Sachin Walls
The Federal Aviation Administration (FAA) grants the authority to operate scheduled air service in the form of a Federal Aviation Regulation (FAR) 121 certificate. Part 121 refers to regularly scheduled air carriers, which are generally large, U.S.-based airlines, regional air carriers, and all cargo operators. These carriers are subject to specific regulations and requirements, such as those related to the transportation of hazardous materials and the minimum number of seats in the aircraft. Understanding the differences between Part 121 and other regulations, such as Part 91 and Part 135, is crucial for pilots and commercial operators to ensure safe and compliant flight operations. This paragraph introduces the topic of Part 121 and provides an overview of its scope and relevance in the aviation industry.
| Characteristics | Values |
|---|---|
| What is Part 121? | Regularly Scheduled Air Carriers |
| Who grants the authority to operate under Part 121? | Federal Aviation Administration (FAA) |
| Who are Part 121 air carriers? | Large, U.S.-based airlines, regional air carriers, and all cargo operators |
| What are the requirements for Part 121 air carriers? | An FAA-approved hazardous materials program for accepting, handling, and transporting dangerous goods with employee training |
| What are the weather conditions for takeoff? | Weather minimums for takeoff as prescribed in Part 97; 800-2, 900-11⁄2, or 1,000-1 if minimums are not prescribed |
| What are the rules for alternate airports? | Must have enough fuel to fly to the airport and then to the most distant alternate airport; ETOPS Alternate Airports must be listed in the dispatch or flight release within the authorized ETOPS maximum diversion time |
| What are the rules for landing at an alternate airport? | Weather conditions must be at or above the minimums prescribed in the certificate holder's operations specifications; the pilot-in-command may decide to continue towards an airport if it is safer despite unsafe conditions |
| What are the rules for landing at the nearest suitable airport? | In case of engine failure, the pilot must land at the nearest suitable airport where a safe landing can be made; if the pilot lands elsewhere, a written report must be submitted to the director of operations |
| What are the rules for supplemental type operations? | Conducted with an airplane designed for at least 31 passenger seats at any land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States |
| What are the rules for domestic type operations? | Until December 9, 2005, airplanes with more than 9 but less than 31 passenger seats could operate at land airports without an airport operating certificate and serving small air carrier aircraft |
| What are the rules for passenger-carrying airplane operations? | May operate at a land airport not certificated under Part 139 if it is adequate for the proposed operation considering size, surface, obstructions, and lighting; for night operations, the pilot must determine wind direction and ensure proper lighting |
| What are the rules for commercial operators? | May operate an airplane at a U.S. Government airport not certificated under Part 139 if it meets safety standards and airport classification requirements to serve the type of airplane and operation |
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What You'll Learn
Designated airports for supplemental type operations
The Federal Aviation Administration (FAA) grants the authority to operate scheduled air service in the form of a Federal Aviation Regulations (FAR) 121 certificate. Part 121 air carriers are generally large, U.S.-based airlines, regional air carriers, and all cargo operators.
Supplemental operations are usually for-hire operations that don't fall under the normal operations of the 121 carrier and are generally unscheduled operations. This would include a passenger charter of an airliner.
A supplemental type operation means any supplemental operation (except an all-cargo operation) conducted with an airplane designed for at least 31 passenger seats at any land airport in any state of the United States, the District of Columbia, or any territory or possession of the United States.
An air carrier conducting a supplemental type operation may designate and use as a required alternate airport for departure or destination an airport that is not certificated under part 139. Until December 9, 2005, an air carrier conducting a domestic type operation could operate an airplane designed for more than 9 but fewer than 31 passenger seats at a land airport that did not hold an airport operating certificate issued under part 139.
For an airport to be designated for supplemental type operations, it must be properly equipped and adequate for the proposed operation, considering items such as size, surface, obstructions, facilities, public protection, lighting, navigational and communications aids, and ATC.
In addition, a commercial operator conducting a supplemental type operation may operate an airplane at a U.S. government airport that is not certificated under part 139 only if the airport meets the equivalent safety standards and airport classification requirements to serve the type of airplane operated and the type of operation conducted.
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Airports for domestic type operations
In the context of Part 121 operations, domestic type operations refer to flights conducted by an air carrier or commercial operator within a single country. According to US law, an airplane with more than 9 but fewer than 31 passenger seats operating a domestic type operation can use any land airport in any state of the United States, the District of Columbia, or any US territory, regardless of whether it holds an airport operating certificate.
However, for an airplane with 31 or more passenger seats, the airport must meet certain safety standards and classification requirements under Part 139 of the US Electronic Code of Federal Regulations (e-CFR). This includes ensuring that the airport is adequate for the proposed operation, considering factors such as size, surface, obstructions, lighting, and clearly marked boundaries for takeoff and landing.
Examples of busy domestic airports include Honolulu, Los Angeles, and San Francisco, which handle a significant volume of intra-US widebody operations, particularly those connecting the US mainland with Hawaii and the East Coast.
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Flag type operation airports
Flag type operations refer to scheduled international operations that originate in the US or its territories and terminate outside the US. These operations are conducted by Part 121 certificated carriers, which are typically large, US-based airlines, regional air carriers, and all cargo operators.
When it comes to airports, an air carrier and a pilot engaged in a flag-type operation may use an airport that is not certificated under Part 139 as a required alternate airport for departure or destination. This means they can utilise airports that do not hold an airport operating certificate issued under Part 139 and primarily serve small air carriers. This exemption was valid until December 9, 2005, for airplanes with 9 to 30 passenger seats.
Additionally, during flag-type operations, air carriers, commercial operators, and pilots can operate at a land airport not certificated under Part 139 if certain conditions are met. These conditions include ensuring that the airport is adequate for the proposed operation, considering factors such as size, surface, obstructions, and lighting. For night operations, pilots must determine wind direction through indicators, local ground communications, or personal observations before takeoff or landing. Boundary or runway marker lights must clearly indicate the limits of the area used for landing or takeoff, and the use of flare pots or lanterns must be authorised by the administrator.
Furthermore, flag-type operations can also utilise airports operated by the US government that are not certificated under Part 139, provided they meet specific safety standards and airport classification requirements. These airports must adhere to the safety standards outlined in Part 139 and satisfy the requirements necessary to serve the type of aircraft and operation being conducted.
It is important to note that regulations regarding weather conditions and fuel requirements also apply to flag-type operations when considering alternate airports. These regulations ensure that weather conditions meet or exceed minimum standards and that flights have sufficient fuel to reach their intended destinations and alternate airports.
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Airports with adequate weather conditions
Airports with consistently good weather conditions are few and far between, and even those that experience generally fair weather are susceptible to the odd storm or bout of fog. However, some airports are known for their relatively good weather, such as those in Southern Europe and certain parts of the US.
In Southern Europe, airports serving the cities of Athens, Barcelona, and Lisbon are known for their generally good weather. These airports typically experience mild temperatures and low rainfall throughout the year, with the occasional heatwave during the summer months. Similarly, airports in Southern California, including Los Angeles International Airport (LAX) and San Diego International Airport (SAN), are known for their sunny and dry conditions, with warm temperatures and minimal rainfall for most of the year.
Other airports with generally favourable weather include those in the Caribbean, such as Grantley Adams International Airport in Barbados and Sangster International Airport in Jamaica, which both experience tropical climates with plenty of sunshine and warm temperatures.
It is important to note that even at airports with typically good weather, conditions can vary and unexpected events can occur. Therefore, pilots and air traffic controllers must always remain vigilant and prepared for any changes in weather conditions that could impact the safety of aircraft operations.
To ensure safe operations, pilots and air traffic controllers rely on up-to-date weather reports and forecasts, which provide critical information about wind speed and direction, visibility, and any potential hazards such as thunderstorms or strong winds. By taking these factors into account, they can make informed decisions to ensure the safe departure, arrival, and landing of aircraft at airports with adequate weather conditions.
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Airports with adequate landing areas
To ensure safe landings, the FAA has outlined specific requirements for airports under Part 121. These include weather conditions, visibility, and airport infrastructure. For instance, during takeoff and landing, the weather minimums prescribed in Part 97 or alternate minimums of 800-2, 900-11⁄2, or 1,000-1 must be met. Additionally, in cases of reduced visibility due to local surface restrictions, day and night operations may be allowed if turns after takeoff and before landing can be accomplished outside the restricted area.
Furthermore, airports must meet certain infrastructure standards. For instance, the limits of the landing or takeoff area must be clearly marked by boundary or runway lights. If flare pots or lanterns are used, their authorization by the Administrator is required.
In the context of Part 121, an airport certificated under Part 139 refers to a specific set of requirements related to safety and classification. Airports that fall under this category are equipped to handle aircraft with more than 9 passenger seats and are used for regularly scheduled charter air transportation.
It is important to note that these regulations primarily focus on U.S. airports. For airports outside the United States, weather minimums for takeoff and landing are determined by the governing body of the respective country.
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Frequently asked questions
Part 121 refers to Federal Aviation Regulations (FAR) 121, which grants authority to US-based airlines, regional air carriers, and all cargo operators to operate scheduled air services.
Part 121 aircraft can land at any airport that meets the safety standards and airport classification requirements to serve the type of aircraft and operation being conducted. This includes airports in any State of the United States, the District of Columbia, or any US territory or possession.
Yes, there are certain restrictions. For example, until December 9, 2005, aircraft with more than 9 but fewer than 31 passenger seats could operate at airports without an airport operating certificate. Additionally, certain weather minimums and visibility requirements must be met for takeoff and landing.
Yes, but the pilot must submit a written report to their director of operations stating the reasons for choosing an alternative airport. The director of operations then sends a copy of the report with their comments to the responsible Flight Standards office within 10 days.
