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UPDATESCurrent Through: 01/13/17

The Gleim FAR/AIM is published annually. Gleim keeps you up-to-date with FAA changes via online and email updates. Changes to the FARs can be released by the FAA at any time during the year. The AIM is updated by the FAA twice a year.

The Gleim updates are listed by the FAA release date. The effective date, which is sometimes the same as the release date, is provided as well.

FAR/AIM 2017 Updates Last Modified: 01/13/17 1

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GLEIM FAR/AIM 2017 UPDATES

January 11, 2017

Effective May 1, 2017

PART 61—CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS

Sec. 61.3 Requirement for certificates, ratings, and authorizations. On pages 43-44, revise paragraphs (c)(2)(viii) and (x) through (xii), add new paragraphs (c)(2)(xiii) and (xiv), and revise paragraph (l) introductory text as follows:

* * * * *(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 required 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 Sec. 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 con-ditions and limitations set forth in Sec. 61.113(i) and holds a U.S. driver’s license; or

(xiv) Is exercising the privileges of a flight instructor certi-ficate and acting as pilot in command for operations conducted under the conditions and limitations set forth in Sec. 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:* * * * *

Sec. 61.23 Medical certificates: Requirement and duration. On page 48, revise paragraphs (a)(3), (c)(1)(iii), and (c)(1)(iv); add new paragraphs (c)(1)(v) and (vi); revise paragraph (c)(2) introductory text; and add new paragraph (c)(3) as follows:

(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 Sec. 61.113(i);

(ii) When exercising the privileges of a flight instructor certificate and acting as the pilot in command or as a required flightcrew member, except when operating under the conditions and limitations set forth in Sec. 61.113(i);

(iii) When taking a practical test in an aircraft for a recre-ational pilot, private pilot, commercial pilot, or airline transport pilot certificate, or for a flight instructor certificate, except when operating under the conditions and limitations set forth in Sec. 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 airman certificate, rating, or authorization.* * * * *

(c) * * *(1) * * *

* * * * *(iii) Exercising the privileges of a flight instructor certifi-

cate 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 prac-tical 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 condi-tions and limitations set forth in Sec. 61.113(i); or

(vi) Exercising the privileges of a flight instructor certifi-cate 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 Sec. 61.113(i).

(2) A person using a U.S. driver’s license to meet the re-quirements of paragraph (c) while exercising sport pilot privileges must--* * * * *

(3) A person using a U.S. driver’s license to meet the re-quirements of paragraph (c) while operating under the conditions and limitations of Sec. 61.113(i) must meet the following require-ments--

(i) The person must--(A) Comply with all medical requirements or restric-

tions associated with his or her U.S. driver’s license;(B) At any point after July 14, 2006, have held a

medical certificate issued under part 67 of this chapter;(C) Complete the medical education course set forth

in Sec. 68.3 of this chapter during the 24-calendar months before acting as pilot in command in an operation conducted under Sec. 61.113(i) and retain a certification of course completion in accord-ance with Sec. 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 Sec. 61.113(i) and that medical examination is conducted in accord-ance with the requirements in part 68 of this chapter; and

(E) If the individual has been diagnosed with any medical condition 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 Sec. 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 Issuance 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.* * * * *



Sec. 61.89 General limitations. On page 74, add new paragraph (d) as follows:

* * * * *(d) The holder of a student pilot certificate may act as pilot in

command of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the student pilot holds a valid U.S. driver’s license, meets the requirements of Sec. 61.23(c)(3), and the operation is conducted consistent with the requirements of paragraphs (a) and (b) of this section and the conditions of Sec. 61.113(i). Where the requirements of para-graphs (a) and (b) of this section conflict with Sec. 61.113(i), a student pilot must comply with paragraphs (a) and (b) of this section.

Sec. 61.101 Recreational pilot privileges and limitations. On page 80, add new paragraph (k) as follows:

* * * * *(k) A recreational pilot may act as pilot in command of an air-

craft 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 Sec. 61.23(c)(3), and the operation is conducted consistent with this section and the conditions of Sec. 61.113(i). Where the requirements of this section conflict with Sec. 61.113(i), a recreational pilot must comply with this section.

Sec. 61.113 Private pilot privileges and limitations: Pilot in command. On page 85, add new paragraph (i) as follows:

* * * * *(i) A private 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 Sec. 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 occu-pants, 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 Sec. 68.7 of this chapter; and

(ii) The certificate of course completion required under Sec. 61.23(c)(3).

On page 120, add new Part 68 as follows:

PART 68—REQUIREMENTS 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.

Sec. 68.1 Applicability.

This part prescribes the medical education and examination requirements for operating an aircraft under Sec. 61.113(i) of this chapter without holding a medical certificate issued under part 67 of this chapter.

Sec. 68.3 Medical education course requirements.

(a) The medical education course required to act as pilot in command in an operation under Sec. 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 impair-

ing over-the-counter and prescription drug medications;(5) Encourage regular medical examinations and consulta-

tions 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 accord-ance with Sec. 68.7.

(b) Upon successful completion of the medical education course, the following items must be electronically provided to the indivi-dual seeking to act as pilot in command under the conditions and limitations of Sec. 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 available upon request, and shall contain the individual’s name, address, and airman certificate number;

(2) A release authorizing single access to the National Driver Register through a designated State Department of Motor Vehi-cles to furnish to the FAA information pertaining to the individual’s driving record;

(3) A certification by the individual that the individual is under the care and treatment of a physician if the individual has been diagnosed with any medical condition that may impact the ability of the individual to fly, as required under Sec. 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 compre-hensive medical examination;

(iii) The date of the comprehensive medical examination; and

(iv) A certification by the individual that the checklist described in Sec. 68.7 was followed and signed by the physician during the medical examination required by this section; and



(5) A statement, which shall be signed by the individual certifying that the individual understands the existing prohibition on operations during medical deficiency by stating: ‘‘I understand that I cannot act as pilot in command, or any other capacity as a required 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.’’

Sec. 68.5 Comprehensive medical examination.

(a) Prior to the medical examination required by Sec. 61.23(c)(3) of this chapter, an individual must--

(1) Complete the individual’s section of the checklist de-scribed in Sec. 68.7; and

(2) Provide the completed checklist to the State-licensed physician performing the medical examination.

(b) The physician must--(1) Conduct the medical examination in accordance with the

checklist set forth in Sec. 68.7,(2) Check each item specified during the examination; and(3) Address, as medically appropriate, every medical condi-

tion listed and any medications the individual is taking.

Sec. 68.7 Comprehensive medical examination checklist.

The comprehensive medical examination required to conduct operations under Sec. 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 check-list, including the individual’s answers regarding medical history, are true and complete;

(ii) The individual understands that he or she is prohib-ited under FAA regulations from acting as pilot in command, or any other capacity as a required flight crew member, if he or she knows or has reason to know of any medical deficiency or medically disqualifying 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 ap-plicable 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 Sec. 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 ear-

drums (perforation);(iv) Eyes (general), ophthalmoscopic, pupils (equality

and reaction), and ocular motility (associated parallel movement, nystagmus);

(v) Lungs and chest (not including breast examination);(vi) Heart (precordial activity, rhythm, sounds, and mur-

murs);(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

location);(xv) Lymphatics;(xvi) Neurologic (tendon reflexes, equilibrium, senses,

cranial nerves, and coordination, etc.);(xvii) Psychiatric (appearance, behavior, mood, commu-

nication, 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

judgment, considers necessary;(2) To exercise medical discretion to address, as medically

appropriate, any medical conditions identified, and to exercise medical discretion in determining whether any medical tests are warranted as part of the comprehensive medical examination;

(3) To discuss all drugs the individual reports taking (pre-scription 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 interfere with his or her ability to safely operate an aircraft or motor 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 individual’s ability to safely operate an aircraft.’’; and

(5) To provide the date the comprehensive medical exami-nation was completed, and the physician’s full name, address, telephone number, and State medical license number.

Sec. 68.9 Special Issuance process.

(a) General. An individual who has met the qualifications to operate an aircraft under Sec. 61.113(i) of this chapter and is seeking 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 follow-ing:

(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 repeatedly 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 delu-sions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of psychosis;

(iii) A bipolar disorder; or(iv) A substance dependence within the previous 2 years,

as defined in Sec. 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 without satisfactory medical explanation of the cause.(3) A cardiovascular condition, limited to a one-time special

issuance 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 obtain-ing an Authorization for Special Issuance of a Medical Certificate shall be satisfied with the successful completion of an appropri-ate 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 Sec. 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 Sec. 61.113(i) of this chapter; or

(B) May reasonably be expected to make the indi-vidual unable to perform the duties or exercise the privileges required to operate an aircraft under Sec. 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 condition.

(2) Subject to paragraph (c)(1) of this section, an individual clinically diagnosed with a mental health condition shall certify every 2 years, in conjunction with the certification under Sec. 68.3(b)(3), that the individual is under the care of a State-licensed medical specialist 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 Sec. 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 Sec. 61.113(i) of this chapter; or

(B) May reasonably be expected to make the indi-vidual unable to perform the duties or exercise the privileges required to operate an aircraft under Sec. 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 clinically diagnosed with a neurological condition shall certify every 2 years, in conjunction with the certification under Sec. 68.3(b)(3), that the individual is under the care of a State-licensed medical specialist for that neurological condition.

Sec. 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 operate an aircraft under Sec. 61.113(i) of this chapter, the Administrator may require the individual to provide additional information or history so that the Administrator may determine whether the individual 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 91—GENERAL OPERATING AND FLIGHT RULES

Sec. 91.319 Aircraft having experimental certificates: Operating limitations. On page 154, add new paragraph (j) as follows:

NOTE: In the book, paragraph (i) was inadvertently indented and appears to be a subparagraph of paragraph (h); the corrected text appears below.

* * * * *(i) The Administrator may prescribe additional limitations that

the Administrator considers necessary, including limitations on the persons that may be carried in the aircraft.

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



January 9, 2017

Correction to the FAA’s December 13, 2016, update


Sec. 91.176 Straight-in landing operations below DA/DH or MDA using an enhanced flight vision system (EFVS) under IFR. This new section was released by the FAA on 12/13/16 and can be found later in this update. The FAA released a correction for paragraph (b)(3)(iii), which was added to page 143, as follows:

* * * * *(b) * * *

* * * * *(3) * * *

* * * * *(iii) At 100 feet above the touchdown zone elevation of

the runway of intended landing and below that altitude, the flight visibility must be sufficient for one of the following visual refer-ences to be distinctly visible and identifiable to the pilot without reliance on the EFVS--* * * * *



December 30, 2016

Effective August 30, 2017

PART 43—MAINTENANCE, PREVENTIVE MAINTENANCE, REBUILDING, AND ALTERATION

Appendix E to Part 43--Altimeter System Test and Inspection. On page 37, revise the introductory text and paragraph (a)(2) as follows:

Each person performing the altimeter system tests and inspections required by Sec. 91.411 of this chapter must comply with the following:

(a) * * ** * * * *

(2) Perform a proof test to demonstrate the integrity of the static pressure system in a manner acceptable to the Admin-istrator. For airplanes certificated under part 25 of this chapter, determine that leakage is within the tolerances established by Sec. 25.1325.* * * * *


Sec. 91.205 Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment re-quirements. On page 145, revise paragraphs (b)(13) and (b)(14) and remove and then reserve paragraph (b)(16) as follows:

* * * * *(b) * * *

* * * * *(13) An approved safety belt with an approved metal-to-

metal latching device, or other approved restraint system for each occupant 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 nec-essary for flight operations. For purposes of this paragraph--

(i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is com-plete 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]* * * * *

Sec. 91.313 Restricted category civil aircraft: Operating limitations. On page 153, revise paragraph (g) introductory text as follows:

* * * * *(g) No person may operate a small restricted-category civil

airplane manufactured after July 18, 1978, unless an approved shoulder 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 system engaged, to perform all functions necessary for flight operation. For purposes of this paragraph--* * * * *

Sec. 91.323 Increased maximum certificated weights for certain airplanes operated in Alaska. On page 154, revise paragraph (b)(3) as follows:

* * * * *(b) * * *

* * * * *(3) The weight at which the airplane meets the positive

maneuvering 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* * * * *

Sec. 91.531 Second in command requirements. On page 162, revise paragraphs (a)(1) and (a)(3) as follows:

(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 com-mand if that airplane is certificated for operation with one pilot.* * * * *

(3) A commuter category airplane or normal category level 3 airplane, 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.* * * * *

PART 135—OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT

Sec. 135.169 Additional airworthiness requirements. On page 290, revise paragraphs (b) introductory text, (b)(6), and (b)(7) and add new paragraph (b)(8) as follows:

* * * * *(b) No person may operate a small airplane that has a passenger-

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.* * * * *



December 27, 2016

Effective December 30, 2016


Sec. 91.1609 Special Federal Aviation Regulation No. 114--Prohibition Against Certain Flights in the Damascus (OSTT) Flight Information Region (FIR). On page 200, revise paragraph (e) as follows:

* * * * *(e) Expiration. This SFAR will remain in effect until December

30, 2018. The FAA may amend, rescind, or extend this SFAR No. 114, Sec. 1609, as necessary.



December 13, 2016

Effective March 13, 2017 (exceptions noted within update)

PART 1—DEFINITIONS AND ABBREVIATIONS

Sec. 1.1 General definitions. On page 20, add new definition of “EFVS operation” and revise the definition of “Enhanced flight vision system (EFVS)” as follows:

* * * * *

EFVS operation means an operation in which visibility conditions require an EFVS to be used in lieu of natural vision to perform 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 manmade features of a place or region especially in a way to show their rela-tive positions and elevation) through the use of imaging sensors, including but not limited to forward-looking infrared, millimeter wave radiometry, millimeter wave radar, or low-light level image intensification. An EFVS includes the display element, sensors, computers and power supplies, indications, and controls.

* * * * *

Sec. 1.2 Abbreviations and symbols. On page 27, add new abbreviation “VGSI” as follows:

* * * * *

VGSI means visual glide slope indicator.

* * * * *

PART 61—CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS

Sec. 61.57 Recent flight experience: Pilot in command. On page 60, revise paragraphs (e)(2) and (3) as follows:

* * * * *

(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 operation under part 91 or 121 for that certificate holder if the pilot in command complies with Secs. 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 operation under parts 91 or 135 for that certificate holder if the pilot in command is in compliance with Secs. 135.243 and 135.247 of this chapter.

* * * * *

On page 66, add new section as follows:

Sec. 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 Sec. 91.176(a) or (b) of this chapter, or serve as a required pilot flightcrew member during an EFVS operation con-ducted under Sec. 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 aircraft 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 operations and limitations, including the Airplane Flight Manual or Rotorcraft Flight Manual limitations;

(ii) EFVS sensor imagery, required aircraft flight informa-tion, and flight symbology;

(iii) EFVS display, controls, modes, features, symbology, annunciations, and associated systems and components;

(iv) EFVS sensor performance, sensor limitations, scene interpretation, 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, exe-cuting missed approaches, landing, rollout, and balked landings;

(vi) Weather associated with low visibility conditions and its effect on EFVS performance;

(vii) Normal, abnormal, emergency, and crew coordina-tion procedures when using EFVS; and

(viii) Interpretation of approach and runway lighting sys-tems 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 pilot in command of an aircraft during an EFVS operation under Sec. 91.176(a) or (b) of this chapter unless that person--

(i) Receives and logs flight training for the EFVS opera-tion 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 pro-ficient 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 during taxi, takeoff, climb, cruise, descent, landing, and rollout, including missed approaches and balked landings;

(iii) Proper piloting techniques for the use of EFVS during instrument 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 environment;



(vii) Using EFVS sensor imagery, required aircraft flight information, and flight symbology to touchdown and rollout, if the person receiving training will conduct EFVS operations under Sec. 91.176(a) of this chapter; and

(viii) Normal, abnormal, emergency, and crew coordina-tion procedures when using an EFVS.

(c) Supplementary EFVS training. A person qualified to conduct an EFVS operation under Sec. 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 pro-gram 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 para-graphs (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 Sec.

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 require-ments 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 authorized training provider whose instructor meets the training requirements 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 Sec. 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 operations 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 Sec. 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 operations 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 satisfactory 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 requirements of this section. The FFS must be evaluated and qualified 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 accordance with Sec. 60.17 of this chapter;

(2) Approved by the Administrator for the tasks and maneu-vers 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 instructor 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 satisfying 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 individual meets the requirements in this section to perform the EFVS operation in the is being conducted.

(iii) During an EFVS operation performed in the course of completing EFVS refresher training in accordance with para-graph (e) of this section, provided the instructor providing the refresher training 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 sec-tion do not apply if a person is conducting a flight or series of flights in an aircraft issued an experimental airworthiness certificate under Sec. 21.191 of this chapter for the purpose of research and development 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 oper-ations to be conducted.

(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 author-ized 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 devi-ation authority issued under Sec. 125.3 of this chapter when the pilot is conducting an EFVS operation for that person under part 125, provided 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 man-ager to conduct operations under part 91 subpart K when the pilot is conducting 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 specifica-tions 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 Sec. 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 Sec. 91.175(l) and (m) of this chapter prior to March 13, 2018.



NOTE: Effective March 13, 2018, amend Sec. 61.66 by removing paragraph (h)(5).


Sec. 91.175 Takeoff and landing under IFR. On pages 141-143, revise paragraphs (c) introductory text and (c)(3)(vi), redesignate paragraph (d)(2) as paragraph (d)(3) and revise it, add new paragraph (d)(2), revise paragraph (e)(1), and add new paragraph (n) as follows:

* * * * *(c) Operation below DA/DH or MDA. Except as provided in

paragraph (l) of this section or Sec. 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 author-ized MDA or continue an approach below the authorized DA/DH unless--* * * * *

(3) * * ** * * * *

(vi) The visual glideslope indicator.* * * * *

(d) * * ** * * * *

(2) For operations conducted under Sec. 91.176 of this part, the requirements of paragraphs (a)(3)(iii) or (b)(3)(iii), as appli-cable, 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 Sec. 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 operation to 100 feet above the touchdown zone elevation must comply with either the requirements of paragraphs (l) and (m) of this section or with the requirements of Sec. 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 Sec. 91.176(b) of this part. The requirements of paragraphs (l) and (m) of this section will expire on March 13, 2018.

NOTE: Effective March 13, 2018, update Sec. 91.175 by revising paragraph (c) introductory text; removing paragraph (d)(1); redesignating paragraphs (d)(2) and (3) as (d)(1) and (2), respectively; revise paragraph (e)(1); and removing paragraphs (l), (m), and (n) as follows:

* * * * *(c) Operation below DA/DH or MDA. Except as provided in

Sec. 91.176 of this chapter, where a DA/DH or MDA is appli-cable, 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 Sec. 91.176 of this part, and the require-ments of that paragraph or section are not met at either of the following times:* * * * *

On page 143, add new section as follows:

Sec. 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 conduct 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 particular 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 forward external scene topography (the applicable natural or manmade 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, millimeter wave radiometry, millimeter wave radar, or low-light level image intensification.

(B) Present EFVS sensor imagery, aircraft flight infor-mation, 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 providing 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, atti-tude symbology, 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 select-able 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 cock-pit 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 required, 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 required, the pilot monitoring must use the display specified in paragraph (a)(1)(ii) to monitor and assess the safe conduct of the approach, 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 following requirements--

(A) A person exercising the privileges of a pilot certifi-cate issued under this chapter, any person serving as a required pilot flightcrew 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 applicable, the training, testing, and qualification provisions of subpart 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 regis-tered 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 conduct the operation in accordance with a letter of author-ization for the use of EFVS unless the operation is conducted in an aircraft that has been issued an experimental certificate under Sec. 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 operations 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 Administrator.

(ix) A person conducting operations under subpart K of this part must conduct the operation in accordance with manage-ment 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 operations specifications authorizing the use of EFVS.

(xi) A person conducting operations under part 125 of this chapter must conduct the operation in accordance with oper-ations 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 authorized Category II or Category III operation must conduct the operation in accordance with operations specifications, manage-ment specifications, or a letter of authorization authorizing EFVS operations during authorized Category II or Category III opera-tions.

(3) Visibility and visual reference requirements. No pilot op-erating under this section or Secs. 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 observed by use of an EFVS is not less than the visibility pre-scribed 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 runway of intended landing and below that altitude, the en-hanced flight visibility using EFVS must be sufficient for one of the following visual references to be distinctly visible and identifi-able 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 reference requirements to account for specific equipment characteristics, operational procedures, or approach characteristics. These require-ments will be specified in an operator’s operations specifications, management specifications, or letter of authorization authorizing 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 authorized 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 following requirements--

(A) A person exercising the privileges of a pilot certifi-cate issued under this chapter, any person serving as a required pilot flightcrew member of a U.S.-registered aircraft, or any per-son 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 applicable, the training, testing, and qualification pro-visions of subpart 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 regis-tered 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 manage-ment 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 accord-ance with operations specifications authorizing the use of EFVS.

(ix) A person conducting operations under part 125 of this chapter must conduct the operation in accordance with oper-ations 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 authorized Category II or Category III operation must conduct the operation in accordance with operations specifications, manage-ment specifications, or a letter of authorization authorizing EFVS operations during authorized Category II or Category III opera-tions.

(3) Visibility and Visual Reference Requirements. No pilot operating under this section or Sec. 121.651, Sec. 125.381, or Sec. 135.225 of this chapter may continue an approach below the authorized MDA or continue an approach below the author-ized DA/DH and land unless:

(i) The pilot determines that the enhanced flight visibility observed by use of an EFVS is not less than the visibility pre-scribed 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 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 runway of intended landing and below that altitude, the flight visibility must be sufficient for--

(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 pub-lic 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 airwor-thiness 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 manipulates the controls of an aircraft during an EFVS operation, meets the training, recent flight experience and refresher training requirements of Sec. 61.66 of this chapter applicable to EFVS operations.

(d) Exception for Experimental Aircraft. The requirement to use an EFVS that meets the applicable airworthiness requirements 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 Sec. 21.191 of this chapter for the purpose of research and development or showing compliance with regulations, provided the Administrator has determined that the operations can be conducted safely in accordance with operating limitations issued for that purpose.

Sec. 91.189 Category II and III operations: General operating rules. On page 144, revise paragraph (d) introductory text and paragraph (e) as follows:

* * * * *(d) Except as provided in Sec. 91.176 of this part or unless

otherwise authorized by the Administrator, no pilot operating an aircraft in a Category II or Category III approach that provides and requires the use of a DA/DH may continue the approach below the authorized decision height unless the following condi-tions are met:* * * * *

(e) Except as provided in Sec. 91.176 of this part or unless otherwise authorized by the Administrator, each pilot operating an aircraft shall immediately execute an appropriate missed approach whenever, prior to touchdown, the requirements of paragraph (d) of this section are not met.* * * * *

Sec. 91.905 List of rules subject to waivers. On page 173, add an entry for Sec. 91.176 as follows:

* * * * *91.176 Operations below DA/DH or MDA using an enhanced

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

Sec. 91.1039 IFR takeoff, approach and landing minimums. On page 181, revise paragraph (e) as follows:

* * * * *(e) Except as provided in Secs. 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 pro-cedures 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.

NOTE: Effective March 13, 2018, update Sec. 91.1039 by revising paragraph (e) as follows:

* * * * *(e) Except as provided in Sec. 91.176 of this chapter, each pilot

making an IFR takeoff or approach and landing at an airport must comply with applicable instrument approach procedures and take-off 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.

Sec. 91.1065 Initial and recurrent pilot testing requirements. On page 186, add new paragraph (g) as follows:

* * * * *(g) If the program manager is authorized to conduct EFVS

operations, the competency check in paragraph (b) of this section must include tasks appropriate to the EFVS operations the certi-ficate holder is authorized to conduct.



PART 135—OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT

Sec. 135.225 IFR: Takeoff, approach and landing minimums. On pages 296-297, revise paragraphs (a) and (b) introductory text, remove paragraph (d), redesignate paragraph (c) as paragraph (d) and revise it, add new paragraph (c), and add new paragraph (j) as follows:

(a) Except to the extent permitted by paragraphs (b) and (j) of this section, no pilot may begin an instrument approach proce-dure 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 Adminis-trator 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 instrument 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 con-tinue the approach only if the requirements of Sec. 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 ap-proach 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 Sec. 91.176 of this chapter and the certificate holder’s operations spe-cifications for EFVS operations.

NOTE: Effective March 13, 2018, update Sec. 135.225 by revising paragraph (d) introductory text as follows:

* * * * *(d) Except as provided in paragraph (j) of this section, a pilot

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--* * * * *

Sec. 135.293 Initial and recurrent pilot testing requirements. On page 303, add new paragraph (i) as follows:

* * * * *(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.



November 25, 2016

Effective November 25, 2016

PART 133—ROTORCRAFT EXTERNAL-LOAD OPERATIONS

Sec. 133.49 Markings and placards. On page 266, revise the regulatory cross-references as follows:

The following markings and placards must be displayed con-spicuously and must be such that they cannot be easily erased, disfigured, or obscured:

(a) A placard (displayed in the cockpit or cabin) stating the class of rotorcraft-load combination for which the rotorcraft has been approved and the occupancy limitation prescribed in Sec. 133.35(a).

(b) A placard, marking, or instruction (displayed next to the external-load attaching means) stating the maximum external load prescribed as an operating limitation in Sec. 133.45(b).



November 10, 2016

Aeronautical Information ManualChange 2

Effective November 10, 2016

EXPLANATION OF CHANGES

2-1-2. VISUAL GLIDE SLOPE INDICATORS –Based 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 TERMINCAL 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 orientation.

4-4-12. SPEED ADJUSTMENTS;5-5-9. SPEED ADJUSTMENTS –This 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 PROCEDURES;4-6-7. GUIDANCE ON WAKE TURBULENCE;4-6-10. PROCEDURES FOR ACCOMMODATION OF NON-RVSM AIRCRAFT –This change reflects updated Reduced Vertical Separation Minimum (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 Specification (MNPS) with the designation North Atlantic (NAT) High Level Airspace (HLA), assigned to qualifier code “X.” Airframes that currently have MNPS authorization will be allowed to operate in the NAT HLA under that authorization until 2020. All who wish to operate 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 CHARTS – This 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 CLEARANCE – This 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 diagonally 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 collision from aircraft inadvertently deviating from the final approach course.

9-1-4. GENERAL DESCRIPTION OF EACH CHART SERIES –This 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.

Entire Publication:

Editorial/format changes were made where necessary.



Chapter 1. AIR NAVIGATION

1-2-3. USE OF SUITABLE AREA NAVIGATION (RNAV) SYSTEMS ON CONVENTIONAL PROCEDURES AND ROUTES: On page 482, update the note number in subparagraph c.1. as follows:

* * * * *

c. * * *

1. Determine aircraft position relative to, or distance from a VOR (see NOTE 6 below), TACAN, NDB, compass locator, DME fix; or a named fix defined by a VOR radial, TACAN course, NDB bearing, or compass locator bearing intersecting a VOR or local-izer course.

* * * * *

Chapter 2. AIRPORT MARKING AIDS AND SIGNS

2-1-2. VISUAL GLIDE SLOPE INDICATORS: On page 485, update the safe obstruction clearance provided by the visual glide path of the precision approach path indicator in subparagraph b. as follows:

* * * * *

b. * * * The visual glide path of the PAPI typically provides safe obstruction clearance within plus or minus 10 degrees of the extended runway centerline and to 3.4 NM from the runway threshold. * * *

* * * * *

Chapter 3. AIRSPACE

3-5-1. AIRPORT ADVISORY/INFORMATION SERVICES: On page 510, correct the number of advisory type services in subparagraph a. as follows:

a. There are two advisory type services available at selected airports.

* * * * *

Chapter 4. AIR TRAFFIC CONTROL

4-1-13. AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS): On page 520, revise subparagraph b. as follows:

* * * * *

b. ATIS information includes:

1. Airport/facility name

2. Phonetic letter code

3. 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, temperature, dew point, altimeter, a density altitude advisory when appropriate, and other pertinent remarks included in the official weather ob-servation

5. Instrument approach and runway in use.

The ceiling/sky condition, visibility, and obstructions to vision may be omitted from the ATIS broadcast if * * *

* * * * *

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): On page 540, revise FIG 4-3-7 to reflect the runway orientation as follows:

Land and Hold Short of an Intersecting Runway

4-4-12. SPEED ADJUSTMENTS: On page 554, update the number of knots in subparagraph b. as follows:

* * * * *

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 FL 240 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.

* * * * *


FIG 4-3-7


4-6-1. APPLICABILITY AND RVSM MANDATE (DATE/TIME AND AREA): On page 570, delete the parenthetical statement in the middle of subparagraph b. as follows:

* * * * *

b. Mandate. At 0901 UTC on January 20, 2005, the FA A imple-mented 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 Offshore 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 traversing 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: On pages 570-571, revise subparagraph b., delete and revise some content in subparagraph e., and revise and move some subparagraph e. content into new subparagraph f. as follows:

* * * * *

b. Sources of Information. Advisory Circular (AC) 91-85, Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum (RVSM) Airspace, and the FAA RVSM Website.

* * * * *e. Purpose of RVSM Approvals Databases. ATC does not use

RVSM approvals databases to determine whether or not a clearance can be issued into RVSM airspace. RVSM program managers do regularly review the operators and aircraft that operate in RVSM airspace to identify and investigate those aircraft and operators flying in RVSM airspace, but not listed on the RVSM approvals 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 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: On pages 571-572, revise subparagraphs b.-d. as follows:

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

dix 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 procedures and post flight.

d. The following paragraphs either clarify or supplement Ap-pendix B practices and procedures.

4-6-7. GUIDANCE ON WAKE TURBULENCE: On page 573, delete subparagraph e.

4-6-10. PROCEDURES FOR ACCOMMODATION OF NON-RVSM AIRCRAFT: On page 576, delete subparagraph d.

4-7-6. RNP 10 OR RNP 4 AUTHORIZATION: POLICY AND PROCEDURES FOR AIRCRAFT AND OPERATORS: On page 577, revise subparagraph b. as follows:

* * * * *

b. * * * Pertinent FAA and ICAO documents are posted online in the West Atlantic Route System, Gulf of Mexico and Caribbean Resource Guide for U.S. Operators described in paragraph 4-7-1.

* * * * *

Chapter 5. AIR TRAFFIC PROCEDURES

5-1-9. INTERNATIONAL FLIGHT PLAN (FAA FORM 7233-4 – IFR FLIGHTS (FOR DOMESTIC OR INTERNATIONAL FLIGHTS): On page 594, revise “X” in TBL 5-1-4 as follows:

* * * * *

Aircraft COM, NAV, and Approach Equipment Qualifiers

* * * * *

J1 CPDLC ATN VDL Mode 2 – see Note 3 V VHF RTF

J2 CPDLC FANS 1/A HFDL W RVSM approved

J3 CPDLC FANS 1/A VDL Mode 4 X MNPS approved/North Atlantic (NAT) High Level Airspace (HLA) approved

J4 CPDLC FANS 1/A VDL Mode 2 Y VHF with 8.33 kHz channel spacing capability

J5 CPDLC FANS 1/A SATCOM (INMARSAT) Z Other equipment carried or other capabilities – see Note 5TBL 5-1-4

* * * * *



5-2-8. INSTRUMENT DEPARTURE PROCEDURES (DP) - OBSTACLE DEPARTURE PROCEDURES (ODP) AND STANDARD INSTRUMENT DEPARTURES (SID): On page 609, revise subparagraph e.8. as follows:

* * * * *

e. * * *

* * * * *

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 or canceled or amended by ATC.

* * * * *

5-4-1. STANDARD TERMINAL ARRIVAL (STAR) PROCE-DURES: On page 617, revise subparagraph a.2. as follows:

a. * * *

* * * * *

2. * * * If vectored or cleared to deviate off of a STAR, pilots must consider the STAR canceled, unless the controller adds “expect to resume STAR;” pilots should then be prepared to rejoin the STAR at a subsequent fix or procedure leg. If a descent clearance has been received that included a crossing restriction, pilots should expect the controller to issue an altitude to maintain.

* * * * *

5-4-5. INSTRUMENT APPROACH PROCEDURE (IAP) CHARTS: On page 627, add new subparagraph e.3. as follows:

* * * * *

e. * * *

* * * * *

3. The MVA/MIA may be lower than the TAA minimum altitude. 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: On page 634, add new subparagraph g. as follows:

* * * * *

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 appli-cable.

5-4-14. PARALLEL ILS APPROACHES (DEPENDENT): On page 641, revise subparagraph c. as follows:

* * * * *

c. * * * A minimum of 1.5 NM radar separation (diagonal) is required between successive aircraft on the adjacent final approach 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: On page 659, revise the number of knots in subparagraph b.4. as follows:

* * * * *

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 7. SAFETY OF FLIGHT

7-1-5. INFLIGHT AVIATION WEATHER ADVISORIES: On page 688, revise the paragraph reference in subparagraph f.1. as follows:

* * * * *

f. * * *

1. * * * AIRMET information is available in two formats: text bulletins (WA) and graphics (G-AIRMET). Both formats meet the criteria of paragraph 7-1-3i and are issued on a scheduled basis every 6 hours beginning at 0245 UTC. * * *

* * * * *



Chapter 9. AERONAUTICAL CHARTS ANDRELATED PUBLICATIONS

9-1-4. GENERAL DESCRIPTION OF EACH CHART SERIES: On pages 750-755, redesignate old subparagraph a.5. as a.6., old subparagraphs c.3. and c.4. as c.4. and c.5., and old FIGs 9-1-3 through 9-1-7 as 9-1-4 through 9-1-8 and old FIGs 9-1-8 through 9-1-13 as 9-1-10 through 9-1-15. Add new subparagraph a.5. and FIG 9-1-3, add new subparagraph c.3. and FIG 9-1-9, and revise newly redesignated subparagraph c.4. as follows.

a. VFR Navigation Charts.

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

(CAC-1 and CAC-2) are designed for visual navigation to assist fa-miliarization of foreign aeronautical and topographic information. The aeronautical information includes visual and radio aids to navigation, airports, controlled airspace, special-use airspace, obstructions, and related data. The topographic information consists of contour lines, shaded relief, drainage patterns, and a selection of land-marks 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, consists of two sides measuring 30” x 60” each. CAC-2, revised biennially, consists of two sides measuring 20” x 60” each. (See FIG 9-1-3.)

* * * * *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; radio aids to navigation; and Class B, Class C, TRSA and special-use airspace. The topographic information includes city tint, populated 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 bi-ennially. (See FIG 9-1-9.)

4. U.S. VFR Wall Planning Chart. This chart is designed for VFR preflight planning and chart selection. It includes aeronau-tical and topographic information of the conterminous U.S. The aeronautical information includes airports, radio aids to naviga-tion, Class B airspace and special use airspace. The topographic information includes city tint, populated places, principal roads, drainage patterns, and shaded relief. Scale 1 inch = 43 nm/ 1:3,100,000. The one-sided chart is 59 x 36 inches and ships unfolded for wall mounting. Chart is revised biennially. (See FIG 9-1-11.)

* * * * *

Caribbean VFR Aeronautical Charts

Alaska VFR Wall Planning Chart


FIG 9-1-3

FIG 9-1-9


PILOT/CONTROLLER GLOSSARY

On pages 790-791, 794-796, 804, 807-812, and 830, add, revise, or delete the following:

* * * * *CLEARED FOR THE OPTION - ATC authorization for an aircraft

to make a touch-and-go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student’s performance under changing situations. Pilots should advise ATC if they decide to remain on the runway, of any delay in their stop and go, delay clearing the runway, or are unable to comply with the instruction(s).(See OPTION APPROACH.)(Refer to AIM.)

* * * * *CONDITIONS NOT MONITORED - When an airport operator

cannot monitor the condition of the movement area or airfield surface area, this information is issued as a NOTAM. Usually necessitated due to staffing, operating hours or other mitigating factors associated with airport operations.

* * * * *

D-ATIS [ICAO] - (See ICAO Term DATA LINK AUTOMATIC TERMINAL INFORMATION SERVICE.)

* * * * *

DATA LINK AUTOMATIC TERMINAL INFORMATION SERVICE (D-ATIS) [ICAO] - The provision of ATIS via data link.

* * * * *

ENHANCED FLIGHT VISION SYSTEM (EFVS) - An EFVS is an installed airborne system which uses an electronic means to provide a display of the forward external scene topography (the applicable natural or manmade features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, such as forward looking infrared, millimeter wave radiometry, millimeter wave radar, and/or low light level image intensifying. When flying an instru-ment approach procedure (IAP), if the runway environment cannot be visually acquired at decision altitude (DA) or mini-mum descent altitude (MDA) using natural vision, then a pilot may use an EFVS to continue descending down to 100 feet above the Touchdown Zone Elevation (TDZE), provided all of the visibility requirements of 14 CFR part 91.175 (l) are met.

* * * * *

EST - (See ESTIMATED.)* * * * *

ESTIMATED (EST) - When used in NOTAMs “EST” is a contrac-tion that is used by the issuing authority only when the condition is expected to return to service prior to the expiration time. Using “EST” lets the user know that this NOTAM has the possibility of returning to service earlier than the expiration time. Any NOTAM which includes an “EST” will be auto-expired at the designated expiration time.

* * * * *

IRREGULAR SURFACE - A surface that is open for use but not per regulations.

* * * * *

MINIMUM NAVIGATION PERFORMANCE SPECIFICATION - DELETED

MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIR-SPACE - DELETED

* * * * *

MNPS - DELETEDMNPSA - DELETED* * * * *

MODEL AIRCRAFT - An unmanned aircraft that is: (1) capable of sustained flight in the atmosphere; (2) flown within visual line of sight of the person operating the aircraft; and (3) flown for hobby or recreational purposes.

* * * * *

NAT HLA - (See NORTH ATLANTIC HIGH LEVEL AIRSPACE.)* * * * *

NORTH ATLANTIC HIGH LEVEL AIRSPACE (NAT HLA) - That volume of airspace (as defined in ICAO Document 7030) between FL 285 and FL 420 within the Oceanic Control Areas of Bodo Oceanic, Gander Oceanic, New York Oceanic East, Reykjavik, Santa Maria, and Shanwick, excluding the Shannon and Brest Ocean Transition Areas. ICAO Doc 007 North Atlantic Operations and Airspace Manual provides detailed information on related aircraft and operational requirements.

* * * * *

NOT STANDARD - Varying from what is expected or published. For use in NOTAMs only.

NOT STD - (See NOT STANDARD.)* * * * *

OPTION APPROACH - An approach requested and conducted by a pilot which will result in either a touch-and-go, missed ap-proach, low approach, stop-and-go, or full stop landing. Pilots should advise ATC if they decide to remain on the runway, of any delay in their stop and go, delay clearing the runway, or are unable to comply with the instruction(s).(See CLEARED FOR THE OPTION.)(Refer to AIM.)

* * * * *

OUT OF SERVICE - When a piece of equipment, a system, a facility or a service is not operational, certified (if required) and immediately “available” for Air Traffic or public use.

* * * * *

WIDE AREA MULTILATERATION (WAM) - A distributed surveil-lance technology which may utilize any combination of signals from Air Traffic Control Radar Beacon System (ATCRBS) (Modes A and C) and Mode S transponders, and ADS-B trans-missions. Multiple geographically dispersed ground sensors measure the time-of-arrival of the transponder messages. Aircraft position is determined by joint processing of the time-difference-of-arrival (TDOA) measurements computed between a reference and the ground stations’ measured time-of-arrival.

* * * * *



October 27, 2016

Effective October 27, 2016


Sec. 91.1607 Special Federal Aviation Regulation No. 113--Prohibition Against Certain Flights in the Simferopol (UKFV) and Dnipropetrovsk (UKDV) Flight Information Regions (FIRs). On page 200, revise the date in paragraph (e) as follows:

* * * * *

(e) Expiration. This SFAR will remain in effect until October 27, 2018. The FAA may amend, rescind, or extend this SFAR as necessary.



September 7, 2016

Part 91 Subpart N: Effective September 7, 2016

Removal of SFAR No. 108: Effective November 7, 2016

For Parts 61, 91, and 135, on pages 111, 212, and 348, remove the entries for SFAR No. 108 – Mitsubishi MU-2B Series Special Training, Experience, and Operating Requirements.


On page 201, add new Subpart N as follows:

Subpart N--Mitsubishi MU-2B Series Special Training, Experience, and Operating Requirements

Sec. 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 command, act as second-in-command, or other persons who manipulate 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.

Sec. 91.1703 Compliance and eligibility.

(a) Except as provided in paragraph (b) of this section, no person 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 subpart.

(b) A person who does not meet the requirements of this subpart 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 manipulator 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 Sec. 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 controls 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 controls 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/transi-tion 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 accordance with an FAA approved MU-2B training program if that person operates more than one MU-2B model as specified in Sec. 91.1707(c).

Sec. 91.1705 Required pilot training.

(a) Except as provided in Sec. 91.1703(b), no person may manipulate 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/ transition, 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 Sec. 91.1703(b), no person may manipulate 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 accord-ance 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 Sec. 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 Sec. 61.56(e) of this chapter may not be substituted for the Mitsubishi MU-2B series 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 authorized by a Training Center certificated under part 142 of this chapter and meeting the qualifications of Sec. 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 authorized by the FAA and if that flight instructor meets the requirements of Sec. 91.1713.

(g) All training conducted for a Mitsubishi MU-2B series airplane 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 applicable MU-2B series checklist (incorporated by reference, see Sec. 91.1721).



(h) MU-2B training programs must contain ground training and flight training sufficient to ensure pilot proficiency for the safe operation of MU-2B aircraft, including:

(1) A ground training curriculum sufficient to ensure pilot knowledge of MU-2B aircraft, aircraft systems, and procedures, necessary 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- degrees 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 ap-

proach;(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 nonprecision and missed

approach;(xxviii) One engine inoperative nonprecision CDFA and

missed approach;(xxix) Circling approach at weather minimums;(xxx) One engine inoperative circling approach at weather

minimums.(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. Current MU-2B differences requirements are specified in Sec. 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). Differences training between the factory type design K and M models 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 Sec. 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 models, 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 Sec. 91.1707(a) for ground instruction, Sec. 91.1707(b) for flight instruction, and Sec. 91.1707(c) for differ-ences 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 Sec. 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.

Sec. 91.1707 Training program hours.

(a) Ground instruction hours are listed in the following table:

Initial/transition Requalification 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 or level 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 ..................................More than 2 factory type design models concurrently ......................Each additional factory type design model added separately ....

1.5 hours required at level B.

3 hours at level B.

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

classroom 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.



Sec. 91.1709 Training program approval.

To obtain approval for an MU-2B training program, training providers must submit a proposed training program to the Administrator.

(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 program and FAA approval documentation to any representative of the Administrator, upon request.

Sec. 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.

Sec. 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 Sec. 91.1705 before giving flight instruction in the Mitsubishi MU-2B series airplane;

(2) Meets the currency requirements of Secs. 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 multiengine 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 series airplane unless that instructor meets the requirements of this paragraph--

(1) Each flight instructor who provides flight training for the Mitsubishi MU-2B series airplane must meet the pilot training and documentation requirements of Sec. 91.1705 before giving flight instruction for the Mitsubishi MU-2B series airplane;

(2) Each flight instructor who provides flight training for the Mitsubishi MU-2B series airplane must meet the currency requirements of Sec. 91.1715(c) before giving flight instruction for the Mitsubishi MU-2B series airplane;

(3) Each flight instructor who provides flight training for the Mitsubishi MU-2B series airplane must have:

(i) A minimum total pilot time of 2000 pilot-in-command hours and 800 pilot-in-command hours in multiengine 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 Mitsubishi 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 com-pleted the appropriate training in the Mitsubishi MU-2B series airplane in accordance with Sec. 91.1705;

(2) For checking conducted in the Mitsubishi MU-2B series airplane, 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 Sec. 91.1715.

Sec. 91.1715 Currency requirements and flight review.

(a) The takeoff and landing currency requirements of Sec. 61.57 of this chapter must be maintained in the Mitsubishi MU-2B series airplane. Takeoff and landings in other multiengine air-planes do not meet the takeoff landing currency requirements for the Mitsubishi 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 requirements of Sec. 61.57 of this chapter for the Mitsubishi MU–2B series airplane.

(c) Satisfactory completion of a flight review to satisfy the requirements of Sec. 61.56 of this chapter is valid for operation of a Mitsubishi MU-2B series airplane only if that flight review is conducted in a Mitsubishi MU-2B series airplane or an MU–2B Simulator 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 accordance with an approved MU-2B Training Program.

(d) A person who successfully completes the Initial/transition, Requalification, or Recurrent training requirements under Sec. 91.1705 of this chapter also meet the requirements of Sec. 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 landings with an approved course conducted under part 142 of this chapter.

Sec. 91.1717 Operating requirements.

(a) Except as provided in paragraph (b) of this section, no person may operate a Mitsubishi MU-2B airplane in single pilot operations 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 re-quirements 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 Administration MU-2B Flight Standardization Board, is accessible for each flight at the pilot station and is used by the flight crew-members 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 oper-ating requirements of this subpart and the MU-2B Airplane Flight Manual’s procedures sections (Normal, Abnormal, and Emergency) and the MU-2B airplane series checklist incorporated by refer-ence in Sec. 91.1721, the person operating the airplane must operate the airplane in accordance with the training specified in this subpart.

Sec. 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.

Sec. 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/ federal_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.

(iii) Cockpit Checklist, Model MU-2B-36A, Type Certifi-cate 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 February 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 Certifi-cate A10SW, MHI Document No. YET06255A, accepted by FSB on February 12, 2007.

(viii) Cockpit Checklist, Model MU-2B-26, Type Certifi-cate 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 Certifi-cate A2PC, MHI Document No. YET06247A, accepted by FSB on February 12, 2007.

(xv) Cockpit Checklist, Model MU-2B-15, Type Certifi-cate A2PC, MHI Document No. YET06246A, accepted by FSB on March 2, 2007.

(xvi) Cockpit Checklist, Model MU-2B-10, Type Certifi-cate 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]



August 19, 2015

Effective September 15, 2016, through September 15, 2017

PART 71—DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

Sec. 71.1 Applicability. On page 121, revise date and policy references as follows:

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 August 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 refer-ence FAA Order 7400.11A is effective September 15, 2016, through September 15, 2017. During the incorporation by reference period, proposed changes 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 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 Airspace 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-locations.html.

Secs. 71.5, 71.15, 71.31, 71.33, 71.41, 71.51, 71.61, 71.71, and 71.901. On pages 121 and 122, replace the words ‘‘FAA Order 7400.9Z’’ with ‘‘FAA Order 7400.11A.”


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