2014 Board of Directors David Knies - Chairman Bruce Bromberg- Vice Chairman

Bruce Bromberg- Treasurer jonathan Steiner- Secretary

Michael Coviello

- Director john Petrucco- Director Henrique Rodriguez- Director Tom Powers- Chairman Emeritus

MISSION HOTLINE

(800) 276-0300

WEB SITE www.VitalFlight.org www.VitalFlightKidsDay.org Wednesday, May 28, 2014 Federal Aviation Administration 800 Independence Ave., S.W
. Room 821 Washington , DC 20591 Attn: John S. Duncan, Director, Flight Standards Service 

### II : l 0

Re: Exemption No. 10648 (Docket No. FAA-2012-081 1); Petition for Exemption, § 61.113(c) ofTitle 14, Code ofFederal Regulations (14 CFR) Mr. Duncan: Our organization is a state and federally registered 501(c)3 not-for-profit charity. We coordinate free air transportation for the needy. Many people refer to what we do as " flights of mercy ," " angel flights ," or " compassion flights." On July 24, 2012, we petitioned your office for an exemption from § 61.113(c) ofTitle 14, Code ofFederal Regulations (14 CFR). The requested exemption was granted in your Jetter, dated October 18 , 2012. I am writing today to request that the e xemption we were granted be updated and supersed ed with the more favorable language that was granted to Angel Flight New England [AFNE} on March 28 , 2014 under e xemption number 10360B ( Docket F AA

2011-0840.) Your letter to AF N

E

, dated March 28, 2014 specifies all of the adjustment s made; of which we are now requesting the same be made to our exemption
. As my previous request stated: "The exemption, if granted, would allow us to reimburse our volunteer pilots for the cost of fuel when flying charitable flights. Fuel costs have been on a steady rise for nearly a decade. The pilots who volunteer to fly for us have been voicing their concerns about this cost eventually reaching a prohibitive level. It is our hope that an exemption would allow us to use money donated, specifically for mission fuel , to relieve that burden for participant pilots
. It is our beliefthat it would lead to more pilots flying more charitable flights
. Since we coordinate missions for all those in need, as well as specific programs at the VA Medical Center in West Palm Beach, the exemption would certainly benefit the public, as well as the volunteer pilots. " The flight standards that we currently require ofvolunteer pilots meet and/or exceed the standards set in the exemptions previously issued. When reviewing the exemptions previously is sued, safety is actually improved through more recurrent training, higher approach minimums, and educational courses. Accordingly , there is no safety downside
. If Federal Register publication is deemed necessary , we are requesting an exemption on behalf of our member pilots from § 61
. 113(c) ofTitle 14, Code ofFederal Regulations ( 14 CFR). The exemption, if granted, would allow us to reimburse val unteer pilots for the cost of fuel when flying charitable flights. I can be contacted by mail at: PO Box I 767 , Pompano Beach, FL 33061 ; by facsimile at: (205) 278 -1490; by telephone at: (256) 658-7475 ; or by email at: david @ vitalflight.org.
P.O. Box 1767, Pompano Beach, Florida 33061 "Our Passion is Flying.... Our Mission- Helping People"Chairman Vital Flight, Inc
. Enclosures (2) Cc : Docket Management Facility , US Department ofTransportation

P.O. Box 1767, Pompano Beach, Florida 33061 "Our Passion is Flying

.... Our Mission- Helping People"US Deportment ofTr ansportation Federal Aviation Administration October 18, 2012

Mr. David M. Knies Chairman Vital Flight, Inc. P.O. Box 1767, Pompano Beach, FL 33061 Dear Mr. Knies: Exemption No. 1 0648 800 Independence Ave

. . S W Wash ington
. 0 C 2059 1

Regulatory Docket No. FAA-2012-0811

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains the basis for that decision, and gives you the conditions and limitations of the exemption, including its end date. The Basis for Our Decision By letter dated July 24,2012, you petitioned the Federal Aviation Administration (FAA) on behalf ofVital Flight, Inc
. (Vital Flight), a§ 501(c)(3) charitable organization, for an exemption from§ 6l.ll3(c) Title 14, Code ofFederal Regulations (14 CFR). That exemption, ifgranted, would allow Vital Flight to reimburse its volunteer pilots for fuel costs incurred while conducting charitable flights. The FAA has detennined that good cause exists for not publishing a summary ofthe petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to Vital Flight. The FAA has issued grants ofexemption in circtm1stances similar in all material respects to those presented in your petition. In Grant ofExemption Nos. 10019A and 10621 (see enclosed) , the FAA found that when money is exchanged for transportation , the public expects, and the FAA has a duty to demand, a higher level of safety for the flying public. The FAA believes that by requiring the petitioners to comply with the conditions and limitations of this exemption, the FAA can ensure a higher level of safety for the individuals participating in these charitable t1ights. The E'AA noted that the petitioners had proposed limitations on the AFS-12-478-E-----------·--· · I

2 flights that in some cases were more stringent than those requirements found in the FAA's air operator regulations in part 135. Having reviewed your reasons for requesting an exemption, we find that:

• they are similar in all material respects to reliefpreviously requested in the enclosed Grant of Exemption Nos. 10019A and 10621; • the reasons stated by the FAA for granting the enclosed Grant ofExemption Nos. 10019A and 10621 also apply to the situation you present; and • a grant ofexemption is in the public interest. Our Decision Under the authority contained by 49 U.S
.C. 40113 and 44701, which the FAA Administrator has delegated to me, I hereby grant Vital Flight Inc. , an exemption from 14 CFR § 61
. 113(c) to the extent necessary to allow Vital Flight to reimburse its volunteer pilots for fuel costs incurred in conducting charitable flights , subject to the conditions and limitations described below. Conditions and Limitations 1. The privileges ofthis exemption are limited to flights directly operated by Vital Flight only. Operations where Vital Flight clients are not onboard for the purpose of obtaining medical care may not be operated under the terms ofthis exemption
. 2. Vital Flight must ensure the following items are available to any representative of the FAA Administrator, upon request: a. A detailed description ofVital Flight's process for verification ofpilot qualification and training. This process must include a means to verify pilots' qualifications to act as pilot in command (PIC) prior to each flight ; b. Documentation showing all Vital Flight pilots' flight experience, airman certificate information, and currency ofF AA medical certificate; c. Documentation from each pilot showing that at the time he/she accepts a flight under this exemption, he/she meets all minimum standards and appropriate currency requirements established by Vital Flight, pa1t 61, and all conditions and limitations ofthis exemption; and d. Documentation ofeach flight and reimbursement containing the following information, at a minimum:
1. Name and certificate number ofthe PIC ; 11. Name and identifier ofthe departure and arrival airports; iii. Name of all occupants ofthe airplane excluding the PIC;iv. Date and time of departure and arrival;
v. Amount of fuel reimbursement. e. All the documentation required under Condition No.2 must be maintained by Vital Flight for a minimum of 24 calendar months. 3. All pilots operating under the terms ofthis exemption must possess the following certificates, qualifications, and aeronautical experience: a. An instrument rating or privilege (instrument privilege relates to the airline transport pilot certificate) that is appropriate to the aircraft being flown ; b. For operating any single-engine piston aircraft, a minimum total time of 500 hours, with no less than 400 hours as PIC, and a minimum of 50 hours in the make and model of single-engine aircraft being flown; 3

c. For operating any multiengine aircraft, a minimum total time of 1,000 hours as PIC in any aircraft, a minimum of 250 hours in multiengine aircraft, and a minimum of 50 hours in the make and model ofmultiengine aircraft being flown ; d. For operating any single- or multiengine turbine-powered aircraft, a minimum total time of 1,000 hours as PIC, a minimum of 100 hours in turbine-powered aircraft, and a minimum of 50 hours in the make and model ofturbine-powered aircraft being flown ;
e. A minimum of 50 hours as PIC shall have been logged within the preceding 12 calendar months immediately preceding the month of the flight; f. A minimum of12 hours logged, or 2 hours offlight training with a certificated f1ight instructor, within the preceding 3 calendar months prior to the month of the flight ; g. A 2nd class medical certificate (per §§ 61.23 and 61.2); h. Within the preceding 12 calendar months , an instrument proficiency check (IPC) meeting the requirements of§ 61.57(d), or a flight review meeting the requirements found in§ 61.56(a). The IPC or flight review must consist of at least 1 hour offlight training and 1 hour ofground training. This requirement can be substituted by an FAA practical test for any pilot certificate or rating.
1. A current flight review (per§ 6l.56(a)) in the same aircraft category, class , and type (if a type rating is required) being flown; J
. Instrument currency (per§ 61.57(c) or (d), as appropriate) in the same aircraft category, class , and type (if a type rating is required) being flown;--------------------

k. For all operations under this exemption the pilot must be current for night operations (per§ 61.57 (b)) in an aircraft ofthe same category, class, and type (if a type rating is required). 4. All operations under this exemption must be in compliance with the following flight duty, rest, and ±1ight time limitations: a. No pilot may fly more than 8 hours ofpilot time (per§ 61.1) within any 24- consecutive-hour duty day period; 4

b. No pilot may perform a duty day in excess of'12 consecutive hours (A duty day stmts when the pilot arrives at the airport and begins preparation for the flight and terminates upon completion ofthe post-flight inspection ofthe aircraft); and c. In the 24 hours preceding any flight under this exemption, the pilot must have had a rest period of at least 12 hours. 5. Prior to each takeoff , the PIC must ensure that all passengers have been briefed on the following: a. The flight is operated under this grant ofexemption and the operator is not an FAA-certificated commercial operator; b
. When, where, and under what conditions smoking is allowed ; c. Use of safety belts, shoulder harnesses, and child restraint systems; when, where, and under what conditions it is necessary for a passenger to have his or her safety belt and, ifinstalled, his or her shoulder harness fastened ; d. The placement of seat backs in an upright position before takeoff and landing; e. Location and means for n01mal and emergency egress; f. Location of survival equipment; g. Use ofnormal and emergency oxygen, ifinstalled ; and h. Location and operation offire extinguishers. 6. Prior to each takeoff , the PIC must ensure that the patient, who may need the assistm1ce of another person to exit the aircraft in case ofemergency, has received a briefing as to the procedures to be followed if an evacuation occurs. This paragraph does not apply to a person who has been given a briefing before a previous leg of a flight in the same aircraft. 7. Vital Flight must develop and implement an initial and recurrent ground training program that contains all the requirements of§ 135.345 except those that are not specifically applicable to Vital Flight's operations.8. Recunent training is required for all pilots operating under the terms ofthis exemption. The annual recurrent training program must include : a. Verification that each pilot is adequately trained, current, and proficient on all ofthe elements in Vital Flight's initial pilot training program ; and 5

b
. Testing to determine each pilot's aeronautical knowledge, proficiency -v vith the aircraft, and knowledge ofthe limitations ofthis exemption. 9. Each aircraft operated under this exemption must have a standard airworthiness certificate
. 10. All maintenance conducted on aircraft operated under this exemption must be perfonned by an FAA-certificated mechanic, repairman, or repair station
. The aircraft engine, propeller, and all components must be overhauled prior to reaching the airframe, engine, or propeller manufacturer' s recommended time between overhauls. 11. This exemption applies to flights conducted within U
.S. airspace. Vital Flight ma y exercise the reliefin this exemption for overflights within the territory and airspace of a forei gn country only with the specific permission ofthe foreign civil aviation authority. 12
. Vital Flight must continue to hold a determination from the U.S. Internal Revenue Service that it is a§ 50l(c)(3) nonprofit, tax-exempt, charitable organization under § § 509(a)(l) and 170(b)(l)(a)(vi) ofthe Intemal Revenue Code. 13
. All pilots operating under this exemption must comply with the following requirements: a. All flights operated under this exemption must activate an IFR flight plan. The earliest the flight plan may be canceled is upon acceptance of a visual approach clearance from air traffic control ; b. For flights in instrument meteorological conditions (IMC), each pilot may only use airports that have a functioning, published, precision approach procedure; c. Pilots must add 1 00 feet to all instrument approach minimums ; d
. All circling approaches at night are prohibited ; e. Pilots must add 50 percent to pilot operating handbook runway length performance for obstacle clearance on takeoff and landing under ambient conditions; f. For IMC takeoff minimums , the pilot must use 150 percent approach landing minimums (Exan1ple : Baltimore-Washington International Airp01t minimums are 200/11 2, then the takeoff minimums will be at least 300 feet and 3/4 statute mile visibility); ' g. Pilots must ensure that all passengers are restrained by FAA-approved seat belts or a FAA-approved child safety seat at all times during the flight. The

### ------------------------------------- ·----

only exception shall be change of seat positions, quick access to luggage, care and/or feeding of a child, or use oflavatory; h. Pilots will utilize and briefpassengers on sterile cockpit procedures as defined under§ 135.100;
1. Pilots will document their weight and balance calculation prior to each flight. 6

14. Vital Flight must develop and implement a preflight risk assessment tool for use by**th~** PIC for all flights operated under this exemption. The tool must be completed by the PIC before each flight and must be transmitted to Vital Flight prior to takeoff for any flight operated under this exemption. The completed tool must be retained by Vital Flight for a minimum ofthree days. A sample risk assessment tool is available at FAA Information for Operators (InFO) 07015: http: //www.faa.gov/other_visit/aviation_industry /airline_operators/airline

_safety/info/ all_infos/media/2007/inF007015.pdf. · This exemption terminates on October 31 , 2014, unless sooner superseded or rescinded. Sincerely, 

# J.

John S. Dunc a n Flight Sta ndards ServiceUS Department of Transportation Federal Aviation Administration



### March 28 , 2014

Mr. Larry Camerlin President Angel Flight/New England 492 Sutton Street North Andover, MA 01845 Dear Mr. Carmerlin: Exemption No. 10360B 800 Independe nce Ave

. SW Was h ing ton
. D C 2059<



### Regulatory Docket No. FAA-2011-0840

This letter is to inform you that we have granted your request for exemption. It 

### transmits our decision, explains its basis , and gives you the conditions and limitations ofthe exemption, including the date it ends. The Basis for Our Decision 

### By your correspondence dated November 13 , 2013 , you petitioned the Federal Aviation Administration (FAA) on behalf ofAngel Flight ofNew England, Inc. (AF/NE) , for an exemption from§ 61.113(c) of Title 14, Code ofFederal Regulations (14 CFR) to the extent necessary to allow for reimbursement of its volunteer pilots for fuel costs incurred in conducting charitable flights. In your petition, you indicate that there has been no changes in the conditions and reasons relative to public interest and safety that were the basis for granting the original exemption. The FAA has determined that good cause exists for not publishing a summary ofthe petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to AF/NE. In the previously granted extension, Exemption 1 0360A, the FAA mentioned that we are in the process of updating the conditions and limitations for this exemption to reflect FAA ' s policy for charitable medical flights. To ensure continuity ofAF/NE operations , the FAA extended Exemption No
. I 

### 0360 for a limited period of 6 months so that the FAA could complete its review AFS-14-044-E2 and update ofthe applicable conditions and limitations. This exemption, I 03608 , is issued by the FAA to AF/NE as an extension with the revised conditions and limitations to Exemption 10360. 

### Our Decision The FAA has determined that since AF/NE is not an operator, an exemption from§ 61.113(c) ofTitle 14, Code ofFederal Regulations (14 CFR) may be granted to AF/NE on behalfofthe pilot conducting charitable medical flights. The exemption allows AF/NE to reimburse its volunteer pilots for fuel costs incurred while conducting a charitable flight. The FAA has made updates to the conditions and limitations ofExemption No. 10360 that clarify our original content to refine our requirements. While the relief does not change substantially, all users ofthe exemption should thoroughly review the revised conditions and limitations
. These new conditions and limitations are based upon Public Law 112-95 , Section 821 (a) (2) , feedback from the charitable medical flight industry , and the resulting FAA review ofthe conditions and limitations associated with relief ofthis type. The previous Condition/ Limitation No.2 is moved to No. 17 and has been clarified to include the inspection ofrecords in addition to the inspection ofpilots and aircraft. In this extension, Condition/Limitation No. 2 is added to ensure AF/NE continues to hold its § 501(c)(3) nonprofit, tax-exempt, charitable organization status described under §§ 509(a)(l) and 170(b)(l)(a)(vi) ofthe Internal Revenue Code. Condition No.3 establishes documentation requirements including evidence ofpilot qualifications , training , and experience and a record ofeach flight and the reimbursement provided to the pilot. AF/NE must ensure that the listed items are available to any representative ofthe FAA upon request and must be maintained for 24 months
. Condition/Limitation No.4 , previously No. 3, is updated for clarity. The former provisions that specified certain minimum total aeronautical experience have been combined into Condition/Limitation 4(b). Based on feedback from industry, the FAA no longer believes that there needs to be higher total times for either multiengine operations or for turbine powered aircraft
. Therefore , the previous Condition/Limitations 3(c) and 3(d) have been removed. The FAA believes that time previously established in single-engine piston aircraft is sufficient for all aircraft types
. The reduction in hours for the multiengine and turbine aircraft is found acceptable due to the requirement for 50 hours in the specific make and model , as well as the requirements for recent experience found in Condition/Limitation 4(c) and 4(d). Condition/Limitation 4(f) is updated to require an instrument proficiency check within the previous 12 calendar months. This condition and limitation gives the FAA assurance that the annual proficiency checking and testing will include a review ofthe basic requirements in § 61.57.

### The previous Condition/Limitation No
.6, which required AF/NE to establish an initial pilot training program, has been moved to Condition/Limitation No. 12 and has been adjusted to reflect appropriate training for charitable medical flight operations. 3

The Condition/Limitation No
. 6, previously No. 5, was updated with a website link to an FAA sample briefing instruction document. Condition/Limitation No.7 is added in order for AF/NE to comply with Public Law 112

-95 , Section 821 (a)(2). Condition/Limitation No.9, is amended to remove the requirement that all maintenance must be performed by a certificated mechanic , repairman, or repair station. This amendment is in response to feedback from the charitable medical flight industry. The FAA finds that it would be acceptable for a pilot who meets the criteria of§ 43.3(g) to perform preventative maintenance (described in Appendix A to part 43) on an aircraft covered under this exemption. Condition/Limitation No. 9 is also amended to remove the specific requirement for engine, propeller, and component overhaul requirements. The FAA recognizes the volunteer nature ofthese operations and it is not practical for the owner /operator to conduct an engine, propeller, or component overhaul at the manufacturer' s recommended interval. The FAA has amended the Condition/Limitation to reflect more appropriate maintenance requirements for the operations conducted under this exemption
. Condition/Limitation 10, is adjusted for clarification and standardization with similarly granted exemptions
. In addition, Condition/Limitation 1 O(a) is adjusted to clarify when an IFR flight plan may be cancelled. The previous Condition/Limitations No
. 10(d) has been removed to allow for a circling approach based on IPC requirements found in 4(f). Condition/limitation 10(e) has been adjusted for conformance with approach landing minimums described in 1 0(c)
. Additional requirements are added into Condition/Limitation No
. 11, for clarification and to ensure that the risk assessment tool adequately provides a maximum risk value for the pilot to know whether to cancel or postpone a flight. AF/NE is now required to retain completed risk assessment tools for a minimum of 30 days instead ofthree days. Condition/Limitation No. 13 , previously No
. 7, is amended to require AF/NE ' s recurrent training program to contain the elements ofAF/NE's initial pilot training program . Condition/Limitation No
. 14 was added to ensure AF/NE has an FAA accepted risk assessment tool and initial/recurrent ground training program. Condition/Limitation No. 15 is added to require AF/NE keep a copy of the most recent aircraft annual inspection for each aircraft eligible to operate under this exemption
.4
The FAA has determined that the justification for the issuance ofExemption No. 10360 remains valid with respect to this exemption and is in the public interest. Under the authority contained in 49 U.S.C. §§ 106(£) 40113 and 44701 , which the FAA Administrator has delegated to me , I hereby grant ofAngel Flight ofNew England, Inc., an exemption from 14 CFR § 61.113(c) to the extent necessary to allow for reimbursement of its volunteer pilots for fuel costs incurred in conducting charitable flights , subject to the following revised conditions and limitations
. 

### Conditions and Limitations I. This exemption may be exercised only for charitable medical flights. Operations where AF/NE clients are not onboard for the purpose of obtaining medical care may not be conducted under the terms ofthis exemption. 2. AF/NE must: a. meet the requirements described in section 501(c)(3) ofthe Internal Revenue Code of 1986 and be exempt from taxation under section 501 (a) of such Code; and, b
. be organized for the primary purpose ofproviding , arranging , or otherwise fostering charitable medical transportation
. 3. AF/NE must ensure the following items are available to any representative ofthe FAA Administrator, upon request: a. A detailed description ofAF/NE ' s process for verification ofpi1ot qualification and training
. This process must include a means to verify pilots ' qualifications to act as pilot-in-command (PIC) prior to each flight b
. Documentation showing all AF/NE pilots ' flight experience, airman certificate information, and currency ofFAA medical certificate; c. Documentation from each pilot showing that at the time he/she accepts a flight under this exemption, he/she meets all minimum standards and appropriate currency requirements established by AF/NE, part 61 , and all conditions and limitations ofthis exemption ; and d. Documentation of each flight and reimbursement containing the following information, at a minimum: i. Name and certificate number of the PIC; ii. Name and identifier ofthe departure and arrival airports ; iii. Name of all occupants ofthe airplane excluding the PIC; iv. Date and time of departure and arrival; and v. Amount ofthe fuel reimbursement.

### e. All the documentation required under Condition No
. 3 must be maintained by AF/NE for a minimum of 24 calendar months. 4. All pilots operating under the terms ofthis exemption must possess the following certificates, qualifications and aeronautical experience

- 5



### a. An 

### instrument rating or ATP certificate that is appropriate to the aircraft being flown; b
. A minimum total time of 500 hours , with no less than 400 hours as PIC, and a minimum of 50 hours in the specific make and model ofthe aircraft being flown ;
c. A minimum of 50 hours as PIC must have been logged within the preceding 12 calendar months immediately preceding the month ofthe flight; d. A minimum of 12 hours flown and logged within the preceding 3 calendar months prior to the month offlight. In lieu ofthis requirement, a pilot may have logged 2 hours offlight training with a certificated flight instructor within the preceding 3 calendar months prior to the month ofthe flight;
e. A second

-class medical certificate (per§§ 61.23(d)(2)(i) and 61.2) ; f. 

### Within the preceding 12 calendar months , an instrument proficiency check (IPC) meeting the requirements of§ 61
.57(d)
. The IPC must be conducted in accordance with the Instrument Rating Practical Test Standards. This requirement can be substituted by a FAA practical test for an ATP certificate or instrument rating. g. A current flight review (per§ 61.56(a)) in the same aircraft category , class , and type (if a type rating is required) being flown; h. Meets the recent flight experience requirements of§ 61.57(c) or (d) , as appropriate, in the same aircraft category, class, and type (if a type rating is required) being flown; 1. 

### For all operations under this exemption, the pilot must meet the recent flight experience requirements for night operations (per§ 61.5 7 (b)) in an aircraft of the same category, class , and type (if a type rating is required)
. 5. All operations under this exemption must be in compliance with the following flight duty , rest, and flight time limitations (a duty day starts when the pilot arrives at the airport and begins preparation for the flight and terminates upon completion ofthe post flight ofthe aircraft):a . No pilot may fly more than 8 hours of flight time (per § 61.1) within any 24- consecutive-hour duty day period ; b. No pilot may perform a duty day in excess of 12 consecutive hours ; and c. Once the pilot has performed 12 consecutive hours of duty , the pilot must rest a period of at least 12 hours before conducting another flight. 6. Prior to each takeoff , the PIC must ensure that all occupants have been orally briefed on the following: a. The flight is being permitted under this grant ofexemption and that the operator is not a certificated commercial operator; b. When, where, and under what conditions smoking is allowed; c. Use of safety belts , shoulder harnesses , and child restraint systems : When, where, and under what conditions it is necessary to have his or her safety belt and, if installed, his or her shoulder harness fastened about him or her; d
. The placement of seat backs in an upright position before takeoff and landing;6

e. Location and means for opening the passenger entry door and emergency exits ; f. Location of survival equipment; g. Use ofnormal and emergency oxygen installed; and h. Location and operation of fire extinguishers. An FAA sample briefing instruction document can my found at https: //www.faasafety
.gov/files/gslac/library/documents/2007/Jan/14082/6.5%20Passe nger%20Safety%20Briefing%20JanFeb07.pdf. 7. AF/NE must implement procedures to notify the passengers (or their legal guardians) that will be on the flight that the flight operation is for charitable purposes and is not subject to the same FAA requirements as a commercial flight. These procedures must allow for the notification to be given as early as possible to the passengers (or their legal guardians). Such notification must also be provided to any individual that inquires about receiving or scheduling a charitable medical flight. 8
. Each aircraft operated under this exemption must have a standard airworthiness certificate. 9
. The aircraft must be maintained and inspected in accordance with 14 CFR part 91 Subpart E, 14 CFR part 4 3 , or other inspection programs approved by the FAA.

### 10
. All pilots operating under this exemption must comply with the following requirements: 7

a. All flights operated under this exemption must activate an IFR flight plan
. The earliest the flight plan may be canceled is upon visual contact with the destination airport; b. For flights in instrument meteorological conditions (IMC) , each pilot may only use airports that have a functioning , published , precision approach procedure ; c. Pilot must add 1 00 feet and 

### Yz mile to all instrument approach minimums ; d. Pilot must add 50 percent to pilot operating handbook (POH) runway length performance for obstacle clearance on takeoff and landing under ambient conditions ; e. For IMC takeoffminimums , the pilot must ensure that the weather meets approach landing minimums with the additional margin noted in Condition/Limitation 10 (c) (Example : Ifthe Baltimore-Washington International Airport minimums are 200/ 112, then the takeoff minimums will be at least 300 feet and 1 statute
-mile visibility); f. Prior to each takeoff , the PIC must ensure that patients , who may need the assistance of another person to exit the aircraft if an emergency occurs , has received a briefing as to the procedures to be followed if an evacuation occurs ; and g. Pilots will utilize and briefpassengers that a sterile cockpit procedures as defined under 

### § 13 5
. 1 00. 11. AF/NE must develop and implement a preflight risk assessment tool. The tool must be completed by the PIC before each flight and must be transmitted to AF/NE prior to takeoff for any flight operated under this exemption. The completed tool must be retained by AF/NE for a minimum of 30 days
. AF/NE must identify a maximum score flight value, or other appropriate measure, that is permissible for a flight to be initiated under this exemption
. Sample risk assessment tools are available from the following sources : a. FAA Information for Operators (InFO) 07015: http: //www.faa. govI

### other

_visit/aviation

_industryI

### airline

_operators/airli ne_safety/info/all_infos/media/2007/info070 15
. pdf. b. The AOPA Flight Risk Evaluator : (http :/ /flash.aopa.org/asf/flightrisk/) The FAA recognizes that any sample tool should be modified to adequately address the risk for general aviation aircraft and AF /NE ' s specific operation. As an example, the sample risk assessment scores icings when it is moderate tosevere. However, for general aviation aircraft, known icing conditions of any value should be grounds for cancellation of a flight or postponement. The FAA recommends that the probability of icing should receive a risk value score . 12. AF/NE must develop and implement an initial ground training program that includes the following: a. AF/NE flight locating procedures b. Principles and methods for determining weight and balance, and runway limitations for takeoff and landings c. Normal and emergency communication procedures d. Completion ofthe online AOPA Foundation Air Safety Institute Course: Public Bene fit Flying: Balancing Safety and Compassion; and, e . Completion ofthe online AOPA Foundation Air Safety Institute Course: Single Pilot !FR. 13. Recurrent training is required for all pilots operating under the terms ofthis exemption. The annual recurrent training program must include verification that each pilot is adequately trained, current, and proficient on all ofthe elements in the AF/NE initial pilot training program described in Condition/Limitation No. 12. 8

14. AF/NE may not exercise the privileges ofthis exemption unless AF/NE receives verification indicating acceptance ofthe AF/NE risk assessment tool (Condition/Limitation No. 11) and the initial and recurrent ground training program (Condition/Limitation Nos. 12 and 13) from the FAA General Aviation & Commercial Division (AFS-800). This document may be sent to the FAA Airman Certification and Training Branch, 800 Independence Ave SW, Washington DC 20591 or via e-mail to 9-AFS-800-Correspondence/AWA/FAA. 15. AF/NE must maintain a copy ofthe most recent annual inspection of any aircraft used to conduct flights under this exemption. 16. All flights must remain within domestic United States airspace. 1

7. The FAA may, at any time or place, conduct inspections ofthe pilots , aircraft, and any records required to be kept in accordance with this exemption
.

### The Effect of Our Decision This exemption terminates on March 31 , 2016 , unless sooner superseded or rescinded
. It 

### supersedes Exemption No. 10360A. Sincerely, 

### I

s / John S
. Duncan Director, Flight Standards Service 9