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For commuter and on-demand operations, there is no requirement that fuel and oil records be kept for three '
months. There is, however, a requirement that load manifests, which include fuel and oil records, be
retained for 30 days.
The United States does not require that the operations manual. describe the contents and use of the
operational flight plan but does require establishing procedures for locating each flight.
When determining the distance to a take-off alternate, the United States does not require commuter and ondemand
operations to calculate engine inoperative configurations, but does require that the alternate must
be within one-hour flying time (at normal cruising speed, in still air) of the aerodrome of departure.
For commuter and on-demand operations, the United States does not require the designation in a flight plan
of an en-route alternate aerodrome for extended range operations by aeroplanes with two turbine powerunits.
The United States specifies different requirements when determining destination alternates depending on
the type of operation (e.g. flag, supplemental, on demand). The United States criteria for designating an
alternate aerodrome include weather conditions as well as flight time from the destination airport.
Commuter and on-demand operations using aeroplanes equipped with turbo-jet engines are not required
to meet the Standards contained in 4.3.6.3 when a destination alternate aerodrome is required.
The fuel reserve requirements for commuter and on-demand operations are expressed in terms of flight time
and do not include a specific altitude requirement.
The fuel rCSGNe requirements for commuter and on-demand operations are expressed in terms of flight time
and do not include a specific altitude requirement.
When computing fuel and oil requirements, the United States does not require commuter and ondemand
operators to include in the operations manual required procedures in the case of loss of
pressurization and other contingencies that may delay the landing of the aeroplane or increase fuel andlor
oil consumption.
When refuelling with passengers embarking, on board, or disembarking an aeroplane, the United States
does not require two-way communication between the ground crew supervising the refuelling and the
qualified personnel on board the aeroplane. Refuelling safety procedures in the United States are contained
in each operator's approved operating manual.
The United States does not require oxygen at all times for passengers experiencing cabin pressure altitudes
above 13 000 ft (620 hPa). Oxygen for all passengers is not required until 15 000 ft.
CHAPTER 5
5.1.2
CHAPTER 6
General
The United States requires descent within four minutes to 14 000 ft, not 13 000 ft, in he event of loss of
pressurization. For commuter and on-demand operations, the descent altitude is 15 000 ft.
The United States does not require all flight crew members occupying seats equipped with combined safety
belts and shoulder harnesses to be properly secured during take-off and landing and still be able to properly
perform their assigned duties.
A flight dispatcher is not required for commuter and on-demand operations
The United States has not established regulations for commuter and on-demand operations specifying
a threshold time to meet ETOPS requirements. However, tlight operations up to 1 SO minutes away from
an adequate alternate aerodrome are carried out by means of a special administrative authorization. ETOPS
operations for air carriers are conducted via operations specifications and advisory material C2PPOC.
Commuter and on-demand operators are permitted to carry passengers in single-cngined aircraft in IFR
conditions provided certain equipment requirements are met. There is no requirement that single-engined
aeroplanes be operated in conditions of weather and light and over routes that would permit a safe forced
landing to be executed in the event of engine failure. The United States prohibits air carriers from operating
single-engined aircraft.
The United States employs a runway use programme to provide for noise sensitive areas.
The United States has no provision requiring that the loss, if any, of runway length due to alignment of the
aeroplane prior to take-off be accounted for when determining the length of the runway available.
Aeroplanes certified under Part 23 (Commuter category aeroplanes) are not type certificated to meet the
performance requirements of 5.3.1.
In addition to the aeroplane instruments and equipment Standards prescribed in Annex 6, Part I, Chapter 6,
the United States requires that all United States-registered turbojet-powered aeroplanes, wherever operated,
be equipped with an altitude-alerting system or device. The United States also requires that all transport
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