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.
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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.
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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).
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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.
6-1 CHAPTER 6. PART 136 COMMERCIAL AIR TOURS AND NATIONAL PARKS
AIR TOUR MANAGEMENT
6.1 Part 136 Applicability. This chapter clarifies how and when part 136 will apply to commercial air tour operations using powered-lift.
6.2 Part 136 Subpart A, National Air Tour Safety Standards. Part 136 subpart A provides special operating rules for commercial air tour operators and each person intending to operate an air tour in an airplane or helicopter. The Special Federal Aviation Regulation (SFAR) 120, Powered-Lift: Pilot Certification and Training; Operations Requirements, will add regulatory requirements established for air tour operators utilizing powered-lift.
6.2.1 A pplicability and Definitions . Section 194.308(a) states that persons operating powered-lift in commercial air tours must continue to comply with rules applicable to all aircraft in part 136. Part 136 subpart A provides special operating rules for commercial air tour operators and each person intending to operate an air tour in an airplane, powered-lift, or rotorcraft. The following definitions and sections from part 136 subpart A are applicable to powered-lift in § 194.308.
6.2.1.1 Suitable Landing Area. Section 136.1(d) defines “suitable landing area for rotorcraft.” As stated in the definition, suitable landing areas must be site-specific, designated by the operator, and accepted by the FAA. The purpose of this definition is to provide the pilot with suitable areas to land should an emergency occur. The operator designates potential landing areas in advance of the air tour operation, and as a result, the pilot is aware of these suitable landing areas, thereby helping reduce the risk of a major accident.
The landing areas can be used in an aircraft emergency, which could be more than just an engine failure. Knowing in advance where these site-specific suitable landing areas are located is intended to prevent a major accident, and if used, would not cause serious injury to persons irrespective of aircraft damage. Section 194.308(b) includes powered-lift in this definition and will use the same rationale to reduce the risk of a major accident should an inflight aircraft emergency occur.
6.2.1.2 Critical Change of Thrust. 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 § 194.308(c).
6.2.2 Life Preserver Requirements (refer to § 136.9). The life preserver requirement in § 194.308(d)(1) applies to powered-lift in the final rule. Therefore, § 136.9(b) applies to powered-lift, excepting them from the requirement for each occupant to wear a life preserver as long as a life preserver is readily available for its intended use and easily accessible when one of the following conditions is met:
1. The powered-lift is operating in wing-borne flight mode within power-off gliding distance to the shoreline for the duration of the time that flight is over water. This
6-2 exception will not be allowed when the powered-lift is operating in the vertical-lift flight mode (refer to § 194.308(d)(1)(i)).
2. The multiengine powered-lift can be operated with the critical engine inoperative or a critical change in thrust, at a weight that will allow it to climb at least 50 feet per minute at an altitude of 1,000 feet above the surface, as provided in the aircraft flight manual. The FAA has written into § 194.308(d)(1)(ii)) that the reference to “Airplane Flight Manual” applies to powered-lift to the extent that they have an aircraft flight manual approved through the certification process. This will clarify the FAA’s intent for powered-lift operators to comply with the manual requirements.
3. The exception contained in § 136.9(b)(1) allows floats in lieu of wearing the life preservers which includes all aircraft, so this exception would be available to powered-lift as written.
4. As stated in § 136.9(c), no life preserver is required if the overwater operation is necessary only for takeoff or landing.
6.2.3 Floats Over Water (refer to § 136.11).
6.2.3.1 Section 194.308(d)(2)(i) specifies that § 136.11(a)(1) is applicable to single-engine powered-lift while conducting commercial air tours over water beyond the shoreline.
6.2.3.2 Section 194.308(d)(2)(ii) specifies that § 136.11(a)(2) applies to multiengine powered-lift while conducting commercial air tours over water beyond the shoreline when it cannot be operated with the critical engine inoperative or while experiencing a critical change of thrust, at a weight that will allow it to climb, at least 50 feet a minute, at an altitude of 1,000 feet above the surface, as provided in the approved aircraft flight manual for that aircraft.
6.2.3.3 Section 194.308(d)(2) addresses § 136.11(b) and (c). Section 136.11(b) applies to powered-lift while conducting commercial air tours over water that are required to be equipped with an inflatable flotation. These inflatable flotation systems must have an activation switch for the flotation system on one of the primary flight controls; and it must be armed when the powered-lift is over water beyond the shoreline and is flying at a speed that does not exceed the maximum speed prescribed in the approved aircraft flight manual for flying with the flotation system armed.
6.2.3.4 As mentioned above, § 194.308(d)(2) also addresses § 136.11(c).
Section 136.11(c)(1) applies to powered-lift and provides relief from installing either a fixed or inflatable flotation system if the powered-lift is over water only during the takeoff or landing portion of the flight.
6.2.3.5 Under § 194.308(d)(2), § 136.11(c)(2) applies to powered-lift and provides relief from installing either a fixed or inflatable flotation system when the powered-lift is operated within the power-off gliding distance to the shoreline
6-3 for the duration of the flight and each occupant is wearing a life preserver from before takeoff until the aircraft is no longer over water.
6.2.4 Performance Plans (refer to § 136.13).
6.2.4.1 Section 136.13 applies to powered-lift in accordance with § 194.308(d)(3).
This section requires each operator of a powered-lift to complete a performance plan before the commercial air tour flight occurs. These performance plans are a key component of mitigating the risk of commercial air tour operations flown in powered-lift, as they require the pilot in command (PIC) to be prepared to respond to unforeseen events. A height/velocity (H/V) diagram or any other avoidance areas such as the transition to and from vertical-lift flight mode to wing-borne flight mode, are an important component of the performance plan. Those powered-lift that have H/V or any other avoidance areas contained within their aircraft flight manuals must use that information when completing a performance plan as prescribed in § 136.13(a) and required by § 194.308(d)(3). This rule also requires the PIC of the powered-lift to review the plan for accuracy and comply with the performance plan on the day the flight is flown. The performance plan will be based on the information in the appropriate Powered-Lift’s Aircraft Flight Manual (PLAFM) and must take into consideration the maximum density altitude for the planned operation in accordance with § 136.13(a) as required by § 194.308(d)(3). The performance plan will determine the following information:
• Maximum gross weight and center of gravity (CG) limitations for hovering in ground effect;
• Maximum gross weight and CG limitations for hovering out of ground effect; and
• Maximum combination of weight, altitude, and temperature for which H/V or any other avoidance area information as contained in the PLAFM is valid.
6.2.4.2 Under § 136.13(b) and (c) as required by § 194.308(d)(3), the PIC must make a reasonable plan to operate the aircraft outside of any caution/warning/avoid areas contained within the aircraft flight manual.
6.3 Special Operating Rules for Air Tour Operators in the State of Hawaii. There are special operating rules for air tour operators in the State of Hawaii that apply to both airplanes and helicopters. Powered-lift are required to comply with these regulations under § 136.71. Many air tours within the State of Hawaii occur over large bodies of water and in water conditions that are rough with rugged terrain, which are unlike any other conditions in other parts of the country where air tours occur. Accordingly, the helicopter requirements are equally important for powered-lift conducting commercial air tours in Hawaii to ensure an equivalent level of safety.
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6.3.1 Flotation Equipment. Applying the flotation equipment requirements to single-engine powered-lift increases the likelihood of survival in the event of a water landing.
Therefore, any air tour operation conducted in a single-engine powered-lift that is beyond the shore of any island, and regardless of whether the single-engine powered-lift is within gliding or autorotational distance of the shore, must ensure each person on board is wearing approved flotation gear as required in §§ 136.75(a) and 194.308(d)(4). The only relief provided for each occupant from wearing approved flotation gear is when the single-engine powered-lift is amphibious or equipped with floats adequate to accomplish a safe emergency ditching. Those aircraft that are either amphibious or equipped with floats must also have approved flotation gear easily accessible for each occupant in accordance with § 136.75(a) as required by § 194.308(d)(4).
6.3.2 P erformance Plan . The requirement for powered-lift to have a performance plan is an important safety requirement for these operators in the State of Hawaii. The FAA placed this performance requirement into the regulation based on the need for operators to conduct preflight planning and have operational knowledge that is essential to aircraft being flown in commercial passenger carrying operations. Under § 136.75(b) and as required by § 194.308(d)(5), the H/V diagram and any other avoidance areas such as the transition to and from vertical-lift flight mode to wing-borne flight mode are important components of the performance plan and will apply to commercial air tours conducted in powered-lift that have H/V or any other avoidance area information contained within their aircraft flight manuals. The PIC of the powered-lift must comply with the performance plan prescribed in § 136.75(b) as required by § 194.308(d)(5).
6.3.3 O perating Limitations . The requirement for the powered-lift PIC to operate with the aircraft limitations is equally important. Therefore, under § 136.75(c) as required by § 194.308(d)(6), except for approach to and transition from a hover and for the purpose of takeoff and landing, the PIC must operate the powered-lift at a combination of height and forward speed (including hover) that would permit a safe landing in the event of engine power loss or critical change of thrust. The PIC must also ensure that the aircraft is operated in accordance with the height-speed envelope or any other avoidance areas such as the transition to and from vertical-lift flight mode to wing-borne flight mode as published in the aircraft’s flight manual for that powered-lift. When making these determinations, the PIC must also use the aircraft’s current weight and altitude.
Appendix A A-1 APPENDIX A. LIST OF ACRONYMS Acronym Definition 14 CFR Title 14 of the Code of Federal Regulations AAIP Approved Aircraft Inspection Program AC Advisory Circular AIM Aeronautical Information Manual AIP Approved Inspection Program ATC Air Traffic Control ATCTS ATC Transponder System CG Center of Gravity CH Certificate Holder CMT Certificate Management Team DA Decision Altitude DRS Dynamic Regulatory System ELA Electrical Load Analysis ELT Emergency Locator Transmitter ETA Estimated Time of Arrival F/A Flight Attendant FAA Federal Aviation Administration FDR Flight Data Recorder FR Federal Register GPS Global Positioning System GS Glideslope HAA Helicopter Air Ambulance HTAWS Helicopter Terrain Awareness and Warning System H/V Height/Velocity IAP Instrument Approach Procedure ICA Instructions for Continued Airworthiness ICAO International Civil Aviation Organization IDF Initial Departure Fix
Appendix A A-2 Acronym Definition IFP Instrument Flight Procedure IFR Instrument Flight Rules IMC Instrument Meteorological Conditions LOA Letter of Authorization LZ Landing Zone MAP Missed Approach Point MDA Minimum Descent Altitude MEL Minimum Equipment List MFD Multifunction Display MHz Megahertz MSA Minimum Safe Altitude MSpec Management Specification NAS National Airspace System NM Nautical Mile OCC Operations Control Center OCS Operations Control Specialist ODP Obstacle Departure Procedure OEM Original Equipment Manufacturer OpSpec Operations Specification part 91K Part 91 Subpart K PFD Primary Flight Display PIC Pilot in Command PinS Point in Space PLAFM Powered-Lift’s Aircraft Flight Manual RA Radio Altimeter SFAR Special Federal Aviation Regulation SIAP Standard Instrument Approach Procedure SIC Second in Command SID Standard Instrument Departure
Appendix A A-3 Acronym Definition sm Statute Mile TAPL Technically Advanced Powered-Lift TAWS Terrain Awareness and Warning System TAWS A Class A TAWS TC Type Certificate TERPS Terminal Instrument Procedures TSO Technical Standard Order VASI Visual Approach Slope Indicator VFR Visual Flight Rules VMC Visual Meteorological Conditions VSI Vertical Speed Indicator VTOL Vertical Takeoff and Landing