2/1/90 AC: :91-45C
CONTENTS Page No.
CHAPTER 1. GENERAL 1 Who May Sponsor an Aviation Event? 1 Sponsor Experience Industry Assistance Sponsor Planning
5.-10. Reserved CHAPTER 2. PREPARATION FOR AN AVIATION EVENT 7 SECTION 1. PREAPPLICATION PREPARATION
11. Determining Which Sections of the FAR Need to be Waived
12. Site Selection
13. Supporting Data
14. Selection of Performers
15. Establishing the Showlines
16. Policing
17. Emergency Facilities 13
18. FAA Form 7711-2 13
19. Schedule of Events 14
20.-24. Reserved 14 SECTION 2. MANAGING THE AVIATION EVENT 15
25. Preshow Activity 15
26. Aviation Event Personnel 15
27. Flying Participants 17
28.-30. Reserved 17 CHAPTER 3. MILITARY DEMONSTRATION TEAMS 23
31. Scope and Contents 23
32. Approved Profiles
33. DOD Sanctioned Teams
34. Other Military Teams Not Sanctioned by DOD
35. Military Parachute Teams
36. Team Qualifications and Training
37. Military Participation
38. Specialized Teams
39. Arrival Demonstrations
40. Foreign Military Teams
41. DOD Feasibility Study
42. Special Waiver Provisions
43.-48. Reserved vii
CONTENTS Page No.
CHAPTER 4. AIR RACE COURSE DESIGN 31
49. Sponsor Responsibilities 31
50. Personnel 31
51. Typical Race Courses 31
52. Race Course Design 31
53. Race Course Speeds 31
54. Race Course Showline 32
55.-58. Reserved 33 CHAPTER 5. BALLOON MEETS AND BALLOON COMPETITIONS 39
59. Public Safety 39
60. Balloon Operations 39
61. Description and Terminology 39
62. Balloon Meets 39
63. Types of Competitive Tasks 39
64. Balloon Competition Event Waivers 41
65. Balloon Competition Manual 42
66. Balloon Crewmembers 42
67. Maximum Windspeed 42 68 Designated Spectator Area 42
69. Duration of Waiver 42
70. Letters of Agreement 42
71. Carriage of Passengers for Hire 42
72. Manual Approval 42
73.-76. Reserved 42 CHAPTER 6. PARACHUTING AND PARACHUTISTS 47
77. Certificate of Authorization 47
78. Parachute Associations/Organizations 47
79. Parachutist's Competence 47
80. Landing Areas 48
81. Alternate Landing Areas 48
82.-86. Reserved 48 CHAPTER 7. WAIVER PROVISIONS 53
87. General Provisions 53
88. Special Provisions 53
89.-92. Reserved 53 viii
CONTENTS Page No.
APPENDIX 1. FIGURES (27 pages) 1 Figure 1. Showline Figure 2. Ingress Figure 3. 4 Figure 4. Sample of FAA Form 8710-7, Statement of Aerobatic Competency Figure S. Category I Showline - Optimum Layout 6 Figure 6. Category I Showline - Moved Closer to Primary Spectator Area 7 Figure 7. Category I Showline - Moved Closer to Secondary Spectator Area 8 Figure 8. Category II Showline Figure 9. Category III Showline 10 Figure 10. Aerobatic Maneuvers After Takeoff (I) 11 Figure 11. Aerobatic Maneuvers After Takeoff (II) 12 Figure 12. Takeoff and Landing Area - Normal Landing Speed >100 Knots and "Flying Farmer" Acts 13 Figure 13. Takeoff and Landing Area - Normal Landing Speed <100 Knots 14 Figure 14. Sailplane/Airplane Takeoff Area (I) 15 Figure 15. Sailplane/Airplane Takeoff Area (II) 16 Figure 16. Instructions for Completion of FAA Form 7711-2 17 Figure 16. Sample FAA Form 7711-2, Application for Certificate of Waiver or Authorization (Front) - continued 19 Figure 16. Sample FAA Form 7711-2, Application for Certificate of Waiver or Authorization (Reverse) - continued 20 Figure 17. Sample FAA Form 7711-1, Certificate of Waiver or Authorization Figure 18. Typical Air Race Site Figure 19. Reno, NV, Race Course Figure 20. Examples of Air Race Courses Figure 21. Pylon Air Racing (Race Course Design Parameters) Figure 22. Typical Hot Air Balloon Figure 23. Balloon Terminology 27 APPENDIX 2. GENERAL PROVISIONS (2 pages) 1 APPENDIX 3. SPECIAL PROVISIONS (3 pages) 1
CHAPTER 1. GENERAL
1. WHO MAY SPONSOR AN AVIATION EVENT? Anyone, either an individual or an organization, who wishes to sponsor an aviation event may do so as long as the proper forms and supporting documentation are submitted to the FAA and subsequently approved.
2. SPONSOR EXPERIENCE. The experienced sponsor of an aviation event is generally well acquainted with the requirements and procedures for obtaining the necessary waiver. However, in some instances, individuals or organizations attempting to sponsor an event for the first time are not aware that an FAA Form 7711-1, Certificate of Waiver or Authorization, is required. For an inexperienced sponsor, the local FAA Flight Standards District Office (FSDO) can provide valuable information and assistance.
INDUSTRY ASSISTANCE. Additional guidance from industry representatives may be obtained by contacting the International Council of Air Shows (ICAS), P.O. Box 1105, 1910 Horton Road, Jackson, Michigan 49204, (517) 782-2424.
This organization, comprised of aviation event sponsors and performers from all over the world, can provide valuable assistance. Also, numerous independent clubs and associations formed by airshow performers, such as the Professional Airshow Performers Association (PAPA), can provide the same type of information. In addition, there are several commercial aviation event groups that offer a wide variety of services ranging from assisting and staging, to contracting an entire aviation event. Many of these clubs, associations, and commercial groups are affiliated with the Experimental Aircraft Association (EAA), Wittman Airfield, Oshkosh, Wisconsin 54903. Further information may be obtained by contacting the EAA at (414) 426-4800.
4. SPONSOR PLANNING. Thorough planning has a direct bearing on the success and safety of any event. Therefore, it is in everyone's best interest that an effective plan for all facets of the event be developed.
a. Preshow Planning. The following items should be discussed with the FAA FSDO before beginning preparation of FAA Form 7111-2, Application for Certificate of Waiver or Authorization.
(1) Type of Event (aerobatics, balloon race, parachute demonstration, etc.).
(2) Status of Performers (military versus civilian).
(3) Site Selection.
(1) Airport sites.
(ii) Fairgrounds.
(iii) Other sites.
(iv) Planned crowd control.
(4) Policing of the safety zone.
(5) Communications.
(6) Emergency equipment and personnel.
(i) Physician.
(ii) Ambulance.
(iii) Firetruck.
(iv) Crash wagon.
(V) Other.
(7) Normal airport traffic.
(8) Vehicular traffic problems.
Chap 1 Par 1
AC 91-45C Post-event Planning. Most successful sponsors dedicate considerable time and effort planning for the conclusion of the aviation event.
They do this because they understand that all the effort expended producing a successful show could be ruined in the chaos that follows the termination of the event. With the disappearance of crowd control personnel, sponsors have leamed that the more spectators kept at the show site for a period of 30 to 40 minutes after the main attraction, the safer it will be for everyone. Some examples of ways to keep spectators at the show site are:
2 (thru 6) 2/1/90
(1) Have the demonstration pilots remain after the show to talk with the spectators and sign autographs.
(2) Conduct a raffle or drawing and give away the prizes after the show ends.
(3) The demonstration aircraft can be put on display at the end of the show so that the remaining spectators can get a closer look at both aircraft and performer.
5.-10. RESERVED.
Chap 1 Par 4
CHAPTER 2. PREPARATION FOR AN AVIATION EVENT SECTION 1. PREAPPLICATION PREPARATION
11. DETERMINING WHICH SECTIONS OF THE FAR NEED TO BE WAIVED. The sections of the FAR that will need to be waived depend largely on the types of operations to be conducted at the aviation event. In an effort to determine which sections of the FAR need to be waived, the sponsor should ask himself or herself certain questions.
a. Questions that should be asked are:
() What sort of routines will be staged?
(2) Will there be demonstrations by small, slow-speed aircraft only or will high performance aircraft be involved?
(3) Will military demonstration teams participate?
(4) Will a parachute demonstration be staged!
(5) Will the event include hot air balloon ascensions?
b. The answers to these questions and other areas unique to each aviation event will help the sponsor in determining which FAR need to be waived.
12. SITE SELECTION.
a. Selection of a site for an aviation event is of the utmost importance. If the selected site does not permit the minimum separation distances discussed in paragraph 15, FAA Form 7711-2, Application for Certificate of Waiver or Authorization, shall not be approved. It is important that the selection accommodate all the specific types of aerial demonstrations, without derogating safety or creating a hazard to any nonparticipant or spectator. In addition, it is imperative that all areas adjacent to the show site containing homes, factories, major highways, well-traveled thoroughfares, or any occupied vessel, vehicle, or structure, be carefully evaluated before making a final decision for site selection.
(1) Airports. An airport environment is probably best suited for aerial demonstrations/aviation events. If the local airport environment provides the necessary separation distances, it should be given first consideration as a probable site since demonstration pilots prefer a runway within gliding distance of the demonstration The spectator area should be clearly defined. Frontage of the spectator area might range from 1,500 feet to 3,000 feet. It is not recommended that the spectator area frontage be greater than 3,000 feet. This is to allow proper run-in and exit corridors for participating
(ii) Depth of the spectator area is deter-mined by required display areas, paved surfaces, and other considerations which are peculiar to each facility. The important point is to define the frontage and sides of the spectator area, making them compatible with planned aerial demonstrations.
(2) Fairground Sites. In some instances, fairgrounds are selected as sites in lieu of attempting to stage an event at a less than ideal airport site. These sites offer certain advantages not normally found at an airport. The grounds are generally well fenced, usually making crowd control a simple task. Also, frequently, grandstands or bleachers, concession stand areas, well-marked first-aid stations, police, and some- Chap 2 Par 11
AC 91-45C times a fairground fire department are readily established. In addition, the typical fairground is better able to cope with the vehicular traffic generated by an event than the typical airport that may have only one or two access roads.
(3) Other Sites. A lake or other open area bordering the edge of a town or at a park where an open area could be found may provide a desirable site for certain aerial demonstrations.
in any case, the area over which the aerobatic demonstrations are to be conducted must be void of vehicles, persons, or inhabited structures.
b. Airport Coordination. Most of the support functions necessary to accommodate and service aircraft are located at airports. In addition, the (normally) vast expanse of open area found at airports is conducive to better spectator visibility and comfort. Pilots also prefer operating from an airport environment because it provides direct access to runways and open areas for any emergency requiring an immediate landing.
aviation event will require the closing of the selected facility for some period of time. This may range from a short time on the weekend to long periods on the days before the event and during the actual show days. Do not forget that certain portions of the facility may need to be closed to accommodate physical setup and preparation for the event. The impact of all this must be considered as a part of the early site evaluation.
Air Traffic Control. Naturally, if the airport is served by a control tower, radio communications will be handled by the Air Traffic facility. Care must be taken to ensure that radio communications or prearranged ground-to-air signals are established with each performer as a preface to the conduct of the actual event. Even if every aircraft is equipped with two-way radio, a ground-to-air recall signal must also be provided to the performers. If the airport is served by a scheduled air carrier, arrangements must be made for the arrival and departure of such aircraft.
Generally, it is adequate to schedule a break in 2/1/90 the activities to allow for scheduled arrivals and departures.
d. If there is not 1,000 feet between the primary and the secondary spectator areas, the location will not be considered for an aviation event waiver.
e. If the site cannot provide a 500-foot distance from the showline to the spectators, the location will not be considered for an aviation event waiver.
13. SUPPORTING DATA. For most events, supporting data must address the following major concerns:
a. Where the public attends the event, it is necessary that adequate "spectator areas" be provided to isolate spectators from:
(1) Flight areas.
(2) Active runways.
(3) Runup areas.
(4) Other active areas such as emergency or police helipads, parachute landing areas,
b. Methods that will be used to ensure areas outside of the designated spectator area will also be secure.
Maps, charts, diagrams, or other data appropriate to the activities and locations should be submitted with the application. For an aviation event, an appropriate 7.5 series Topographic Quadrangle Map, published by the U.S. Geological Survey (Scale 1:24,000), for the proposed area should be submitted. Additional aerial photographs depicting the entire site and ranging out from the show center to a radius of from 1/2 to 2 1/2 miles, depending upon the type of event planned, may also be submitted. Appropriate showlines, safety zones, spectator areas, control Chap 2 Par 12
2/1/90 centers, location of emergency facilities, etc., should accompany FAA Form 7711-2.
14. SELECTION OF PERFORMERS. Before the FAA approves any pilot to perform low-level aerobatics in close proximity to spectators or other persons on the surface, that pilot's competency to safely perform individual routines must be verified. Except for pilots assigned to official military teams, each pilot must be properly certificated and rated for the aircraft to be flown. In addition, each pilot must possess a current FAA Form 8710-7, Statement of Aerobatic Competency, signed by an FAA inspector (Appendix 1, Figure 4).
If a demonstration pilot does not hold an FAA Form 8710-7, the FAA will require a satisfactory demonstration of the aerobatic routine.
When this has been accomplished, an FAA Form 8710-7 will be issued and the airman will be allowed to participate under the terms and conditions of the waiver. Early application for FAA Form 8710-7 is encouraged because of the critical time constraints just before an aviation The responsibility for obtaining the Statement of Acrobatic Competency lies with the airman, not the aviation event sponsor.
b. Nonairmen participants, such as parachutists, can be accepted on the basis of a license issued by the United States Parachute Association (USPA) or similar license. Further guidance on parachutists and parachuting can be found in Chapter 6.
c. The FAA does not require certification or licensing of operators of ultralight vehicles, wing-walkers, ribbon cut personnel, and drivers of vehicles for a car-to-plane transfer.
In order to avoid a possible cancellation of a performer or a delay of the aviation event, verification that all scheduled participants are properly qualified and/or certificated by the FAA and, where appropriate, by other FAA recognized groups or organizations should be made.
Chap 2 Par 13 AC 91-45C
e. Further guidance on military teams can be found in Chapter 3.
f. If an air race is part of the aviation event, guidance for an air race course design can be found in Chapter 4.
g. Further guidance on balloon meets and balloon competitions can be found in Chapter 5.
15. ESTABLISHING THE SHOWLINES.
a. The establishment of the showlines as the first order of business is preferable to establishing the crowd line and then determining the showlines.
b. In order to enhance safety, the showline may be moved toward or away from the spectator area to give the performer a more identifiable reference. However, the showline should not be moved from specified distances.
c. The 500-foot showline represents the minimum horizontal distance that is authorized under FAR § 91.79(c). The 500-foot showline is NEVER waived with regard to any spectator Routines that involve several aircraft in formation or nonaerobatic fly-bys must ensure that the nearest aircraft to the spectator area does not operate closer than 500 feet. This may require that the showline be more than 500 feet from the spectator area.
d. The showline is used as a reference by the performer or, in the case of formation flight, by the formation's leader. It is of paramount importance that showlines provide guidance to the performers during their routines. In the case of aircraft formations, performers must adjust to the showline to ensure that the critical aircraft is not closer than 500 feet from a spectator area. If the takeoff runway is closer than 500 feet from the primary or secondary spectator areas, no aerobatics may be permitted until the aircraft has passed the end of the spectator area and then only if there is no congested area or spectators under the 9
AC 91-45C performing aircraft. Under the same conditions, an aerobatic maneuver may be performed after takeoff following a tum away from spectator areas.
e. Pilots performing flight demonstrations must maintain the following minimum showline distances from the spectator areas. These distances are predicated on 75 percent power in straight and level flight for piston aircraft. For turbine aircraft, the distances are based on demonstrated normal cruise speed. Showline categories, speeds, and distances are Table 1.
As described in the table below, three different showlines might be required when all three categories of aircraft are participating at a show site. Because all show sites do not have prominent surface lines for use as showlines that are located exactly 500, 1,000, or 1,500 feet from spectator areas, it may not be possible to move the spectator area to arrive at these distances.
The optimum situation is when prominent showlines are 500, 1,000, or 1,500 feet from spectator areas as appropriate to the aircraft being operated 2/1/90 at the show. These distances from the showline to the spectators for each category of aircraft are desirable, however, there are other considerations.
There shall be no waiver of the 500-foot showline for Category III aircraft. For a show site where a runway is located less than that prescribed from an area that provides for the safety of the spectators, it is desirable to use the runway as the showline rather than a poorly marked line at the 1,000- or 1,500-foot mark. The safety of the performance and that of the spectators is enhanced by the participants using a well-defined showline. This is not to say that the spectator areas should be enlarged so that the optimum prescribed distances are not available. Again, for the safety of the performers and the spectators, the showline may be moved in or out to avoid antennas, windsocks, tree lines, etc. The showline, however, may not be closer than the minimums specified in the following paragraphs.
(1) Category I Showline. The optimum showline distance from spectator areas for Category I aircraft shall be 1,500 feet or greater (Appendix 1, Figure 5). If the only well-defined showline is closer than 1,500 feet to a spectator area and it is not possible to move the spectator Table 1. Showline Categories, Speeds, and Distances
SHOWLINE DISTANCE FROM
CATEGORY CRUISE SPEED SPECTATOR AREA More than 245 knots 1,500 feet (282 MPH) More than 156 knots 1,000 feet Less than 245 knots (181 to 282 MPH) Aerobatic Helicopters 1,000 feet Less than 156 knots 500 feet (180 MPH) Aerobatic Gliders (Sailplanes) 500 feet Nonaerobatic Aircraft 500 feet Chap 2 10 Par 15
2/1/90 area so that it is 1,500 feet from the showline, the showline may be approved down to AN
ABSOLUTE MINIMUM DISTANCE OF 1,200 FEET. When there is a reduction in the distance from the showline to the primary spectator area, a similar reduction SHALL NOT BE PERMITTED on the secondary spectator area side of the showline (Appendix 1, Figures 6 and
7). For example, if the showline is 1,300 feet from the primary spectator area, there must remain 1,500 feet from the showline to the secondary spectator area. IN NO CASE SHALL THERE BE LESS THAN 2,700 FEET BE-
TWEEN THE PRIMARY AND THE SECON- DARY SPECTATOR AREAS.
(2) Category II Showline. The optimum showline distance from spectator areas for Category II aircraft shall be 1,000 feet. If the only well-defined showline is closer to a spectator area than 1,000 feet, and it is not possible to move the spectator area so that it is 1,000 feet from the showline, it may be approved down to AN
ABSOLUTE MINIMUM DISTANCE 800 FEET (Appendix 1, Figure 8). When there is a reduction in the distance from the showline to the primary spectator area, a similar reduction SHALL NOT BE PERMITTED on the secondary spectator side. For example: If the showline is 800 feet from the primary spectator area, there must remain 1,000 feet from the showline to the secondary spectator area. IN NO CASE SHALL THERE BE LESS THAN 1,000 FEET
BETWEEN THE PRIMARY AND THE SEC- ONDARY SPECTATOR AREAS.
(3) Category III Showline. The showline SHALL NOT be closer than 500 feet from the primary or secondary spectator areas (Appendix 1, Figure 9).
g. The 500-foot showline may also be used for Category I or II aircraft being flown nonaerobatically and parallel to the primary and/or secondary spectator area.
Chap 2 Par 15 AC 91-45C
h. An arc directed away from the crowd,
i.e., "Pass in Review" maneuver, may be flown provided the aircraft remain at least 500 feet from the primary and/or the secondary spectator area.
i. Takeoff and Landing Areas.
(1) When the takeoff runway is closer than 500 feet from the primary or secondary spectator areas, no aerobatics are permitted until the aircraft passes the end of the spectator area and then only if there is no congested area or spectators under the aircraft that is performing aerobatics (Appendix 1, Figure 10).
(2) When the takeoff runway is less than 500 feet from the spectators, an aerobatic maneuver may be performed after takeoff following a turn away from spectator areas (Appendix 1, Figure 11).
(3) Spectator areas may not be located closer than 500 feet from any takeoff and landing runway or area when the normal landing speed of any aircraft exceeds 100 knots (Appendix 1, Figure 12).
(4) The "flying farmer or similar routines that involve excessive maneuvering immediately after take-off or just before landing musi also be separated from the spectator area by at least 500 feet (Appendix 1, Figure 12).
(5) If the entire airshow involves aircraft with landing speeds less than 100 knots and there is not excessive maneuvering during takeoff or landing, spectators may be located as close as 200 feet from the takeoff or landing areas (Appendix 1, Figure 13).
Engine Run Areas. Areas where engines, propellers, or rotors will be turning must be at least 100 feet from the spectator area unless they are protected by a barrier that prevents entry by unauthorized personnel.
AC 91-45C
k. Rotorcraft Takeoff and Landing Areas.
During some aviation events there may be helicopters taking "VIP's" for rides or serving as emergency vehicles. The landing and takeoff areas used by these aircraft should be enclosed in a manner that prevents unauthorauthorized persons from entering the helipad. The helipads should be located so the aircraft does not pass over spectators during takeoff or landing. Regardless of the emergency or nature of the operation, spectators must not be endangered.
Sailplane Operations. Airshow aerobatic demonstrations with sailplanes are becoming more numerous around the country. Sailplanes, by their very nature, are less hazardous than powered aircraft. Sailplanes do not have engines and propellers, nor do they carry flammable liquids that could cause injury to spectators. For these reasons, the following criteria apply ONLY TO SAILPLANE OPERATIONS.
(1) Sailplanes fall into the Category III group. Category III showline and performance distances apply.
(2) Because of the sailplane's need for a tow by either an airplane or a car, taxiways are often used for takeoff. This is advantageous in many cases since it allows the tow plane, towline, and the sailplane to be positioned without congesting the active runway or affecting the operation of powered aircraft. Unless there are obstructions that would make a taxiway takeoff unsafe, it should be permitted with a minimum distance from the primary spectator area of 200 feet (Appendix 1, Figure 14). This distance may be reduced to 150 feet when the takeoff path, beginning at or near the center of the spectator area, is at an angle of at least 10° away from spectators (Appendix 1, Figure 15).
(3) Landings may be approved on the taxiway used for the takeoff as long as there are no obstructions or adverse wind conditions that would create a hazard to the spectators. If the landing approach requires a low altitude turn over 12 2/1/90 spectators, landing on the taxiway shall not be permitted.
(4) This part does not apply to motorgliders which are treated as powered aircraft.
16. POLICING. There is no specific requirement for the use of uniformed police or security guards. The need for special policing depends upon several factors.
a. If fencing is used for crowd control, there may be little need for special crowd-control personnel. On the other hand, if the sponsor intends merely to cordon off the primary or secondary spectator areas with rope, it might be necessary to have special crowd-control personnel.
b. With respect to crowd control, remember that it is the sponsor's--NOT the FAA's responsibility--to ensure that all reasonable efforts are made to confine spectators to the primary and secondary spectator areas. If reasonable efforts have been taken and unauthorized persons or vehicles enter the area where aviation event aerobatic maneuvers are performed, efforts must be made to remove them from the area. Good judgment should be used when determining whether it is necessary to halt a show to protect persons on the ground.
One policing need that is often ignored is the airspace where aviation event aerobatic maneuvers are performed overlaps roads or highways. This can present a problem unless arrangements are made to control traffic. If a road runs beneath the operating area and that road is not patrolled, motorists could park on the shoulders to enjoy the show. If this condition exists, arrangements should be made to have the traffic controlled. Transition over a road or highway underlying the operating area is the same as egress or ingress over congested areas. There is no requirement for termination of an aviation event aerobatic maneuver at a given distance from a road or highway, but, as with a congested area, aviation event aerobatic maneuvers may not Chap 2 Par 15
2/1/90 be performed over roads or highways unless the road or highway has been closed and no persons are allowed to park along the road or highway.
d. If there are farmhouses or other buildings below the airspace where aviation event aerobatic maneuvers are performed, a reasonable effort to evacuate such buildings during the aviation event should be made. If persons reenter the buildings, every effort should be made to evacuate them again.
17. EMERGENCY FACILITIES. Generally, the FAA shall not require much more in terms of emergency facilities than are normally found at airports. Off-airport sites can be another matter, and, before selecting such a site, serious consideration should be given to emergency facilities at such sites. Every aviation event sponsor is encouraged to provide emergency medical service even though this service is not normally necessary. Many sponsors prefer to have the local fire department's emergency rescue squad, paramedics, or emergency medical technicians at their show rather than a physician. Normally, the following rules of thumb are adequate:
Physician. Except for events that are a great distance (in a ground vehicle) from a hospital or medical clinic, an emergency rescue squad, paramedics, emergency medical technicians, or a first-aid station can be substituted for a physician.
Ambulance. If an emergency rescue squad is provided, an ambulance should also be provided. If there is a physician in attendance, any vehicle acceptable to the physician for emergency transportation is sufficient. Many communities rely on a sheriff's or local law enforcement officer's vehicle as their only means of ambulance service. It would be improper to prohibit use of a similar vehicle to serve as an ambulance for the event.
c. Firetruck. For the most part, the only reason for having a firetruck at an aviation event is for performers' benefit, not the spectators'. If Chap 2 Par 16 AC 91-45C the performers are willing to accept a pickup truck with handheld fire extinguishers, the FAA does not demand a sponsor provide an official firetruck with trained firemen.
d. Crash Wagon. Many locations where events are conducted do not have crash wagons available. If they are not available, the FAA does not require a sponsor to obtain one from a facility that might be hundreds of miles away.
Again, the presence of crash wagons benefits the pertormers, not the public.
e. Aerobatic school activities or aerobatic meets, which are not aviation events, contests, or races, require a waiver. At these school activities or meets not advertised as aviation events, it may not be necessary for the school or sponsor to provide policing or emergency facilities.
Some professionai performers do not accept a contract or an invitation unless liability insurance has been obtained and/or adequate first aid and emergency medical transportation are provided. Also, performers might demand that, for their own protection, a firetruck with trained personnel be provided.
18. FAA FORM 7711-2. FAA For 7711-2, Application for Certificate of Waiver or Authorization (Appendix 1, Figure 16), is used when applying for FAA Form 7711-1, Certificate of Waiver or Authorization (Appendix 1, Figure 17).
The local FAA FSDO assists in the preparation of FAA Form 7711-2; however, the preparation and submission of FAA Form 7711-2, as well as all of the necessary supporting documentation, are the responsibility of the applicant.
b. Depending on the type of aviation event or operation, all items on the form may not be applicable. In other cases, additional information may be required.