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FAR-AIM Update 3/29/17 ASA 1

3/29/17

ASA’s FAR/AIM 2017 UpdateChanges to the Federal Aviation Regulations can occur daily via the Federal Registers, and the Aeronautical Information Manual is updated every 6 months. ASA keeps you current by publishing the FAR/AIM Series annually, providing online Updates and an email subscription service so you’re notified when a change has been made affecting the information in your books.

ASA’s FAR/AIM 2017 book is current through June 28, 2016. With this Update, it is current through March 29, 2017.

AIM Change 2 (effective November 10, 2016) begins on page 19.

PART 1DEFINITIONS AND ABBREVIATIONS

Change Date: December 13, 2016, February 8, 2017Effective Date: March 21, 2017Source: Amdt. 1–70, 81 FR 90169, 82 FR 9677

Amend §1.1 by adding the definition of “EFVS operation” in al-phabetical order and by revising the definition for “Enhanced flight vision system (EFVS)” to read as follows:

§1.1 General definitions.* * * * * EFVS operation means an operation in which visibility condi-tions require an EFVS to be used in lieu of natural vision to per-form an approach or landing, determine enhanced flight visibility, identify required visual references, or conduct a rollout. Enhanced flight vision system (EFVS) means an installed air-craft system which uses an electronic means to provide a display of the forward external scene topography (the natural or man-made features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, including but not limited to forward-looking infrared, mil-limeter wave radiometry, millimeter wave radar, or low-light level image intensification. An EFVS includes the display element, sen-sors, computers and power supplies, indications, and controls.* * * * *

Amend §1.2 by adding the abbreviation “VGSI” in alphabetical order to read as follows:

§1.2 Abbreviations and symbols.* * * * * VGSI means visual glide slope indicator.* * * * *

PART 43MAINTENANCE, PREVENTIVE MAINTENANCE,

REBUILDING, AND ALTERATION

Change Date: December 30, 2016Effective Date: August 30, 2017Source: Amdt. 43–49, 81 FR 96700

In part 43, appendix E, revise the introductory text and paragraph (a)(2) to read as follows:

Appendix E to Part 43—Altimeter System Test and Inspection

Each person performing the altimeter system tests and inspec-tions required by §91.411 of this chapter must comply with the fol-lowing: (a) * * * (2) Perform a proof test to demonstrate the integrity of the static pressure system in a manner acceptable to the Administrator. For airplanes certificated under part 25 of this chapter, determine that leakage is within the tolerances established by §25.1325.* * * * *

PART 61CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS,

AND GROUND INSTRUCTORS

Change Date: September 7, 2016Effective Date: November 7, 2017Source: Amdt. 61–138, 81 FR 61591

Remove Special Federal Aviation Regulation No. 108.


Change Date: January 11, 2017Effective Date: May 1, 2017Source: Amdt. 61–140, 82 FR 3164

In §61.3, revise paragraphs (c)(2)(viii) and (x) through (xii), add paragraphs (c)(2)(xiii) and (xiv), and revise paragraph (l) intro-ductory text to read as follows:

§61.3 Requirement for certificates, ratings, and authorizations.

* * * * * (c) * * * (2) * * * (viii) Is exercising the privileges of a flight instructor certificate, provided the person is not acting as pilot in command or as a re-quired pilot flight crewmember; * * * (x) Is operating an aircraft within a foreign country using a pilot license issued by that country and possesses evidence of current medical qualification for that license; (xi) Is operating an aircraft with a U.S. pilot certificate, issued on the basis of a foreign pilot license, issued under §61.75, and holds a medical certificate issued by the foreign country that issued the foreign pilot license, which is in that person’s physical possession or readily accessible in the aircraft when exercising the privileges of that airman certificate; (xii) Is a pilot of the U.S. Armed Forces, has an up-to-date U.S. military medical examination, and holds military pilot flight status; (xiii) Is exercising the privileges of a student, recreational or private pilot certificate for operations conducted under the condi-tions and limitations set forth in §61.113(i) and holds a U.S. driver’s license; or (xiv) Is exercising the privileges of a flight instructor certificate and acting as pilot in command for operations conducted under the conditions and limitations set forth in §61.113(i) and holds a U.S. driver’s license.* * * * * (l) Inspection of certificate. Each person who holds an airman certificate, medical certificate, documents establishing alternative medical qualification under part 68 of this chapter, authorization, or license required by this part must present it and their photo identification as described in paragraph (a)(2) of this section for inspection upon a request from:* * * * *

In §61.23, revise paragraphs (a)(3), (c)(1)(iii) and (iv), add para-graphs (c)(1)(v) and (vi), revise paragraph (c)(2) introductory text, and add paragraph (c)(3) to read as follows:

§61.23 Medical certificates: Requirement and duration. (a) * * * (3) Must hold at least a third-class medical certificate— (i) When exercising the privileges of a private pilot certificate, recreational pilot certificate, or student pilot certificate, except when operating under the conditions and limitations set forth in §61.113(i); (ii) When exercising the privileges of a flight instructor certifi-cate and acting as the pilot in command or as a required flightcrew member, except when operating under the conditions and limita-tions set forth in §61.113(i);

(iii) When taking a practical test in an aircraft for a recreational pilot, private pilot, commercial pilot, or airline transport pilot cer-tificate, or for a flight instructor certificate, except when operating under the conditions and limitations set forth in §61.113(i); or (iv) When performing the duties as an Examiner in an aircraft when administering a practical test or proficiency check for an air-man certificate, rating, or authorization.* * * * * (c) * * * (1) * * * (iii) Exercising the privileges of a flight instructor certificate with a sport pilot rating while acting as pilot in command or serving as a required flight crewmember of a light-sport aircraft other than a glider or balloon; (iv) Serving as an Examiner and administering a practical test for the issuance of a sport pilot certificate in a light-sport aircraft other than a glider or balloon; (v) Exercising the privileges of a student, recreational or private pilot certificate if the flight is conducted under the conditions and limitations set forth in §61.113(i); or (vi) Exercising the privileges of a flight instructor certificate and acting as the pilot in command or as a required flight crewmember if the flight is conducted under the conditions and limitations set forth in §61.113(i). (2) A person using a U.S. driver’s license to meet the require-ments of paragraph (c) while exercising sport pilot privileges must— * * * (3) A person using a U.S. driver’s license to meet the require-ments of paragraph (c) while operating under the conditions and limitations of §61.113(i) must meet the following requirements— (i) The person must— (A) Comply with all medical requirements or restrictions associ-ated with his or her U.S. driver’s license; (B) At any point after July 14, 2006, have held a medical certifi-cate issued under part 67 of this chapter; (C) Complete the medical education course set forth in §68.3 of this chapter during the 24-calendar months before acting as pilot in command in an operation conducted under §61.113(i) and retain a certification of course completion in accordance with §68.3(b)(1) of this chapter; (D) Receive a comprehensive medical examination from a State-licensed physician during the 48 months before acting as pilot in command of an operation conducted under §61.113(i) and that medical examination is conducted in accordance with the re-quirements in part 68 of this chapter; and (E) If the individual has been diagnosed with any medical con-dition that may impact the ability of the individual to fly, be under the care and treatment of a State-licensed physician when acting as pilot in command of an operation conducted under §61.113(i). (ii) The most recently issued medical certificate— (A) May include an authorization for special issuance; (B) May be expired; and (C) Cannot have been suspended or revoked. (iii) The most recently issued Authorization for a Special Issu-ance of a Medical Certificate cannot have been withdrawn; and (iv) The most recent application for an airman medical certificate submitted to the FAA cannot have been completed and denied.* * * * *



Amend §61.57 by revising paragraphs (e)(2) and (3) to read as follows:

§61.57 Recent flight experience: Pilot in command.* * * * * (e) * * * (2) This section does not apply to a pilot in command who is employed by a part 119 certificate holder authorized to conduct operations under part 121 when the pilot is engaged in a flight op-eration under part 91 or 121 for that certificate holder if the pilot in command complies with §§121.436 and 121.439 of this chapter. (3) This section does not apply to a pilot in command who is employed by a part 119 certificate holder authorized to conduct operations under part 135 when the pilot is engaged in a flight op-eration under parts 91 or 135 for that certificate holder if the pilot in command is in compliance with §§135.243 and 135.247 of this chapter.* * * * *

Change Date: December 13, 2016Effective Date: March 13, 2018Source: Amdt. 61–139, 81 FR 90170

Add §61.66 to read as follows:

§61.66 Enhanced Flight Vision System Pilot Requirements (a) Ground training. (1) Except as provided under paragraphs (f) and (h) of this section, no person may manipulate the controls of an aircraft or act as pilot in command of an aircraft during an EFVS operation conducted under §91.176(a) or (b) of this chapter, or serve as a required pilot flightcrew member during an EFVS operation con-ducted under §91.176(a) of this chapter, unless that person— (i) Receives and logs ground training under a training program approved by the Administrator; and (ii) Obtains a logbook or training record endorsement from an authorized training provider certifying the person satisfactorily completed the ground training appropriate to the category of air-craft for which the person is seeking the EFVS privilege. (2) The ground training must include the following subjects: (i) Those portions of this chapter that relate to EFVS flight op-erations and limitations, including the Airplane Flight Manual or Rotorcraft Flight Manual limitations; (ii) EFVS sensor imagery, required aircraft flight information, and flight symbology; (iii) EFVS display, controls, modes, features, symbology, annun-ciations, and associated systems and components; (iv) EFVS sensor performance, sensor limitations, scene inter-pretation, visual anomalies, and other visual effects; (v) Preflight planning and operational considerations associated with using EFVS during taxi, takeoff, climb, cruise, descent and landing phases of flight, including the use of EFVS for instrument approaches, operating below DA/DH or MDA, executing missed approaches, landing, rollout, and balked landings; (vi) Weather associated with low visibility conditions and its ef-fect on EFVS performance; (vii) Normal, abnormal, emergency, and crew coordination pro-cedures when using EFVS; and (viii) Interpretation of approach and runway lighting systems and their display characteristics when using an EFVS.

(b) Flight training. (1) Except as provided under paragraph (h) of this section, no person may manipulate the controls of an aircraft or act as pi-lot in command of an aircraft during an EFVS operation under §91.176(a) or (b) of this chapter unless that person— (i) Receives and logs flight training for the EFVS operation under a training program approved by the Administrator; and (ii) Obtains a logbook or training record endorsement from an authorized training provider certifying the person is proficient in the use of EFVS in the category of aircraft in which the training was provided for the EFVS operation to be conducted. (2) Flight training must include the following tasks: (i) Preflight and inflight preparation of EFVS equipment for EFVS operations, including EFVS setup and use of display, controls, modes and associated systems, and adjustments for brightness and contrast under day and night conditions; (ii) Proper piloting techniques associated with using EFVS dur-ing taxi, takeoff, climb, cruise, descent, landing, and rollout, includ-ing missed approaches and balked landings; (iii) Proper piloting techniques for the use of EFVS during instru-ment approaches, to include operations below DA/DH or MDA as applicable to the EFVS operations to be conducted, under both day and night conditions; (iv) Determining enhanced flight visibility; (v) Identifying required visual references appropriate to EFVS operations; (vi) Transitioning from EFVS sensor imagery to natural vision acquisition of required visual references and the runway environ-ment; (vii) Using EFVS sensor imagery, required aircraft flight infor-mation, and flight symbology to touchdown and rollout, if the per-son receiving training will conduct EFVS operations under Sec. 91.176(a) of this chapter; and (viii) Normal, abnormal, emergency, and crew coordination pro-cedures when using an EFVS. (c) Supplementary EFVS training. A person qualified to con-duct an EFVS operation under §91.176(a) or (b) of this chapter who seeks to conduct an additional EFVS operation for which that person has not received training must— (1) Receive and log the ground and flight training required by paragraphs (a) and (b) of this section, under a training program approved by the Administrator, appropriate to the additional EFVS operation to be conducted; and (2) Obtain a logbook or training record endorsement from the authorized training provider certifying the person is proficient in the use of EFVS in the category of aircraft in which the training was provided for the EFVS operation to be conducted. (d) Recent flight experience: EFVS. Except as provided in paragraphs (f) and (h) of this section, no person may manipulate the controls of an aircraft during an EFVS operation or act as pilot in command of an aircraft during an EFVS operation unless, within 6 calendar months preceding the month of the flight, that person performs and logs six instrument approaches as the sole manipu-lator of the controls using an EFVS under any weather conditions in the category of aircraft for which the person seeks the EFVS privilege. The instrument approaches may be performed in day or night conditions; and (1) One approach must terminate in a full stop landing; and (2) For persons authorized to exercise the privileges of §91.176(a), the full stop landing must be conducted using the EFVS. (e) EFVS refresher training.


(1) Except as provided in paragraph (h) of this section, a person who has failed to meet the recent flight experience requirements of paragraph (d) of this section for more than six calendar months may reestablish EFVS currency only by satisfactorily completing an approved EFVS refresher course in the category of aircraft for which the person seeks the EFVS privilege. The EFVS refresher course must consist of the subjects and tasks listed in paragraphs (a)(2) and (b)(2) of this section applicable to the EFVS operations to be conducted. (2) The EFVS refresher course must be conducted by an autho-rized training provider whose instructor meets the training require-ments of this section and, if conducting EFVS operations in an aircraft, the recent flight experience requirements of this section. (f) Military pilots and former military pilots in the U.S. Armed Forces. (1) The training requirements of paragraphs (a) and (b) of this section applicable to EFVS operations conducted under §91.176(a) of this chapter do not apply to a military pilot or former military pilot in the U.S. Armed Forces if that person documents satisfactory completion of ground and flight training in EFVS op-erations to touchdown and rollout by the U.S. Armed Forces. (2) The training requirements in paragraphs (a) and (b) of this section applicable to EFVS operations conducted under §91.176(b) of this chapter do not apply to a military pilot or former military pilot in the U.S. Armed Forces if that person documents satisfactory completion of ground and flight training in EFVS op-erations to 100 feet above the touchdown zone elevation by the U.S. Armed Forces. (3) A military pilot or former military pilot in the U.S. Armed Forces may satisfy the recent flight experience requirements of paragraph (d) of this section if he or she documents satisfac-tory completion of an EFVS proficiency check in the U.S. Armed Forces within 6 calendar months preceding the month of the flight, the check was conducted by a person authorized by the U.S. Armed Forces to administer the check, and the person receiving the check was a member of the U.S. Armed Forces at the time the check was administered. (g) Use of full flight simulators. A level C or higher full flight simulator (FFS) equipped with an EFVS may be used to meet the flight training, recent flight experience, and refresher training re-quirements of this section. The FFS must be evaluated and quali-fied for EFVS operations by the Administrator, and must be: (1) Qualified and maintained in accordance with part 60 of this chapter, or a previously qualified device, as permitted in accor-dance with §60.17 of this chapter; (2) Approved by the Administrator for the tasks and maneuvers to be conducted; and (3) Equipped with a daylight visual display if being used to meet the flight training requirements of this section. (h) Exceptions. (1) A person may manipulate the controls of an aircraft during an EFVS operation without meeting the requirements of this section in the following circumstances: (i) When receiving flight training to meet the requirements of this section under an approved training program, provided the instruc-tor meets the requirements in this section to perform the EFVS operation in the category of aircraft for which the training is being conducted. (ii) During an EFVS operation performed in the course of satis-fying the recent flight experience requirements of paragraph (d) of this section, provided another individual is serving as pilot in command of the aircraft during the EFVS operation and that indi-vidual meets the requirements in this section to perform the EFVS

operation in the category of aircraft in which the flight is being con-ducted. (iii) During an EFVS operation performed in the course of com-pleting EFVS refresher training in accordance with paragraph (e) of this section, provided the instructor providing the refresher train-ing meets the requirements in this section to perform the EFVS operation in the category of aircraft for which the training is being conducted. (2) The requirements of paragraphs (a) and (b) of this section do not apply if a person is conducting a flight or series of flights in an aircraft issued an experimental airworthiness certificate under §21.191 of this chapter for the purpose of research and develop-ment or showing compliance with regulations, provided the person has knowledge of the subjects specified in paragraph (a)(2) of this section and has experience with the tasks specified in paragraph (b)(2) of this section applicable to the EFVS operations to be con-ducted. (3) The requirements specified in paragraphs (d) and (e) of this section do not apply to a pilot who: (i) Is employed by a part 119 certificate holder authorized to conduct operations under part 121, 125, or 135 when the pilot is conducting an EFVS operation for that certificate holder under part 91, 121, 125, or 135, as applicable, provided the pilot conducts the operation in accordance with the certificate holder’s operations specifications for EFVS operations; (ii) Is employed by a person who holds a letter of deviation au-thority issued under §125.3 of this chapter when the pilot is con-ducting an EFVS operation for that person under part 125, pro-vided the pilot is conducting the operation in accordance with that person’s letter of authorization for EFVS operations; or (iii) Is employed by a fractional ownership program manager to conduct operations under part 91 subpart K when the pilot is con-ducting an EFVS operation for that program manager under part 91, provided the pilot is conducting the operation in accordance with the program manager’s management specifications for EFVS operations. (4) The requirements of paragraphs (a) and (b) of this section do not apply if a person is conducting EFVS operations under §91.176(b) of this chapter and that person documents that prior to March 13, 2018, that person satisfactorily completed ground and flight training on EFVS operations to 100 feet above the touchdown zone elevation. (5) The requirements specified in this section do not apply if a person is conducting an EFVS operation to 100 feet above the touchdown zone elevation in accordance with the requirements of §91.175(l) and (m) of this chapter prior to March 13, 2018.


Effective March 13, 2018, amend §61.66 by removing paragraph (h)(5).


In §61.89, add paragraph (d) to read as follows:

§61.89 General Limitations.* * * * * (d) The holder of a student pilot certificate may act as pilot in command of an aircraft without holding a medical certificate is-


sued under part 67 of this chapter provided the student pilot holds a valid U.S. driver’s license, meets the requirements of §61.23(c)(3), and the operation is conducted consistent with the require-ments of paragraphs (a) and (b) of this section and the conditions of §61.113(i). Where the requirements of paragraphs (a) and (b) of this section conflict with §61.113(i), a student pilot must comply with paragraphs (a) and (b) of this section.

In §61.101, add paragraph (k) to read as follows:

§61.101 Recreational pilot privileges and limitations.* * * * * (k) A recreational pilot may act as pilot in command of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the pilot holds a valid U.S. driver’s license, meets the requirements of §61.23(c)(3), and the operation is conducted consistent with this section and the conditions of §61.113(i). Where the requirements of this section conflict with §61.113(i), a recre-ational pilot must comply with this section.

In §61.113, add paragraph (i) to read as follows:

§61.113 Private pilot privileges and limitations: Pilot in command.

* * * * * (i) A private pilot may act as pilot in command of an aircraft with-out holding a medical certificate issued under part 67 of this chap-ter provided the pilot holds a valid U.S. driver’s license, meets the requirements of §61.23(c)(3), and complies with this section and all of the following conditions and limitations: (1) The aircraft is authorized to carry not more than 6 occupants, has a maximum takeoff weight of not more than 6,000 pounds, and is operated with no more than five passengers on board; and (2) The flight, including each portion of the flight, is not carried out— (i) At an altitude that is more than 18,000 feet above mean sea level; (ii) Outside the United States unless authorized by the country in which the flight is conducted; or (iii) At an indicated airspeed exceeding 250 knots; and (3) The pilot has available in his or her logbook— (i) The completed medical examination checklist required under §68.7 of this chapter; and (ii) The certificate of course completion required under §61.23(c)(3).

PART 68REQUIREMENTS FOR OPERATING CERTAIN SMALL

AIRCRAFT WITHOUT A MEDICAL CERTIFICATE

Sec.68.1 Applicability.68.3 Medical education course requirements.68.5 Comprehensive medical examination.68.7 Comprehensive medical examination checklist.68.9 Special Issuance process.68.11 Authority to require additional information.

§68.1 Applicability. This part prescribes the medical education and examination re-quirements for operating an aircraft under §61.113(i) of this chapter without holding a medical certificate issued under part 67 of this chapter.

§68.3 Medical education course requirements. (a) The medical education course required to act as pilot in com-mand in an operation under §61.113(i) of this chapter must— (1) Educate pilots on conducting medical self-assessments; (2) Advise pilots on identifying warning signs of potential serious medical conditions; (3) Identify risk mitigation strategies for medical conditions; (4) Increase awareness of the impacts of potentially impairing over-the-counter and prescription drug medications; (5) Encourage regular medical examinations and consultations with primary care physicians; (6) Inform pilots of the regulations pertaining to the prohibition on operations during medical deficiency and medically disqualify-ing conditions; and (7) Provide the checklist developed by the FAA in accordance with §68.7. (b) Upon successful completion of the medical education course, the following items must be electronically provided to the individual seeking to act as pilot in command under the conditions and limitations of §61.113(i) of this chapter and transmitted to the FAA— (1) A certification of completion of the medical education course, which shall be retained in the individual’s logbook and made avail-able upon request, and shall contain the individual’s name, ad-dress, and airman certificate number; (2) A release authorizing single access to the National Driver Register through a designated State Department of Motor Vehicles to furnish to the FAA information pertaining to the individual’s driv-ing record; (3) A certification by the individual that the individual is under the care and treatment of a physician if the individual has been di-agnosed with any medical condition that may impact the ability of the individual to fly, as required under §61.23(c)(3) of this chapter; (4) A form that includes— (i) The name, address, telephone number, and airman certificate number of the individual; (ii) The name, address, telephone number, and State medical license number of the physician performing the comprehensive medical examination; (iii) The date of the comprehensive medical examination; and (iv) A certification by the individual that the checklist described in §68.7 was followed and signed by the physician during the med-ical examination required by this section; and (5) A statement, which shall be signed by the individual certify-ing that the individual understands the existing prohibition on op-erations during medical deficiency by stating: “I understand that I cannot act as pilot in command, or any other capacity as a re-quired flight crew member, if I know or have reason to know of any medical condition that would make me unable to operate the aircraft in a safe manner.”

§68.5 Comprehensive medical examination. (a) Prior to the medical examination required by §61.23(c)(3) of this chapter, an individual must— (1) Complete the individual’s section of the checklist described in §68.7; and (2) Provide the completed checklist to the State-licensed physi-cian performing the medical examination. (b) The physician must— (1) Conduct the medical examination in accordance with the checklist set forth in §68.7; (2) Check each item specified during the examination; and (3) Address, as medically appropriate, every medical condition listed and any medications the individual is taking.


§68.7 Comprehensive medical examination checklist. The comprehensive medical examination required to conduct operations under §61.113(i) must include a checklist containing the following: (a) A section, for the individual to complete that contains— (1) Boxes 3 through 13 and boxes 16 through 19 of the FAA Form 8500-8 (3-99); and (2) A signature line for the individual to affirm that— (i) The answers provided by the individual on that checklist, in-cluding the individual’s answers regarding medical history, are true and complete; (ii) The individual understands that he or she is prohibited under FAA regulations from acting as pilot in command, or any other ca-pacity as a required flight crew member, if he or she knows or has reason to know of any medical deficiency or medically disqualify-ing condition that would make the individual unable to operate the aircraft in a safe manner; and (iii) The individual is aware of the regulations pertaining to the prohibition on operations during medical deficiency and has no medically disqualifying conditions in accordance with applicable law; (b) A section with instructions for the individual to provide the completed checklist to the State-licensed physician performing the comprehensive medical examination required under §68.5; and (c) A section, for the physician to complete, that instructs the physician— (1) To perform a clinical examination of— (i) Head, face, neck, and scalp; (ii) Nose, sinuses, mouth, and throat; (iii) Ears, general (internal and external canals), and eardrums (perforation); (iv) Eyes (general), ophthalmoscopic, pupils (equality and reac-tion), and ocular motility (associated parallel movement, nystag-mus); (v) Lungs and chest (not including breast examination); (vi) Heart (precordial activity, rhythm, sounds, and murmurs); (vii) Vascular system (pulse, amplitude, and character, and arms, legs, and others); (viii) Abdomen and viscera (including hernia); (ix) Anus (not including digital examination); (x) Skin; (xi) G-U system (not including pelvic examination); (xii) Upper and lower extremities (strength and range of motion); (xiii) Spine and other musculoskeletal; (xiv) Identifying body marks, scars, and tattoos (size and loca-tion); (xv) Lymphatics; (xvi) Neurologic (tendon reflexes, equilibrium, senses, cranial nerves, and coordination, etc.); (xvii) Psychiatric (appearance, behavior, mood, communication, and memory); (xviii) General systemic; (xix) Hearing; (xx) Vision (distant, near, and intermediate vision, field of vision, color vision, and ocular alignment); (xxi) Blood pressure and pulse; and (xxii) Anything else the physician, in his or her medical judg-ment, considers necessary; (2) To exercise medical discretion to address, as medically ap-propriate, any medical conditions identified, and to exercise medi-cal discretion in determining whether any medical tests are war-ranted as part of the comprehensive medical examination;

(3) To discuss all drugs the individual reports taking (prescrip-tion and nonprescription) and their potential to interfere with the safe operation of an aircraft or motor vehicle; (4) To sign the checklist, stating: “I certify that I discussed all items on this checklist with the individual during my examination, discussed any medications the individual is taking that could in-terfere with his or her ability to safely operate an aircraft or mo-tor vehicle, and performed an examination that included all of the items on this checklist. I certify that I am not aware of any medical condition that, as presently treated, could interfere with the indi-vidual’s ability to safely operate an aircraft.”; and (5) To provide the date the comprehensive medical examination was completed, and the physician’s full name, address, telephone number, and State medical license number.

§68.9 Special Issuance process. (a) General. An individual who has met the qualifications to operate an aircraft under §61.113(i) of this chapter and is seek-ing to serve as a pilot in command under that section must have completed the process for obtaining an Authorization for Special Issuance of a Medical Certificate for each of the following: (1) A mental health disorder, limited to an established medical history or clinical diagnosis of— (i) A personality disorder that is severe enough to have repeat-edly manifested itself by overt acts; (ii) A psychosis, defined as a case in which an individual— (A) Has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of psychosis; or (B) May reasonably be expected to manifest delusions, hallu-cinations, grossly bizarre or disorganized behavior, or other com-monly accepted symptoms of psychosis; (iii) A bipolar disorder; or (iv) A substance dependence within the previous 2 years, as defined in §67.307(a)(4) of this chapter. (2) A neurological disorder, limited to an established medical history or clinical diagnosis of any of the following: (i) Epilepsy; (ii) Disturbance of consciousness without satisfactory medical explanation of the cause; or (iii) A transient loss of control of nervous system functions with-out satisfactory medical explanation of the cause. (3) A cardiovascular condition, limited to a one-time special is-suance for each diagnosis of the following: (i) Myocardial infarction; (ii) Coronary heart disease that has required treatment; (iii) Cardiac valve replacement; or (iv) Heart replacement. (b) Special rule for cardiovascular conditions. In the case of an individual with a cardiovascular condition, the process for obtaining an Authorization for Special Issuance of a Medical Cer-tificate shall be satisfied with the successful completion of an ap-propriate clinical evaluation without a mandatory wait period. (c) Special rule for mental health conditions. (1) In the case of an individual with a clinically diagnosed mental health condition, the ability to operate an aircraft under §61.113(i) of this chapter shall not apply if— (i) In the judgment of the individual’s State-licensed medical specialist, the condition— (A) Renders the individual unable to safely perform the duties or exercise the airman privileges required to operate an aircraft under §61.113(i) of this chapter; or


(B) May reasonably be expected to make the individual unable to perform the duties or exercise the privileges required to operate an aircraft under §61.113(i) of this chapter; or (ii) The individual’s driver’s license is revoked by the issuing agency as a result of a clinically diagnosed mental health condi-tion. (2) Subject to paragraph (c)(1) of this section, an individual clini-cally diagnosed with a mental health condition shall certify every 2 years, in conjunction with the certification under §68.3(b)(3), that the individual is under the care of a State-licensed medical spe-cialist for that mental health condition. (d) Special rule for neurological conditions. (1) In the case of an individual with a clinically diagnosed neurological condition, the ability to operate an aircraft under §61.113(i) of this chapter shall not apply if— (i) In the judgment of the individual’s State-licensed medical specialist, the condition— (A) Renders the individual unable to safely perform the duties or exercise the airman privileges required to operate an aircraft under §61.113(i) of this chapter; or (B) May reasonably be expected to make the individual unable to perform the duties or exercise the privileges required to operate an aircraft under §61.113(i) of this chapter; or (ii) The individual’s driver’s license is revoked by the issuing agency as a result of a clinically diagnosed neurological condition. (2) Subject to paragraph (d)(1) of this section, an individual clini-cally diagnosed with a neurological condition shall certify every 2 years, in conjunction with the certification under §68.3(b)(3), that the individual is under the care of a State-licensed medical spe-cialist for that neurological condition.

§68.11 Authority to require additional information. (a) If the Administrator receives credible or urgent information, including from the National Driver Register or the Administrator’s Safety Hotline, that reflects on an individual’s ability to safely op-erate an aircraft under §61.113(i) of this chapter, the Administra-tor may require the individual to provide additional information or history so that the Administrator may determine whether the indi-vidual is safe to continue operating under that section. (b) The Administrator may use credible or urgent information received under paragraph (a) to request an individual to provide additional information or to take actions under 49 U.S.C. 44709(b).

PART 71DESIGNATION OF CLASS A, B, C, D, AND E

AIRSPACE AREAS; AIR TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

Change Date: August 19, 2016Effective Date: September 15, 2016Source: Amdt. 71–48, 81 FR 55371

§71.1 is revised to read as follows:

§71.1 Applicability. A listing for Class A, B, C, D, and E airspace areas; air traffic service routes; and reporting points can be found in FAA Order 7400.11A, Airspace Designations and Reporting Points, dated Au-gust 3, 2016. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552 (a) and 1 CFR part 51. The approval to incorporate by reference FAA Order 7400.11A is effective September 15, 2016, through Sep-tember 15, 2017. During the incorporation by reference period,

proposed changes to the listings of Class A, B, C, D, and E air-space areas; air traffic service routes; and reporting points will be published in full text as proposed rule documents in the Federal Register. Amendments to the listings of Class A, B, C, D, and E airspace areas; air traffic service routes; and reporting points will be published in full text as final rules in the Federal Register. Periodically, the final rule amendments will be integrated into a revised edition of the Order and submitted to the Director of the Federal Register for approval for incorporation by reference in this section. Copies of FAA Order 7400.11A may be obtained from Air-space Policy Group, Federal Aviation Administration, 800 Inde-pendence Avenue SW., Washington, DC 20591, (202) 267-8783. An electronic version of the Order is available on the FAA Web site at http://www.faa.gov/air_traffic/publications. Copies of FAA Order 7400.11A may be inspected in Docket No. FAA-2016-XXXX; Amendment No. 71-48 on http://www.regulations.gov. A copy of FAA Order 7400.11A may be inspected at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-loca-tions.html.

§§71.5, 71.15, 71.31, 71.33, 71.41, 71.51, 71.61, 71.71, and 71.901 are amended by removing the words “FAA Order 7400.9Z” and adding, in their place, the words “FAA Order 7400.11A.”

PART 91GENERAL OPERATING AND FLIGHT RULES


Effective November 7, 2017, remove Special Federal Aviation Regulation No. 108—Mitsubishi MU–2B Series Special Training, Experience, and Operating Requirements.


Amend §91.175 as follows:a. Revise paragraphs (c) introductory text and (c)(3)(vi);b. Redesignate paragraph (d)(2) as paragraph (d)(3) and re-

vise it;c. Add new paragraph (d)(2);d. Revise paragraph (e)(1); ande. Add paragraph (n).The revisions and addition read as follows:

§91.175 Takeoff and landing under IFR.* * * * * (c) Operation below DA/DH or MDA. Except as provided in paragraph (l) of this section or §91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless—* * * * * (3) * * * (vi) The visual glideslope indicator.* * * * * (d) * * *


(2) For operations conducted under §91.176 of this part, the re-quirements of paragraphs (a)(3)(iii) or (b)(3)(iii), as applicable, of that section are not met; or (3) For all other operations under this part and parts 121, 125, 129, and 135, the flight visibility is less than the visibility prescribed in the standard instrument approach procedure being used. (e) * * * (1) Whenever operating an aircraft pursuant to paragraph (c) or (l) of this section or §91.176 of this chapter, and the requirements of that paragraph or section are not met at either of the following times:* * * * * (n) Before March 13, 2018, a person conducting an EFVS opera-tion to 100 feet above the touchdown zone elevation must comply with either the requirements of paragraphs (l) and (m) of this sec-tion or with the requirements of §91.176(b) of this part. Beginning on March 13, 2018, a person conducting an EFVS operation to 100 feet above the touchdown zone elevation must comply with the requirements of §91.176(b) of this part. The requirements of para-graphs (l) and (m) of this section will expire on March 13, 2018.


Effective March 13, 2018, amend §91.175 as follows:a. Revise paragraph (c) introductory text;b. Remove paragraph (d)(1);c. Redesignate paragraphs (d)(2) and (3) as (d)(1) and (2), re-

spectively;d. Revise paragraph (e)(1); ande. Remove paragraphs (l), (m), and (n).The revisions read as follows:

§91.175 Takeoff and landing under IFR.* * * * * (c) Operation below DA/DH or MDA. Except as provided in §91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless—* * * * * (e) * * * (1) Whenever operating an aircraft pursuant to paragraph (c) of this section or §91.176 of this part, and the requirements of that paragraph or section are not met at either of the following times:* * * * *

Change Date: Dec. 13, 2016, Jan. 9, 2017, Feb. 8, 2017Effective Date: March 21, 2017Source: Amdt. 91–345, 81 FR 90172, 82 FR 2193, 82 FR 9677

Add §91.176 to read as follows:

§91.176 Straight-in landing operations below DA/DH or MDA using an enhanced flight vision system (EFVS) under IFR.

(a) EFVS operations to touchdown and rollout. Unless other-wise authorized by the Administrator to use an MDA as a DA/DH with vertical navigation on an instrument approach procedure, or unless paragraph (d) of this section applies, no person may con-duct an EFVS operation in an aircraft, except a military aircraft of the United States, at any airport below the authorized DA/DH to touchdown and rollout unless the minimums used for the particu-

lar approach procedure being flown include a DA or DH, and the following requirements are met: (1) Equipment. (i) The aircraft must be equipped with an operable EFVS that meets the applicable airworthiness requirements. The EFVS must: (A) Have an electronic means to provide a display of the for-ward external scene topography (the applicable natural or man-made features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, including but not limited to forward-looking infrared, mil-limeter wave radiometry, millimeter wave radar, or low-light level image intensification. (B) Present EFVS sensor imagery, aircraft flight information, and flight symbology on a head up display, or an equivalent display, so that the imagery, information and symbology are clearly visible to the pilot flying in his or her normal position with the line of vision looking forward along the flight path. Aircraft flight information and flight symbology must consist of at least airspeed, vertical speed, aircraft attitude, heading, altitude, height above ground level such as that provided by a radio altimeter or other device capable of pro-viding equivalent performance, command guidance as appropriate for the approach to be flown, path deviation indications, flight path vector, and flight path angle reference cue. Additionally, for aircraft other than rotorcraft, the EFVS must display flare prompt or flare guidance. (C) Present the displayed EFVS sensor imagery, attitude sym-bology, flight path vector, and flight path angle reference cue, and other cues, which are referenced to the EFVS sensor imagery and external scene topography, so that they are aligned with, and scaled to, the external view. (D) Display the flight path angle reference cue with a pitch scale. The flight path angle reference cue must be selectable by the pilot to the desired descent angle for the approach and be sufficient to monitor the vertical flight path of the aircraft. (E) Display the EFVS sensor imagery, aircraft flight information, and flight symbology such that they do not adversely obscure the pilot’s outside view or field of view through the cockpit window. (F) Have display characteristics, dynamics, and cues that are suitable for manual control of the aircraft to touchdown in the touchdown zone of the runway of intended landing and during rollout. (ii) When a minimum flightcrew of more than one pilot is re-quired, the aircraft must be equipped with a display that provides the pilot monitoring with EFVS sensor imagery. Any symbology displayed may not adversely obscure the sensor imagery of the runway environment. (2) Operations. (i) The pilot conducting the EFVS operation may not use circling minimums. (ii) Each required pilot flightcrew member must have adequate knowledge of, and familiarity with, the aircraft, the EFVS, and the procedures to be used. (iii) The aircraft must be equipped with, and the pilot flying must use, an operable EFVS that meets the equipment requirements of paragraph (a)(1) of this section. (iv) When a minimum flightcrew of more than one pilot is re-quired, the pilot monitoring must use the display specified in para-graph (a)(1)(ii) to monitor and assess the safe conduct of the ap-proach, landing, and rollout. (v) The aircraft must continuously be in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. (vi) The descent rate must allow touchdown to occur within the touchdown zone of the runway of intended landing.


(vii) Each required pilot flightcrew member must meet the fol-lowing requirements— (A) A person exercising the privileges of a pilot certificate issued under this chapter, any person serving as a required pilot flight-crew member of a U.S.-registered aircraft, or any person serving as a required pilot flightcrew member for a part 121, 125, or 135 operator, must be qualified in accordance with part 61 and, as ap-plicable, the training, testing, and qualification provisions of sub-part K of this part, part 121, 125, or 135 of this chapter that apply to the operation; or (B) Each person acting as a required pilot flightcrew member for a foreign air carrier subject to part 129, or any person serving as a required pilot flightcrew member of a foreign registered aircraft, must be qualified in accordance with the training requirements of the civil aviation authority of the State of the operator for the EFVS operation to be conducted. (viii) A person conducting operations under this part must con-duct the operation in accordance with a letter of authorization for the use of EFVS unless the operation is conducted in an aircraft that has been issued an experimental certificate under §21.191 of this chapter for the purpose of research and development or showing compliance with regulations, or the operation is being conducted by a person otherwise authorized to conduct EFVS op-erations under paragraphs (a)(2)(ix) through (xii) of this section. A person applying to the FAA for a letter of authorization must submit an application in a form and manner prescribed by the Administra-tor. (ix) A person conducting operations under subpart K of this part must conduct the operation in accordance with management specifications authorizing the use of EFVS. (x) A person conducting operations under part 121, 129, or 135 of this chapter must conduct the operation in accordance with op-erations specifications authorizing the use of EFVS. (xi) A person conducting operations under part 125 of this chap-ter must conduct the operation in accordance with operations specifications authorizing the use of EFVS or, for a holder of a part 125 letter of deviation authority, a letter of authorization for the use of EFVS. (xii) A person conducting an EFVS operation during an autho-rized Category II or Category III operation must conduct the op-eration in accordance with operations specifications, management specifications, or a letter of authorization authorizing EFVS opera-tions during authorized Category II or Category III operations. (3) Visibility and visual reference requirements. No pilot operat-ing under this section or §§121.651, 125.381, or 135.225 of this chapter may continue an approach below the authorized DA/DH and land unless: (i) The pilot determines that the enhanced flight visibility ob-served by use of an EFVS is not less than the visibility prescribed in the instrument approach procedure being used. (ii) From the authorized DA/DH to 100 feet above the touchdown zone elevation of the runway of intended landing, any approach light system or both the runway threshold and the touchdown zone are distinctly visible and identifiable to the pilot using an EFVS. (A) The pilot must identify the runway threshold using at least one of the following visual references— (1) The beginning of the runway landing surface; (2) The threshold lights; or (3) The runway end identifier lights. (B) The pilot must identify the touchdown zone using at least one of the following visual references— (1) The runway touchdown zone landing surface; (2) The touchdown zone lights;

(3) The touchdown zone markings; or (4) The runway lights. (iii) At 100 feet above the touchdown zone elevation of the run-way of intended landing and below that altitude, the enhanced flight visibility using EFVS must be sufficient for one of the follow-ing visual references to be distinctly visible and identifiable to the pilot— (A) The runway threshold; (B) The lights or markings of the threshold; (C) The runway touchdown zone landing surface; or (D) The lights or markings of the touchdown zone. (4) Additional requirements. The Administrator may prescribe additional equipment, operational, and visibility and visual refer-ence requirements to account for specific equipment characteris-tics, operational procedures, or approach characteristics. These requirements will be specified in an operator’s operations specifi-cations, management specifications, or letter of authorization au-thorizing the use of EFVS. (b) EFVS operations to 100 feet above the touchdown zone elevation. Except as specified in paragraph (d) of this section, no person may conduct an EFVS operation in an aircraft, except a military aircraft of the United States, at any airport below the au-thorized DA/DH or MDA to 100 feet above the touchdown zone elevation unless the following requirements are met: (1) Equipment. (i) The aircraft must be equipped with an operable EFVS that meets the applicable airworthiness requirements. (ii) The EFVS must meet the requirements of paragraph (a)(1)(i)(A) through (F) of this section, but need not present flare prompt, flare guidance, or height above ground level. (2) Operations. (i) The pilot conducting the EFVS operation may not use circling minimums. (ii) Each required pilot flightcrew member must have adequate knowledge of, and familiarity with, the aircraft, the EFVS, and the procedures to be used. (iii) The aircraft must be equipped with, and the pilot flying must use, an operable EFVS that meets the equipment requirements of paragraph (b)(1) of this section. (iv) The aircraft must continuously be in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. (v) For operations conducted under part 121 or part 135 of this chapter, the descent rate must allow touchdown to occur within the touchdown zone of the runway of intended landing. (vi) Each required pilot flightcrew member must meet the follow-ing requirements— (A) A person exercising the privileges of a pilot certificate issued under this chapter, any person serving as a required pilot flight-crew member of a U.S.-registered aircraft, or any person serving as a required pilot flightcrew member for a part 121, 125, or 135 operator, must be qualified in accordance with part 61 and, as ap-plicable, the training, testing, and qualification provisions of sub-part K of this part, part 121, 125, or 135 of this chapter that apply to the operation; or (B) Each person acting as a required pilot flightcrew member for a foreign air carrier subject to part 129, or any person serving as a required pilot flightcrew member of a foreign registered aircraft, must be qualified in accordance with the training requirements of the civil aviation authority of the State of the operator for the EFVS operation to be conducted. (vii) A person conducting operations under subpart K of this part must conduct the operation in accordance with management specifications authorizing the use of EFVS.


(viii) A person conducting operations under part 121, 129, or 135 of this chapter must conduct the operation in accordance with op-erations specifications authorizing the use of EFVS. (ix) A person conducting operations under part 125 of this chap-ter must conduct the operation in accordance with operations specifications authorizing the use of EFVS or, for a holder of a part 125 letter of deviation authority, a letter of authorization for the use of EFVS. (x) A person conducting an EFVS operation during an autho-rized Category II or Category III operation must conduct the op-eration in accordance with operations specifications, management specifications, or a letter of authorization authorizing EFVS opera-tions during authorized Category II or Category III operations. (3) Visibility and Visual Reference Requirements. No pilot oper-ating under this section or §121.651, §125.381, or §135.225 of this chapter may continue an approach below the authorized MDA or continue an approach below the authorized DA/DH and land un-less: (i) The pilot determines that the enhanced flight visibility ob-served by use of an EFVS is not less than the visibility prescribed in the instrument approach procedure being used. (ii) From the authorized MDA or DA/DH to 100 feet above the touchdown zone elevation of the runway of intended landing, any approach light system or both the runway threshold and the touch-down zone are distinctly visible and identifiable to the pilot using an EFVS. (A) The pilot must identify the runway threshold using at least one of the following visual references— (1) The beginning of the runway landing surface; (2) The threshold lights; or (3) The runway end identifier lights. (B) The pilot must identify the touchdown zone using at least one of the following visual references— (1) The runway touchdown zone landing surface; (2) The touchdown zone lights; (3) The touchdown zone markings; or (4) The runway lights. (iii) At 100 feet above the touchdown zone elevation of the run-way of intended landing and below that altitude, the flight visibility must be sufficient for one of the following visual references to be distinctly visible and identifiable to the pilot without reliance on the EFVS— (A) The runway threshold; (B) The lights or markings of the threshold; (C) The runway touchdown zone landing surface; or (D) The lights or markings of the touchdown zone. (4) Compliance Date. Beginning on March 13, 2018, a person conducting an EFVS operation to 100 feet above the touchdown zone elevation must comply with the requirements of paragraph (b) of this section. (c) Public aircraft certification and training requirements. A public aircraft operator, other than the U.S. military, may conduct an EFVS operation under paragraph (a) or (b) of this section only if: (1) The aircraft meets all of the civil certification and airworthi-ness requirements of paragraph (a)(1) or (b)(1) of this section, as applicable to the EFVS operation to be conducted; and (2) The pilot flightcrew member, or any other person who ma-nipulates the controls of an aircraft during an EFVS operation, meets the training, recent flight experience and refresher training requirements of §61.66 of this chapter applicable to EFVS opera-tions.

(d) Exception for Experimental Aircraft. The requirement to use an EFVS that meets the applicable airworthiness require-ments specified in paragraphs (a)(1)(i), (a)(2)(iii), (b)(1)(i), and (b)(2)(iii) of this section does not apply to operations conducted in an aircraft issued an experimental certificate under §21.191 of this chapter for the purpose of research and development or showing compliance with regulations, provided the Administrator has deter-mined that the operations can be conducted safely in accordance with operating limitations issued for that purpose.


Amend §91.189 by revising paragraph (d) introductory text and paragraph (e) to read as follows:

§91.189 Category II and III operations: General operating rules.

* * * * * (d) Except as provided in §91.176 of this part or unless other-wise authorized by the Administrator, no pilot operating an aircraft in a Category II or Category III approach that provides and re-quires the use of a DA/DH may continue the approach below the authorized decision height unless the following conditions are met:* * * * * (e) Except as provided in §91.176 of this part or unless other-wise authorized by the Administrator, each pilot operating an air-craft shall immediately execute an appropriate missed approach whenever, prior to touchdown, the requirements of paragraph (d) of this section are not met.* * * * *


In §91.205, revise paragraphs (b)(13) and (b)(14), and remove and reserve paragraph (b)(16) to read as follows:

§91.205 Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements.

* * * * * (b) * * * (13) An approved safety belt with an approved metal-to-metal latching device, or other approved restraint system for each oc-cupant 2 years of age or older. (14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness or restraint system for each front seat. For small civil airplanes manufactured after December 12, 1986, an approved shoulder harness or restraint system for all seats. Shoulder harnesses installed at flightcrew stations must permit the flightcrew member, when seated and with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph— (i) The date of manufacture of an airplane is the date the inspec-tion acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and (ii) A front seat is a seat located at a flightcrew member station or any seat located alongside such a seat.* * * * * (16) [Reserved]* * * * *


In §91.313, revise paragraph (g) introductory text to read as fol-lows:

§91.313 Restricted category civil aircraft: Operating limitations.

* * * * * (g) No person may operate a small restricted-category civil air-plane manufactured after July 18, 1978, unless an approved shoul-der harness or restraint system is installed for each front seat. The shoulder harness or restraint system installation at each flightcrew station must permit the flightcrew member, when seated and with the safety belt and shoulder harness fastened or the restraint sys-tem engaged, to perform all functions necessary for flight opera-tion. For purposes of this paragraph—* * * * *


In §91.319, add paragraph (j) to read as follows:

§91.319 Aircraft having experimental certificates: Operating limitations.

* * * * * (j) No person may operate an aircraft that has an experimental certificate under §61.113(i) of this chapter unless the aircraft is car-rying not more than 6 occupants.


In §91.323, revise paragraph (b)(3) to read as follows:

§91.323 Increased maximum certificated weights for certain airplanes operated in Alaska.

* * * * * (b) * * * (3) The weight at which the airplane meets the positive maneu-vering load factor n, where n = 2.1 + (24,000/(W+10,000)) and W = design maximum takeoff weight, except that n need not be more than 3.8; or* * * * *

In §91.531, revise paragraphs (a)(1) and (a)(3) to read as follows:

§91.531 Second in command requirements. (a) * * * (1) A large airplane or normal category level 4 airplane, except that a person may operate an airplane certificated under SFAR 41 without a pilot who is designated as second in command if that airplane is certificated for operation with one pilot.* * * * * (3) A commuter category airplane or normal category level 3 air-plane, except that a person may operate those airplanes notwith-standing paragraph (a)(1) of this section, that have a passenger seating configuration, excluding pilot seats, of nine or less without a pilot who is designated as second in command if that airplane is type certificated for operations with one pilot.* * * * *


Amend §91.905 by adding an entry for §91.176 in numerical or-der to read as follows:

§91.905 List of rules subject to waivers.Sec.* * * * *91.176 Operations below DA/DH or MDA using an enhanced

flight vision system (EFVS) under IFR.* * * * *

Amend §91.1039 by revising paragraph (e) to read as follows:

§91.1039 IFR takeoff, approach and landing minimums.* * * * * (e) Except as provided in §§91.175(l) or 91.176 of this chapter, each pilot making an IFR takeoff or approach and landing at an airport must comply with applicable instrument approach proce-dures and takeoff and landing weather minimums prescribed by the authority having jurisdiction over the airport. In addition, no pilot may take off at that airport when the visibility is less than 600 feet, unless otherwise authorized in the program manager’s man-agement specifications for EFVS operations.


Effective March 13, 2018, amend §91.1039 by revising paragraph (e) to read as follows:

§91.1039 IFR takeoff, approach and landing minimums.* * * * * (e) Except as provided in §91.176 of this chapter, each pilot mak-ing an IFR takeoff or approach and landing at an airport must com-ply with applicable instrument approach procedures and takeoff and landing weather minimums prescribed by the authority having jurisdiction over the airport. In addition, no pilot may take off at that airport when the visibility is less than 600 feet, unless otherwise authorized in the program manager’s management specifications for EFVS operations.


Amend §91.1065 by adding paragraph (g) to read as follows:

§91.1065 Initial and recurrent pilot testing requirements.* * * * * (g) If the program manager is authorized to conduct EFVS op-erations, the competency check in paragraph (b) of this section must include tasks appropriate to the EFVS operations the certifi-cate holder is authorized to conduct.


Change Date: March 21, 2017Effective Date: March 16, 2017Source: Amdt. 91–321C, 82 FR 14433

Amend §91.1603, by revising paragraph (e) to read as follows:

§91.1603 Special Federal Aviation Regulation No. 112—Prohibition Against Certain Flights in the Tripoli (HLLL) Flight Information Region (FIR).

* * * * * (e) Expiration. This Special Federal Aviation Regulation will re-main in effect until March 20, 2019. The FAA may amend, rescind, or extend this Special Federal Aviation Regulation as necessary.

Change Date: July 22, 2016 and October 27, 2016Effective Date: July 21, 2016Source: Amdt. 91–331C, 81 FR 47699; 91-331D, 81 FR 74675

Amend §91.1607, revising paragraphs (b) and (e) to read as follows:

§91.1607 Special Federal Aviation Regulation No. 113—Prohibition Against Certain Flights in the Simferopol (UKFV) and Dnipropetrovsk (UKDV) Flight Information Regions (FIRs).

* * * * * (b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the Simferopol (UKFV) FIR or the Dnipropetrovsk (UKDV) FIR. (1)(i) The lateral limits of the prohibited airspace includes that area currently described as the Simferopol (UKFV) FIR, which is defined as: 465800N 0360000E-463500N 0364200E- 463424N 0372206E-452700N 0364100E- 452242N 0364100E-451824N 0363524E- 451442N 0363542E-451218N 0363200E- 450418N 0363418E-445612N 0363636E- 443100N 0364000E-424400N 0361600E- 424700N 0340000E-424800N 0320000E- 424800N 0310000E-424800N 0304500E- 434100N 0303200E-441000N 0302512E- 441500N 0302400E-444600N 0300900E- 445447N 0300448E-445230N 0302130E- 445848N 0303342E-451530N 0310642E- 452436N 0312500E-453828N 0315311E- 454436N 0320548E-455442N 0322700E- 460730N 0325430E-464600N 0325300E- 474400N 0330300E-472700N 0344800E- 470630N 0355500E-465800N 0360000E (ii) The prohibited airspace within the lateral limits extends in altitude from the surface to unlimited. (2)(i) The lateral limits of the prohibited airspace includes that area previously described as the Dnipropetrovsk (UKDV) FIR, which is defined as: 511400N 0342700E-504942N 0341300E- 502043N 0335720E-501246N 0335307E- 491848N 0333700E-485700N 0332200E- 484118N 0324431E-483620N 0324010E- 483128N 0323605E-482300N 0323900E- 480730N 0325324E-474600N 0325000E- 474400N 0330300E-472700N 0344800E- 470630N 0355500E-465800N 0360000E- 463500N 0364200E-463424N 0372206E-

463930N 0372518E-464700N 0373000E- 465900N 0382000E-470642N 0381324E- then along state boundary until point/-511400N 0342700 (ii) The prohibited airspace within the lateral limits extends in altitude from the surface to unlimited.* * * * * (e) Expiration. This SFAR will remain in effect until October 27, 2018. The FAA may amend, rescind, or extend this SFAR as nec-essary.

Change Date: December 27, 2016Effective Date: December 30, 2016Source: Amdt. 91–334A, 81 FR 94961

Revise §91.1609, paragraph (e) to read as follows:

§91.1609 Special Federal Aviation Regulation No. 114—Prohibition Against Certain Flights in the Damascus (OSTT) Flight Information Region (FIR).

* * * * * (e) Expiration. This SFAR will remain in effect until December 30, 2018. The FAA may amend, rescind, or extend this SFAR No. 114, §91.1609, as necessary.

Change Date: September 7, 2016Effective Date: September 7, 2016Source: Amdt. 91–344, 81 FR 61591

Amend part 91 by adding subpart N to read as follows:

Subpart N—Mitsubishi MU–2B Series Special Training, Experience, and Operating

Requirements

§91.1701 Applicability. (a) On and after November 7, 2016, all training conducted in an MU–2B must follow an approved MU–2B training program that meets the standards of this subpart. (b) This subpart applies to all persons who operate a Mitsubishi MU–2B series airplane, including those who act as pilot in com-mand, act as second-in-command, or other persons who manipu-late the controls while under the supervision of a pilot in command. (c) This subpart also applies to those persons who provide pilot training for a Mitsubishi MU–2B series airplane. The requirements in this subpart are in addition to the requirements of parts 61, 91, and 135 of this chapter.

§91.1703 Compliance and eligibility. (a) Except as provided in paragraph (b) of this section, no per-son may manipulate the controls, act as PIC, act as second-in-command, or provide pilot training for a Mitsubishi MU–2B series airplane unless that person meets the requirements of this sub-part. (b) A person who does not meet the requirements of this sub-part may manipulate the controls of a Mitsubishi MU–2B series airplane if a pilot in command who meets the requirements of this subpart is occupying a pilot station, no passengers or cargo are carried on board the airplane, and the flight is being conducted for one of the following reasons— (1) The pilot in command is providing pilot training to the ma-nipulator of the controls; (2) The pilot in command is conducting a maintenance test flight with a second pilot or certificated mechanic; or


(3) The pilot in command is conducting simulated instrument flight and is using a safety pilot other than the pilot in command who manipulates the controls for the purposes of §91.109(b). (c) A person is required to complete Initial/transition training if that person has fewer than— (1) 50 hours of documented flight time manipulating the controls while serving as pilot in command of a Mitsubishi MU–2B series airplane in the preceding 24 months; or (2) 500 hours of documented flight time manipulating the con-trols while serving as pilot in command of a Mitsubishi MU–2B series airplane. (d) A person is eligible to receive Requalification training in lieu of Initial/transition training if that person has at least— (1) 50 hours of documented flight time manipulating the controls while serving as pilot in command of a Mitsubishi MU–2B series airplane in the preceding 24 months; or (2) 500 hours of documented flight time manipulating the con-trols while serving as pilot in command of a Mitsubishi MU–2B series airplane. (e) A person is required to complete Recurrent training within the preceding 12 months. Successful completion of Initial/transition or Requalification training within the preceding 12 months satisfies the requirement of Recurrent training. A person must successfully complete Initial/transition training or Requalification training before being eligible to receive Recurrent training. (f) Successful completion of Initial/transition training or Requali-fication training is a one-time requirement. A person may elect to retake Initial/transition training or Requalification training in lieu of Recurrent training. (g) A person is required to complete Differences training in ac-cordance with an FAA approved MU–2B training program if that person operates more than one MU–2B model as specified in §91.1707(c).

§91.1705 Required pilot training. (a) Except as provided in §91.1703(b), no person may manipu-late the controls, act as pilot in command, or act as second-in-command of a Mitsubishi MU–2B series airplane for the purpose of flight unless— (1) The requirements for ground and flight training on Initial/tran-sition, Requalification, Recurrent, and Differences training have been completed in accordance with an FAA approved MU–2B training program that meets the standards of this subpart; and (2) That person’s logbook has been endorsed in accordance with paragraph (f) of this section. (b) Except as provided in §91.1703(b), no person may manipu-late the controls, act as pilot in command, or act as second-in-command, of a Mitsubishi MU–2B series airplane for the purpose of flight unless— (1) That person satisfactorily completes, if applicable, annual Recurrent pilot training on the Special Emphasis Items, and all items listed in the Training Course Final Phase Check in accor-dance with an FAA approved MU–2B training program that meets the standards of this subpart; and (2) That person’s logbook has been endorsed in accordance with paragraph (f) of this section. (c) Satisfactory completion of the competency check required by §135.293 of this chapter within the preceding 12 calendar months may not be substituted for the Mitsubishi MU–2B series airplane annual recurrent flight training of this section. (d) Satisfactory completion of a Federal Aviation Administration sponsored pilot proficiency program, as described in §61.56(e) of this chapter may not be substituted for the Mitsubishi MU–2B se-ries airplane annual recurrent flight training of this section.

(e) If a person complies with the requirements of paragraph (a) or (b) of this section in the calendar month before or the calendar month after the month in which compliance with these paragraphs are required, that person is considered to have accomplished the training requirement in the month the training is due. (f) The endorsement required under paragraph (a) and (b) of this section must be made by— (1) A certificated flight instructor or a simulator instructor autho-rized by a Training Center certificated under part 142 of this chap-ter and meeting the qualifications of §91.1713; or (2) For persons operating the Mitsubishi MU–2B series airplane for a 14 CFR part 119 certificate holder within the last 12 calendar months, the part 119 certificate holder’s flight instructor if autho-rized by the FAA and if that flight instructor meets the requirements of §91.1713. (g) All training conducted for a Mitsubishi MU–2B series air-plane must be completed in accordance with an MU–2B series airplane checklist that has been accepted by the Federal Aviation Administration’s MU–2B Flight Standardization Board or the ap-plicable MU–2B series checklist (incorporated by reference, see §91.1721). (h) MU–2B training programs must contain ground training and flight training sufficient to ensure pilot proficiency for the safe op-eration of MU–2B aircraft, including: (1) A ground training curriculum sufficient to ensure pilot knowl-edge of MU–2B aircraft, aircraft systems, and procedures, neces-sary for safe operation; and (2) Flight training curriculum including flight training maneuver profiles sufficient in number and detail to ensure pilot proficiency in all MU–2B operations for each MU–2B model in correlation with MU–2B limitations, procedures, aircraft performance, and MU–2B Cockpit Checklist procedures applicable to the MU–2B model being trained. A MU–2B training program must contain, at a mini-mum, the following flight training maneuver profiles applicable to the MU–2B model being trained: (i) Normal takeoff with 5- and 20-degrees flaps; (ii) Takeoff engine failure with 5- and 20-degrees flaps; (iii) Takeoff engine failure on runway or rejected takeoff; (iv) Takeoff engine failure after liftoff—unable to climb (may be completed in classroom or flight training device only); (v) Steep turns; (vi) Slow flight maneuvers; (vii) One engine inoperative maneuvering with loss of directional control; (viii) Approach to stall in clean configuration and with wings level; (ix) Approach to stall in takeoff configuration with 15- to 30-de-grees bank; (x) Approach to stall in landing configuration with gear down and 40-degrees of flaps; (xi) Accelerated stall with no flaps; (xii) Emergency descent at low speed; (xiii) Emergency descent at high speed; (xiv) Unusual attitude recovery with the nose high; (xv) Unusual attitude recovery with the nose low; (xvi) Normal landing with 20- and 40-degrees flaps; (xvii) Go around and rejected landing; (xviii) No flap or 5-degrees flaps landing; (xix) One engine inoperative landing with 5- and 20-degrees flaps; (xx) Crosswind landing; (xxi) Instrument landing system (ILS) and missed approach; (xxii) Two engine missed approach;


(xxiii) One engine inoperative ILS and missed approach; (xxiv) One engine inoperative missed approach; (xxv) Non-precision and missed approach; (xxvi) Non-precision continuous descent final approach and missed approach; (xxvii) One engine inoperative non-precision and missed ap-proach; (xxviii) One engine inoperative non-precision CDFA and missed approach; (xxix) Circling approach at weather minimums; (xxx) One engine inoperative circling approach at weather mini-mums. (3) Flight training must include a final phase check sufficient to document pilot proficiency in the flight training maneuver profiles at the completion of training; and (4) Differences training for applicable MU–2B model variants sufficient to ensure pilot proficiency in each model operated. Cur-rent MU–2B differences requirements are specified in §91.1707(c). A person must complete Differences training if a person operates more than one MU–2B model as specified in Sec. 91.1707(c). Dif-ferences training between the factory type design K and M mod-els of the MU–2B airplane, and the factory type design J and L models of the MU–2B airplane, may be accomplished with Level A training. All other factory type design differences training must be accomplished with Level B training unless otherwise specified in §91.1707(c). A Level A or B differences training is not a recurring annual requirement. Once a person has completed Initial Level A or B Differences training between the applicable different mod-els, no additional differences training between those models is required. (5) Icing training sufficient to ensure pilot knowledge and safe operation of the MU–2B aircraft in icing conditions as established by the FAA; (6) Ground and flight training programs must include training hours identified by §91.1707(a) for ground instruction, §91.1707(b) for flight instruction, and §91.1707(c) for differences training. (i) No training credit is given for second-in-command training and no credit is given for right seat time under this program. Only the sole manipulator of the controls of the MU–2B airplane, flight training device, or Level C or D simulator can receive training credit under this program; (ii) An MU–2B airplane must be operated in accordance with an FAA approved MU–2B training program that meets the standards of this subpart and the training hours in §91.1707. (7) Endorsements given for compliance with paragraph (f) of this section must be appropriate to the content of that specific MU–2B training program’s compliance with standards of this subpart.

§91.1707 Training program hours. (a) Ground instruction hours are listed in the following table:

Initial/transition Requalificaton Recurrent

20 hours 12 hours 8 hours

(b) Flight instruction hours are listed in the following table:

Initial/transition Requalification Recurrent

12 hours with a minimum of 6 hours at level E

8 hours level C orlevel E

4 hours at level E, or 6 hours at level C

(c) Differences training hours are listed in the following table:

2 factory type design models concurrently

1.5 hours required at level B

More than 2 factory type design models concurrently

3 hours at level B

Each additional factory type design model added separately

1.5 hours at level B

(d) Definitions of levels of training as used in this subpart: (1) LEVEL A Training—Training that is conducted through self-instruction by the pilot. (2) LEVEL B Training—Training that is conducted in the class-room environment with the aid of a qualified instructor who meets the requirements of this subpart. (3) LEVEL C Training—Training that is accomplished in an FAA-approved Level 5 or 6 flight training device. In addition to the basic FTD requirements, the FTD must be representative of the MU–2B cockpit controls and be specifically approved by the FAA for the MU–2B airplane. (4) Level E Training—Training that must be accomplished in the MU–2B airplane, Level C simulator, or Level D simulator.

§91.1709 Training program approval. To obtain approval for an MU–2B training program, training pro-viders must submit a proposed training program to the Administra-tor. (a) Only training programs approved by the Administrator may be used to satisfy the standards of this subpart. (b) For part 91 training providers, training programs will be ap-proved for 24 months, unless sooner superseded or rescinded. (c) The Administrator may require revision of an approved MU–2B training program at any time. (d) A training provider must present its approved training pro-gram and FAA approval documentation to any representative of the Administrator, upon request.

§91.1711 Aeronautical experience. No person may act as a pilot in command of a Mitsubishi MU–2B series airplane for the purpose of flight unless that person holds an airplane category and multi-engine land class rating, and has logged a minimum of 100 flight hours of PIC time in multi-engine airplanes.

§91.1713 Instruction, checking, and evaluation. (a) Flight Instructor (Airplane). No flight instructor may provide instruction or conduct a flight review in a Mitsubishi MU–2B series airplane unless that flight instructor (1) Meets the pilot training and documentation requirements of §91.1705 before giving flight instruction in the Mitsubishi MU–2B series airplane; (2) Meets the currency requirements of §§91.1715(a) and 91.1715(c) (3) Has a minimum total pilot time of 2,000 pilot-in-command hours and 800 pilot-in-command hours in multi-engine airplanes; and (4) Has: (i) 300 pilot-in-command hours in the Mitsubishi MU–2B series airplane, 50 hours of which must have been within the preceding 12 months; or (ii) 100 pilot-in-command hours in the Mitsubishi MU–2B series airplane, 25 hours of which must have been within the preceding


12 months, and 300 hours providing instruction in a FAA-approved Mitsubishi MU–2B simulator or FAA-approved Mitsubishi MU–2B flight training device, 25 hours of which must have been within the preceding 12 months. (b) Flight Instructor (Simulator/Flight Training Device). No flight instructor may provide instruction for the Mitsubishi MU–2B se-ries airplane unless that instructor meets the requirements of this paragraph— (1) Each flight instructor who provides flight training for the Mit-subishi MU–2B series airplane must meet the pilot training and documentation requirements of §91.1705 before giving flight in-struction for the Mitsubishi MU–2B series airplane; (2) Each flight instructor who provides flight training for the Mit-subishi MU–2B series airplane must meet the currency require-ments of §91.1715(c) before giving flight instruction for the Mitsubi-shi MU–2B series airplane; (3) Each flight instructor who provides flight training for the Mit-subishi MU–2B series airplane must have: (i) A minimum total pilot time of 2,000 pilot-in-command hours and 800 pilot-in-command hours in multi-engine airplanes; and (ii) Within the preceding 12 months, either 50 hours of Mitsubishi MU–2B series airplane pilot-in-command experience or 50 hours providing simulator or flight training device instruction for the Mit-subishi MU–2B. (c) Checking and evaluation. No person may provide checking or evaluation for the Mitsubishi MU–2B series airplane unless that person meets the requirements of this paragraph— (1) For the purpose of checking, designated pilot examiners, training center evaluators, and check airmen must have completed the appropriate training in the Mitsubishi MU–2B series airplane in accordance with §91.1705; (2) For checking conducted in the Mitsubishi MU–2B series air-plane, each designated pilot examiner and check airman must have 100 hours pilot-in-command flight time in the Mitsubishi MU–2B series airplane and maintain currency in accordance with §91.1715.

§91.1715 Currency requirements and flight review. (a) The takeoff and landing currency requirements of §61.57 of this chapter must be maintained in the Mitsubishi MU–2B series airplane. Takeoff and landings in other multi-engine airplanes do not meet the takeoff landing currency requirements for the Mit-subishi MU–2B series airplane. Takeoff and landings in either the short-body or long-body Mitsubishi MU–2B model airplane may be credited toward takeoff and landing currency for both Mitsubishi MU–2B model groups. (b) Instrument experience obtained in other category and class of aircraft may be used to satisfy the instrument currency require-ments of §61.57 of this chapter for the Mitsubishi MU–2B series airplane. (c) Satisfactory completion of a flight review to satisfy the re-quirements of §61.56 of this chapter is valid for operation of a Mitsubishi MU–2B series airplane only if that flight review is con-ducted in a Mitsubishi MU–2B series airplane or an MU–2B Sim-ulator approved for landings with an approved course conducted under part 142 of this chapter. The flight review for Mitsubishi MU–2B series airplanes must include the Special Emphasis Items, and all items listed in the Training Course Final Phase Check in accor-dance with an approved MU–2B Training Program. (d) A person who successfully completes the Initial/transition, Requalification, or Recurrent training requirements under §91.1705 of this chapter also meet the requirements of §61.56 of this chapter and need not accomplish a separate flight review provided that at

least 1 hour of the flight training was conducted in the Mitsubishi MU–2B series airplane or an MU–2B Simulator approved for land-ings with an approved course conducted under part 142 of this chapter.

§91.1717 Operating requirements. (a) Except as provided in paragraph (b) of this section, no per-son may operate a Mitsubishi MU–2B airplane in single pilot op-erations unless that airplane has a functional autopilot. (b) A person may operate a Mitsubishi MU–2B airplane in single pilot operations without a functional autopilot when— (1) Operating under day visual flight rule requirements; or (2) Authorized under a FAA approved minimum equipment list for that airplane, operating under instrument flight rule require-ments in daytime visual meteorological conditions. (c) No person may operate a Mitsubishi MU–2B series airplane unless a copy of the appropriate Mitsubishi Heavy Industries MU–2B Airplane Flight Manual is carried on board the airplane and is accessible during each flight at the pilot station. (d) No person may operate a Mitsubishi MU–2B series airplane unless an MU–2B series airplane checklist, appropriate for the model being operated and accepted by the Federal Aviation Ad-ministration MU–2B Flight Standardization Board, is accessible for each flight at the pilot station and is used by the flight crewmem-bers when operating the airplane. (e) No person may operate a Mitsubishi MU–2B series airplane contrary to the standards of this subpart. (f) If there are any differences between the training and operat-ing requirements of this subpart and the MU–2B Airplane Flight Manual’s procedures sections (Normal, Abnormal, and Emer-gency) and the MU–2B airplane series checklist incorporated by reference in §91.1721, the person operating the airplane must op-erate the airplane in accordance with the training specified in this subpart.

§91.1719 Credit for prior training. Initial/transition, requalification, recurrent or Level B differences training conducted prior to November 7, 2016, compliant with SFAR No. 108, Section 3 of this part, is considered to be compli-ant with this subpart, if the student met the eligibility requirements for the applicable category of training and the student’s instructor met the experience requirements of this subpart.

§91.1721 Incorporation by reference. (a) The Mitsubishi Heavy Industries MU–2B Cockpit Checklists are incorporated by reference into this part. The Director of the Federal Register approved this incorporation by reference in ac-cordance with 5 U.S.C. 552(a) and 1 CFR part 51. All approved material is available for inspection at U.S. Department of Trans-portation, Docket Management Facility, Room W 12-140, West Building Ground Floor, 1200 New Jersey Ave. SE., Washington, DC 20590-0001, or at the National Archives and Records Admin-istration, call 202-741-6030, or go to: http://www.archives.gov/fed-eral_register/code_of_federal_regulations/ibr_locations.html. (b) Turbine Aircraft Services, Inc., 4550 Jimmy Doolittle Drive, Addison, Texas 75001, USA. (1) Mitsubishi Heavy Industries MU–2B Checklists: (i) Cockpit Checklist, Model MU–2B–60, Type Certificate A10SW, MHI Document No. YET06220C, accepted by FSB on February 12, 2007. (ii) Cockpit Checklist, Model MU–2B–40, Type Certificate A10SW, MHI Document No. YET06256A, accepted by FSB on February 12, 2007.

http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html

http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html


(iii) Cockpit Checklist, Model MU–2B–36A, Type Certificate A10SW, MHI Document No. YET06257B, accepted by FSB on February 12, 2007. (iv) Cockpit Checklist, Model MU–2B–36, Type Certificate A2PC, MHI Document No. YET06252B, accepted by FSB on Feb-ruary 12, 2007. (v) Cockpit Checklist, Model MU–2B–35, Type Certificate A2PC, MHI Document No. YET06251B, accepted by FSB on February 12, 2007. (vi) Cockpit Checklist, Model MU–2B–30, Type Certificate A2PC, MHI Document No. YET06250A, accepted by FSB on March 2, 2007. (vii) Cockpit Checklist, Model MU–2B–26A, Type Certificate A10SW, MHI Document No. YET06255A, accepted by FSB on February 12, 2007. (viii) Cockpit Checklist, Model MU–2B–26, Type Certificate A2PC, MHI Document No. YET06249A, accepted by FSB on March 2, 2007. (ix) Cockpit Checklist, Model MU–2B–26, Type Certificate A10SW, MHI Document No. YET06254A, accepted by FSB on March 2, 2007. (x) Cockpit Checklist, Model MU–2B–25, Type Certificate A10SW, MHI Document No. YET06253A, accepted by FSB on March 2, 2007. (xi) Cockpit Checklist, Model MU–2B–25, Type Certificate A2PC, MHI Document No. YET06248A, accepted by FSB on March 2, 2007. (xii) Cockpit Checklist, Model MU–2B–20, Type Certificate A2PC, MHI Document No. YET06247A, accepted by FSB on Feb-ruary 12, 2007. (xv) Cockpit Checklist, Model MU–2B–15, Type Certificate A2PC, MHI Document No. YET06246A, accepted by FSB on March 2, 2007. (xvi) Cockpit Checklist, Model MU–2B–10, Type Certificate A2PC, MHI Document No. YET06245A, accepted by FSB on March 2, 2007. (xvii) Cockpit Checklist, Model MU–2B, Type Certificate A2PC, MHI Document No. YET06244A, accepted by FSB on March 2, 2007. (2) [Reserved]

Change Date: August 2, 2016Effective Date: September 1, 2016Source: Amdt. 91–333A, 81 FR 50616

Amend appendix D to part 91 as follows:

1. * * *

Atlanta, GA (Hartsfield-Jackson Atlanta International Airport)

Baltimore, MD (Baltimore/Washington International Thurgood Marshall Airport)

* * * * *

Camp Springs, MD (Joint Base Andrews)

* * * * *

Chicago, IL (Chicago-O’Hare International Airport)

* * * * *

Covington, KY (Cincinnati/Northern Kentucky International Air-port)

Dallas, TX (Dallas/Fort Worth International Airport)

* * * * *

Detroit, MI (Detroit Metropolitan Wayne County Airport)

* * * * *

Houston, TX (George Bush Intercontinental/Houston Airport)

* * * * *

Kansas City, MO (Kansas City International Airport)

* * * * *

Minneapolis, MN (Minneapolis-St. Paul International/Wold-Chamberlain Airport)

Newark, NJ (Newark Liberty International Airport)

New Orleans, LA (Louis Armstrong New Orleans International Airport)

* * * * *

Pittsburgh, PA (Pittsburgh International Airport)

* * * * *

San Diego, CA (Miramar Marine Corps Air Station)

* * * * *

Washington, DC (Ronald Reagan Washington National Airport)

* * * * *

3. * * *

* * * * *


Baltimore, MD (Baltimore/Washington International Thurgood Marshall Airport)

* * * * *


* * * * *

Covington, KY (Cincinnati/Northern Kentucky International Air-port)


Dallas, TX (Dallas Love Field Airport)

* * * * *

Detroit, MI (Detroit Metropolitan Wayne County Airport)

* * * * *

Houston, TX (George Bush Intercontinental/Houston Airport)

* * * * *

Louisville, KY (Louisville International Airport-Standiford Field)

* * * * *

Minneapolis, MN (Minneapolis-St. Paul International/Wold-Chamberlain Airport)


* * * * *

New Orleans, LA (Louis Armstrong New Orleans International Airport)

* * * * *

Pittsburgh, PA (Pittsburgh International Airport)

* * * * *

Washington, DC (Ronald Reagan Washington National Airport)

4. * * *

* * * * *


* * * * *



* * * * *


* * * * *


* * * * *

Change Date: July 20, 2016Effective Date: August 19, 2016Source: Amdt. 91–342, 81 FR 47009

Amend Appendix G, Section 3 by removing and reserving para-graph (b)(1) to read as follows:

3. Operator Authorization* * * * * (b) An applicant for authorization to operate within RVSM air-space shall apply in a form and manner prescribed by the Admin-istrator. The application must include the following: (1) [Removed and Reserved] (2) * * *

PART 135OPERATING REQUIREMENTS: COMMUTER AND ON

DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT


In §135.169, revise paragraphs (b) introductory text, (b)(6), and (b)(7), and add paragraph (b)(8) to read as follows:

§135.169 Additional airworthiness requirements.* * * * * (b) No person may operate a small airplane that has a pas-senger-seating configuration, excluding pilot seats, of 10 seats or more unless it is type certificated—* * * * * (6) In the normal category and complies with section 1.(b) of Special Federal Aviation Regulation No. 41; (7) In the commuter category; or (8) In the normal category, as a multi-engine certification level 4 airplane as defined in part 23 of this chapter.* * * * *


Remove Special Federal Aviation Regulation No. 108.


Amend §135.225 as follows:a. Revise paragraphs (a) introductory text and (b) introductory

text;b. Remove paragraph (d);c. Redesignate paragraph (c) as paragraph (d) and revise it;d. Add new paragraph (c); ande. Add paragraph (j).

§135.225 IFR: Takeoff, approach and landing minimums. (a) Except to the extent permitted by paragraphs (b) and (j) of this section, no pilot may begin an instrument approach procedure to an airport unless—* * * * * (b) A pilot conducting an eligible on-demand operation may be-gin and conduct an instrument approach procedure to an airport that does not have a weather reporting facility operated by the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator if—* * * * * (c) Except as provided in paragraph (j) of this section, no pilot may begin the final approach segment of an instrument approach procedure to an airport unless the latest weather reported by the facility described in paragraph (a)(1) of this section indicates that weather conditions are at or above the authorized IFR landing minimums for that procedure. (d) A pilot who has begun the final approach segment of an in-strument approach to an airport under paragraph (c) of this sec-tion, and receives a later weather report indicating that conditions have worsened to below the minimum requirements, may continue the approach only if the requirements of §91.175(l) of this chapter, paragraph (j) of this section, or both of the following conditions are met— (1) The later weather report is received when the aircraft is in one of the following approach phases: (i) The aircraft is on an ILS final approach and has passed the final approach fix; (ii) The aircraft is on an ASR or PAR final approach and has been turned over to the final approach controller; or (iii) The aircraft is on a non-precision final approach and the aircraft— (A) Has passed the appropriate facility or final approach fix; or (B) Where a final approach fix is not specified, has completed the procedure turn and is established inbound toward the airport on the final approach course within the distance prescribed in the procedure; and (2) The pilot in command finds, on reaching the authorized MDA or DA/DH, that the actual weather conditions are at or above the minimums prescribed for the procedure being used.* * * * * (j) A pilot may begin an instrument approach procedure, or con-tinue an approach, at an airport when the visibility is reported to be less than the visibility minimums prescribed for that procedure if the pilot uses an operable EFVS in accordance with §91.176 of this chapter and the certificate holder’s operations specifications for EFVS operations.



Amend §135.225 by revising paragraph (d) introductory text to read as follows:

§135.225 IFR: Takeoff, approach and landing minimums.* * * * * (d) Except as provided in paragraph (j) of this section, a pi-lot who has begun the final approach segment of an instrument approach to an airport under paragraph (c) of this section, and receives a later weather report indicating that conditions have worsened to below the minimum requirements, may continue the approach only if the following conditions are met—* * * * *


Amend §135.293 by adding paragraph (i) to read as follows:

§135.293 Initial and recurrent pilot testing requirements.* * * * * (i) If the certificate holder is authorized to conduct EFVS opera-tions, the competency check in paragraph (b) of this section must include tasks appropriate to the EFVS operations the certificate holder is authorized to conduct.


2−1−2. Visual Glideslope IndicatorsBased on a request made at the Aeronautical Charting Forum, the safe obstruction clearance provided by the visual glide path of the precision approach path indicator is now 3.4 NM from the runway threshold, rather than 4 SM.

4−1−13. Automatic Terminal Information Service (ATIS)This change updates the content and structure of subparagraph b to reflect the current METAR format and to be in congruence with material in FAA Order JO 7110.65, Air Traffic Control, Paragraph 2−1−3, Content.

4−3−11. Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO)

FIG 4−3−7 has been updated to accurately reflect the runway ori-entation.

4−4−12. Speed Adjustments5−5−9. Speed AdjustmentsThis change indicates that controllers are now allowed to use 5 knot increments when making speed adjustments.

4−6−1. Applicability and RVSM Mandate (Date/Time and Area)

4−6−3. Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval

4−6−5. Pilot RVSM Operating Practices and Procedures4−6−7. Guidance on Wake Turbulence4−6−10. Procedures for Accommodation of Non-RVSM

AircraftThis change reflects updated Reduced Vertical Separation Mini-mum (RVSM) policy and procedures and supports changes to Advisory Circular 91−85A, Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum Airspace. This change also updates the FAA’s RVSM website address.

5−1−9. International Flight Plan (FAA Form 7233−4)−IFR Flights (For Domestic or International Flights)

The International Civil Aviation Organization (ICAO) has replaced the designation of Minimum Navigation Performance Specifica-tion (MNPS) with the designation North Atlantic (NAT) High Level Airspace (HLA), assigned to qualifier code “X.” Airframes that cur-rently have MNPS authorization will be allowed to operate in the NAT HLA under that authorization until 2020. All who wish to op-

Aeronautical Information ManualExplanation of Changes

Change 2 Effective November 10, 2016

erate in the NAT HLA, who are not grandfathered in under MNPS, will need an RNP 4 or RNP 10 approval. TBL 5−1−4, Aircraft COM, NAV, and Approach Equipment Qualifiers, is updated to provide the new definition for the qualifier code “X.”

5−2−8. Instrument Departure Procedures (DP)−Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID)

This change clarifies that air traffic control (ATC) cannot modify crossing altitudes and/or speed restrictions on ODPs, as they are needed to ensure obstacle avoidance.

5−4−5. Instrument Approach Procedure ChartsThis change provides guidance to pilots regarding what to expect from ATC when receiving assigned altitudes below the terminal arrival area (TAA).

5−4−6. Approach ClearanceThis change adds “Cancel Approach Clearance” to inform the pilot that a previously issued approach clearance is canceled. ATC will also include additional instructions if necessary.

5−4−14. Parallel ILS Approaches (Dependent)This change introduces the use of 1.5 NM radar separation di-agonally on simultaneous dependent approaches when runway centerlines are separated by more than 3,600 feet but no more than 8,300 feet. There are no additional conditions or procedures required when utilizing the 1.5 NM minimum separation standard. The application of 1.5 NM diagonal minima ensures aircraft remain staggered on adjacent approaches and reduces the risk of colli-sion from aircraft inadvertently deviating from the final approach course.

9−1−4. General Description of Each Chart SeriesThis change describes the new Caribbean Visual Flight Rule (VFR) Aeronautical Chart series and introduces the new Alaska VFR Wall Planning Chart. Examples of these charts have been provided as well.

Pilot/Controller GlossaryTerms have been added, deleted, or modified within this glossary. Please refer to the first page of the glossary for more details.

Entire publication.Editorial/format changes were made where necessary. Revision bars were not used when changes are insignificant in nature.

Chapter 2

2–1–2 Visual Glideslope Indicators* * * * *

b. Precision Approach Path Indicator (PAPI). The precision ap-proach path indicator (PAPI) uses light units similar to the VASI but are installed in a single row of either two or four light units.

These lights are visible from about 5 miles during the day and up to 20 miles at night. The visual glide path of the PAPI typically pro-vides safe obstruction clearance within plus or minus 10 degrees of the extended runway centerline and to 3.4 NM from the runway threshold. * * ** * * * *


Chapter 4

4–1–13 Automatic Terminal Information Service (ATIS)

* * * * *b. ATIS information includes:

1. Airport/facility name2. Phonetic letter code3. Time of the latest weather sequence (UTC)4. Weather information consisting of:

(a) Wind direction and velocity(b) Visibility(c) Obstructions to vision(d) Present weather consisting of: sky condition, tempera-

ture, dew point, altimeter, a density altitude advisory when appro-priate, and other pertinent remarks included in the official weather observation.

5. Instrument approach and runway in use.* * * * *Example: “Dulles International information Sierra. One four zero zero zulu. Wind three five zero at eight. Visibility one zero. Ceiling four thousand five hundred broken. Temperature three four. Dew point two eight. Altimeter three zero one zero. ILS runway one right approach in use. Departing runway three zero. Advise on initial contact you have information sierra.”

4–3–11 Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO)

FIGURE 4–3–7Land and Hold Short of an

Intersecting Runway

Aircraft cleared to land usingthe full length of the runway

Aircraft cleared to land and hold short

5-23

5-23

27-9

27-9

4–4–12 Speed Adjustments* * * * *

b. ATC will express all speed adjustments in terms of knots based on indicated airspeed (IAS) in 5 knot increments except that at or above FL240 speeds may be expressed in terms of Mach numbers in 0.01 increments. The use of Mach numbers is restricted to turbojet aircraft with Mach meters.* * * * *

4–6–1 Applicability and RVSM Mandate (Date/Time and Area)

* * * * *b. Mandate. At 0901 UTC on January 20, 2005, the FAA im-

plemented RVSM between flight level (FL) 290–410 (inclusive) in the following airspace: the airspace of the lower 48 states of the United States, Alaska, Atlantic and Gulf of Mexico High Off-shore Airspace and the San Juan FIR. On the same time and date, RVSM was also introduced into the adjoining airspace of Canada and Mexico to provide a seamless environment for aircraft travers-

ing those borders. In addition, RVSM was implemented on the same date in the Caribbean and South American regions.* * * * *

4–6–3 Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval

* * * * *b. Sources of Information. Advisory Circular (AC) 91-85, Au-

thorization of Aircraft and Operators for Flight in Reduced Verti-cal Separation Minimum (RVSM) Airspace, and the FAA RVSM Wedsite.* * * * *

e. Purpose of RVSM Approvals Databases. ATC does not use RVSM approvals databases to determine whether or not a clear-ance can be issued into RVSM airspace. RVSM program manag-ers do regularly review the operators and aircraft that operate in RVSM airspace to identify and investigate those aircraft and op-erators flying in RVSM airspace, but not listed on the RVSM ap-provals databases.

f. Registration of U.S. Operators. When U.S. operators and aircraft are granted RVSM authority, the Separation Standards Group at the FAA Technical Center obtains PTRS operator and aircraft information to update the FAA maintained U.S. Operator/Aircraft RVSM Approvals database. Basic database operator and aircraft information can be viewed on the RVSM Documentation Webpage in the “RVSM Approvals” section. * * * * *

4–6–5 Pilot RVSM Operating Practices and Procedures

* * * * *b. Basic RVSM Operating Practices and Procedures. Ap-

pendix B of AC 91–85, Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum Airspace, contains pilot practices and procedures for RVSM. Operators must incor-porate Appendix B practices and procedures, as supplemented by the applicable paragraphs of this section, into operator training or pilot knowledge programs and operator documents containing RVSM operational policies.

c. Appendix B contains practices and procedures for flight plan-ning, preflight procedures at the aircraft, procedures prior to RVSM airspace entry, inflight (en route) procedures, contingency proce-dures and post flight.

d. The following paragraphs either clarify or supplement Appen-dix B practices and procedures.* * * * *

4–6–7 Guidance on Wake Turbulence[Subparagraph e is removed]

4–6–10 Procedures for Accommodation of Non-RVSM Aircraft

[Subparagraph d is removed]

Chapter 5

5–1–9 International Flight Plan (FAA Form 7233-4)—IFR Flights (For Domestic or International Flights)

* * * * *Table 5–1–4

AircrAft cOM, NAV, ANd ApprOAch EquipMENt quAlifiErs

* * * X | MNPS approved/North Atlantic (NAT) High Level Airspace (HLA) approved * * *


5–2–8 Instrument Departure Procedures (DP)—Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID)

* * * * *8. Altitude restrictions published on an ODP are necessary for

obstacle clearance and/or design constraints. Crossing altitudes and speed restrictions on ODPs cannot be canceled or amended by ATC. * * * * *

5–4–5 Instrument Approach Procedure (IAP) Charts* * * * *

e. * * *3. The MVA/MIA may be lower than the TAA minimum alti-

tude. If ATC has assigned an altitude to an aircraft that is below the TAA minimum altitude, the aircraft will either be assigned an altitude to maintain until established on a segment of a published route or instrument approach procedure, or climbed to the TAA altitude.* * * * *

5–4–6 Approach Clearance* * * * *

g. When necessary to cancel a previously issued approach clearance, the controller will advise the pilot “Cancel Approach Clearance” followed by any additional instructions when applica-ble.

5–4–14 Parallel ILS Approaches (Dependent)* * * * *

c. A minimum of 1.0 NM radar separation (diagonal) is required between successive aircraft on the adjacent final approach course when runway centerlines are at least 2,500 feet but no more than 3,600 feet apart. A minimum of 1.5 NM radar separation (diagonal)

is required between successive aircraft on the adjacent final ap-proach course when runway centerlines are more than 3,600 feet but no more than 8,300 feet apart. When runway centerlines are more than 8,300 feet but no more than 9,000 feet apart a minimum of 2 NM diagonal radar separation is provided. * * ** * * * *

5–5–9 Speed Adjustments* * * * *

b. * * *4. Assigns speed adjustments to a specified IAS (KNOTS)/

Mach number or to increase or decrease speed using increments of 5 knots or multiples thereof.

Chapter 9

9–1–4 General Description of Each Chart Series* * * * *

a. * * *5. Caribbean VFR Aeronautical Charts. Caribbean 1 and 2

(CAC−1 and CAC−2) are designed for visual navigation to assist familiarization of foreign aeronautical and topographic informa-tion. The aeronautical information includes visual and radio aids to navigation, airports, controlled airspace, special-use airspace, ob-structions, and related data. The topographic information consists of contour lines, shaded relief, drainage patterns, and a selection of landmarks used for flight under VFR. Cultural features include cities and towns, roads, railroads, and other distinct landmarks. Scale 1 inch = 13.7nm/1:1,000,000. CAC−1, revised annually, con-sists of two sides measuring 30 x 60 inches each. CAC−2, revised biennially, consists of two sides measuring 20 x 60 inches each. (See Figure 9-1-3.)

6. Helicopter Route Charts. * * ** * * * *

FIGURE 9–1–3Caribbean VFR Aeronautical Charts


c. * * *3. Alaska VFR Wall Planning Chart. This chart is designed

for VFR preflight planning and chart selection. It includes aero-nautical and topographic information of the state of Alaska. The aeronautical information includes public and military airports; ra-dio aids to navigation; and Class B, Class C, TRSA and special-use airspace. The topographic information includes city tint, pop-

FIGURE 9–1–9Alaska VFR Wall Planning Chart

ulated places, principal roads, and shaded relief. Scale 1 inch = 27.4nm/1:2,000,000. The one sided chart is 58.5 x 40.75 inches and is designed for wall mounting. Chart is revised biennially. (See Figure 9-1-9.)

4. U.S. VFR Wall Planning Chart. * * * 5. Charted VFR Flyway Planning Charts. * * *

* * * * *

Documents

3/29/17 ASA’s FAR AIM 2017 UpdateAssets\SupportFiles\FARAIM_Updates\FARAIM... · limeter wave radiometry, millimeter wave radar, or low-light level ... EFVS sensor performance,