14 CFR 135, Subpart F contains the rest requirements for Part 135 operations.
The rest requirement for 1 and 2 pilot unscheduled crews (typical) comes from:
Each assignment under paragraph (b) of this section must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment.
What does the FAA consider rest and what actions by the company will interrupt the required rest?
The 10 hours of rest need to be uninterrupted, planned, and not spent on call. Essentially, the pilots need to have 10 hours in which they are not obligated to do any work for the company at all. Note that it does not mean "10 hours of sleep", and it is up to the pilot what they do with their time off. (They can even technically fly for another 135 operator during that time, but they run the risk of being "careless and reckless" if they aren't well rested.)
NATA has an article about some of the FAA's legal interpretations (pdf) that's pretty interesting and relatively recent (2011). Their paraphrase of the FAA's varying interpretations is this:
the FAA has said that for a “rest period” to be legal it must be: 1) continuous, 2) determined prospectively (i.e. known in advance) and 3) free from all restraint from the certificate holder, including freedom from work or freedom from the present responsibility for work should the occasion arise. Being on call is specifically mentioned as not rest.
This is an interpretation that is repeated throughout a lot of articles and forum discussions. It's also often pointed out that many (most?) 135 carriers blatantly ignore these rules, as most charter operations require pilots to be on call.
You arrive at 19:00, and are done with paperwork / postflight / etc by 19:30 and leave the airport. The moment that you leave the airport is the beginning of your rest period; it will need to last 10 uninterrupted hours, which means until at least 0530 the next morning (1930 to 0530) to mean anything.
If you get a call from dispatch at 21:00 telling you about a flight that might take place in the morning and that you must be available for a call at 05:00 just in case - your rest ends at 05:00. Because your rest period ended 30 minutes early (when you were required to be available), you did not get the 10 hours of rest and can't take a flight without violating 135.267(d).
There are no explicit limits on duty time (the exception being 135.267(c) involving a "regularly assigned duty period of no more than 14 hours" which doesn't apply to most 135 operators). The limit is on planned flying conducted under 135.
As long as you plan on parking the airplane when you can show 10 hours of rest in the previous 24 hours (which is why some people incorrectly assume that you are limited to 14 hours of duty: 24 - 10 = 14!), you can be kept on duty afterwards. You can even fly under Part 91 for the company. You can clean the airplane, or do office work. While none of that is rest and it is still duty, it is legal unless you get in the airplane to fly under Part 135 without getting the required rest.
14 CFR 135, Subpart F contains the rest requirements for Part 135 operations. The rest requirement for 1 and 2 pilot unscheduled crews (typical) comes from: 135.267(d) Each assignment under paragraph (b) of this section must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment. What does the FAA consider rest and what actions by the company will interrupt the required rest?
Most 135 training/testing says something like this: §135.343 Crewmember initial and recurrent training requirements. No certificate holder may use a person, nor may any person serve, as a crewmember in operations under this part unless that crewmember has completed the appropriate initial or recurrent training phase of the training program appropriate to the type of operation... holder's operations. Before that though, 14 CFR 135.323 states: §135.323 - Training program: General. ... (b) Whenever a crewmember who is required to take recurrent training under
I constantly see regulations which refer to "flag" and "supplemental" operations. For example: 14 CFR 121 — OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Subpart Q—FLIGHT TIME LIMITATIONS AND REST REQUIREMENTS: DOMESTIC OPERATIONS Subpart R—FLIGHT TIME LIMITATIONS: FLAG OPERATIONS Subpart S—FLIGHT TIME LIMITATIONS: SUPPLEMENTAL OPERATIONS What exactly are they and how are they different from "normal" Part 121 operations? I can't seem to find them defined in Part 121 or 1.1 (definitions).
Part 135 and (I believe) Part 121 operations all have a requirement to use a source of weather that has been approved by the U.S. National Weather Service: §135.213 Weather reports and forecasts. (a) Whenever a person operating an aircraft under this part is required to use a weather report or forecast, that person shall use that of the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator. However, for operations under VFR, the pilot in command may, if such a report is not available, use weather
plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume
FR 42549, Aug. 21, 2009; Amdt. 61-128, 76 FR 54105, Aug. 31, 2011] This tells me when it was amended, but not what was amended. Does the FAA make that information available? ...For instance, I don't remember paragraph 61.51(e)(iii) at all from way back when I studied it to determine when I could log PIC time. I'm fairly certain that it has been added since then (actually, there was no sport pilot license back then so I know that it has at least been changed), but I would like to know when it was changed and what the changes were. At the bottom of the reg, it includes
14 CFR 121 and 135 certificate holders are required to maintain operational control of their flight operations: §135.77 Responsibility for operational control. Each certificate holder is responsible for operational control and shall list, in the manual required by §135.21, the name and title of each person authorized by it to exercise operational control. 121.533, 121.535, and 121.537 contain similar requirements for 121 carriers. What exactly is "Operational Control"?
FAR Part 91, Appendix G, Section 2 says: (c) Altitude-keeping equipment: All aircraft. To approve an aircraft group or a nongroup aircraft, the Administrator must find that the aircraft meets the following requirements: ... (2) The aircraft must be equipped with at least one automatic altitude control system that controls the aircraft altitude Note that it does not say that it must be engaged, or even operative. Simply "equipped", and also that this is to approve an aircraft for RVSM. From what I can find, there is no operational requirement for the autopilot
After September 11th, the FAA required all Part 135 air carrier flights to prefix their registration number with a "T" and use the "Tango November" prefix on the radio. Every once in a great while (about once to twice a year) I still hear someone doing this, but surely there are more 135 flights than this. Is it (or was it ever) required to use the "T" prefix for Part 135 flights?
14 CFR 61.55 says: ... (d) A person may receive a second-in-command pilot type rating for an aircraft after satisfactorily completing the second-in-command familiarization training... rating. The person must comply with the following application and pilot certification procedures: ... (6) The applicant must appear in person at a FAA Flight Standards District Office or to an Examiner with his or her logbook/training records and with the completed and signed FAA Form 8710-1. (7) There is no practical test required for the issuance of the “SIC Privileges Only