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tgrayson

tgrayson

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This is a beta version of a flowchart for the decision-making process to determine what set of regulations governs a flight. I've based it off the Letters of Interpretation as well as the regulations themselves

The flowchart uses standard flowcharting symbols which may be hard to understand for those without the familiarity. I can improve the drawing once I'm reasonably sure it's correct. There is a limit to how much information I can put on one diagram and keep it comprehensible.
comm%20priv.png
 
tgrayson said:
This is a beta version of a flowchart for the decision-making process to determine what set of regulations governs a flight. I've based it off the Letters of Interpretation as well as the regulations themselves

The flowchart uses standard flowcharting symbols which may be hard to understand for those without the familiarity. I can improve the drawing once I'm reasonably sure it's correct. There is a limit to how much information I can put on one diagram and keep it comprehensible.
comm%20priv.png
Click to expand...

I like it, though in my experience the difference between being part 135 and part 121 is largely dependent upon the type of operation that you would like to run. There are stipulations on what you need to start a 121 operation, but consider this.

Lets say you had a fleet of beech 1900s, and were trying to decide how to operate them. You could chose to operate them as an all cargo operation (a la ameriflight) in which case you'd need a 135 cert. Or you could choose to operate on demand passengers operations with 19 seats installed (135, like Maverick air, I think). Or you could choose to operate scheduled service with them, then you'd need to have a 121 cert.

The big considerations are loads, scheduled status and seats. Those are the permutations that give you the regulation under which the certificate holder must operate.

FAR 119.3 gives you all of the definitions of the various types of operation for you to look into.
 
ppragman said:
Those are the permutations that give you the regulation under which the certificate holder must operate.
Click to expand...

This is what I meant when I said there was a limit to the amount of information I can put on the chart. It already fills a page. I know that there are other nuances that affect which certificate you might choose to operate under, but I was looking to communicate the most fundamental factors. I want to capture the optimal level of detail to be educational; I'm not sure that I have it right now, but I'm sure that I don't want to include *all* the factors that determine the proper operating certificate.
 
tgrayson said:
This is what I meant when I said there was a limit to the amount of information I can put on the chart. It already fills a page. I know that there are other nuances that affect which certificate you might choose to operate under, but I was looking to communicate the most fundamental factors. I want to capture the optimal level of detail to be educational; I'm not sure that I have it right now, but I'm sure that I don't want to include *all* the factors that determine the proper operating certificate.
Click to expand...

Perhaps you should just limit it to "a 135/121 certificate is required to operate the flight" then. Not to be nit picky or anything, I like it a lot.
 
Trying this scenario, I run into a little difficulty:

Commercial glider pilot, private glider club operates the aircraft. Discovery flights offered to the public for $$ (holding out). Glider pilot gets free flight time out of it. Tow pilot gets free flight time out of it.

I end up on part 135 cert. required by following the flowchart. Within 25nm of the point of origin, it should be part 91, for both glider pilot & tow pilot, right ?
 
primate said:
Trying this scenario, I run into a little difficulty:

Commercial glider pilot, private glider club operates the aircraft. Discovery flights offered to the public for $$ (holding out). Glider pilot gets free flight time out of it. Tow pilot gets free flight time out of it.

I end up on part 135 cert. required by following the flowchart. Within 25nm of the point of origin, it should be part 91, for both glider pilot & tow pilot, right ?
Click to expand...


The 135 determination strikes me as correct, unless this is being cast as an air tour, which is a 119 exemption, and I have that on the chart. But there are a variety of other requirements to make it a legit air tour, which are listed in 91.147. BTW, the tow pilot has been determined to not be carrying passengers.
 
ppragman said:
Perhaps you should just limit it to "a 135/121 certificate is required to operate the flight" then. Not to be nit picky or anything, I like it a lot.
Click to expand...

I may do that; in fact, I started with just saying "illegal Part 91", but then I thought that shedding at least some light on the distinguishing characteristics of the the 125/135/121 would be helpful.

I'm perfectly ok with nit picking...that's why I posted the chart. :) Thanks.
 
tgrayson said:
I may do that; in fact, I started with just saying "illegal Part 91", but then I thought that shedding at least some light on the distinguishing characteristics of the the 125/135/121 would be helpful.

I'm perfectly ok with nit picking...that's why I posted the chart. :) Thanks.
Click to expand...
Very nice, tgrayson.
 
Very nice. Perhaps including the FARs to reference in each block (where appropriate) for more info either on the chart or by *.
 
On the FAR references, they could probably be done as footnotes, to avoid cluttering the flowchart, itself. A brief (one-line) explanation of what types of exemptions are covered in the different referenced parts would also be nice (footnotes are fine) to reduce a student's (or instructor's) need to whip out the FAR/AIM to go from point-to-point.

Thanks for the chart, seems an excellent reference.
 
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