FAA Captain Pt121 Requirements
#11
Gets Weekends Off
Joined APC: Oct 2015
Posts: 235
I'm guessing this is what they're referring to- 121.436
(3) If serving as pilot in command in part 121 operations, has 1,000 hours as second in command in operations under this part, pilot in command in operations under §91.1053(a)(2)(i) of this chapter, pilot in command in operations under §135.243(a)(1) of this chapter, or any combination thereof.
When the FAA says "under this part" they mean operations conducted under 121 as the sentence comes out of part 121. If they wanted to say scheduled air carrier operations to cover foreign airlines they would have phrased it that way. Probably looking to make sure the Captain has a experience working under the FAA system. Things will come up in line ops they never covered in basic indoc.
(3) If serving as pilot in command in part 121 operations, has 1,000 hours as second in command in operations under this part, pilot in command in operations under §91.1053(a)(2)(i) of this chapter, pilot in command in operations under §135.243(a)(1) of this chapter, or any combination thereof.
When the FAA says "under this part" they mean operations conducted under 121 as the sentence comes out of part 121. If they wanted to say scheduled air carrier operations to cover foreign airlines they would have phrased it that way. Probably looking to make sure the Captain has a experience working under the FAA system. Things will come up in line ops they never covered in basic indoc.
ICAO recognized countries (which most of places in the world are) also regulate their airlines by PART 121 with the local differences from ICAO standards published in the difference parts. So it still may be possible, I guess the only way to figure out is to ask FAA for a letter of interpretation.
#12
Gets Weekends Off
Joined APC: Jul 2015
Posts: 139
I'm guessing this is what they're referring to- 121.436
(3) If serving as pilot in command in part 121 operations, has 1,000 hours as second in command in operations under this part, pilot in command in operations under §91.1053(a)(2)(i) of this chapter, pilot in command in operations under §135.243(a)(1) of this chapter, or any combination thereof.
When the FAA says "under this part" they mean operations conducted under 121 as the sentence comes out of part 121. If they wanted to say scheduled air carrier operations to cover foreign airlines they would have phrased it that way. Probably looking to make sure the Captain has a experience working under the FAA system. Things will come up in line ops they never covered in basic indoc.
(3) If serving as pilot in command in part 121 operations, has 1,000 hours as second in command in operations under this part, pilot in command in operations under §91.1053(a)(2)(i) of this chapter, pilot in command in operations under §135.243(a)(1) of this chapter, or any combination thereof.
When the FAA says "under this part" they mean operations conducted under 121 as the sentence comes out of part 121. If they wanted to say scheduled air carrier operations to cover foreign airlines they would have phrased it that way. Probably looking to make sure the Captain has a experience working under the FAA system. Things will come up in line ops they never covered in basic indoc.
My friend used his PIC under 135.243 toward his 121 upgrade. I was hoping that my SIC in the same operation would help towards my upgrade but our POI said no-go. I'll just have to keep bidding max
#13
While I see your point, I just want to add some other info:
ICAO recognized countries (which most of places in the world are) also regulate their airlines by PART 121 with the local differences from ICAO standards published in the difference parts. So it still may be possible, I guess the only way to figure out is to ask FAA for a letter of interpretation.
ICAO recognized countries (which most of places in the world are) also regulate their airlines by PART 121 with the local differences from ICAO standards published in the difference parts. So it still may be possible, I guess the only way to figure out is to ask FAA for a letter of interpretation.
Sounds reasonable to me, but the reg is pretty clearly written and the FAA cannot really "re-interpret" a black-and-white reg even if they wanted to. Wouldn't hurt to ask, but it might take a while to get an answer.
#14
Actually a Global with the high ZFW option is Part 125. No schedules, no schedule.
Here's the definition from 125 applicability paragraph.
this part prescribes rules governing the operations of U.S.-registered civil airplanes which have a seating configuration of 20 or more passengers or a maximum payload capacity of 6,000 pounds or more when common carriage is not involved.
GF
Here's the definition from 125 applicability paragraph.
this part prescribes rules governing the operations of U.S.-registered civil airplanes which have a seating configuration of 20 or more passengers or a maximum payload capacity of 6,000 pounds or more when common carriage is not involved.
GF
Noncommon carriage means an aircraft operation for compensation or hire that does not involve a holding out to others.
Common Carriage: A carrier becomes a common carrier when it "holds itself out" to the public, or to a segment of the public. Holding Out: A carrier is holding out when they represent themselves as willing to furnish transportation within the limits of its facilities to any person who wants it.
Scheduled operation means any common carriage passenger-carrying operation for compensation or hire conducted by an air carrier or commercial operator for which the certificate holder or its representative offers in advance the departure location, departure time, and arrival location. It does not include any passenger-carrying operation that is conducted as a public charter operation under part 380 of this chapter.
I can find nothing about scheduled vs. on-demand for Part 125. I would assume that is because they are not holding themselves out to the public, so it really doesn't matter if they are or not.
Last edited by JamesNoBrakes; 01-08-2017 at 10:31 AM.
#15
New Hire
Joined APC: Aug 2017
Posts: 3
Now where 121.436 request to be on N registered aircraft of US 121. The requariment are related to aircraft weight , 121 over 30 pax, 135 over +9 pax excluding any crew. Or 91 operation on turbo jet aircraft multi crew. So if you have +1000 Sic on 121 no matter where you should be ok. Aviation is worldwide regulated the same
#16
Gets Weekends Off
Joined APC: Nov 2011
Position: Admiral
Posts: 726
Now where 121.436 request to be on N registered aircraft of US 121. The requariment are related to aircraft weight , 121 over 30 pax, 135 over +9 pax excluding any crew. Or 91 operation on turbo jet aircraft multi crew. So if you have +1000 Sic on 121 no matter where you should be ok. Aviation is worldwide regulated the same
#18
The language says "121" and must be interpreted literally. The FAA has already affirmed this.
Now I agree that CA is about as close as you can get to US operations, but maybe they didn't want to be in the awkward position of having to accept some people (ie CA, AUS, UK), but not others... that would be politically sensitive. Or maybe they just really wanted the experience to be in US ops.
#19
Disinterested Third Party
Joined APC: Jun 2012
Posts: 5,926
Many Thanks for clearing that up.
The confusion came over the definition of pt121 and what the FAA are looking for. To my limited knowledge pt121 refers to scheduled air transport ops. Having worked for airlines my entire career outside the US I wasn't sure if this considered for licensing/upgrades etc. I've never heard of a domestic requirement like this before in Europe or Asia before.
The confusion came over the definition of pt121 and what the FAA are looking for. To my limited knowledge pt121 refers to scheduled air transport ops. Having worked for airlines my entire career outside the US I wasn't sure if this considered for licensing/upgrades etc. I've never heard of a domestic requirement like this before in Europe or Asia before.
If the operator holds a Part 121 certificate and operates under 14 CFR Part 121, then it's a Part 121 operator.
If the operator does not hold an operating certificate under 14 CFR 121, then it is not a 121 operator.
Where is the confusion? Are you saying that you think foreign operators who don't hold an operating certificate under the United States Code of Federal Regulations, Title 14, Part 121, are somehow 121 operators?
Now where 121.436 request to be on N registered aircraft of US 121. The requariment are related to aircraft weight , 121 over 30 pax, 135 over +9 pax excluding any crew. Or 91 operation on turbo jet aircraft multi crew. So if you have +1000 Sic on 121 no matter where you should be ok. Aviation is worldwide regulated the same
While I see your point, I just want to add some other info:
ICAO recognized countries (which most of places in the world are) also regulate their airlines by PART 121 with the local differences from ICAO standards published in the difference parts. So it still may be possible, I guess the only way to figure out is to ask FAA for a letter of interpretation.
ICAO recognized countries (which most of places in the world are) also regulate their airlines by PART 121 with the local differences from ICAO standards published in the difference parts. So it still may be possible, I guess the only way to figure out is to ask FAA for a letter of interpretation.
Other countries sometimes pattern their regulation after US regulation, but do NOT receive operating certificates from the FAA to operate under 14 CFR 121.
Which foreign carriers are issued FAA operations specifications?
Last edited by JohnBurke; 05-15-2018 at 04:36 PM.
#20
Gets Weekends Off
Joined APC: Oct 2013
Posts: 1,665
Nope. The FAA has already addressed this exact issue in a letter of interpretation. Flight time for non US carriers is not allowable under this reg.
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