The NTSB is calling for the FAA to require that Part 135 operations use certified flight dispatchers, expand the load manifest requirements to single-pilot operations, improve data collection, and mandate flight data monitoring programs. These were among a handful of new and reiterated recommendations that the NTSB made as a result of a special investigation it conducted into 116 fatal and 460 nonfatal accidents from 2010 to 2022 involving commuter air carriers, air tour operators, air ambulance services, and on-demand charters, among others flying under Part 135.
Launching the investigation in 2022 “after a cluster of safety issues emerged” from recent Part 135 accidents, the NTSB said it identified vulnerabilities in several areas. These included unsafe loading conditions, a lack of certificated dispatchers for some operations, and a need for flight data monitoring.
Part 135 operations historically have higher accident rates than Part 121, the NTSB noted in its recently released Special Investigation Report AIR-24-03, Safety and Industry Data Improvements for Part 135 Operations. “However, the diverse mission demands some segment of the Part 135 industry may inherently involve unique risks that typically do not exist for Part 121 operations,” the board said. “Closing the safety gap for these segments of part 135 must involve targeted solutions that effectively mitigate unique risks without hindering operators’ ability to provide their services.”
The NTSB identified a dozen accidents that involved operational control or flight-locating deficiencies and resulted in 45 fatalities and 13 serious injuries. “These deficiencies could all be addressed through the required use of certificated dispatchers.”
Defined operational control responsibilities, standardized certification criteria and training, and competency checks of the dispatchers would ensure that they effectively support pilots with preflight and in-flight decision making, the agency maintained, and recommended that the FAA required Part 135 operators, except single-pilot and single-pilot-in-command (PIC) operators, to use certified dispatchers who share responsibility with the PIC for the safety and operational control of flights.
Five more accidents involved single-engine aircraft with weight and balance issues, resulting in 11 fatalities and six serious injuries. “These accidents suggest persistent, systemic operational pressures or deficiencies related to single-engine aircraft loading,” the NTSB said. “Requiring load manifests and record-keeping for single-engine aircraft operated under Part 135 would not only help pilots detect and correct unsafe loading conditions but also provide operators and FAA inspectors the information needed to support proactive, comprehensive assessments to identify any related operational risk areas.”
As such, NTSB recommended the FAA expand the applicability of load manifest and recordkeeping requirements to include Part 135 single-engine aircraft operations.
Other accidents reinforced the NTSB’s belief that Part 135 operators should establish flight data monitoring programs and install recording devices to support them. The agency already recommended such programs in 2016 and noted that they can support safety management systems (SMS). This led the agency to reiterate its flight data recording and flight data monitoring recommendations.
The agency further noted additional accidents underscore the need for SMS, but recognized that the FAA has issued a rule with such a requirement and has responded to the safety board’s recommendation for guidance to help small operators appropriately scale such programs.
Another concern that the NTSB identified was the need for improved data collection and reporting methods. “We found that neither the accident and incident data without our database nor the flight activity data compiled by the FAA could fully support a comprehensive assessment of the safety of the Part 135 industry,” the agency said, recommending that the FAA develop a single method for generating activity data that identifies the activity of the operator, the operating authority, and scope (for example, standard, basic, single-pilot, or single PIC).
The NTSB is calling for the FAA to require that Part 135 operations use certified flight dispatchers, expand the load manifest requirements to single-pilot operations, improve data collection, and mandate flight data monitoring programs. These were among a handful of new and reiterated recommendations that the NTSB made as a result of a special investigation it conducted into 116 fatal and 460 nonfatal accidents from 2010 to 2022 involving commuter air carriers, air tour operators, air ambulance services, and on-demand charters, among others flying under Part 135.
Launching the investigation in 2022 “after a cluster of safety issues emerged” from recent Part 135 accidents, the NTSB said it identified vulnerabilities in several areas. These included unsafe loading conditions, a lack of certificated dispatchers for some operations, and a need for flight data monitoring.
Part 135 operations historically have higher accident rates than Part 121, the NTSB noted in its recently released Special Investigation Report AIR-24-03, Safety and Industry Data Improvements for Part 135 Operations. “However, the diverse mission demands some segment of the Part 135 industry may inherently involve unique risks that typically do not exist for Part 121 operations,” the board said. “Closing the safety gap for these segments of part 135 must involve targeted solutions that effectively mitigate unique risks without hindering operators’ ability to provide their services.”
The NTSB identified a dozen accidents that involved operational control or flight-locating deficiencies and resulted in 45 fatalities and 13 serious injuries. “These deficiencies could all be addressed through the required use of certificated dispatchers.” Defined operational control responsibilities, standardized certification criteria and training, and competency checks of the dispatchers would ensure that they effectively support pilots with preflight and in-flight decision making, the agency maintained, and recommended that the FAA required Part 135 operators, except single-pilot and single-pilot-in-command (PIC) operators, to use certified dispatchers who share responsibility with the PIC for the safety and operational control of flights.
Five more accidents involved single-engine aircraft with weight and balance issues, resulting in 11 fatalities and six serious injuries. “These accidents suggest persistent, systemic operational pressures or deficiencies related to single-engine aircraft loading,” the NTSB said. “Requiring load manifests and record-keeping for single-engine aircraft operated under Part 135 would not only help pilots detect and correct unsafe loading conditions but also provide operators and FAA inspectors the information needed to support proactive, comprehensive assessments to identify any related operational risk areas.”
As such, NTSB recommended the FAA expand the applicability of load manifest and recordkeeping requirements to include Part 135 single-engine aircraft operations. Other accidents reinforced the NTSB’s belief that Part 135 operators should establish flight data monitoring programs and install recording devices to support them.