Chapter 2: Operations Specifications - Development & Application

The starting point for a new Part 121 domestic carrier in setting up Ops Specs is to: A: first contact a representative of the national certification team B: first contact a representative of the regional certification team C: first contact a representative of the local FSDO certification team D: first contact the principal operations inspector assigned to that carrier

A: First contact a representative of the national certification team. The first step for a new Part 121 domestic carrier in setting up Ops Specs is to contact the national air carrier certification team.

Which of the following is NOT required to be in a domestic carrier's ops specs? A: names and addresses of the five largest shareholders B: registration markings of each aircraft C: other business names under which the carrier may be operating D: any authorized deviations or exemptions granted by the FAA

A: names and addresses of the five largest shareholders 14 CFR 119.49(a) sets forth the required contents of the Ops Specs. The list is very specific as to what must be included; however, it does not include the names and addresses of any of the shareholders of the company.

The purpose of operations specifications (or Ops Specs) is for the company to: A: identify to the FAA and itself how it will specifically comply with various provisions of the FARs. B: identify to the employees how the company will accomplish certain operations C: identify for operational management how it is to manage the carrier D: none of the above

A: the purpose of the Ops Specs is for the company to identify to the FAA and itself how it intends to comply with specific provisions of the FARs. It is available as guidance to all affected employees, management, and the FAA.

Production of Ops Specs are not automated by the FAA through the use of what amounts to a punch card system. By doing this, the FAA intends that Ops Specs of each carrier by: A: identical to other carries of the same size B: standard in form and language but tailored to suit the individual, specific needs of each carrier C: completely up to the carrier what procedures it wants to include D: none of the above

B: Standard in form and language but tailored to suit the individual specific needs of each carrier The automated ops specs program is intended to provide uniformity to the ops specs of various carriers while, at the same time, allowing the ops specs to be "custom fit" to the specific needs of each carrier. There will be uniformity for similar provisions, but each carrier can decide what provisions it will need in order to operate.

The FAA instituted which part in 1996 to further bring air carriers of both Parts 121 and 135 under the umbrella of "One Level of Safety"? A: 14 CFR Part 110 B: 14 CFR Part 117 C: 14 CFR Part 119 D: 14 CFR Part 120

C: 14 CFR Part 119 14 CFR Part 119 was created to effectuate the ida of "One Level of Safety," meaning that the FAA sought to narrow the gap in safety standards between Part 121 large airplane operators and smaller charter and on-demand operators regulated under 14 CFR Part 135.

Where is the required content of operations specifications for a commuter or on-demand operator found? A: 14 CFR Part 25 B: 14 CFR Parts 121 and 135 C: 14 CFR Part 119 D: 14 CFR Part 135

C: 14 CFR Part 119 (specifically 14 CFR 119.49)

Operating under 14 CFR Part 121: A: eliminates the carrier's requirement to comply with Part 91 B: requires only that the carrier comply with Parts 119 & 121 C: requires the carrier to comply with Part 91 as well as Part 121 unless the requirements under Part 121 are more stringent than the Part 91 requirements D: none of the above

C: Requires the carrier to comply with Part 91 as well as Part 121 unless the requirements under Part 121 are more stringent that the Part 91 requirements. All operators must comply with the general operating rules contained in Part 91. In addition, air carriers must also comply with the much more stringent rules contained in Part 121.

If you were a ramp service supervisor for Aeromech Airlines, where would you look to find the loading instructions (procedures) for how to load a particular A320-232 aircraft? (refer to Aeromech Ops Specs E096) A: Aeromech's Ops Specs B: Volume 2 of the flight crew operations manual (FCOM) C: Volume 3 of the flight crew operations manual (FCOM) D: Aeromech Weight and Balance Manual Revision 00

C: Volume 3 of the flight crew operations manual (FCOM) Refer to Aeromech Ops Specs E096, page 28)

A domestic, flag or commuter carrier's Ops Specs are valid: A: for one (1) year from date of issue B: for two (2) years from date of issue C: until the carrier fails to conduct the kind of approved operation for 30 days and doesn't give the FAA 5 days' notice before resuming operations D: permanently, once issues.

C: until the carrier fails to conduct the kind of approved operation for 30 days and doesn't give the FAA 5 days notice before resuming operation. Ops Specs, once issued, are generally valid until suspended, surrendered or revoked by the FAA

Ops Specs must contain which of the following: A: authorizations B: limitations C: certain procedures D: all of the above

D: all of the above 14 CFR 119.49(a) sets forth the required contents of the Ops Specs. This list is very specific as to what must be included. Items to be included are authorizations for various activities, limitations tied to airports, time between maintenance limits, and procedures for accomplishing various tasks.

A copy of the Ops Specs must be maintained by the carrier at: A: all locations where it conducts business B: all locations where crew bases are located C: its general counsel's office D: its principal base of operations

D: its principal base of operations 14 CFR 119.43(a) requires that the carrier keep a copy of its approved ops specs at its principal base of operations. It must also place the material into its manual and indicate that the material comes from the ops specs and that therefore compliance is mandatory.

A domestic carrier must get an air carrier certificate prior to operations. This is: A: an economic approval required by the Civil Aeronautics Board B: an economic approval required by DOT C: a safety issue required by international treaty D: a safety issue required by the FAA

D: safety issue required by the FAA The air carrier operating certificate is no longer required for economic reasons. It is now only required for safety issues and is issued by the FAA.