Within 6 Months
Starting July 1, 2021, affected operators are required to follow new regulations establishing flight duty and pilot rest times. The new regulations have given operators the last two years to submit their regulatory compliance plans. Affected operators include all those with Australian commercial certifications, including airlines, charter and air taxi companies, flight schools, and aerial application firms.
Revisions have been proposed to the NTSB’s accident notification form 6120.1, the document required to be filed with the safety board by the pilot, operator, or representative of an aircraft involved in an accident or incident that meets safety board reporting criteria. Among the proposed changes: update the form’s certification statement to include that by signing the document, the pilot/operator consents to the public release of the information contained therein. Comments on the proposal are due July 6, 2021.
The National Transportation Safety Board proposes amending the definition of ‘‘unmanned aircraft accident’’ by removing the weight-based requirement (under 300 pounds) and replacing it with an airworthiness certificate or airworthiness approval requirement. The weight threshold is no longer an appropriate criterion and the proposed definition will be flexible to account for changes in the unmanned aerial systems industry. It also allows the NTSB to respond quickly to UAS events with a safety significance, while not burdening the agency or public with unnecessary responses. Comments on the proposal are due July 20, 2021.
This final FAA rule requires air carriers, charter operators, specific operators holding out to the public, entities conducting public aircraft operations, air tour operators, fractional ownerships, and corporate flight departments to enter relevant data on individuals employed as pilots into the electronic pilot records database (PRD). August 1 is the first of several PRD compliance deadlines that extend to Sept. 10, 2029. In addition, this rule identifies the air carriers and operators, including corporate flight departments, required to access the PRD to evaluate the available data for each pilot candidate prior to making a hiring decision.
Due to continuing disruptions in the aviation industry from the Covid-19 pandemic, EASA has delayed the effective date of regulations implementing new standards for aircraft landing performance calculations. The new compliance date of the rules, amended on Aug. 1, 2019, and originally set to go into effect on Nov. 5, is now Aug. 12, 2021.
ICAO has recommended implementing the new global reporting format (GRF) for assessing runway conditions on November 4. However, the European Union has decided to start using the GRF format as of August 12 to ensure a smooth preparation for the next winter season. The new format is intended to better associate airplane performance calculations with the actual runway surface conditions in order to mitigate the risk of runway excursions during landings and takeoffs on contaminated runway surfaces.
ICAO has recommended implementing the new global reporting format (GRF) for assessing runway conditions on November 4. However, Canada has decided to start using the GRF format as of August 12 to ensure smooth preparation for the next winter season. The new format is intended to better associate airplane performance calculations with the actual runway surface conditions in order to mitigate the risk of runway excursions during landings and takeoffs on contaminated runway surfaces.
Incremental deadlines are set for implementing new and revised EASA regulations to address large turbine airplane structural aging risk factors. These risks include fatigue of the basic type design, widespread fatigue damage, corrosion, fatigue from modifications and repairs, and continued operation with unsafe levels of fatigue cracking. Design approval holders are required to develop data to support continuing structural integrity programs. At the same time, operators of covered airplanes need to revise their aircraft maintenance programs to incorporate those data and to address the adverse effects of modifications and repairs on each airframe. The first of several incremental deadlines, including the submission of compliance plans by STC holders, is May 27, 2021, and August 25, 2021.
In response to the on-going Covid-19 pandemic and the associated challenges facing the aviation industry, ICAO has delayed for one year the applicability date of the new global reporting format (GRF) for assessing runway conditions to Nov. 4, 2021. Under an EASA notice of proposed rulemaking in 2018, the GRF was scheduled to go into effect Nov. 5, 2020. The agencies, in partnership with key international organizations, will continue to provide support to member states and stakeholders as they emerge from the current crisis and revise their implementation plans. In particular, training resources will be enhanced and awareness-raising activities will be re-launched.
Starting on Nov. 25, 2021, Canadian-registered commercial and private aircraft required to have an emergency locator transmitter cannot be operated in the country unless it is equipped with one or more ELTs that transmit simultaneously on the 406 MHz and 121.5 MHz frequencies. Foreign-registered aircraft operating in Canada must have at least one 406 MHz ELT. Currently, Canadian Aviation Regulations only require that aircraft operate with one 121.5 MHz ELT, although nearly half of the country's fleet have converted to 406 MHz ELTs.
Ten new flight operations regulations will consolidate the operating and flight rules, as well as certification and management requirements, for a variety of aircraft and operations which will apply to all pilots and operators in Australia. They will all commence on Dec. 2, 2021. The regulations covered include general operating and flight rules; certification and management of commercial aircraft operating certificates; and small and large airplanes and rotorcraft.
Within 12 Months
ADS-B Out requirements for Mexico are delayed until Jan. 1, 2022. Originally, the mandate was scheduled to go into effect January 1. According to government officials, when the requirements do take effect, they will apply to operations in Mexico Class A, B, C, E airspace and Class E airspace above 10,000 feet. It is required now in Class E airspace over the Gulf of Mexico, at and above 3,000 feet msl within 12 nm of the Mexican coast.
In addition to yachts and high-end vehicles, business and other general aviation aircraft are included again in the Canadian government’s latest so-called luxury tax proposal. If the tax is adopted, it would go into force on Jan. 1, 2022. The Canadian Business Aviation Association (CBAA) is fighting the proposal, telling the government its assumption that a “small plane is an unessential high-end toy totally misrepresents how these aircraft are generally used.” In 2019 a similar luxury tax proposal for aircraft was struck down.
Revised requirements for ATC-provided airport flight information services (AFIS) in Europe go into effect on Jan. 27, 2022. The rules update the elements that are to be included in AFIS live communications or in recorded AFIS broadcasts. Unlike ATIS broadcasts, available only at controlled airports when the ATC tower is in operation, AFIS requirements include transmitting on a 24-hour basis, including at specified non-tower airports.
Starting on April 30, 2022, unless specifically authorized by ATC, no person may operate an aircraft within Colombian territory in any controlled airspace or other airspace in which a transponder is required, without ADS-B Out operational capability.
Beyond 12 Months
New FAR Part 89 requires that after Sept. 16, 2022, no unmanned aircraft can be produced without FAA-approved remote identification capability. After Sept. 16, 2023, no unmanned aircraft can be operated unless it is equipped with remote ID capability as described in Part 89 or is transmitting ADS-B Out under Part 91. A person operating an unmanned aircraft without remote identification must always operate within visual line of sight and in an approved FAA-recognized identification area. On Sept. 16, 2022, the FAA will begin accepting applications from listed types of organizations for FAA-recognized identification areas.
Revised Australian airport certification regulations (CASR Part 139) and an accompanying revised manual of standards (MOS) went into effect on Aug. 13, 2020. Under a transition period, operators of certified airports have until Nov. 13, 2022, to comply with the requirements and MOS publications, including developing an airport operations manual.
Revisions to duty time and rest regulations for Canadian-registered commercial operators go into effect on Dec. 12, 2020 for large air carriers (CAR Part 705), and on Dec. 12, 2022 for commuter and air taxi operators of turbine and non-turbine aircraft (CAR Parts 704 and 703). Transport Canada said the changes include: prescribed flight and duty time limits that respect modern scientific research and international standards to limit the amount of time a crew member can be on the job; and fatigue risk-management systems that will require operators to demonstrate that any variance to the prescribed flight and duty time limits will not adversely affect the level of flight crew fatigue or alertness.
Covid-19 pandemic implications have prompted New Zealand to extend its ADS-B Out compliance date for one year from the previous deadline of Dec. 31, 2021. The ADS-B provisions, already mandatory for aircraft flying above 24,500 feet, will apply in the rest of New Zealand’s controlled airspace by Dec. 31, 2022. Financial support to help aircraft owners equip with ADS-B avionics is available on a first-come, first-served basis, with up to $2,500 for ADS-B out and an additional $500 for ADS-B in.
Cockpit voice and flight data equipment requirements for commercial turbine aircraft operations (including air taxis) that were adopted in 2011 by Mexico’s aviation authority will become effective and go into force incrementally from Dec. 31, 2020 through Dec. 31, 2022, based on the number of aircraft in an operators fleet. Generally, the rules apply to turbine airplanes with 10 or more passenger seats and large turbine helicopters flying in Mexico airspace under an international air operator certificate.
The U.S. Environmental Protection Agency's CO2 aircraft emissions standards apply to all other new jet design applications made on or after Jan, 1, 2023. The standards also apply to new deliveries of in-production large jets starting Jan. 1, 2028. Jets with mtow under 12,566 pounds, turboprops below 19,000 pounds mtow, and piston-engine airplanes are exempt.
The ADS-B Out requirement in Europe is Dec. 7, 2020, for aircraft receiving their certificate of airworthiness (C of A) on or after December 7. Aircraft that obtained their C of A between June 6, 1995, and Dec. 7, 2020, must arrange for retrofits to meet the ADS-B Out mandate by June 7, 2023. Both deadlines apply only to aircraft with an mtow exceeding 5,700 kg (12,566 pounds) or having a maximum cruising true airspeed capability greater than 250 knots. Aircraft with a C of A dated before June 6, 1995 are exempt from European ADS-B requirements.
New FAR Part 89 requires that after Sept. 16, 2023, no unmanned aircraft can be operated unless it is equipped with remote identification capability or is transmitting ADS-B Out under Part 91. A person operating an unmanned aircraft without remote identification must always operate within visual line of sight and in an approved FAA-recognized identification area. Part 89 describes the types of organizations that can apply for an FAA-recognized identification area.
The U.S. Environmental Protection Agency's CO2 aircraft emissions standards apply to new deliveries of in-production large jets starting Jan. 1, 2028. Jets with mtow under 12,566 pounds, turboprops below 19,000 pounds mtow, and piston-engine airplanes are exempt.