This order provides guidance and assigns responsibility for the implementation of the Aircraft Certification Service (AIR) certificate management (CM) of production activities of manufacturers and their suppliers producing products and articles in accordance with Title 14 of the Code of Federal Regulations. This order has been organized into three functional components. The first two chapters describe the CM process. Chapter 3 describes ongoing CM practices and includes Quality System Audits (QSA) and related activities. Chapters 4 and 5 describe additional CM activities, continuous improvement, and the Aircraft Certification Audit Information System’s (ACAIS) role in CM.

SUMMARY: This final rule will allow airmen to exercise pilot in command privileges in certain aircraft without holding a current medical certificate. This rule, which conforms FAA regulations with legislation, is intended to ensure that pilots who complete a medical education course, meet certain medical requirements, and comply with aircraft and operating restrictions are allowed to act as pilot in command for most part 91 operations

SUMMARY: The FAA amends its airworthiness standards for normal, utility, acrobatic, and commuter category airplanes by replacing current prescriptive design requirements with performance-based airworthiness standards. These standards also replace the current weight and propulsion divisions in small airplane regulations with performance- and risk-based divisions for airplanes with a maximum seating capacity of 19 passengers or less and a maximum takeoff weight of 19,000 pounds or less. These airworthiness standards are based on, and will maintain, the level of safety of the current small airplane regulations, except for areas addressing loss of control and icing, for which the safety level has been increased. The FAA adopts additional airworthiness standards to address certification for flight in icing conditions, enhanced stall characteristics, and minimum control speed to prevent departure from controlled flight for multiengine airplanes. This rulemaking is in response to the Congressional mandate set forth in the Small Airplane Revitalization Act of 2013

SUMMARY: Prior to this final rule, persons could only use an Enhanced Flight Vision System (EFVS) in lieu of natural vision to descend below the decision altitude, decision height, or minimum descent altitude (DA/DH or MDA) down to 100 feet above the touchdown zone elevation (TDZE) using certain straight-in landing instrument approach procedures (IAPs). This final rule permits operators to use an EFVS in lieu of natural vision to continue descending from 100 feet above the TDZE to the runway and to land on certain straight-in IAPs under instrument flight rules (IFR). This final rule also revises and relocates the regulations that permit operators to use an EFVS in lieu of natural vision to descend to 100 feet above the TDZE using certain straight-in IAPs. Additionally, this final rule addresses provisions that permit operators who conduct EFVS operations under parts 121, 125, or 135 to use EFVS-equipped aircraft to dispatch, release, or takeoff under IFR, and revises the regulations for those operators to initiate and continue an approach, when the destination airport weather is below authorized visibility minimums for the runway of intended landing. This final rule establishes pilot training and recent flight experience requirements for operators who use EFVS in lieu of natural vision to descend below the DA/ DH or MDA. EFVS-equipped aircraft conducting operations to touchdown and rollout are required to meet additional airworthiness requirements. This final rule also revises pilot compartment view certification requirements for vision systems using a transparent display surface located in the pilot’s outside field of view. The final rule takes advantage of advanced vision capabilities, thereby achieving the Next Generation Air Transportation System (NextGen) goals of increasing access, efficiency, and throughput at many airports when low visibility is the limiting factor. Additionally, it enables EFVS operations in reduced visibilities on a greater number of approach procedure types while maintaining an equivalent level of safety.

SUMMARY: This rulemaking amends the expiration date of the final rule requiring pilots operating civil helicopters under Visual Flight Rules to use the New York North Shore Helicopter Route when operating along that area of Long Island, New York. The current rule expires on August 6, 2016. The FAA finds it necessary to extend the rule for an additional four years to preserve the current operating environment while the FAA conducts ongoing helicopter research that will be considered to determine appropriate future actions. DATES: This final rule is effective August 7, 2016, through August 6, 2020.

Federal Aviation Administration (FAA)-certificated pilot schools are regulated in accordance with Title 14 of the Code of Federal Regulations (14 CFR) part 141. Unlike pilot training conducted under 14 CFR part 61, part 141 pilot schools are required to use a structured training program and syllabus. Part 141 pilot schools may be able to provide a greater variety of training aids and require dedicated training facilities, flight instructor oversight, and FAA-approved course curricula. Colleges and universities, which may offer aviation degrees, often provide pilot training under part 141.
This advisory circular (AC) provides guidance for part 141 pilot school applicants and others interested in the certification standards and requirements for certification under part 141. This revision updates information found in AC 141-1A, Pilot School Certification, dated February 18, 1993, including additional information on compliance with part 141, and includes a chapter on Transportation Security Administration (TSA) requirements for part 141 pilot schools.

This order provides guidance and assigns responsibility for the implementation of the Aircraft Certification Service (AIR) certificate management (CM) of production activities of manufacturers and their suppliers producing products and articles in accordance with Title 14 of the Code of Federal Regulations. This order has been organized into three functional components. The first two chapters describe the CM process. Chapter 3 describes ongoing CM practices and includes Quality System Audits (QSA) and related activities. Chapters 4 and 5 describe additional CM activities, continuous improvement, and the Aircraft Certification Audit Information System’s (ACAIS) role in CM.

Purpose. This advisory circular (AC) describes an acceptable method, but not the only method, to support certain comparative assessment compliance findings to Title 14 of the Code of Federal Regulations (14 CFR) part 33, § 33.15, Materials, for turbine engine projects. Comparative assessment of certain data is often necessary to show the required functional and durability equivalencies between engine combustor and turbine section parts from different design or manufacturing processes, e.g., parts manufacturer approvals (PMA) versus type design parts. These equivalencies relate to oxidation, hot corrosion, and thermal fatigue and erosion characteristics in the engine environment. This data is necessary to support overall FAA design approval of turbine engine and auxiliary power unit (APU) parts approved under PMA, type certificate (TC) design change, supplemental type certificate (STC), or repair or alteration authority.

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