The “123 Rule” in aviation is a rule-of-thumb that can help pilots determine which flyable direction they should take while flying in a plane. Airflow and wind direction will naturally affect the direction a plane will go in.
The 123 rule is used to anticipate and establish a general direction of travel that works with the winds. To properly use this rule, the pilot should first look at their compass heading and compare it to the heading of the wind.
The pilot then needs to mentally divide their compass heading into three sections of approximately 120 degrees each. The plane should fly away from the wind along one of those three sections. For example, if the wind is blowing from the north, the pilot should consider sticking to a heading between 120 and 240 degrees to take full advantage of the tailwind.
This rule can provide a general idea of which direction a plane should fly, but it is important to use the other available tools and resources to adjust your route accordingly.
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What is the 600 2 800 2 rule?
The “600 2 800 2” rule is a rule of thumb for calculating how much of your monthly income you should be spending on housing expenses. According to the rule, you should spend no more than 600 times your annual gross income on rent/mortgage costs, and no more than 800 times your annual gross income on mortgage, taxes, and insurance payments combined.
These costs should not exceed two-thirds of your gross monthly income.
The 600 2 800 2 rule is a guideline, and not everyone will necessarily fall within these parameters—for example, people in expensive housing markets and those with higher incomes may exceed these calculations without necessarily overspending.
However, it is generally advised to stay within the threshold suggested by the rule, in order to have a comfortable financial cushion and to avoid becoming overextended financially.
What is 135 alternate airport weather requirements?
135 alternate airport weather requirements depend on the aircraft and its capabilities, as well as the specific operator’s policies and procedures. In most cases, all alternate airports must have, at the time of plane departure, a ceiling of at least 1000 feet above the neighboring terrain, visibility of 2 or more statute miles, and a temperature of at least 2° C (or equivalent) above the published temperature minimum for the aircraft type.
For commercial passenger flights, the weather conditions in alternate airports must be equal to or better than what exists in the departure airport; for cargo-only flights, the requirements are more relaxed.
Additionally, the alternate airports must have adequate runway length, as specified by the FAA for the plane’s maximum takeoff weight, and must have no reported hazardous conditions.
How many hours can you fly under Part 135?
The Federal Aviation Administration (FAA) has strict regulations regarding the number of hours that Part 135 operators are allowed to fly. Generally speaking, pilots are allowed to fly up to 8 hours within a 24-hour period without requiring additional rest.
In some cases, operators may be able to apply for a special activity time waiver, which would allow them to fly up to 10 hours within 24-hours.
Typically, the FAA requires seven hours of rest between duty periods, although this can vary depending on the operation. Pilots must have some sort of rest facility available to them during their duty period in order to take full advantage of this rule.
In addition, the FAA has set a flight duty period limit for Part 135 crews. This limit is 14 hours, with the exception of an emergency situation where this maximum may be extended with approval of the FAA.
Any deviations must be approved by the FAA prior to the flight.
It should also be noted that pilots are not allowed to fly more than 1000 hours per year. Furthermore, they must receive a flight Physical specially tailored to their operation every six months.
In conclusion, Part 135 operators are generally allowed to fly up to 8 hours within a 24-hour period while observing the FAA’s rest requirements. Depending on the operation, they may be able to apply for a special activity time waiver in order to fly up to 10 hours within a 24-hour period, with approval from the FAA.
The maximum flight duty period limit is 14 hours, but this can be extended in emergency situations. Pilots are not allowed to fly more than 1000 hours per year and must receive a flight Physical every six months.
Can the pilot be on duty for more than 14 hours under Part 135?
No, the maximum on-duty time a pilot is allowed under Part 135 of the Federal Aviation Regulations (FARs) is 14 hours. This limit encompasses the entire duration of a pilot’s duty day, which includes all pre- and post-flight duties, and may not be exceeded under any circumstances.
That said, a pilot can extend his/her duty day up to 16 hours in order to complete an on-going flight if certain criteria are met. These criteria include sufficient rest for the pilot before the additional two hours begins, suitable conditions for the flight, and an updated forecast indicating no significant change in planned weather conditions over the entire route of flight.
Additionally, two or more pilots must be used for these extended duty flights for the duration of the additional two hours, and no additional passenger or cargo may be taken aboard the aircraft during that time.
Ultimately, the extended duty criteria under FAR Part 135 are designed to ensure that pilots are operating within their physical and mental capabilities and are flying safely.
What are the three required management positions under 14 CFR Part 135?
The three required management positions under 14 CFR Part 135 are the chief executive, the director of maintenance, and the director of operations. The chief executive is responsible for overall business operations, including overseeing safety, financial decisions, and ensuring compliance with regulations.
The director of maintenance is responsible for creating, implementing, and monitoring preventive maintenance programs, performing inspections, and ensuring safety and the proper function of an aircraft.
The director of operations is responsible for long-term planning, managing flight activities, and promoting safety. This includes ensuring pilots and other personnel are appropriately trained and appropriately prepared for their duties, as well as obtaining necessary permits or authorizations for a flight.
They must also plan and dispatch flights, keep records of training and operational activities, manage pilot and aircraft scheduling, and ensure compliance with applicable regulations.
Does Part 135 require 2 pilots?
No, Part 135 of the Federal Aviation Regulations (FARs) does not require two pilots in most cases. Part 135 is a comprehensive set of guidelines that regulate the operations of certain general aviation aircraft, including operations of charter flights, specific aerial work operations and sightseeing flights.
Under Part 135, aircraft may be operated with only one pilot depending on the type of aircraft, its weight and the number of passengers it is carrying. Up to 5 passengers may be carried in aircraft with a maximum certificated takeoff weight of 12,500lbs or less (without special authorization from the Federal Aviation Administration), and the aircraft may be operated with one pilot.
Larger aircraft, or aircraft carrying more than five passengers, must have two pilots in accordance with FARs. Additionally, many air carriers choose to operate with two pilots for larger aircraft for safety purposes.
This will depend on the operating conditions, the size of the aircraft and other risk factors, as determined by the individual operators.
What is the difference between Part 91 121 and 135?
Part 91 is the set of FAA regulations applicable to all civil aviation operations in the U. S. and its territories, as opposed to Part 121 and Part 135, which are only applicable to certain operators.
Part 91 covers operations for hiring pilots, currencies (time requirements for particular maneuvers), radio frequencies, operations in special areas, airspace, minimum altitudes, aircraft markings, fuel requirements, flight plans, and many other areas.
Part 121 deals specifically with the rules for operators of large air carriers and air taxis. This includes regulatory requirements for aircraft maintenance, flight and duty times, minimum staffing, aircraft cabin operations, pilot training, and other areas confined to regular commercial air transportation.
Part 135 regulates air charter operations. This includes air taxis and compensatory (on-demand) operations, both of which allow customers to book flights on their own schedules. Furthermore, Part 135 defines the operating requirements that make such aircraft safe to carry passengers or cargo, including maintenance requirements, pilot training, aircraft markings and equipment, and limits on flight duty times.
Why do they call it the 3 1 1 rule?
The “3 1 1 Rule” is a term commonly used by emergency medical personnel to describe the three pathologies they should attend to when they arrive on the scene of a medical emergency. The rule states that a medical emergency team should attend to three essential interventions – airway, breathing, circulation – before attempting any other interventions.
Airway refers to the patient’s ability to receive and exude oxygen. Breathing refers to the patient’s ability to breathe and exchange gas. Circulation refers to the body’s ability to circulate oxygenated blood throughout the body.
The rule is also known as ABC’s – airway, breathing, and circulation.
The 3 1 1 Rule was developed in the early 1970s by the American College of Emergency Physicians (ACEP), and has since become the standard practice for emergency medical services personnel responding to medical emergencies.
The rule serves as a foundation for emergency personnel in quickly assessing a patient’s condition and offering initial treatment measures, such as cardiopulmonary resuscitation (CPR). It also serves as a way for emergency personnel to prioritize treatment for a patient in a medical emergency before other interventions are utilized.
What airports can never be used as alternates?
Because of their risk profile, certain airports are never considered suitable for use as an alternate (alternate airports are also known as diversion airports and are airports to which an airplane can divert to in an emergency).
This can be due to a variety of reasons, including: geographical factors such as limited approach possibilities or terrain factors such as a mountain ridge or bodies of water; infrastructure factors such as lack of runway length or lack of sufficient airport rescue and fire-fighting capability; weather factors such as clogged airspace or excessively strong winds; air traffic factor such as lack of arrival and departure paths; and political factors such as regional disputes.
Some examples of airports that can never be used as an alternate include Lukla Airport in Nepal, Courchevel Airport in France, Juancho E. Yrausquin Airport in the Dutch Caribbean, Mount Cook Airport in New Zealand, Sir Bani Yas Airport in the UAE, and Juancho E.
Yrasusquin Airport in the Dutch Caribbean.
Can any airport be an alternate?
No, not all airports can be designated as an alternate. In order for an airport to be a certified alternate the airport must meet certain criteria, including but not limited to demonstrated capability of offering an appropriate obstacle free approach and landing surface to accommodate aircraft, and availability of navigational aids to provide for the safe approach, landing and takeoff of the forecasted aircraft under the conditions expected at the time of arrival and/or departure.
The airport also must have a Rescue and Firefighting Service that meets ICAO requirements, otherwise emergency services must be provided by mutual agreement with airports in the vicinity. Additionally, the airport must have sufficient lighting and approach aids to accommodate nighttime operations.
The airport must meet all appropriate safety standards set by the Federal Aviation Authority (FAA), as well as the various national authorities and must be in compliance with any applicable government regulations.
Finally, the airport must be able to provide adequate support facilities such as fuelling, deicing and storage areas, Hangar space and maintenance services.
How do you know if an airport can be used as an alternate?
When determining whether an airport can be used as an alternate, the main factor to consider is whether or not it meets the criteria specified by the Federal Aviation Administration (FAA). This criteria often includes: the airport must be suitable for landing and takeoff under the operating and weather conditions proposed; the airport must have sufficient navigational facilities; and the airport must have emergency and/or rescue equipment available.
Additionally, the airport must have a surface condition that is adequate for landing and takeoff under the operating and weather conditions proposed, and it must have a sufficient runway length that could accommodate the aircraft if needed.
In addition to meeting FAA criteria, it is important to consider the airport’s overall condition and its facilities. An airport that is in disrepair with outdated navigation equipment and poor condition runways could pose an additional safety hazard and may not be considered suitable as an alternate.
Additionally, if the airport has limited services such as fuel, food, or accommodations, pilots may not feel comfortabale using the airport as an alternate.
Can you use an airport without an instrument approach as an alternate?
Yes, an airport without an instrument approach can be used as an alternate, although there are some considerations with regards to planning for a missed approach. The airport may have a non-precision approach, such as a Visual Flight Rules (VFR) approach, as a last resort.
Pilots should generally plan for a comparable approach to the original destination, such as a Precision or Non-Directional Beacon (NDB) approach. If the weather is not expected to be good enough for the alternate to be used, then another should be chosen.
Additionally, the alternates should be more than one hour away from the destination, be in the same direction and have about the same flight time. In addition, you will need to ensure that the alternate has adequate fuel, wind, weather and obstruction clearance criteria, as well as sufficient alternatives available in the event of an emergency.
Are airports of intended landing as an alternate?
Yes, airports of intended landing may be used as an alternate for a flight. The Federal Aviation Administration (FAA) requires that pilots have an alternate airport in case a flight cannot land at its primary destination due to bad weather, mechanical issues, or other situations.
The alternate will usually be a nearby airport that can offer similar conditions and services that the primary destination would normally provide, including air traffic control services, weather information, and a suitable runway.
Depending on the flight requirements, the alternate airport may have additional requirements such as available fueling or parking. It’s important to note that while most flights will not need to land at the alternate airport, it serves as an important safety precaution in case of unforeseen problems.
Do I have to accept an alternative flight?
No, you are not obligated to accept an alternative flight. If your airline can not meet your needs with the flight you originally booked, you should ask the airline for a refund or a full credit towards a future flight.
When canceling a flight, you should ask for a refund of all applicable taxes and airport fees. Many airlines will provide a travel voucher or other form of compensation for canceled flights. However, make sure to read the details of the compensation to ensure it meets your needs.
If the flight cannot be canceled due to airline rules, you may be able to reschedule the flight at a later date. Be sure to check the policies surrounding flight changes and any fees associated with changing your flight.
In some cases, if you accept an alternative flight the airline may waive any additional fees associated with the change.
