The draft FAA rule that will provide a regulatory framework for operating small unmanned aircraft systems (UAS) of about 55 pounds or less in unrestricted airspace will likely limit those aircraft to flying 400 feet agl or below, within visual line of sight of an observer on the ground and during day VMC. The “sense-and-avoid” aspect of keeping safe separation from other aircraft will be provided by a ground observer, said Ted Wierzbanowski, chairman of ASTM International Committee F38, which is developing UAS standards under an agreement with the FAA.
On May 21 the FAA issued a notice of proposed rulemaking (NPRM) for Part 145 repair stations intended to “modernize the regulations to keep pace with current industry standards and practices.” The new rules revise repair station ratings, certification requirements and how repair stations serve airlines.
Last week the FAA issued a notice of proposed rulemaking (NPRM) for Part 145 repair stations, adding new ratings and certification requirements. This NPRM shouldn’t come as a surprise to the industry as it is a result of deferred issues from a 2001 Part 145 rule proposal, a revision of repair station ratings and quality assurance systems that generated a large number of negative comments.
The FAA has issued a notice of proposed rulemaking (NPRM) for Part 145 repair stations, in an effort to “modernize the regulations to keep pace with current industry standards and practices.” The new rules revise repair station ratings, certification requirements and how repair stations serve air carriers.
The FAA has issued a notice of proposed rulemaking for an Airworthiness Directive for certain Embraer Phenom 300s. It is based on an unsafe condition as a result of an inadequate number of drain holes in the primary control surfaces (rudder, elevators and ailerons), which may allow water to accumulate in the control surfaces.
Scott Foose, the Regional Airline Association’s (RAA) senior vice president of operations and safety, who chaired the Flight Officer Qualification (FOQ) Aviation Rulemaking Committee in the wake of the 2009 Colgan 3407 crash in Buffalo, told AIN the RAA agrees with almost everything in the current
Just a few years ago, no one in the aviation safety business anywhere on earth would have seriously asked if the FAA is losing its safety edge. For more than half a century, the FAA was the unquestioned leader in airline safety around the globe, the one all other nations looked to for leadership in setting the safety bar.
The FAA has extended until June 4 the period to submit “clarifying questions” about the final rule that amends the existing flight, duty and rest regulations applicable to certificate holders and their flight crewmembers. In the rule, the FAA created a new Part 117, which replaces the existing flight, duty and rest regulations contained in Part 121 Subparts Q, R and S. As part of this rulemaking, the FAA also applied the new Part 117 to certain Part 91 operations.
With Congressional differences resolved, the FAA Reauthorization Bill has been signed by the President and is now a formal government act. A done deal, right? Well, perhaps not totally done. Those who read the October report of the FAA-sponsored Aviation Rulemaking Committee (ARC) on implementation strategies for ADS-B in were certainly surprised to see that the bill called for in to be mandated in 2020, at the same time as ADS-B out.
With Senate approval of a four-year FAA reauthorization package yesterday afternoon, the measure now goes to the White House for the President’s signature. The Senate action ended more than four years of foot-dragging and often contentious debate, along with a record 23 short-term extensions of the FAA’s programs and funding since the last four-year reauthorization expired in the fall of 2007.