min e 15h00min (horário de Brasília).


As medidas adicionais de segurança são:


- Suspender todas as decolagens de Brasília cinco minutos antes do início das interferências;


- Autorizar novas decolagens imediatamente após cessar tal fenômeno;


- Indicar frequências alternativas para todas as aeronaves em voo na região de Brasília dez minutos antes do início do fenômeno.


Essas medidas já foram comunicadas às companhias aéreas e suas tripulações já têm pleno conhecimento dos procedimentos a serem realizados.


Ressaltamos que o conjunto de medidas tem caráter preventivo de forma a manter os padrões de segurança da atividade aérea no País.


Atenciosamente,


Centro de Comunicação Social da Aeronáutica

FAA says current regulations do not adequately address the risk of fatigue

14 CFR Part 117

Airmen, Aviation safety, Reporting and recordkeeping requirements, Safety.
14 CFR Part 121
Air carriers, Aircraft, Airmen, Aviation safety, Reporting and recordkeeping requirements, Safety.

The Proposed Amendment

In consideration of the foregoing, the Federal Aviation Administration proposes to amend Chapter I of Title 14, Code of Federal Regulations, as follows:

1. Part 117 is added to read as follows:

PART 117 - FLIGHT AND DUTY LIMITATIONS AND REST

REQUIREMENTS: FLIGHTCREW MEMBERS

Sec.

117.1 Applicability.
117.3 Definitions.
117.5 Fitness for duty.
117.7 Fatigue risk management system.
117.9 Schedule reliability.
117.11 Fatigue education and training program.
117.13 Flight time limitation.
117.15 Flight duty period: Un-augmented operations.
117.17 Flight duty period: Split duty.
117.19 Flight duty period: Augmented flightcrew.
117.21 Reserve status.
117.23 Cumulative duty limitations.
117.25 Rest period.
117.27 Consecutive nighttime operations.
117.29 Deadhead transportation.
117.31 Operations into unsafe areas.

Table A to Part 117 – Maximum Flight Time Limits for Un-augmented Operations
Table B to Part 117 – Flight Duty Period: Un-augmented Operations
Table C to Part 117 – Flight Duty Period: Augmented Operations

§ 117.1 Applicability.

This part prescribes flight and duty limitations and rest requirements for all flightcrew members and certificate holders conducting operations under part 121 of this chapter. This part also applies to all flightcrew members and part 121 certificate holders when conducting flights under part 91 of this chapter.

§ 117.3 Definitions.

In addition to the definitions in §§ 1.1 and 119.3 of this chapter, the following definitions apply to this part. In the event there is a conflict in definitions, the definitions in this part control.

Acclimated means a condition in which a crewmember has been in a theater for 72 hours or has been given at least 36 consecutive hours free from duty.

Airport/standby reserve means a defined duty period during which a crewmember is required by a certificate holder to be at, or in close proximity to, an airport for a possible assignment.

Augmented flightcrew means a flightcrew that has more than the minimum number of flightcrew members required by the airplane type certificate to operate the aircraft to allow a flightcrew member to be replaced by another qualified flightcrew member for in-flight rest.

Calendar day means a 24-hour period from 0000 through 2359.

Certificate holder means a person who holds or is required to hold an air carrier certificate or operating certificate issued under part 119 of this chapter.

Crew pairing means a flight duty period or series of flight duty periods assigned to a flightcrew member which originate or terminate at the flightcrew member’s home base.

Deadhead transportation means transportation of a crewmember as a passenger, by air or surface transportation, as required by a certificate holder, excluding transportation to or from a suitable accommodation.

Duty means any task, other than long-call reserve, that a crewmember performs  on behalf of the certificate holder, including but not limited to airport/standby reserve, short-call reserve, flight duty, pre- and post-flight duties, administrative work, training, deadhead transportation, aircraft positioning on the ground, aircraft loading, and aircraft servicing.

Duty period means a period that begins when a certificate holder requires a crewmember to report for duty and ends when that crew member is free from all duties.

Fatigue means a physiological state of reduced mental or physical performance capability resulting from lack of sleep or increased physical activity that can reduce a crewmember’s alertness and ability to safely operate an aircraft or perform safety-related duties.

Fatigue risk management system (FRMS) means a management system for an operator to use to mitigate the effects of fatigue in its particular operations. It is a datadriven process and a systematic method used to continuously monitor and manage safety risks associated with fatigue-related error.

Fit for duty means physiologically and mentally prepared and capable of performing assigned duties in flight with the highest degree of safety.

Flight duty period (FDP) means a period that begins when a flightcrew member is required to report for duty with the intention of conducting a flight, a series of flights, or positioning or ferrying flights, and ends when the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flightcrew member.

A flight duty period includes deadhead transportation before a flight segment without an intervening required rest period, training conducted in an aircraft, flight simulator or flight training device, and airport/standby reserve.

Home base means the location designated by a certificate holder where a crew member normally begins and ends his or her duty periods.

Lineholder means a flightcrew member who has a flight schedule and is not acting as a reserve flightcrew member.

Long-call reserve means a reserve period in which a crewmember receives a required rest period following notification by the certificate holder to report for duty.

Physiological night’s rest means the rest that encompasses the hours of 0100 and 0700 at the crewmember’s home base, unless the individual has acclimated to a different theater. If the crewmember has acclimated, the rest must encompass the hours of 0100 and 0700 at the acclimated location.

Report time means the time that the certificate holder requires a crewmember to report for a duty period.

Reserve availability period means a duty period during which a certificate holder requires a reserve crewmember on short call reserve to be available to receive an assignment for a flight duty period.

Reserve duty period means the time from the beginning of the reserve availability period to the end of an assigned flight duty period, and is applicable only to short call reserve.

Reserve flightcrew member means a flightcrew member who a certificate holder requires to be available to receive an assignment for duty.

Rest facility means a bunk, seat, room, or other accommodation that provides a crewmember with a sleep opportunity.

(1) Class 1 rest facility means a bunk or other surface that allows for a flat sleeping position and is located separate from both the flight deck and passenger cabin in an area that is temperature-controlled, allows the crewmember to control light, and provides isolation from noise and disturbance.

(2) Class 2 rest facility means a seat in an aircraft cabin that allows for a flat or near flat sleeping position; is separated from passengers by a minimum of a curtain to provide darkness and some sound mitigation; and is reasonably free from disturbance by passengers or crewmembers.

(3) Class 3 rest facility means a seat in an aircraft cabin or flight deck that reclines at least 40 degrees and provides leg and foot support.

Rest period means a continuous period determined prospectively during which the crewmember is free from all restraint by the certificate holder, including freedom from present responsibility for work should the occasion arise.

Scheduled means times assigned by a certificate holder when a crewmember is required to report for duty.

Schedule reliability means the accuracy of the length of a scheduled flight duty period as compared to the actual flight duty period.

Short-call reserve means a period of time in which a crewmember does not receive a required rest period following notification by the certificate holder to report for a flight duty period.

Split duty means a flight duty period that has a scheduled break in duty that is less than a required rest period.

Suitable accommodation means a temperature-controlled facility with sound mitigation that provides a crewmember with the ability to sleep in a bed and to control light.

Theater means a geographical area where local time at the crewmember’s flight duty period departure point and arrival point differ by no more than 4 hours.

Unforeseen operational circumstance means an unplanned event beyond the control of a certificate holder of insufficient duration to allow for adjustments to schedules, including unforecast weather, equipment malfunction, or air traffic delay.

Window of circadian low means a period of maximum sleepiness that occurs between 0200 and 0559 during a physiological night.

§ 117.5 Fitness for duty.

(a) Each flightcrew member must report for any flight duty period rested and prepared to perform his or her assigned duties.

(b) No certificate holder may assign and no flightcrew member may accept assignment to a flight duty period if the flightcrew member has reported for a flight duty period too fatigued to safely perform his or her assigned duties or if the certificate holder believes that the flightcrew member is too fatigued to safely perform his or her assigned duties.

(c) No certificate holder may permit a flightcrew member to continue a flight duty period if the flightcrew member has reported himself too fatigued to continue the assigned flight duty period.

(d) Any person who suspects a flightcrew member of being too fatigued to perform his or her duties during flight must immediately report that information to the certificate holder.

(e) Once notified of possible flightcrew member fatigue, the certificate holder must evaluate the flightcrew member for fitness for duty. The evaluation must be conducted by a person trained in accordance with § 117.11 and must be completed before the flightcrew member begins or continues an FDP.

(f) As part of the dispatch or flight release, as applicable, each flightcrew member must affirmatively state he or she is fit for duty prior to commencing flight.

g) Each certificate holder must develop and implement an internal evaluation and audit program approved by the Administrator that will monitor whether flightcrew members are reporting for FDPs fit for duty and correct any deficiencies.

§ 117.7 Fatigue risk management system.

(a) No certificate holder may exceed any provision of this part unless approved by the FAA under a Fatigue Risk Management System that provides at least an equivalent level of protection against fatigue-related accidents or incidents as the other provisions of this part.

(b) The Fatigue Risk Management System must include:

(1) A fatigue risk management policy.

(2) An education and awareness training program.

(3) A fatigue reporting system.

(4) A system for monitoring flightcrew fatigue.

(5) An incident reporting process.

(6) A performance evaluation.

(c) Whenever the Administrator finds that revisions are necessary for the continued adequacy of an FRMS that has been granted final approval, the certificate holder must, after notification, make any changes in the program deemed necessary by the Administrator.

§ 117.9 Schedule reliability.

(a) Each certificate holder must adjust within 60 days —

(1) Its system-wide flight duty periods if the total actual flight duty periods exceed the scheduled flight duty periods more than 5 percent of the time, and

(2) Any scheduled flight duty period that is shown to actually exceed the schedule 20 percent of the time.

(b) Each certificate holder must submit a report detailing the scheduling reliability adjustments required in paragraph (a) of this section to the FAA every two months detailing both overall schedule reliability and pairing-specific reliability.

Submissions must consist of:

(1) The carrier’s entire crew pairing schedule for the previous 2-month period, including the total anticipated length of each set of crew pairings and the regulatory limit on such pairings;

(2) The actual length of each set of crew pairings, and

(3) The percentage of discrepancy between the two data sets on both a cumulative, and a pairing-specific basis.

§ 117.11 Fatigue education and training program.

(a) Each certificate holder must develop and implement an education and training program, approved by the Administrator, applicable to all employees of the certificate holder responsible for administering the provisions of this rule including flightcrew members, dispatchers, individuals involved in the scheduling of flightcrew members, individuals involved in operational control, and any employee providing management oversight of those areas.

(b)(1) Initial training for all individuals listed in paragraph (a) of this section must consist of at least 5 programmed hours of instruction in the subjects listed in paragraph (b)(3) of this section.

(2) Recurrent training for all individuals listed in paragraph (a) of this section must be given on an annual basis and must consist of 2 programmed hours of instruction in the subjects listed in paragraph (b)(3) of this section.

(3) The fatigue education and training program must include information on—

(i) FAA regulatory requirements for flight, duty and rest and NTSB recommendations on fatigue management.

(ii) Basics of fatigue, including sleep fundamentals and circadian rhythms.

(iii) Causes of fatigue, including possible medical conditions.

(iv) Effect of fatigue on performance.

(v) Fatigue countermeasures.

(vi) Fatigue prevention and mitigation.

(vii) Influence of lifestyle, including nutrition, exercise, and family life, on fatigue.

(viii) Familiarity with sleep disorders and their possible treatments.

(ix) Responsible commuting.

(x) Flightcrew member responsibility for ensuring adequate rest and fitness for duty.

(xi) Operating through and within multiple time zones.

(c) Whenever the Administrator finds that revisions are necessary for the continued adequacy of a fatigue education and training program that has been granted final approval, the certificate holder must, after notification, make any changes in the program that are deemed necessary by the Administrator.

§ 117.13 Flight time limitation.

No certificate holder may schedule and no flightcrew member may accept an assignment or continue an assigned flight duty period if the total flight time:

(a) Will exceed the limits specified in Table A of this part if the operation is conducted with the minimum required flightcrew.

(b) Will exceed 16 hours if the operation is conducted with an augmented flightcrew.

§ 117.15 Flight duty period: Un-augmented operations.

(a) Except as provided for in § 117.17, no certificate holder may assign and no flightcrew member may accept an assignment for an unaugmented flight operation if the scheduled flight duty period will exceed the limits in Table B of this part.

(b) If the flightcrew member is not acclimated:

(1) The maximum flight duty period in Table B of this part is reduced by 30 minutes.

(2) The applicable flight duty period is based on the local time at the flightcrew member’s home base.

(c) In the event unforeseen circumstances arise:

(1) The pilot in command and certificate holder may extend a flight duty period up to 2 hours.

(2) An extension in the flight duty period exceeding 30 minutes may occur only once in any 168 consecutive hour period, and never on consecutive days.

§ 117.17 Flight duty period: Split duty.

For a split duty period, a certificate holder may extend and a flightcrew member may accept a flight duty period up to 50 percent of time that the flightcrew member spent in a suitable accommodation up to a maximum flight duty period of 12 hours provided the flightcrew member is given a minimum opportunity to rest in a suitable accommodation of 4 hours, measured from the time the flightcrew member reaches the rest facility.

§ 117.19 Flight duty period: Augmented flightcrew.

The flight duty period limits in § 117.15 may be extended by augmenting the flightcrew.

(a) For flight operations conducted with an acclimated augmented flightcrew,

no certificate holder may assign and no flightcrew member may accept an assignment if the scheduled flight duty period will exceed the limits specified in Table C of this part.

(b) If the flightcrew member is not acclimated:

(1) The maximum flight duty period in Table C of this part is reduced by 30 minutes.

(2) The applicable flight duty period is based on the local time at the flightcrew member’s home base.

(c) No certificate holder may assign and no flightcrew member may accept an assignment under this section unless during the flight duty period:

(1) Two consecutive hours are available for in-flight rest for the flightcrew member manipulating the controls during landing;

(2) A ninety minute consecutive period is available for in-flight rest for each flightcrew member; and

(3) The last flight segment provides an opportunity for in-flight rest in accordance with paragraph (c)(1) of this section.

(d) No certificate holder may assign and no flightcrew member may accept an assignment involving more than three flight segments under this section unless the certificate holder has an approved fatigue risk management system under § 117.7.

(e) At all times during flight, at least one flightcrew member with a PIC typerating must be alert and on the flight deck.

(f) In the event unforeseen circumstances arise:

(1) The pilot in command and certificate holder may extend a flight duty period up to 3 hours.

(2) An extension in the flight duty period exceeding 30 minutes may occur only once in any 168 consecutive hour period.

§ 117.21 Reserve status.

(a) Unless specifically designated otherwise by the certificate holder, all reserve is considered long-call reserve.

(b) For airport/standby reserve, all time spent in a reserve status is part of the flightcrew member’s flight duty period.

(c) For short call reserve,

(1) All time within the reserve availability period is duty.

(2) The reserve availability period may not exceed 14 hours.

(3) No certificate holder may schedule and no reserve flightcrew member on short call reserve may accept an assignment of a flight duty period that begins before the flightcrew member’s next reserve availability period unless the flightcrew member is given at least 14 hours rest.

(4) The maximum reserve duty period for un-augmented operations is the lesser of –

(i) 16 hours, as measured from the beginning of the reserve availability period;

(ii) The assigned flight duty period, as measured from the start of the flight duty period; or

(iii) The flight duty period in Table B of this part plus 4 hours, as measured from the beginning of the reserve availability period.

(iv) If all or a portion of a reserve flightcrew member’s reserve availability period

falls between 0000 and 0600, the certificate holder may increase the maximum reserve duty period in paragraph (c)(4)(iii) of this section by one-half of the length of the time during the reserve availability period in which the certificate holder did not contact the flightcrew member, not to exceed 3 hours.

(5) The maximum reserve duty period for augmented operations is the lesser of –

(i) The assigned flight duty period, as measured from the start of the flight duty period; or

(ii) The flight duty period in Table C of this part plus 4 hours, as measured from the beginning of the reserve availability period.

(iii) If all or a portion of a reserve flightcrew member’s reserve availability

period falls between 0000 and 0600, the certificate holder may increase the maximum reserve duty period in paragraph (c)(5)(ii) of this section by one-half of the length of the time during the reserve availability period in which the certificate holder did not contact the flightcrew member, not to exceed 3 hours.

(d) For long call reserve,

(1) The period of time that the flightcrew member is in a reserve status does not count as duty.

(2) If a certificate holder contacts a flightcrew member to assign him or her to a flight duty period or a short call reserve, the flightcrew member must receive the required rest period specified in § 117.25 prior to reporting for the flight duty period or commencing the short call reserve duty.

(3) If a certificate holder contacts a flightcrew member to assign him or her to a flight duty period that will begin before and operate into the flightcrew member’s window of circadian low, the flightcrew member must receive a 12 hour notice of report time from the air carrier.

(e) An air carrier may shift a reserve flightcrew member’s reserve availability period under the following conditions:

(1) A shift to a later reserve availability period may not exceed 12 hours.

(2) A shift to an earlier reserve availability period may not exceed 5 hours, unless the shift is into the flightcrew member’s window of circadian low, in which case the shift may not exceed 3 hours.

(3) A shift to an earlier reserve period may not occur on any consecutive calendar days.

(4) The total shifts in a reserve availability period in paragraphs (e)(1)

through (e)(3) of this section may not exceed a total of 12 hours in any 168 consecutive hours.

§ 117.23 Cumulative duty limitations.

(a) The limitations of this section on flightcrew members apply to all commercial flying by the flightcrew member during the applicable periods.

(b) No certificate holder may schedule and no flightcrew member may accept an assignment if the flightcrew member’s total flight time will exceed the following:

(1) 100 hours in any 28 consecutive calendar day period and

(2) 1,000 hours in any 365 consecutive calendar day period.

(c) No certificate holder may schedule and no flightcrew member may accept an assignment if the flightcrew member’s total Flight Duty Period will exceed:

(1) 60 flight duty period hours in any 168 consecutive hours and

(2) 190 flight duty period hours in any 672 consecutive hours.

(d) Except as provided for in paragraph (d)(3) of this section, no certificate holder may schedule and no flightcrew member may accept an assignment if the flightcrew member’s total duty period will exceed:

(1) 65 duty hours in any 168 consecutive hours and

(2) 200 duty hours in any 672 consecutive hours.

(3) If a flightcrew member is assigned to short-call reserve or a certificate holder transports a flightcrew member in deadhead transportation in, at a minimum, a seat in aircraft cabin that allows for a flat or near flat sleeping position, the total duty period may not exceed:

(i) 75 duty hours in any 168 consecutive hours and

(ii) 215 duty hours in any 672 consecutive hours.

(4) Extension of the duty period under paragraph (d)(3) of this section is limited to the amount of time spent on short-call reserve or in deadhead transportation.

§ 117.25 Rest period.

(a) No certificate holder may assign and no flightcrew member may accept assignment to any reserve or duty with the certificate holder during any required rest period.

(b) Before beginning any reserve or flight duty period, a flightcrew member must be given at least 30 consecutive hours free from all duty in any 168 consecutive hour period, except that:

(1) If a flightcrew member crosses more than four time zones during a series of flight duty periods that exceed 168 consecutive hours, the flightcrew member must be given a minimum of three physiological nights rest upon return to home base.

(2) A flightcrew member operating in a new theater must receive 36 hours of consecutive rest in any 168 consecutive hour period.

(c) No certificate holder may reduce a rest period more than once in any 168 consecutive hour period.

(d) No certificate holder may schedule and no flightcrew member may accept

an assignment for reserve or a flight duty period unless the flightcrew member is given a rest period of at least 9 consecutive hours before beginning the reserve or flight duty period measured from the time the flightcrew member reaches the hotel or other suitable accommodation.

(e) In the event of unforeseen circumstances, the pilot in command and certificate holder may reduce the 9 consecutive hour rest period in paragraph (d) of this section to 8 consecutive hours.

§ 117.27 Consecutive nighttime operations.

No certificate holder may schedule and no flightcrew member may accept more than three consecutive nighttime flight duty periods unless the certificate holder provides an opportunity to rest during the flight duty period in accordance with § 117.17.

§ 117.29 Deadhead transportation.

(a) All time spent in deadhead transportation is considered part of a duty period.

(b) Time spent in deadhead transportation is considered part of a flight duty period if it occurs before a flight segment without an intervening required rest period.

(c) Time spent entirely in deadhead transportation during a duty period may not exceed the flight duty period in Table B of this part for the applicable time of start plus 2 hours unless the flightcrew member is given a rest period equal to the length of the deadhead transportation but not less than the required rest in § 117.25 upon completion of such transportation.

§117.31 Operations into unsafe areas.

(a) This section applies to operations that cannot otherwise be conducted under this part because of unique circumstances that could prevent flightcrew members from being relieved by another crew or safely provided with the rest required under § 117.25 at the end of the applicable flight duty period.

(b) A certificate holder may exceed the maximum applicable flight duty periods to the extent necessary to allow the flightcrew to fly to a destination where they can safely be relieved from duty by another flightcrew or can receive the requisite amount of rest prior to commencing their next flight duty period.

(c) The flightcrew shall be given a rest period immediately after reaching the destination described in paragraph (b) of this section equal to the length of the actual flight duty period or 24 hours, whichever is less.

(d) No extension of the cumulative fatigue limitations in § 117.3 is permitted.

(e) If the operation was conducted under contract with an agency or department of the United States Government, each affected air carrier must submit a report every 60 days detailing the –

(1) Number of times in the reporting period it relied on this section to conduct its operations.

(2) For each occurrence,

(i) The reasons for exceeding the applicable flight duty period;

(ii) The extent to which the applicable flight duty period was exceeded; and

(iii) The reason the operation could not be completed consistent with the requirements of this part.

(f) If the operation was not conducted under contract with an agency or

Department of the United States Government, each affected air carrier must submit a report within 14 days of each occurrence detailing –

(1) The reasons for exceeding the applicable flight duty period;

(2) The extent to which the applicable flight duty period was exceeded; and

(3) The reason the operation could not be completed consistent with the requirements of this part.

(g) Should the Administrator determine that a certificate holder is relying on the
provisions on this section, the Administrator may require the certificate holder to develop and implement a fatigue risk management system.