5-6
5.8.2 Section 135.221(b) provides alternate airport weather minimums for rotorcraft.
Powered-lift that are authorized to conduct Copter Procedures and can land in the vertical-lift flight mode, as provided in the aircraft flight manual, can use the provisions stipulated in § 135.221(b).
5.9 Section 135.223, IFR: Alternate Airport Requirements.
5.9.1 Section 135.223(a) requires aircraft other than helicopters to carry a 45-minute fuel reserve. Section 135.223(a)(3) limits the fuel reserve for helicopters to 30 minutes.
5.9.2 Powered-lift that are authorized to conduct Copter Procedures and can land in the vertical-lift flight mode as provided in the aircraft flight manual will have the option to use the helicopter fuel requirements specified in § 135.223(a)(3).
5.9.3 A powered-lift will only be authorized to utilize Copter Procedures if they are able to fly at the slower airspeeds necessary to conduct those procedures. Powered-lift that are unable to meet the requirements for Copter Procedures will be required to use standard approach procedures, and therefore use the fuel requirement specified for aircraft in § 135.223(a)(3). During aircraft certification, the FAA will assess the aircraft’s stability, system, and equipage for instrument flight rules (IFR) operations. A powered-lift that does not possess these characteristics may still be certificated for IFR but will be prohibited from performing Copter Procedures and have a limitation in the aircraft flight manual to that effect. Those powered-lift with a limitation in the aircraft flight manual prohibiting Copter Procedures would not be authorized to use the 30-minute fuel reserve option and would be required to use the 45-minute fuel reserves specified for aircraft.
5.9.4 When taking into consideration the performance capability to conduct a landing in the vertical-lift flight mode, a person must consider the energy required to successfully complete a descent from the altitude they plan to use, any required instrument or visual procedure, and land in the vertical-lift flight mode. There may be performance requirements or limitations contained in the aircraft flight manual, or in any approved minimum equipment list (MEL) that would prevent a powered-lift from conducting a landing in the vertical-lift flight mode, such as a landing weight limitation or a deferred maintenance item, thereby requiring a person to use the 45 minutes of reserve fuel.
5.10 Section 135.227, Icing Conditions: Operating Limitations (refer to § 194.306(ww) and (xx)).
5.10.1 Section 135.227(b) specifies airplanes, and allows an operator to take off in conditions where frost, ice, or snow may reasonably be expected to adhere to the airplane provided the pilot has completed all the applicable training required by § 135.341 and one of the conditions in § 135.227(b)(1) through (3) is met. Section 194.306(ww) allows powered-lift to utilize the same provisions extended to airplanes as provided in § 135.227(b). However, § 194.306(ww) has some different requirements than those contained in § 135.227(b) for airplanes, and are explained below.
5.10.2 In addition to wings and control surfaces, powered-lift may have other surfaces that are negatively impacted by frost, ice, or snow adhering to those surfaces, such as rotor
5-7 blades. These other surfaces are considered “critical surfaces,” which the manufacturer will identify during certification and will be outlined in the aircraft flight manual for that aircraft. Any frost, ice, or snow adhering to a critical surface could have an adverse impact on the aircraft’s ability to operate safely.
5.10.3 Section 194.306(ww)(1) requires that the powered-lift critical surfaces, as outlined in the aircraft flight manual for that aircraft, must be determined to be free of frost, ice, or snow.
Additionally, § 194.306(ww)(2) stipulates that powered-lift critical surfaces are determined by the manufacturer.
5.10.4 Further discussion of ground deicing/anti-icing programs can be found in the current editions of AC 120-60, Ground Deicing and Anti-Icing Program, and AC 120-107, Use of Remote On-Ground Ice Detection System.
5.10.5 S ection 135.227(c) includes the regulatory requirements for flight into icing conditions, and it specifies that no pilot may fly under IFR into known or forecast light or moderate icing conditions or under VFR into known light or moderate icing conditions unless certain conditions are met. Section 135.227(c)(1) requires the “aircraft” to have functioning deicing or anti-icing equipment protecting each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system. The requirement applies to all aircraft;
accordingly, any powered-lift that intends to fly into the icing conditions specified must have functioning deicing or anti-icing equipment.
5.10.6 Section 135.227(c)(2) and (c)(3) are airplane-specific. The FAA will not apply this section to powered-lift because they are applying the provisions provided by § 135.227(d) through the issuance of § 194.306(xx) as described in paragraph 5.10.7 below.
5.10.7 Section 135.227(d) addresses in-flight icing conditions and prohibits any pilot from flying a helicopter under IFR into known or forecast icing conditions or under VFR into known icing conditions unless it has been type certificated and appropriately equipped for operations in icing conditions. Section 194.306(xx) prohibits any pilot from flying a powered-lift under IFR into known or forecast icing conditions or under VFR into known icing conditions unless it has been type certificated and appropriately equipped for operations in icing conditions.
5.11 ACs Requiring Further Explanation for the Integration of Powered-Lift. To comply with § 194.306, as well as other regulations not contained in the powered-lift SFAR but relevant to powered-lift operations, some information from existing ACs was extracted to provide additional information to assist an operator in applying the requirements of the powered-lift SFAR. This additional information is listed below.
5.11.1 A C 120-27, Aircraft Weight and Balance Control . AC 120-27 was written for both airplanes and helicopters, and the majority of its content applies to powered-lift without the need for additional explanation. However, the information regarding standard average
5-8 weights warrants additional explanation because it will also apply to powered-lift authorized to conduct air ambulance operations.
5.11.1.1 Standard Average Weights. Use of standard average weights is limited to operators of multiengine turbine-powered aircraft that have a passenger seat configuration of five or more passenger seats who hold OpSpecs, management specifications (MSpecs), or Letters of Authorization (LOA), as applicable, and the following:
1. For aircraft other than powered-lift certificated under part 23 (normal category), part 25, or part 29;
2. A large powered-lift certificated under § 21.17(b); or
3. The operator and manufacturer are able to prove that the aircraft can meet the performance requirements prescribed by part 23 normal category aircraft.
Note: Piston-powered powered-lift authorized to conduct air ambulance operations may not use standard average weights.
5.11.2 A C 120-96, Operations Control Center (OCC) for Helicopter Air Ambulance Operations (HAA), and AC 135-14, Helicopter Air Ambulance Operations. AC 120-96 and AC 135-14 are helicopter-specific and are not slated to be revised to incorporate powered-lift until the SFAR expires and a permanent rule is adopted. Although most of the information contained in AC 120-96 and AC 135-14 can be applied to powered-lift without any further explanation, the information below will aid the part 135 CH conducting air ambulance operations in complying with the powered-lift SFAR.
5.11.3 AC 120-96, Operations Control Center (OCC) for Helicopter Air Ambulance (HAA) Operations.
5.11.3.1 OCC Requirement. Part 135 subpart L will be applicable to any operator conducting air ambulance operations with a powered-lift as required by § 194.306. AC 120-96 provides information on OCC requirements for HAA operations and was written to specifically address helicopters. The information contained in AC 120-96 also applies to powered-lift conducting air ambulance operations because all powered-lift air ambulance operations are required under the SFAR to comply with part 135 subpart L. The information in AC 120-96 read in conjunction with this AC will assist part 135 CHs conducting air ambulance operations in powered-lift in complying with the SFAR. Section 135.619 requires operators conducting HAA operations with 10 or more helicopters to establish an OCC that is staffed with appropriately trained Operations Control Specialists (OCS) that provide the services required by § 135.619. Under § 194.306(www), powered-lift operators conducting air ambulance operations utilizing 10 or more air ambulance aircraft must establish an OCC, whether the air ambulance aircraft are helicopters, powered-lift, or any combination thereof.
5-9
5.11.3.2 Terms and Requirements. AC 120-96 contains the terms “helicopter” and “HAA,” as well as a 10-helicopter requirement for an operator to establish an OCC. These helicopter-specific terms and requirements are noted below.
5.11.3.2.1 When the term “helicopter” is used, the topic being addressed in AC 120-96 will be applicable to powered-lift unless otherwise noted.
5.11.3.2.2 When the term “HAA” is used, it will also apply to operators using powered-lift for air ambulance operations under § 194.306(mmm).
5.11.3.2.3 The FAA reiterates that the requirement for an OCC under the SFAR is based on whether the operator has 10 or more aircraft conducting air ambulance operations, whether they are helicopters, powered-lift, or any combination thereof.
5.11.3.3 Definitions and Abbreviations. AC 120-96 contains a list of definitions and abbreviations. Selected definitions from AC 120-96 are discussed below to provide greater clarity for those areas where the SFAR contains differences that relate to powered-lift.
5.11.3.3.1 O verwater Flight. AC 120-96 refers to overwater flight for rotorcraft.
Overwater flight for powered-lift is the operation of a powered-lift beyond the autorotational or gliding distance from the shoreline. Determining whether the powered-lift is conducting overwater flight depends on the powered-lift’s ability to autorotate or glide to reach the shoreline. If the powered-lift is operating overwater beyond either the gliding, or autorotational distance of the shoreline, then it meets the definition of overwater flight.
5.11.3.3.2 Sui table Offshore Heliport Structure. A suitable offshore heliport structure is defined as a heliport structure that can support the size and weight of the rotorcraft being operated where a safe landing can be made. Powered-lift that are able to conduct vertical takeoff and landings can use any suitable heliport or vertiport, and this includes suitable offshore heliport structures.
Additionally, in order to use a heliport, a powered-lift must be capable of meeting the performance requirements for that specific heliport, and the powered-lift cannot exceed the size and weight limitations established for that heliport.
Note: T o determine if a powered -lift can use a vertiport, refer to Engineering Brief No. 105, Vertiport Design, at the Airport Engineering Briefs web page at https://www.faa.gov/airports/engineeri ng/engineering_briefs.
5.11.4 AC 135-14, Helicopter Air Ambulance Operations.
5.11.4.1 Air Ambulance Operations. AC 135-14 provides information on HAA operations and was written to specifically address helicopters. Some of the information contained in AC 135-14 also applies to powered-lift conducting
5-10 air ambulance operations because all powered-lift air ambulance operations are required by § 194.306(mmm) to comply with part 135 subpart L. The information in AC 135-14 reads in conjunction with the information contained within this AC to assist part 135 CHs conducting air ambulance operations in powered-lift in complying with the SFAR.
5.11.4.2 Terms and Requirements. AC 135-14 contains the terms “helicopter” and “HAA,” as well as a 10-helicopter requirement for an operator to establish an OCC. These helicopter-specific terms and requirements are noted below:
5.11.4.2.1 When the term “helicopter” is used, the topic being addressed in AC 135-14 will be applicable to powered-lift unless otherwise noted.
5.11.4.2.2 When the term “HAA” is used, it will also apply to operators using powered-lift for air ambulance operations under § 194.306(mmm).
5.11.4.2.3 The FAA notes that the requirement for an OCC under the SFAR is based on whether the operator has 10 or more aircraft conducting air ambulance operations, whether they are helicopters, powered-lift, or any combination thereof.
5.11.4.3 Definitions and Abbreviations.
5.11.4.3.1 Autorotational Distance. Autorotational distance is the distance a powered-lift or rotorcraft can travel in autorotation as described by its manufacturer in the approved aircraft flight manual. (Refer to §§ 135.168 and 194.306(z).)
5.11.4.3.2 Overwater Flight. AC 135-14 refers to overwater flight for rotorcraft.
Overwater flight for powered-lift is the operation of a powered-lift beyond the autorotational or gliding distance from the shoreline. Determining whether the powered-lift is conducting overwater flight depends on the powered-lift’s ability to autorotate or glide to reach the shoreline. If the powered-lift is operating over water beyond either the gliding or autorotational distance of the shoreline, then it meets the definition of overwater flight.
5.11.4.3.3 S horeline. Shoreline is land adjacent to the water of an ocean, sea, lake, pond, river, or tidal basin that is above the high-water mark where a powered-lift could be landed safely. This does not include land areas unsuitable for landing, such as vertical cliffs or land intermittently under water. (Refer to §§ 135.168 and 194.306(z).)
5.11.4.3.4 S uitable Offshore Heliport Structure. Suitable offshore heliport structure is a heliport structure that can support the size and weight of the rotorcraft being operated where a safe landing can be made. Powered-lift that are able to conduct vertical takeoff and landings can use any suitable heliport or vertiport, and this includes suitable offshore heliport structures. Additionally, in order to use a heliport, a powered-lift must be capable of meeting the performance
5-11 requirements for that specific heliport, and the powered-lift cannot exceed the size and weight limitations established for that heliport.
Note: To determine if a powered-lift can use a vertiport, refer to Engineering Brief No. 105, Vertiport Design, at the Airport Engineering Briefs web page at https://www.faa.gov/airports/engineeri ng/engineering_briefs.
5.11.5 Certification and HAA-Specific Considerations. HAA operations are authorized through the issuance of OpSpec A021, Helicopter and/or Powered-Lift Air Ambulance Operations. Powered-lift conducting air ambulance operations will experience the same organizational and operational challenges that current HAA operators face. Therefore, the FAA will authorize powered-lift operators wanting to conduct air ambulance operations by issuing OpSpecs. In addition, powered-lift air ambulance operators are required by § 194.306(mmm) to comply with part 135 subpart L.
5.11.6 Regulatory Operational Considerations. HAA operators and persons utilizing powered-lift for air ambulance operations are subject to regulatory operational requirements contained in part 135, including part 135 subpart L, and part 194.
Section 194.306(a) and (mmm) require powered-lift air ambulance operators to comply with part 135 subpart L.
5.11.7 Pilot Qualifications. Ref er to AC 194-2, Pilot Training and Certification for Powered-Lift Operations, for detailed information on pilot training and certification and guidance for pilots, examiners, and instructors on the pilot training and certification process in a powered-lift.
5.11.8 V FR Ceiling and Visibility Requirements for Class G Airspace . Section 135.609 specifies the minimum ceiling and visibility requirements for conducting VFR HAA operations in Class G Airspace. Operators conducting air ambulance operations with powered-lift must comply with § 135.609 as well as the powered-lift specific ceiling and visibility contained in § 194.306(qqq). Those requirements are broken down into day or night, vertical-lift or wing-borne flight mode, mountainous or non-mountainous, and local or non-local flying areas. The provisions in § 194.306(qqq) specify VFR weather minimums specific to powered-lift conducting air ambulance operations in Class G Airspace. Those minimums are detailed in Table 5-1 below:
5-12 Table 5-1. Revised VFR Air Ambulance Minimums in Class G Airspace Location Day Vertical-Lift Wing-Borne Flight Mode Night Vertical-Lift Flight Mode Night Wing-Borne Flight Mode Ceiling Visibility Ceiling Visibility Ceiling Visibility Non-Mountainous Local Flying Areas 800 ft 2 sm 800 ft 3 sm 1,500 ft 3 sm Non-Mountainous Non-Local Flying Areas 800 ft 3 sm 1,000 ft 3 sm 1,500 ft 3 sm Mountainous Local Flying Areas 800 ft 3 sm 1,000 ft 3 sm 2,500 ft 3 sm Mountainous Non-Local Flying Areas 1,000 ft 3 sm 1,000 ft 5 sm 2,500 ft 5 sm
5.11.9 VFR Flight Planning Documentation.
5.11.9.1 Operators conducting air ambulance operations with powered-lift must comply with § 135.615, including the powered-lift specific requirements contained in § 194.306(uuu). Section 135.615 requires VFR flight planning and includes the evaluation and documentation requirements for part 135 CHs conducting HAA operations. Section 194.306(uuu) contains different altitude clearance requirements for powered-lift that will be operated en route in the wing-borne flight mode than those currently listed for helicopters. Therefore, § 194.306(uuu) requires the pilot in command (PIC) of a powered-lift that will be operating in the wing-borne flight mode to use the higher minimum altitudes specified for airplanes in § 135.203(a)(1) and (a)(2) while conducting VFR operations en route. Therefore, to comply with the requirements of § 194.306(uuu), the PIC of a powered-lift being operated in the wing-borne flight mode must ensure that all terrain and obstacles along the route of flight are cleared vertically and horizontally by no less than 500 feet during the day.
At night, that requirement is no less than 1,000 feet above the highest obstacle within a horizontal distance (HD) of 5 miles from the course intended to be flown, while the requirement in designated mountainous terrain is no less than 2,000 feet above the highest obstacle within an HD of 5 miles from the course intended to be flown.
5.11.9.2 When a powered-lift will be operated en route in the vertical-lift flight mode the altitude clearance requirements of § 135.615(b), those stipulated for helicopters, can be used. The PIC must ensure that all terrain and obstacles
5-13 along the route of flight are cleared vertically by no less than 300 feet for day operations and 500 feet for night operations.
5.11.10 Use of Minimum Safe Cruise Altitudes. Section 194.306(uuu) requires that prior to conducting VFR operations, the PIC of a powered-lift, when conducting their preflight analysis, must use the minimum safe cruise altitudes specified in § 194.306(uuu)(1) and (uuu)(2) as explained in paragraph 5.11.9 above.
5.11.11 VFR/IFR Flight Planning and Weather Minimums.
5.11.11.1 Flight Planning (refer to §§ 135.613, 135.615, and 194.306(sss) and (uuu)).
Under § 194.306(uuu), powered-lift air ambulance VFR flight planning must consider factors including the determination of highest obstacles and minimum cruising altitudes along planned routes as well as contingencies such as deviations due to medical necessity, dynamic weather, and changes to the planned flight. The procedures defining these planning methods must be documented. (Refer to § 194.306(uuu).)
5.11.11.2 Departure Procedures Minimums (refer to §§ 135.609, 135.613, and 194.306(qqq) and (ttt)). Powered-lift conducting air ambulance operations may depart on an IFR clearance from the surface, at heliports or vertiports that are not served by weather reporting, providing the heliport or vertiport is served by a departure procedure (Standard Instrument Departure (SID) or Obstacle Departure Procedure (ODP)) containing ODP and takeoff minimums. The flight may depart and proceed visually in accordance with the instructions contained in the departure procedure. If the departure involves a VFR to IFR transition and does not meet the requirements of § 194.306(ttt), and there is no departure procedure, and/or the initial departure fix (IDF) is more than 3 nautical miles (NM) from the point of lift-off, the VFR weather minimums required by the class of airspace apply. If the flight is within Class G Airspace, the minimums in § 194.306(qqq) apply.
5.11.11.3 Approach Procedures Minimums (refer to §§ 135.609, 135.611, 135.613, and 194.306(sss)).
5.11.11.3.1 When a powered-lift is properly equipped and authorized to perform point in space (PinS) Copter approaches that include a “Proceed VFR” segment between the missed approach point (MAP) and a served heliport or vertiport which are 1 NM or less from the MAP, flights must be conducted in accordance with the ceiling and visibility limitations published in § 194.306(sss). Therefore, powered-lift will use the VFR weather minimums as described in § 135.613(a)(1), which requires a flight visibility of at least 1 statute mile (sm) and the ceiling that is published on the approach chart.
5.11.11.3.2 When accessing a heliport or vertiport near an airport served by an instrument approach procedure (IAP), the pilot of a powered-lift may execute a published IAP to an airport which is not the intended landing site, and then
5-14 break off that published approach after visually acquiring the airport served by the approach and then proceed to a landing area that is 3 NM or less from the airport to which the approach was conducted. When conducting these operations, the powered-lift pilot may accomplish this only under VFR weather minimums in accordance with § 194.306(sss), which is dependent on whether the powered-lift is being operated in the wing-borne or vertical-lift flight mode. Wing-borne flight mode day operations require a ceiling of no less than 1,000 feet and 2 sm visibility, and for night operations no less than a 1,500-foot ceiling and 3 sm visibility. Vertical-lift flight mode day operations require no less than a 600-foot ceiling and 2 sm flight visibility, and for night operations no less than a 600-foot ceiling and 3 sm flight visibility.
Note: For all instrument approaches, including PinS, if the distance from the MAP to the landing area is greater than 3 NM, the VFR weather minimums required by the class of airspace are applicable.
The airspace between the protected area surrounding the approach to the airport and the intended landing area located nearby may not be surveyed and obstructions may exist between the airspace protected for the airport served by the IAP and the intended landing site.
5.11.11.4 Weather Minimums for Class G Airspace. Section 135.609 specifies HAA minimums for Class G Airspace. HAA operations use higher ceiling and visibility minimums in uncontrolled airspace than is required for other part 135 operations. Section 194.306(qqq) contains the weather minimums that powered-lift air ambulance operators must use when operating in Class G Airspace. (See Table 5-1, Revised VFR Air Ambulance Minimums in Class G Airspace, for powered-lift ceiling and visibility requirements in Class G Airspace.)
5.11.11.5 F light into Locations Without Weather Reporting. The requirement in § 135.611 for the PIC to assess the weather at a departure point where weather reporting is not provided applies to powered-lift pilots under § 135.611 as listed in § 194.306(rrr). Therefore, the PIC of a powered-lift must use the weather minimums provided in § 194.306(qqq), or those established for Class B, D, or E Airspace overlying the departure point, as applicable.
5.11.12 H azards to Operations: Identification and Mitigatio n.
5.11.12.1 Flight Controls. Leaving the flight controls of a powered-lift while rotors or powerplants are running is a potentially hazardous situation that may be encountered in air ambulance operations. While current regulations do not prohibit the pilot from leaving the controls while the powered-lift is operating, air ambulance operators are encouraged to include procedures for accomplishing this safely in their documented operational procedures and training.
5-15
5.11.12.2 Heliports/Landing Zones (LZ). When part 135 HAA operations are conducted from established heliports, those heliports should meet the criteria established in the current edition of AC 150/5390-2, Heliport Design, to the maximum extent possible. Powered-lift that are able to conduct vertical takeoff and landings can use any suitable heliport or vertiport. Additionally, in order to use a heliport, a powered-lift must be capable of meeting the performance requirements for that specific heliport, and the powered-lift cannot exceed the size and weight limitations established for that heliport.
Note: R efer to Engineering Brief No. 105, Vertiport Design, at https://www.faa.gov/airports/engineering/engineering_briefs.
5.11.13 Operations Under Special Conditions.
5.11.13.1 Flat Light, Whiteout, and Brownout. In accordance with § 135.293(a)(9), all powered-lift pilots must be tested on procedures for aircraft handling in flat-light, whiteout, and brownout conditions, including methods for recognizing and avoiding those conditions. Air ambulance operators are susceptible to all of these conditions due to the nature of off-airport landings and operating in remote environments. The following descriptions are not intended to be scientific explanations but serve as operational definitions suitable for use by air ambulance operators. These terms should not be used interchangeably.
5.11.13.2 F lat Light. Flat light is an optical condition, also known as sector or partial whiteout. It is not as severe as whiteout, but this condition causes pilots to lose depth-of-field and vertical orientation. Flat-light conditions are usually the result of overcast skies over snow or ice fields, inhibiting visual reference.
Such conditions can occur anywhere in the world, primarily in snow-covered areas but they can also occur in dust, sand, mud flats, or on glassy water.
Flat light can completely obscure features of the terrain, creating an inability to distinguish distances and closure rates. As a result of this reflected light, it can give pilots the illusion of ascending or descending when actually flying level. However, with good judgment and proper training and planning, it is possible to safely operate aircraft in flat-light conditions.
5.11.13.3 Whiteout/Brownout. This effect typically occurs when a powered-lift takes off or lands on a dusty or snow-covered area. The rotor or vertical-lift device downwash picks up particles and recirculates them. The effect can vary in intensity depending upon the amount of light on the surface. This phenomenon can happen on the sunniest, brightest day with good contrast everywhere. However, when it happens, there can be a complete loss of visual cues. If the pilot has not prepared for this immediate loss of visibility, the results can be disastrous.
5-16
5.11.14 Equipment Required by Regulation for HAA Operations.
5.11.14.1 Radio Altimeter (RA). RAs are required to be installed on rotorcraft under § 135.160. Section 194.306(v) requires powered-lift operators to comply with § 135.160. The FAA may authorize deviations for certain powered-lift and helicopters that have a maximum gross takeoff weight no greater than 2,950 pounds and are unable to incorporate an RA.
5.11.14.2 HTAWS. Section 194.306(ooo) requires all air ambulance operators utilizing powered-lift have an HTAWS or an FAA-approved TAWS A/HTAWS hybrid system installed and operational. For more information on HTAWS and TAWS A/HTAWS hybrid systems, see paragraph 5.5.
5.11.14.3 Additional Equipment Required for HAA Overwater Operations. Except for takeoff and landing, or unless the OpSpecs allow otherwise, overwater operations beyond the autorotational or gliding distance from the shoreline require the following special equipment to be aboard a powered-lift air ambulance. Requirements can be found in § 194.306(z) and (jj).
1. Approved life preservers, equipped with an approved survivor locator light, must be carried aboard all powered-lift operating under part 135 (including air ambulances) for each occupant. In accordance with § 194.306(z), each occupant must wear a life preserver when the flight operates beyond the autorotational or gliding distance from the shoreline.
The exception to this requirement is when wearing a life preserver would be inadvisable for medical reasons as determined by medical personnel.
Additionally, for powered-lift, the life preserver required by § 135.168(b)(1) need not be worn, but must be readily available for its intended use and easily accessible to each occupant when the powered-lift is a multiengine aircraft operated at a weight that will allow it to climb, with the critical engine inoperative or experiencing a critical change of thrust, at least 50 feet a minute, at an altitude of 1,000 feet above the surface. The powered-lift SFAR defines “critical change of thrust” as a failure that would most adversely affect the performance or handling qualities of an aircraft. Refer to § 194.306(z), (ii), (jj), and (kk).
2. Under § 194.306(z), a 406 megahertz (MHz) emergency locator transmitter (ELT), with a 121.5 MHz homing capability and approved batteries must be installed in the powered-lift air ambulance, in accordance with § 135.168(b). Section 194.306(z) requires this ELT meet the TSO and RTCA standards as listed in § 135.168(d).
5-17
5.11.14.4 Electrical Power. All wiring, electrical components, and installation procedures should conform to the requirements of part 23, 25, 27, or 29, as applicable. The specific requirements will be determined during the certification basis of the powered-lift as established according to § 21.17(b).
The proposed certification basis will be published in the Federal Register (FR) for public comment. An electrical load analysis (ELA) should be performed to preclude overload of the aircraft’s generating system. The system should provide the pilot with a means of rapidly shedding electrical loads in an emergency.