Regulations & Documentation

Question 1

Summarise CAR 91.08.1 General Provisions

Answer 1

1. The owner or operator of an aircraft shall ensure that, under all circumstances, the aircraft is operated in compliance with -

A. The terms and conditions of the CofA and AFM issued for such aircraft
B. The operating limitations, the markings and placards as prescribed by the appropriate authority of the state of registry, and
C. The mass limitations prescribed in part 21 or as imposed by compliance with the applicable noise certification standards unless otherwise authorised.

2. In complying with sub-regulation 1, the owner or operator shall take account of airframe configuration, environmental conditions and the operation of systems which may have an affect on the performance of the aircraft.
3. The operator of an aircraft engaged in commercial air transport operations shall comply with part 121, 127, 135.

Question 2

As prescribed in Part 91.08.4 Aeroplane performance classification, what aeroplane classifies as Class A?

Answer 2

Class A aeroplanes:

1. Multi-engined aeroplanes powered by turbo-propeller engines with a maximum certified mass exceeding 5700kg; and
2. Multi-engined turbo-jet-powered aeroplanes

Question 3

As prescribed in Part 91.08.4 Aeroplane performance classification, what aeroplane classifies as Class B?

Answer 3

Class B aeroplanes:

Propeller driven aeroplanes, other than single-engined aeroplanes, with a MCM of 5700kg or less

Question 4

As prescribed in Part 91.08.4 Aeroplane performance classification, what aeroplane classifies as Class C?

Answer 4

Class C aeroplanes:

Aeroplanes powered by two or more reciprocating engines with a MCM exceeding 5700kg

Question 5

As prescribed in Part 91.08.4 Aeroplane performance classification, what aeroplane classifies as Class D?

Answer 5

Class D aeroplanes:

Single-engined aeroplanes

Question 6

Summarise CAR91.98.5 Performance limitations Class A and Class C aeroplanes

Answer 6

1. No owner should operator of a class C or A aeroplane shall start a take-off unless the aeroplane is able to discontinue and stop within the accelerate-stop distance available or the runway available, or to continue the take-off and clear all obstacles within an adequate margin, in case of an engine failure.
2. The adequate margin referred to can be found in the SACATS 91
3. For the purposes of sub regulation 1, in determining the length of the runway available, account shall be taken of the loss, if any, of runway length due to lack of proper alignment.
4. No owner or operator of a class A or C aeroplane shall operate unless it is able to, in the event of an engine failure at any point along the route, to continue the flight safely to an aerodrome at which sub-regulation (5) can be met, without flying below the MOCA at any point.
5. No owner or operator of a class C or A aeroplane shall operate such aeroplane unless it is able, at the intended landing aerodrome or alternative aerodrome, to meet landing distance requirements and flight path obstacle margins.
6. The owner or operator may, in meeting the requirements of sub-regulations 4 and 5, make allowance for normal fuel consumption and if applicable, the ability to jettison fuel en-route.
7. An owner or operator of aeroplanes without approved performance data may submit an alternative means of meeting the requirements of sub-regulations 1. 4 and 5.

Question 7

Summarise SACATS 91.08.5 Performance Limitations Class A and C Aeroplanes

Answer 7

1. No aeroplane shall be taken off at a mass in excess of that shown in the flight manual to correspond with a net take-off flight path which clears all obstacles either by at least a height of 35ft vertically or at least 90m plus 0.125d laterally, where d is the horizontal distance the aeroplane has travelled from the end of the take-off distance available, except where provided for in paragraph (2) - (4) inclusive. In determining the allowable deviation of the net take-off flight path in order to avoid obstacles by at least the distance specified, it is assumed that the aeroplane is not banked before the clearance of the net flight path is at least 50ft and that the bank thereafter does not exceed 15 degrees. The net take-off flight path considered is valid for the existing aerodrome condition.
2. Where to the intended track does not include any change of heading greater than 15 degrees -(A) Operations conducted in VMC by day; or
   (B) For operations conducted with navigation aids that allow for more precision, obstacles at a distance of greater than 300m either side of the intended track need not be considered.
3. Where the intended track does not include any change of heading greater than 15 degrees for operations conducted in IMC or in VMC at night, except as provided in paragraph (2)(b), and where the intended track includes changes of heading greater than 15 degrees for operations conducted in VMC by day, obstacles at a distance greater than 900m on either side of the intended track need not be considered when determining net take-off flight path margins.
4. Where the intended track includes changes of heading greater than 15 degrees for operations conducted in IMC or VMC by night, obstacles at a distance greater than 900m on either side of the intended track need not be considered when determining adequate take-off flight path margins.

Question 8

Summarise Part 135.08.1

Answer 8

(1) for any determination made for the purposes of this sub-part shall only be made by approved aircraft performance data
(2) Any person may operate an aeroplane without complying with the specified guidelines if this person -

(a) is authorised to do so in the air service operator’s operations specifications; and
(b)
complies with the requirements as prescribed in SA-CATS 135.

(3) when an operator uses charts and perfromance data prescribed in the approved AFM, be sure to use only data extracted bias to safety
(4) An operator shall adopt obstacle data sufficient to make accurate and safe performance calculations.
(5) Except as authorised by the Director or as provided in regulation 135.07.5, single-engine aeroplanes shall only be operated in conditions of weather and light, and over such routes and diversions therefrom, that permit a forced landing to be executed in the event of engine failure.
(6) An aeroplane shall be operated in compliance with the terms of its certificate of airworthiness and within the approved operating limitations contained in its flight manual.
(7) A flight shall not be commenced unless the performance information provided in the flight manual, supplemented as necessary with other data acceptable to the Director, indicates that the standards prescribed in this Subpart can be complied with for the flight to be undertaken.
(8) In complying with any of the provisions in this Subpart, all factors that significantly affect the performance of the aeroplane, as applicable to the phase of flight, shall be taken into account and which shall include as a minimum—

(a)
the mass of the aeroplane;
(b)
the operating procedures employed by the operator;
(c)
the pressure-altitude appropriate to the elevation of the aerodrome;
(d)
the ambient temperature;
(e)
the wind;
(f)
the runway slope; and
(g)
the surface conditions of the runway.
(9)  The factors specified in subregulation (6) shall be taken into account either directly as operational parameters or indirectly by means of allowances or margins, which may be provided in the scheduling of performance data or in the comprehensive and detailed code of performance in accordance with which the aeroplane is being operated.

Question 9

Summarise Part 135.08.2

Answer 9

(1) No person shall conduct a take-off in an aeroplane if the mass of the aeroplane—

(a)
exceeds the maximum take-off mass specified in the aeroplane flight manual for the pressure altitude and the ambient temperature at the aerodrome where the take-off is to be made; or

(b)
after allowing for planned fuel consumption during the flight to the destination aerodrome or alternate aerodrome, exceeds the landing mass specified in the aeroplane flight manual for the pressure altitude and the ambient temperature at the destination aerodrome or alternate aerodrome.
(2) In the determination of the maximum take-off mass referred to in subregulation (1)—

(a)
the required accelerate-stop distance shall not exceed the accelerate-stop distance available (ASDA);

(b)
the required take-off run shall not exceed the take-off run available (TORA); and

(c)
the required take-off distance shall not exceed the take-off distance available (TODA).
(3) For the purposes of subregulation (2), the factors to be taken into account are—

(a)
mass of the aeroplane;

(b)
specific operating procedures;

(c)
the pressure altitude at the aerodrome;

(d)
the ambient temperature;

(e)
the runway slope in the direction of take-off;

(f)
not more than 50 percent of the reported headwind component or not less than 150 percent of the reported tailwind component;

(g)
loss of effective TORA during runway alignment except where rolling take-offs are approved; and

(h)
where the runway condition is other than bare and dry, the appropriate penalty based upon the runway condition or contaminates such as slope, ice, snow, slush, standing water or water surfaces for seaplanes shall be factored into the performance calculation; and

(i)
any other factor that may significantly affect aeroplane performance.

Question 10

Summarise part 135.08.3

Answer 10

(1) No person shall conduct a take-off in an aeroplane if the mass of the aeroplane is greater than the mass specified in the aeroplane flight manual as allowing a net take-off flight path that clears all obstacles by at least 35 feet vertically or at least 62 metres horizontally within the aerodrome boundaries and by at least 95 metres horizontally outside those boundaries.
(2) In the determination of the maximum mass, minimum distances and flight path referred to in subregulation (1)—

(a)
corrections shall be made for—
(i)
the runway to be used;
(ii)
the runway slope in the direction of take-off;
(iii)
the pressure-altitude at the aerodrome;
(iv)
the ambient temperature; and
(v)
the wind component at the time of take-off, where not more than 50 percent of the reported headwind component or not less than 150 percent of the reported tailwind component may be considered; and

(b)
calculations shall be based on the pilot—
(i)
not banking the aeroplane before reaching an altitude of 50 feet;
(ii)
subject to subregulation (3), using 15 degrees or less of bank at or below 400 feet; and
(iii)
using not more than 25 degrees of bank thereafter, aeroplane speed and configuration permitting.
(3) A bank angle greater than the 15 degrees referred to in subregulation (2) (b) (ii) may be used if it is authorised by the Director.

Question 11

Summarise Part 135.08.07

Answer 11

(1) Subject to subregulation (3), no person shall dispatch or conduct a take-off in an aeroplane unless—

(a)
the mass of the aeroplane on landing at the destination aerodrome will allow a full-stop landing—
(i)
in the case of any turbojet- or turbofan-powered aeroplane, within 60 percent of the landing distance available (LDA); or
(ii)
in the case of a large propeller-driven aeroplane, within 70 percent of the LDA; and

(b)
the mass of the aeroplane on landing at any alternate aerodrome will allow a full-stop landing—
(i)
in the case of a turbojet- or turbofan-powered aeroplane, within 60 percent of the LDA; and
(ii)
in the case of a propeller-driven aeroplane, within 70 percent of the LDA.
(2) In determining whether an aeroplane can be dispatched or a take-off can be conducted in accordance with subregulation (1), the following shall be taken into account—

(a)
the pressure altitude at the destination aerodrome and at the alternate aerodrome, if such pressure altitude can be determined;
(b)
not more than 50 percent of the reported headwind component or not less than 150 percent of the reported tailwind component may be used in computing distances for take-off or landing; and
(c)
that the aeroplane shall be landed on a suitable runway, considering the wind speed and direction, the ground handling characteristics of the aeroplane and other conditions such as landing aids and terrain.
(3) Where conditions at the destination aerodrome at the time of take-off do not permit compliance with subregulation (2) (c), an aeroplane may be dispatched and a take-off conducted if the alternate aerodrome designated in the OFP permits, at the time of take-off, compliance with subregulations (1) (b) and (2).
(4) Where the aerodrome of intended landing has in place noise criteria that may require a landing mass reduction, the take-off mass shall be adjusted to comply with such limitations.

Question 12

Summarise Part 135.08.08

Answer 12

(1) Subject to subregulation (2), when weather reports or forecasts indicate that the runway may be wet at the estimated time of arrival, no air service operator shall dispatch, and no PIC shall conduct a take-off in a turbojet- or turbofan-powered aeroplane unless the landing distance available (LDA) at the destination aerodrome is at least 115 percent of the landing distance required in terms of regulation 135.08.7 (1) (a).
(2) The landing distance available on a wet runway may be shorter than that required by subregulation (1) but not shorter than that required by regulation 135.08.7, if the aeroplane flight manual includes specific information about landing distances on wet runways.