This matters to you as an aviator because none of the updates and improvements this bill contains can be implemented until the President signs it into law. The most recent version to come out of committee is H.R. 3935, aka the FAA Reauthorization Act of 2024. The Senate Commerce Committee and the House Transportation and Infrastructure Committee worked together to pass this bill on to Congress. The Senate overwhelmingly approved the bill on May 9, and this is expected to be taken up by the House next week before it moves on to be signed by the President.

The FAA and aviation industry are chomping at the bit to have this new legislation passed as it offers quite a few updates and paths to improvement for current aviation systems, as well as increased funding for many of the FAA’s programs. The bill sets the FAA budget, and therefore, the initiatives for the next five years. The focus areas of the bill and a few examples of how the bill works to improve each area follow.

• The enhancement of aviation safety is paramount and well represented in the bill. Some of the provisions in this area include the implementation of tracking for high-altitude balloons and adding new technology to avoid runway close-calls, along with improvements to cabin air quality and aircraft cybersecurity.
• Aviation workforce support and growth are priorities with directives included to address air traffic controller, pilot, aviation mechanic, aerospace engineers and manufacturing technical worker shortages, streamline pathways from military to civil aviation, provide self-defense training for flight attendants, and deal with the backlog of special medical approvals for pilots.
• Consumer protections are also highlighted, incorporating requirements for setting clear procedures for a customer’s right to a refund, improving customer communication, and establishing fee-free family seating, among others.
• The bill works to improve aircraft accessibility by compelling the study of evacuation standards, easing the obtaining of onboard wheelchairs, and offering grants for improving airport accessibility, alongside other accessibility assistances.
• Airport updates and expanded air travel services are vital, and the bill ensures access and protects service for rural America and increases funding for airport improvement and modernization.
• Continuing the modernization of the NAS (National Airspace System), the bill requires the completion of the NextGen air transportation system by the end of 2025 and includes funding for upgraded software and infrastructure. It also provides powers to FAA regarding commercial UAS (uncrewed aircraft systems) and air taxis.
• The reauthorization also supports research and development for such areas as advanced materials, aviation information systems, alternative jet fuels, UAS, and AAM (advanced air mobility). It also directs the FAA to explore the best path to introduce new technologies into the airspace.
• The bill also includes funding to empower the NTSB (National Transportation Safety Board), incorporating allowances for additional workforce training, data access, and giving the board new investigative authorities around highway accidents.

What can you do? Encourage the members of Congress from your area to pass the bill. Need help finding these people and how to contact them? Check out Congress.gov’s Find Your Members tool. Just put in your address, and your senators and representatives will be listed. Let them know you think passing this bill is important. The continued safe operation of general aviation in the US depends on it.

Images by Maria Tyutina (https://www.pexels.com/@mtyutina/) and Eilis Garvey (https://unsplash.com/@eilisgarvey).

The post The FAA Reauthorization: Why It’s Important first appeared on Learn To Fly.

Through IBR, several brand-new ACS are now available:

This amendment also requires updates to several of the standards:

The Aviation Mechanic (ACS-1) and Remote Pilot (ACS-10B) standards were not affected and remain in effect.

What does this mean for you? The FAA is clear that no major substantive changes were made to the testing standards already in use. The incorporation of the ACS and PTS creates a clear, easy-to-use organization of the material a student is expected to know (knowledge elements), consider (risk management elements), and do (skill elements) to qualify for an airman certificate or rating. The ACS assigns a unique code to each task element, which allows for better feedback and clear alignment between the standards, handbooks, and test questions. These ACS codes replace the Learning Statement Codes (LSC) previously seen on Airman Knowledge Test Reports (AKTR) once the new publications become effective.

A common question among many applicants is, “Which ACS or PTS should I use, the newly published or the current?” The simple answer is—it depends on when you plan on taking your knowledge exam or practical test. If you plan to test prior to the May 31st effective date you will want to use the ‘‘old’’’ ACS/PTS. If you plan on testing after May 31st you will want to use the newly published ACS/PTS for the airman certificate or rating you are testing for.

All of these new or updated ACS and PTS are available for preorder at ASA to ship in late April.

The post FAA Releases New Airman Certification Standards first appeared on Learn To Fly.

The law requiring Remote ID* was enacted January 15, 2021, with a compliance date of September 16, 2023. Because creating, distributing, and affording drones capable of broadcasting, receiving FRIA approval, and registering drones took longer than anticipated, the FAA enacted a six-month enforcement policy** to exercise discretion in determining how to handle noncompliance, including whether or not to take enforcement action on Remote ID. This discretionary period ended, and enforcement went into full effect on March 16, 2024.

What does this mean for you? Well, if your drone was made after September 16, 2022 it most likely already has Standard Remote ID built in, or at least it should as that is the FAA requirement. For older drones, you will need to attach a Remote ID broadcast module or only operate your drone in a FRIA. In both cases, you will also need to add the Remote ID serial number to your FAA registration.

To check if your drone or broadcast module is Remote ID compliant, go to the FAA UAS Declaration of Compliance website and click on “View public DOC list” (you may need to scroll down to see it).

Filter by type: “RID” and status: “accepted,” then search for your drone or broadcast module.

Only drones or broadcast modules listed on the FAA DOC are considered to be in compliance (even if your drone was advertised as “Remote ID ready”). If your drone or broadcast module is on the list, you will still need to register or update your registration through the FAADroneZone to include your Remote ID drone or broadcast module serial number (note that this serial number is not always the same as your drone’s serial number).

If you’re a recreational drone pilot and have one registration number that applies to multiple aircraft, you can list one Remote ID broadcast module serial number and move the module from aircraft to aircraft (as long as they are all listed on the registration). For more information on Remote ID and registration visit the FAA Remote ID webpage.

And, if all of this sounds a little overwhelming, check out ASA’s Getting Started with Drones and Model Airplanes, and let Patrick Sherman guide you through the process.

* 86 FR 4390
** 88 FR 63518

The post Remote ID Now Enforced for Drones first appeared on Learn To Fly.

In 2004, the FAA published the final rule titled “Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft,” which established rules for the manufacture, certification, operation, and maintenance of light-sport aircraft (LSA), then defined as aircraft weighing less than 1,320 pounds (or 1,430 pounds for aircraft intended for operation on water). LSA includes a wide variety of aircraft, from airplanes and gliders to balloons and gyroplanes. In place for nearly two decades, the LSA category has shown a lower accident rate than experimental amateur-built airplanes, leading the FAA to expand the definition of LSA.

MOSAIC establishes new performance-based requirements for the LSA category, while removing the weight-based requirements. The agency’s proposal would allow LSA to have a clean stall speed of 54 knots, a maximum flight level speed of 250 knots, and a maximum of four seats. All increases over the 2004 regulations. The FAA also wishes to encourage the development and innovation of different powerplants for LSA, “especially electric-powered aircraft.”

MOSAIC would update the repairman certificate with a new light-sport classification that would apply to existing and new aircraft certificated in the light-sport category, namely rotorcraft and powered-lift. It would also expand the aircraft that sport pilots can operate with the hope of attracting new pilots to the industry (though they will still be limited to one passenger), as well as offer new rules for Class G airspace near airports tailored for powered-lift aircraft.

By allowing rotorcraft and electric vertical takeoff and landing (eVTOL) aircraft to be certificated as light-sport aircraft, MOSAIC would introduce electric propulsion systems to the LSA market and grant rotorcraft privileges to light-sport pilots, instructors, and repairmen. Stated another way, MOSAIC may allow LSA certificate holders to fly, instruct on, and repair certain helicopters.

Of course, these changes will require new regulations that aircraft and pilots will need to qualify under. But MOSAIC opens the door for everything from new roads to production for experimental aircraft to making space for VTOLs in airports.

Joby S4-2.0B (N542BJ) photo by Vertical Flight Society (gallery.vtol.org). Photo CC-BY SA 4.0.

1. Though comment was first required by October, the industry asked for and was granted more time to comment by the FAA. ↩︎

The post FAA’s MOSAIC May Expand the Reach of Light-Sport Aircraft first appeared on Learn To Fly.

The BasicMed privileges apply to persons exercising student, recreational, and private pilot privileges when acting as pilot in command (PIC). It also applies to persons exercising flight instructor privileges when acting as PIC. You cannot use BasicMed privileges to fly as a safety pilot, except when that pilot is acting as PIC. Pilots operating under BasicMed must hold a current and valid U.S. driver’s license and comply with all medical requirements or restrictions associated with that license. Applicants operating under BasicMed regulations must also complete the comprehensive medical examination checklist (CMEC) in collaboration with a physical examination by a state-licensed physician. Your physical must be completed within the last 48 months and the CMEC completed within the last 24 months. When operating under BasicMed, pilots are limited to:

1. Fly with no more than five passengers.
2. Fly an aircraft with a maximum certificated takeoff weight of no more than 6,000 lbs.
3. Fly an aircraft that is authorized to carry no more than 6 occupants.
4. Flights within the United States, at an indicated airspeed of 250 knots or less, and at an altitude at or below 18,000 feet mean sea level (MSL).
5. You may not fly for compensation or hire.

If operating beyond these limitations, pilots must obtain an FAA Medical Certificate.

In addition to 14 CFR Part 68, Advisory Circular No. 68-1: Alternative Pilot Physical Examination and Education Requirements is a great resource for pilots wishing to exercise BasicMed privileges. This advisory circular describes how pilots can exercise student, recreational, and private pilot privileges in certain small aircraft without holding a current medical certificate. It outlines the required medical education course, medical requirements, and aircraft and operating restrictions that pilots must meet to act as PIC for most 14 CFR Part 91 operations.

As a private pilot, commercial pilot, and flight instructor it is important that you become familiar with BasicMed, as the FAA is now asking questions on knowledge exam’s pertaining to this topic. Below are a few sample knowledge test questions that you could encounter.

 1. To operate under BasicMed the pilot in command must have completed a physical examination by a state-licensed physician within the preceding
A—48 months.
B—24 months.
C—12 months.

2.  For private pilot operations under BasicMed, the pilot in command is allowed to fly with no more then
A—6 passengers.
B—5 passengers.
C—5 occupants.

3. To maintain BasicMed privileges you are required to complete the CMEC every
A—48 months.
B—24 months.
C—12 months.

.

.

.

.

ANSWERS

1. Correct answer is A. BasicMed regulations require you to complete the CMEC every 24 months while a physical examination by a state-licensed physician must be completed every 48 months.

2. Correct answer is B. As PIC during private pilot operations under BasicMed, the aircraft is restricted to fly with no more than 5 passengers and authorized to carry no more than 6 total occupants. Answer (A) is incorrect because 6 passengers plus the PIC would equal 7 total occupants. Answer (C) is incorrect because BasicMed allows for aircraft authorized to carry no more than 6 total occupants.

3. Correct answer is B. BasicMed regulations require you to complete the comprehensive medical exanimation checklist (CMEC) every 24 months while a physical examination by a state-licensed physician must be completed every 48 months.

Further information can be found through the FAA at the following link: https://www.faa.gov/licenses_certificates/airmen_certification/basic_med/.

The post CFI Brief: BasicMed added to FAA Knowledge Exams first appeared on Learn To Fly.

This notice outlines a change in policy regarding testing applicants for a commercial pilot or flight instructor certificate, regardless whether the training was received under Title 14 of the Code of Federal Regulations (14 CFR) part 61 or 141. Specifically, it outlines the policy which no longer requires applicants for a commercial pilot certificate with an airplane single-engine rating to provide a complex or turbine-powered airplane for the associated practical test and no longer requires applicants for a flight instructor certificate with an airplane single-engine rating to provide a complex airplane for the practical test.

It is important to note this policy change does not affect the training and experience requirements as outlined in 14 CFR Parts 61 or 141. Applicants working towards a Commercial or Flight Instructor Certificate will still be required to obtain flight time and training in a complex airplane.

Part of the reasoning behind this change is that training providers have noted a concern regarding the availability of complex airplanes, adding to the complexity of scheduling checkrides. In addition, many of these aircraft are older models and require much higher maintenance cost to meet airworthiness standards. The FAA recognizes these flight school concerns and understands it might be cost-prohibitive and difficult to schedule applicant testing in a complex airplane.

Removing the requirements for a complex airplane to be used during the practical test will in turn reduce the overall cost of the practical test and allow applicants to utilize more cost effective and readily available aircraft.

Please note the corresponding changes to the Commercial Pilot ACS (FAA-S-ACS-7) and Flight Instructor PTS (FAA-S-8081-6D) as outlined below.

FAA-S-ACS-7
Change 3

• Revised the “Equipment Requirements & Limitations” section in Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Note: This change will also affect the wording in some of the Task, Skill elements. To see all change 3 revisions please refer to the complete document by following the link below.

https://www.faa.gov/training_testing/testing/acs/media/commercial_airplane_acs.pdf

FAA-S-8081-6D
Change 6

• Removed the complex airplane requirement from practical tests for an airplane single-engine instructor rating and made corresponding changes to Task elements and the following sections in the Introduction:

• “Aircraft and Equipment Required for the Practical Test”
• “Renewal or Reinstatement of a Flight Instructor Certificate”

An update will be available shortly for the ASA Commercial Pilot ACS and Flight Instructor PTS publications. To stay informed of all updates please follow the link below.

http://www.asa2fly.com/FAA-Test-Standards-W24C162.aspx

The post CFI Brief: Complex Airplane, No Longer Required on Checkride first appeared on Learn To Fly.

Below is a list of the most recent changes affecting all pilot knowledge test question banks.

• The FAA expects to develop test questions on the new BasicMed regulation in the future. Third-class medical questions will remain, since BasicMed is an addition to the medical certification structure, not a replacement of the third-class medical.
• New questions based on FAA Form 7233-4, International Flight Plan (ICAO format)— release date is TBD.
• Student Pilot/Medical Certificate – New questions based on the Student Pilot Certificate rule that took effect on April 1, 2016 are being developed. We expect to add these questions to appropriate knowledge tests by June 11, 2018.

Instrument Rating Airplane (IRA), Airline Transport Pilot Multi-Engine (ATM), Aircraft Dispatcher (ADX)  – All VOR/DME RNAV questions have been removed from the question banks for these knowledge tests.

These changes have been noted by ASA and updates for Prepware Software, Prepware Online, and Test Prep books will be available shortly. If you would like to be notified when these updates have become available be sure to follow the link below and sign-up for notifications.

http://www.asa2fly.com/testupdate

Handbook and Advisory Circular Updates

• Aeronautical Chart Users Guide (CUG) – February 2018 Update Available
• Aviation Weather Services (AC 00-45H) – Change 1 published January 2018. Includes new information on Terminal Doppler Weather Radar (TDWR), Polar Orbiting Environment Satellites (POES), Convective Forecast (TCF), Graphical Forecast for Aviation (GFA), Localized Aviation Model Output Statistics (MOS) Program (LAMP), Low-Level Wind Shear Alert System (LLWAS), and the Flight Path Tool (FPT). To learn more review our updated posted on the Learn to Fly Blog, AC 00-45H Change 1: Update from ASA.

New and cool from ASA!

 The Complete Remote Pilot – Available NOW

The Droner’s Manual – Available NOW

The Flight Instructors Manual – NEW Sixth Edition

The post CFI Brief: February 2018 Test Roll first appeared on Learn To Fly.

Also recently published is Advisory Circular 61-65G, which replaces the -65F. This advisory circular (AC) provides guidance for pilot applicants, pilots, flight instructors, ground instructors, and examiners on the certification standards, knowledge test procedures, and other requirements in Title 14 of the Code of Federal Regulations (14 CFR) Part 61. This AC is also commonly known as your go to reference for sample endorsements for use by authorized instructors when endorsing logbooks, or other means found acceptable to the Administrator for airmen applying for a knowledge or practical test, or when certifying accomplishment of requirements for pilot operating privileges.

ASA has noted all these changes throughout this AC and updated our fill-in PDF Endorsement Labels accordingly. To download this free product check out the link below:

ASA Endorsement Labels

The post CFI Brief: FAA Safety Briefing, January 2018 first appeared on Learn To Fly.

• References to the Airport/Facility Directory (A/FD) have been changed to this publication’s new name, “Chart Supplement.”
• U.S. format Flight Plans – New questions based on the new U.S. flight plan will be developed and implemented by June 2018.
• Student Pilot/Medical Certificate – New questions based on the Student Pilot Certificate rule that took effect on 1 April 2016 are expected by October 16, 2017.
• Rote memorization questions such as the following have been removed (e.g., Validity period for unscheduled products such as SIGMETS).
• Operationally irrelevant questions have been removed (e.g., Meaning of brackets near station model on a WX depiction chart).
• The following topics have been removed from FAA Knowledge Tests (effective June 12, 2017):
  • 4-panel prog charts
  • Weather depiction chart
  • Area forecasts
  • Aerobatic flight

Recent changes affecting the Private Pilot Airplane Knowledge Test:

• Aircraft performance and weather questions that involve multiple interpolations across multiple charts do not include multiple interpolations across multiple charts.

Recent changes affecting the Instrument Rating Airplane Knowledge Test:

• The following subjects have been removed:
  • Airport Surveillance Radar (ASR) approaches
  • Composite Flight Plans
  • Designation of instruments as “primary” or “secondary” for aircraft control
  • Inner Marker, Middle Marker
  • Specific number of degrees on glide path
  • Time and distance questions involving multiple interpolation
  • BARO VNAV (IRA ONLY)
  • Back Course Approaches (IRA ONLY)
  • LDA & SDF (IRA ONLY)
  • Aircraft performance and weather questions that involve multiple interpolations across multiple charts

These changes have been noted by ASA and updates for Prepware Software, Prepware Online, and Test Prep books will be available shortly. If you would like to be notified when these updates have become available be sure to follow the link below and sign-up for notifications.

http://www.asa2fly.com/testupdate

UPDATES from ASA

• Newly updated ASA Checkride apps are now available in both the apple and android app stores.
  • Checkride Apps for iOS
  • Checkride Apps for Android
• The ASA FAR/AIM and FAR/AMT apps are current through June 15^th, 2017 to reflect the 2018 FAR/AIM book series. Another update will be available towards the end of October.
• The Dictionary of Aeronautical Terms 6^th Edition is now available.
• The Students Pilots Flight Manual 11^th Edition by William Kershner just arrived this week and is now available to order.

The post CFI Brief: October 2017 Test Roll first appeared on Learn To Fly.

Information that might affect the safety of a flight, such as a runway closure, Temporary Flight Restriction (TFR), NAVAID outage, lighting system change, etc., is available from your flight service station briefer.

Your briefer has access to NOTAMs. So do you, at PilotWeb. If you use one of the computer flight planning products such as DUATS or the AOPA flight planner, you will also receive current NOTAMS—but be aware that TFRs can pop up without warning. Always check for them with flight service before takeoff to avoid being intercepted by F-16s or Coast Guard helicopters and forced to land.

If you want to know about VOR outages, runway closures, men and equipment on the runway, etc., look for or ask for D NOTAMs. For long cross-countries it is always valuable to call one of the fixed-base operators at the destination airport for last-minute information, such as “the power is out and we can’t pump gas!”

To make it easier for pilots to scan through a list of NOTAMs for information specific to their flight, the FAA uses “key words” in the first line of text. See the figure below—although this FAA document does not include recent additions: ODP, SID, STAR, CHART, DATA, IAP, VFP, ROUTE, SPECIAL, or (O); also, the keyword RAMP will no longer be used. As a VFR pilot, you are definitely interested in Visual Flight Procedure (VFP) and Obstacle Departure Procedure (ODP) NOTAMs which, although intended for instrument pilots, might contain information useful to you.

Every 28 days the FAA releases the Notices to Air Missions publication that contains all current NOTAM (D)s and FDC NOTAMs, except for Temporary Flight Restrictions. When a NOTAM is published here (or in the Chart Supplements U.S.) it no longer shows up on the briefer’s screen; if you don’t ask the briefer for any published NOTAMs that will affect your flight, you will never find out about them. You can get this publication online at https://pilotweb.nas.faa.gov/PilotWeb/.

The post Regulations: Notices to Air Missions first appeared on Learn To Fly.