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.
The U.S. aviation industry won’t be getting a final rule on the aircraft repair station security issue until the fourth quarter of this year, the Department of Homeland Security announced. The issue dates back to a 2004 public meeting held by the TSA in response to the Vision 100 Century of Aviation Act passed by Congress in 2003.
The DHS made the announcement after 20 industry leaders sent a letter to DHS Secretary Janet Napolitano asking that the rule, which has been under consideration for eight years, be finalized before the end of last year.
A notice of proposed rulemaking (NPRM) issued yesterday by the FAA would allow pilots of aircraft operated under Parts 121, 125, 129, 133, 135 and 137 to update navigation and terrain awareness databases of their aircraft instead of having the task done by certified mechanics or repair stations.
Flight, duty and rest regulations currently being finalized for Part 121 airlines “can very well migrate over to the Part 135” on-demand sector, John Allen, head of the FAA’s flight standards office, warned charter operators at last month’s National Air Transportation Association Air Charter Summit.
“It’s likely that future rulemaking efforts will propose extending Part 121 [regulations] to Part 135,” he told attendees.
The National Air Transportation Association (NATA) has formally responded to the FAA’s notice of proposed rulemaking (NPRM) that would create a requirement for all commercially served airports as well as some serving large on-demand charter aircraft to develop and implement a safety management system (SMS).