Compliance Countdown: July 2013

 - July 5, 2013, 12:20 AM

Within Six Months

Aug. 26, 2013:

Harmonization of FAA Gust and Maneuver Load Requirements with EASA Airworthiness Regulations

This notice of proposed rulemaking (NPRM) would amend certain airworthiness regulations for transport-category airplanes based on recommendations from the Aviation Rulemaking Advisory Committee. Adopting the NPRM would eliminate certain regulatory differences between the airworthiness standards of the FAA and the European Aviation Safety Agency (EASA) without affecting current industry design practices. This action would revise the pitch maneuver design loads criteria; the gust and turbulence design loads criteria; the application of gust loads to engine mounts, high-lift devices and other control surfaces; the engine torque loads criteria and the ground gust design loads criteria; and add a “round-the-clock” discrete gust criterion and a multi-axis discrete gust criterion for airplanes equipped with wing-mounted engines and an engine failure dynamic load condition. It would also revise the criteria used to establish the rough-air design speed and require the establishment of a rough-air Mach number. Send comments identified by docket number FAA-2013-0142 electronically to: www.regulations.gov or by mail to: Docket Operations, M-30; U.S. Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room W12-140, West Building Ground Floor, Washington, D.C. 20590-0001.

Sept. 9, 2013:

Requirements for Use of Enhanced Flight Vision Systems (EVFS) and Revision To Cockpit View Requirements for Vision Systems

The FAA is proposing to permit operators to use an enhanced flight vision system (EFVS) in lieu of natural vision to continue descending from 100 feet above the touchdown zone elevation to the runway and land on certain straight-in instrument approach procedures under IFR. This notice of proposed rulemaking (NPRM) would also permit certain operators using EFVS-equipped aircraft to dispatch, release or take off under IFR, and to initiate and continue an approach when the destination airport weather is below authorized visibility minimums for the runway of intended landing.

Under this NPRM, pilot training, recent flight experience and proficiency would be required for operators who use EFVS in lieu of natural vision to descend below decision altitude (DA), decision height (DH) or minimum descent altitude (MDA). EFVS-equipped aircraft conducting operations to touchdown and rollout would be required to meet additional airworthiness requirements. This proposal would also revise pilot compartment view certification requirements for vision systems using a transparent display surface located in the pilot’s outside view.

There are currently no training, recent flight experience or proficiency requirements in Part 61 for pilots conducting EFVS operations.

Comments identified by FAA docket number FAA-2013-0485 can be sent online to: www.regulations.gov or by mail to: Docket Operations, M-30; U.S. Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room W12-140, West Building Ground Floor, Washington, D.C. 20590-0001.

Jan. 14, 2014:

Flight Crewmember Duty and Rest Requirements

This final rule amends the FAA’s existing flight, duty and rest regulations applicable to certificate holders operating under domestic, flag and supplemental operations rules. The new requirements eliminate the current distinctions among domestic, flag and supplemental passenger operations and are based on time of day, whether an individual is acclimated to a new time zone and the likelihood of being able to sleep under different circumstances. This rule places a joint responsibility on the certificate holder and each flight crewmember to report for a flight duty period (FDP) properly rested. In order for the crewmember to report properly rested, the certificate holder must provide the crewmember with a meaningful rest opportunity that will allow the crewmember to get the proper amount of sleep. Likewise, the crewmember bears the responsibility of actually sleeping. A pilot who reports for duty without being properly rested is prohibited from beginning or continuing an FDP until he or she is properly rested.

Within 12 Months

July 4, 2014:

Taws Equipage for Canadian Aircraft with Six or More Passenger Seats

Transport Canada (TC) announced on July 4, 2012, new regulations that would improve safety for small aircraft that fly into remote wilderness or mountainous areas where the danger of flying into terrain is highest. Under the new regulations, commercial operators will have to install a terrain awareness and warning system (Taws) in turbine-powered airplanes with six or more passenger seats. Operators will have two years from implementation to equip their airplanes with Taws. The regulations comply with the International Civil Aviation Organization’s standards and bring Canadian regulations close to those of other aviation authorities, including the U.S. and European Union. Canada’s TSB also recommended the wider use of Taws to help pilots assess their proximity to terrain. Operators will have five years to equip with an enhanced altitude accuracy function.

Beyond 12 Months

Jan. 1, 2017:

European Union Tcas Version 7.1 Rule

The FAA has published an Information for Operators regarding an EU mandate that certain operators use the latest version 7.1 of the traffic alert and collision avoidance system (Tcas II) software. Although the International Civil Aviation Organization does not require that version 7.1 software be installed for international flights in new and existing aircraft until Jan. 1, 2014, and Jan. 1, 2017, respectively, the EU mandated that all aircraft with a maximum takeoff weight of more than 12,500 pounds or with an authorized capacity to carry 19 passengers have the upgrade installed by March 1 this year. However, aircraft with Tcas II version 7.0 that were certified before March 1 this year have an extended deadline of Dec. 1, 2015, to comply with the mandate. The FAA recommends that operators of aircraft with Tcas II installed and that plan on operating in EU airspace need to ensure that version 7.1 software is installed to comply with the EU implementing rule