Technically Advanced Aircraft

Technically Advanced Aircraft - (d) A second in command who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months must reestablish instrument recency under the supervision of a flight instructor qualified under § 135.338 or a check pilot qualified

under § 135.337. To reestablish instrument recency, a second in command must complete at least the following areas of operation required for the instrument rating practical test in an aircraft or FSTD that represents the category of aircraft for the instrument experience requirements to be reestablished:

Technically Advanced Aircraft

This final rule does not eliminate the requirement for a pilot to receive training in complex airplane operations prior to acting as PIC of a complex airplane. The amendment to § 61.129(a)(3)(ii) allows a pilot to use a TAA as an alternative to a complex airplane to satisfy the aeronautical experience specified in paragraph (a)(3)(ii).

Operations For Compensation Or Hire

However, under § 61.31(e), a pilot is still required to receive training in a complex airplane and an endorsement from the authorized instructor certifying that the pilot is proficient to operate a complex airplane prior to acting as PIC of a complex airplane.

An authorized instructor is responsible for providing as much training time as necessary to ensure a person is proficient before providing a complex airplane endorsement. Therefore, the FAA does not expect the final rule to result in an increase in gear up landings.

The FAA also proposed a change to § 91.313(c) to ensure that instructors providing flight training and designees conducting practical tests under a LODA may accept compensation for these operations. Likewise, the FAA proposed to revise § 91.313(d) to permit persons to be carried on restricted category aircraft if necessary to accomplish a flight authorized by LODA under paragraph (h).

(ii) The person has received ground and flight training under an approved training program and has satisfactorily completed a competency check under § 135.293 of this chapter in a high performance airplane, or in a full flight simulator or flight training device that is representative of a

Definition Of Technically Advanced Airplane

high performance airplane which must be documented in the pilot's logbook or training record. The FAA proposed to define "technically advanced airplane" in § 61.1 based on the common and essential components of advanced avionics systems equipped in an airplane, including a primary flight display (PFD), a multifunction flight display (MFD) and an integrated two axis

autopilot. The FAA proposed that a TAA must include a PFD that is an electronic display integrating all of the following flight instruments together: An airspeed indicator, turn coordinator, attitude indicator, heading indicator, altimeter, and vertical speed indicator.

Additionally, the FAA proposed that an independent MFD must be installed that provides a GPS with moving map navigation system and an integrated two axis autopilot.[52] The proposed definition of TAA would have applied to permanently installed equipment.

American Flyers and several individuals asserted that using an FFS, FTD, or ATD to satisfy instrument recency requirements, particularly without an instructor present, is not comparable to operating an aircraft. The individual commenters noted that with FFSs, FTDs, or ATDs, there is no spatial disorientation, nothing truly unexpected, no other aircraft, no equipment problems, no approach changes, no interaction from air traffic control, no threat to life, and rules can

B Regulatory Flexibility Determination

be violated. Two individuals noted that an instructor could introduce some of these variables in an FSTD or ATD. One individual recommended the FAA require a flight instructor to introduce real-world scenarios in an ATD as part of the instrument recency requirements.

(iv) Serves as second in command in operations conducted in accordance with § 135.99(c) of this chapter when a second pilot is not required under the type certification of the aircraft or the regulations under which the flight is being conducted, provided the requirements

in § 61.159(c) are satisfied. The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) establishes "as a principle of regulatory issuance that agencies shall endeavor, consistent with the objectives of the rule and of applicable statutes, to fit regulatory and informational requirements to

the scale of the businesses, organizations, and governmental jurisdictions subject to regulation. To achieve this principle, agencies are required to solicit and consider flexible regulatory proposals and to explain the rationale for their actions to assure that such proposals are given serious consideration.”

Iv Discussion Of Effective Dates For Rule Provisions

The RFA covers a wide range of small entities, including small businesses, not-for-profit organizations, and small governmental jurisdictions. Section 135.99 is revised to add paragraph (c) to permit a certificate holder conducting part 135 operations to receive approval of an SIC PDP via operations specifications (Ops Specs) in order to allow their pilots to log time as SICs in an operation that does not

require an SIC by type certification of the aircraft or the regulations under which the flight is being conducted. The paragraph includes requirements related to the certificate holder, aircraft, and pilots involved. Section 135.99(d) states that certificate holders who have been approved to deviate from the requirements in § 135.21(a), § 135.341(a), or § 119.69(a) are not permitted to obtain approval to conduct an SIC PDP.

Several commenters noted ambiguity with requiring the MFD to include an "integrated two axis autopilot." Garmin noted that the G500 and G600 have autopilot mode control and announcements capabilities for select autopilots on the PFD, not the MFD portion of the display.

Therefore, the autopilot function itself is provided in a separate piece of equipment and not included in the MFD. Garmin also noted that equipment, such as Garmin's GTN650 and GTN750, could be considered an independent additional MFD that includes GPS with moving map navigation but the autopilot function and related mode control and announcements are provided in separate pieces of equipment.

Definition Of Aviation Training Device

Twin City suggested the FAA remove "integrated" from the description of the autopilot, allowing the use of independent/aftermarket autopilot systems. In the interest of safety, the FAA has determined that, in order to provide instrument instruction in a multiengine airplane competently and safely, the flight instructor must have been trained and tested on giving instruction in a multiengine airplane including instruction on one-engine inoperative tasks

. Any task required for the multiengine airplane rating has the potential for becoming a single engine operation. Verification of flight instructor proficiency in teaching emergency scenarios such as a loss of an engine during multiengine operations ensures that flight instructors can successfully mitigate such risk and safely provide instrument training in multiengine airplanes.

66. NTSB data available at https://app.ntsb.gov/​avdata/​ or contact the National Transportation Safety Board at 202-314-6000 and ask to be transferred to the Safety Research and Statistical Analysis Division and request a query of the database. These markup elements allow the user to see how the document follows the

Document Drafting Handbook that agencies use to create their documents. These can be useful for better understanding how a document is structured but are not part of the published document itself. (b) A certificate holder may obtain approval to provide a temporary document verifying a flightcrew member's airman certificate and medical certificate privileges under an approved certificate verification plan set forth in the certificate holder's operations specifications.

C Executive Order Promoting International Regulatory Cooperation

A document provided by the certificate holder may be carried as an airman certificate or medical certificate on flights within the United States for up to 72 hours. The present value total cost savings over the 5-year period of analysis is about $93.1 million with an annualized cost savings of about $22.7 million at a 7% discount rate.

The following table summarizes unquantified and monetized cost savings over the 5-year period of analysis. (c) Receive a one-time endorsement in his or her logbook from an instructor authorized under subpart H of this part who certifies that the person is proficient in providing training on control and maneuvering solely by reference to the flight instruments in an airplane with a

VH greater than 87 knots CAS. This flight training must include straight and level flight, turns, descents, climbs, use of radio navigation aids, and ATC directives. 24. Prior to this final rule, § 61.57(c)(3) required persons using an ATD to establish instrument experience to complete the required tasks within the preceding 2 calendar months.

Persons using an aircraft, FFS, FTD, or a combination, however, were required to establish instrument experience within the preceding 6 calendar months. 14 CFR 61.57(c)(1) and (2). FAA Order 8900.1, Flight Standards Information Management System, Vol.

Amendment To Aeronautical Experience Requirement For Commercial Pilots

11, Chapter 10, Basic and Advanced Aviation Training Device, Sec. 1, Approval and Authorized Use under 14 Start Printed Page 30270CFR parts 61 and 141 guidance concerning ATD's will be revised. In the NPRM, the FAA proposed three different effective dates for the various proposed amendments.

The proposed amendments would have been effective either 30, 60 or 180 days after the date of publication of the final rule in the Federal Register, depending on the type and scale of implementation needed for persons to begin complying with the amended requirements.

American Flyers stated that if an instrument instructor holds the appropriate category and class on his or her commercial pilot certificate, he or she has already demonstrated proficiency on the tasks required for the commercial practical test.

Eagle Sport stated that instrument procedures are standard across the board and instrument instructors should be qualified to teach them. One individual believed that removing the requirement of category and class for instrument instructors makes absolute sense and instrument flying and the regulations are the same no matter what aircraft is being flown.

B Second In Command Time In Part Operations

The FAA proposed to define ATD as a training device, other than a FFS or FTD, that has been evaluated, qualified, and approved by the Administrator.[3] The FAA proposed to add this definition to § 61.1 to differentiate ATDs from FFSs and FTDs qualified under part 60 and to establish that an ATD must be evaluated, qualified, and approved by the Administrator to be used to meet aeronautical experience requirements under part 61.

(a) Except as provided in paragraphs (b), (c), and (d) of this section, a person who is applying for an airline transport pilot certificate with an airplane category and class rating must have at least 1,500 hours of total

time as a pilot that includes at least: 31. Prior to this final rule, a person serving as SIC in a part 135 operation could log SIC time only if more than one pilot was required under the type certification of the aircraft or the regulations under which the flight was being conducted.

14 CFR 61.51(f)(2). 119. In light of GAMA's comment, however, the FAA has decided to update its terminology in 14 CFR to reflect the transition from the PTS to the ACS. For further explanation, see section III.L.

Instructor Requirement When Using A Full Flight Simulator Flight Training Device Or Aviation Training Device To Complete Instrument Recency Experience

of this final rule preamble. One individual asked several clarifying questions regarding limitations on the use of temporary validation documents. This individual asked how the program would keep track of the number of times a flightcrew member loses, destroys, or otherwise fails to have their certificates in their possession.

This individual also asked if there was a limit to the number of temporary verification documents issued to an individual, and if so, how those limitations would be enforced. The aircraft made its first flight in January 2010 and is currently in the final flight testing phase.

It is expected to be introduced by the Russian Air Force in 2019, replacing the existing fleet of Su-27 fourth-generation fighter. 38. As further explained in the NPRM, these certificate holders—either by regulation or deviation—are not required to develop and maintain manuals that describe the procedures and policies to be used by the flight, ground and maintenance personnel.

14 CFR 135.21. Additionally, these certificate holders are not required to establish and maintain an approved pilot training program under § 135.341 or employ certain management personnel under § 119.69. Because of the limited size and scope of these certificate holders' operations, the FAA does not believe that they would provide the environment necessary to foster an SIC PDP.

Top Advanced Fighter Aircraft

16. The FAA notes that FFSs and FTDs are not issued LOAs. Rather, an FFS or FTD is issued a Statement of Qualification (SOQ), which will contain the FAA identification number. 14 CFR 60.15(g). The SOQ must be posted in or adjacent to the FSTD.

14 CFR 60.9(b)(2). 146. GAMA, Air Tractor, NAAA and Colorado Agricultural Aviation Association all cited a recent survey conducted by the NAAA which found that operators who conduct agricultural operations have an average of 2.1 aircraft per operation, and that there was an average of 2.0 pilots per operation.

Texas State Technical College, GAMA, NAAA, Farm Air, Curless Flying Service and Colorado Agricultural Aviation Association all noted that many of these small operators do not have the capacity to dedicate an aircraft to training. NAAA, Farm Air, Curless Flying Service, Colorado Agricultural Aviation Association and Queen Bee Air Specialties specifically discussed the difficulty of maintaining a turbine aircraft and commented that most operators rely on third party training providers to provide instruction in a dual cockpit aircraft.

Therefore, as provided in section 605(b), the head of the FAA certifies that this final rule will not result in a significant economic impact on a substantial number of small entities, as it imposes no new costs.

Digital Equity Act Of

Furthermore, since the NPRM, the FAA has determined that the requirement in § 61.129(b)(3)(ii) that a seaplane have flaps and a controllable pitch propeller has not been updated to reflect the revised definition of “complex airplane” in

§ 61.1. In 2011, the FAA amended the definition of "complex airplane" to include airplanes and seaplanes equipped with a full authority digital engine control (FADEC).[70] The FAA is, therefore, adding language to § 61.129(b)(3)(ii) to accommodate seaplanes equipped with a FADEC consistent with the definition of complex airplane in § 61.1.

AOPA recommended the FAA revise proposed § 61.412(b) to allow flight instructors with a sport pilot rating to receive the required three hours of flight training in an ATD. AOPA explained Start Printed Page 30256 that a flight instructor with a sport pilot rating who holds an endorsement under § 61.327(b) has already been found proficient in an airplane with a Vh greater than 87 knots CAS.

Additionally, because the flight instructor with a sport pilot rating and the sport pilot student will not be rated to fly under IFR, all the training to be conducted under proposed §§ 61.412 and 61.93(e)(12) will be performed under simulated instrument

E Flight Instructors With Instrument Ratings Only

meteorological conditions, not actual instrument meteorological conditions. Lastly, AOPA also stated that limitations on the use of certain ATDs being used for this type of flight training can be imposed by the LOA process when the FAA evaluates and approves an ATD.

AC 61-65, Certification: Pilots and Flight and Ground Instructors will be revised to include endorsements and guidance pertaining to the sport pilot provisions. This will include the recommended endorsement for qualifying a sport pilot only instructor to give basic instrument flight instruction to sport pilot candidates only.

Additional guidance will be provided regarding reference to the General Aviation and Commercial Division, to qualify aircraft as TAA that otherwise do not meet the criteria defined in the rule definition. 126. Prior to this final rule, under § 141.5, the graduates who completed special curriculum courses could not be counted when calculating the 80 percent pass rate required for issuance or renewal of a pilot school certificate.

152. Prior to this final rule, certain former military aircraft and some experimental aircraft that were designed to be flown by one pilot were required under § 91.531(a) to have an SIC because they qualified as a large airplane.

Economic Burden

These airplanes were not eligible to obtain an LOA under § 91.531(b) because they were not type certified. Under § 91.531(b), the Administrator was allowed only to issue LOAs for the operation of an airplane without an SIC "if that airplane is designed for and type certified with only one pilot station."

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