becomes one line, is kept as *…*, other tags stripped, entities decoded, runs of spaces collapsed", "sha256": "e770e4a594a12dbe7150b2716e817cd73a45373a2067643fc3b7e9c339c9c117", "text": "§ 1.1 General definitions.\nAs used in this chapter, unless the context requires otherwise:\n*Administrator* means the Federal Aviation Administrator or any person to whom he has delegated his authority in the matter concerned.\n*Aerodynamic coefficients* means non-dimensional coefficients for aerodynamic forces and moments.\n*Air carrier* means a person who undertakes directly by lease, or other arrangement, to engage in air transportation.\n*Air commerce* means interstate, overseas, or foreign air commerce or the transportation of mail by aircraft or any operation or navigation of aircraft within the limits of any Federal airway or any operation or navigation of aircraft which directly affects, or which may endanger safety in, interstate, overseas, or foreign air commerce.\n*Aircraft* means a device that is used or intended to be used for flight in the air.\n*Aircraft engine* means an engine that is used or intended to be used for propelling aircraft. It includes turbosuperchargers, appurtenances, and accessories necessary for its functioning, but does not include propellers.\n*Airframe* means the fuselage, booms, nacelles, cowlings, fairings, airfoil surfaces (including rotors but excluding propellers and rotating airfoils of engines), and landing gear of an aircraft and their accessories and controls.\n*Airplane* means an engine-driven fixed-wing aircraft heavier than air, that is supported in flight by the dynamic reaction of the air against its wings.\n*Airport* means an area of land or water that is used or intended to be used for the landing and takeoff of aircraft, and includes its buildings and facilities, if any.\n*Airship* means an engine-driven lighter-than-air aircraft that can be steered.\n*Air traffic* means aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas.\n*Air traffic clearance* means an authorization by air traffic control, for the purpose of preventing collision between known aircraft, for an aircraft to proceed under specified traffic conditions within controlled airspace.\n*Air traffic control* means a service operated by appropriate authority to promote the safe, orderly, and expeditious flow of air traffic.\n*Air Traffic Service (ATS) route* is a specified route designated for channeling the flow of traffic as necessary for the provision of air traffic services. The term “ATS route” refers to a variety of airways, including jet routes, area navigation (RNAV) routes, and arrival and departure routes. An ATS route is defined by route specifications, which may include:\n(1) An ATS route designator;\n(2) The path to or from significant points;\n(3) Distance between significant points;\n(4) Reporting requirements; and\n(5) The lowest safe altitude determined by the appropriate authority.\n*Air transportation* means interstate, overseas, or foreign air transportation or the transportation of mail by aircraft.\n*Alert Area.* An alert area is established to inform pilots of a specific area wherein a high volume of pilot training or an unusual type of aeronautical activity is conducted.\n*Alternate airport* means an airport at which an aircraft may land if a landing at the intended airport becomes inadvisable.\n*Altitude engine* means a reciprocating aircraft engine having a rated takeoff power that is producible from sea level to an established higher altitude.\n*Amateur rocket* means an unmanned rocket that:\n(1) Is propelled by a motor or motors having a combined total impulse of 889,600 Newton-seconds (200,000 pound-seconds) or less; and\n(2) Cannot reach an altitude greater than 150 kilometers (93.2 statute miles) above the earth's surface.\n*Appliance* means any instrument, mechanism, equipment, part, apparatus, appurtenance, or accessory, including communications equipment, that is used or intended to be used in operating or controlling an aircraft in flight, is installed in or attached to the aircraft, and is not part of an airframe, engine, or propeller.\n*Approved*, unless used with reference to another person, means approved by the FAA or any person to whom the FAA has delegated its authority in the matter concerned, or approved under the provisions of a bilateral agreement between the United States and a foreign country or jurisdiction.\n*Area navigation (RNAV)* is a method of navigation that permits aircraft operations on any desired flight path.\n*Area navigation (RNAV) route* is an ATS route based on RNAV that can be used by suitably equipped aircraft.\n*Armed Forces* means the Army, Navy, Air Force, Marine Corps, and Coast Guard, including their regular and reserve components and members serving without component status.\n*Autorotation* means a rotorcraft or powered-lift flight condition in which the lifting rotor is driven entirely by action of the air when the rotorcraft or powered-lift is in motion.\n*Auxiliary rotor* means a rotor that serves either to counteract the effect of the main rotor torque on a rotorcraft or to maneuver the rotorcraft about one or more of its three principal axes.\n*Balloon* means a lighter-than-air aircraft that is not engine driven, and that sustains flight through the use of either gas buoyancy or an airborne heater.\n*Brake horsepower* means the power delivered at the propeller shaft (main drive or main output) of an aircraft engine.\n*Calibrated airspeed* means the indicated airspeed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.\n*Canard* means the forward wing of a canard configuration and may be a fixed, movable, or variable geometry surface, with or without control surfaces.\n*Canard configuration* means a configuration in which the span of the forward wing is substantially less than that of the main wing.\n*Category:*\n(1) As used with respect to the certification, ratings, privileges, and limitations of airmen, means a broad classification of aircraft. Examples include: airplane; rotorcraft; glider; and lighter-than-air; and\n(2) As used with respect to the certification of aircraft, means a grouping of aircraft based upon intended use or operating limitations. Examples include: transport, normal, utility, acrobatic, limited, restricted, and provisional.\n*Category A,* with respect to transport category rotorcraft, means multiengine rotorcraft designed with engine and system isolation features specified in Part 29 and utilizing scheduled takeoff and landing operations under a critical engine failure concept which assures adequate designated surface area and adequate performance capability for continued safe flight in the event of engine failure.\n*Category B,* with respect to transport category rotorcraft, means single-engine or multiengine rotorcraft which do not fully meet all Category A standards. Category B rotorcraft have no guaranteed stay-up ability in the event of engine failure and unscheduled landing is assumed.\n*Category II operations,* with respect to the operation of aircraft, means a straight-in ILS approach to the runway of an airport under a Category II ILS instrument approach procedure issued by the Administrator or other appropriate authority.\n*Category III operations,* with respect to the operation of aircraft, means an ILS approach to, and landing on, the runway of an airport using a Category III ILS instrument approach procedure issued by the Administrator or other appropriate authority.\n*Ceiling* means the height above the earth's surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken”, “overcast”, or “obscuration”, and not classified as “thin” or “partial”.\n*Civil aircraft* means aircraft other than public aircraft.\n*Class:*\n(1) As used with respect to the certification, ratings, privileges, and limitations of airmen, means a classification of aircraft within a category having similar operating characteristics. Examples include: single engine; multiengine; land; water; gyroplane; helicopter; airship; and free balloon; and\n(2) As used with respect to the certification of aircraft, means a broad grouping of aircraft having similar characteristics of propulsion, flight, or landing. Examples include: airplane; rotorcraft; glider; balloon; landplane; and seaplane.\n*Clearway* means:\n(1) For turbine engine powered airplanes certificated after August 29, 1959, an area beyond the runway, not less than 500 feet wide, centrally located about the extended centerline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25 percent, above which no object nor any terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway.\n(2) For turbine engine powered airplanes certificated after September 30, 1958, but before August 30, 1959, an area beyond the takeoff runway extending no less than 300 feet on either side of the extended centerline of the runway, at an elevation no higher than the elevation of the end of the runway, clear of all fixed obstacles, and under the control of the airport authorities.\n*Climbout speed,* with respect to rotorcraft, means a referenced airspeed which results in a flight path clear of the height-velocity envelope during initial climbout.\n*Commercial operator* means a person who, for compensation or hire, engages in the carriage by aircraft in air commerce of persons or property, other than as an air carrier or foreign air carrier or under the authority of Part 375 of this title. Where it is doubtful that an operation is for “compensation or hire”, the test applied is whether the carriage by air is merely incidental to the person's other business or is, in itself, a major enterprise for profit.\n*Configuration, Maintenance, and Procedures (CMP) document* means a document approved by the FAA that contains minimum configuration, operating, and maintenance requirements, hardware life-limits, and Master Minimum Equipment List (MMEL) constraints necessary for an airplane-engine combination to meet ETOPS type design approval requirements.\n*Controlled airspace* means an airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification.\nControlled airspace is a generic term that covers Class A, Class B, Class C, Class D, and Class E airspace.\n*Controlled Firing Area.* A controlled firing area is established to contain activities, which if not conducted in a controlled environment, would be hazardous to nonparticipating aircraft.\n*Crewmember* means a person assigned to perform duty in an aircraft during flight time.\n*Critical altitude* means the maximum altitude at which, in standard atmosphere, it is possible to maintain, at a specified rotational speed, a specified power or a specified manifold pressure. Unless otherwise stated, the critical altitude is the maximum altitude at which it is possible to maintain, at the maximum continuous rotational speed, one of the following:\n(1) The maximum continuous power, in the case of engines for which this power rating is the same at sea level and at the rated altitude.\n(2) The maximum continuous rated manifold pressure, in the case of engines, the maximum continuous power of which is governed by a constant manifold pressure.\n*Critical engine* means the engine whose failure would most adversely affect the performance or handling qualities of an aircraft.\n*Decision altitude (DA)* is a specified altitude in an instrument approach procedure at which the pilot must decide whether to initiate an immediate missed approach if the pilot does not see the required visual reference, or to continue the approach. Decision altitude is expressed in feet above mean sea level.\n*Decision height (DH)* is a specified height above the ground in an instrument approach procedure at which the pilot must decide whether to initiate an immediate missed approach if the pilot does not see the required visual reference, or to continue the approach. Decision height is expressed in feet above ground level.\n*Early ETOPS* means ETOPS type design approval obtained without gaining non-ETOPS service experience on the candidate airplane-engine combination certified for ETOPS.\n*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.\n*Enhanced flight visibility (EFV)* means the average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent topographical objects may be clearly distinguished and identified by day or night by a pilot using an enhanced flight vision system.\n*Enhanced flight vision system (EFVS)* means an installed aircraft 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 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. An EFVS includes the display element, sensors, computers and power supplies, indications, and controls.\n*Equivalent airspeed* means the calibrated airspeed of an aircraft corrected for adiabatic compressible flow for the particular altitude. Equivalent airspeed is equal to calibrated airspeed in standard atmosphere at sea level.\n*ETOPS Significant System* means an airplane system, including the propulsion system, the failure or malfunctioning of which could adversely affect the safety of an ETOPS flight, or the continued safe flight and landing of an airplane during an ETOPS diversion. Each ETOPS significant system is either an ETOPS group 1 significant system or an ETOPS group 2 significant system.\n(1) An ETOPS group 1 Significant System—\n(i) Has fail-safe characteristics directly linked to the degree of redundancy provided by the number of engines on the airplane.\n(ii) Is a system, the failure or malfunction of which could result in an IFSD, loss of thrust control, or other power loss.\n(iii) Contributes significantly to the safety of an ETOPS diversion by providing additional redundancy for any system power source lost as a result of an inoperative engine.\n(iv) Is essential for prolonged operation of an airplane at engine inoperative altitudes.\n(2) An ETOPS group 2 significant system is an ETOPS significant system that is not an ETOPS group 1 significant system.\n*Extended Operations (ETOPS)* means an airplane flight operation, other than an all-cargo operation in an airplane with more than two engines, during which a portion of the flight is conducted beyond a time threshold identified in part 121 or part 135 of this chapter that is determined using an approved one-engine-inoperative cruise speed under standard atmospheric conditions in still air.\n*Extended over-water operation* means—\n(1) With respect to aircraft other than helicopters, an operation over water at a horizontal distance of more than 50 nautical miles from the nearest shoreline; and\n(2) With respect to helicopters, an operation over water at a horizontal distance of more than 50 nautical miles from the nearest shoreline and more than 50 nautical miles from an off-shore heliport structure.\n*External load* means a load that is carried, or extends, outside of the aircraft fuselage.\n*External-load attaching means* means the structural components used to attach an external load to an aircraft, including external-load containers, the backup structure at the attachment points, and any quick-release device used to jettison the external load.\n*Final approach fix (FAF)* defines the beginning of the final approach segment and the point where final segment descent may begin.\n*Final takeoff speed* means the speed of the airplane that exists at the end of the takeoff path in the en route configuration with one engine inoperative.\n*Fireproof*—\n(1) With respect to materials and parts used to confine fire in a designated fire zone, means the capacity to withstand at least as well as steel in dimensions appropriate for the purpose for which they are used, the heat produced when there is a severe fire of extended duration in that zone; and\n(2) With respect to other materials and parts, means the capacity to withstand the heat associated with fire at least as well as steel in dimensions appropriate for the purpose for which they are used.\n*Fire resistant*—\n(1) With respect to sheet or structural members means the capacity to withstand the heat associated with fire at least as well as aluminum alloy in dimensions appropriate for the purpose for which they are used; and\n(2) With respect to fluid-carrying lines, fluid system parts, wiring, air ducts, fittings, and powerplant controls, means the capacity to perform the intended functions under the heat and other conditions likely to occur when there is a fire at the place concerned.\n*Flame resistant* means not susceptible to combustion to the point of propagating a flame, beyond safe limits, after the ignition source is removed.\n*Flammable,* with respect to a fluid or gas, means susceptible to igniting readily or to exploding.\n*Flap extended speed* means the highest speed permissible with wing flaps in a prescribed extended position.\n*Flash resistant* means not susceptible to burning violently when ignited.\n*Flightcrew member* means a pilot, flight engineer, or flight navigator assigned to duty in an aircraft during flight time.\n*Flight level* means a level of constant atmospheric pressure related to a reference datum of 29.92 inches of mercury. Each is stated in three digits that represent hundreds of feet. For example, flight level 250 represents a barometric altimeter indication of 25,000 feet; flight level 255, an indication of 25,500 feet.\n*Flight plan* means specified information, relating to the intended flight of an aircraft, that is filed orally or in writing with air traffic control.\n*Flight simulation training device (FSTD)* means a full flight simulator or a flight training device.\n*Flight time* means:\n(1) Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing; or\n(2) For a glider without self-launch capability, pilot time that commences when the glider is towed for the purpose of flight and ends when the glider comes to rest after landing.\n*Flight training device (FTD)* means a replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft cockpit replica. It includes the equipment and computer programs necessary to represent aircraft (or set of aircraft) operations in ground and flight conditions having the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the qualification performance standard (QPS) for a specific FTD qualification level.\n*Flight visibility* means the average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.\n*Foreign air carrier* means any person other than a citizen of the United States, who undertakes directly, by lease or other arrangement, to engage in air transportation.\n*Foreign air commerce* means the carriage by aircraft of persons or property for compensation or hire, or the carriage of mail by aircraft, or the operation or navigation of aircraft in the conduct or furtherance of a business or vocation, in commerce between a place in the United States and any place outside thereof; whether such commerce moves wholly by aircraft or partly by aircraft and partly by other forms of transportation.\n*Foreign air transportation* means the carriage by aircraft of persons or property as a common carrier for compensation or hire, or the carriage of mail by aircraft, in commerce between a place in the United States and any place outside of the United States, whether that commerce moves wholly by aircraft or partly by aircraft and partly by other forms of transportation.\n*Forward wing* means a forward lifting surface of a canard configuration or tandem-wing configuration airplane. The surface may be a fixed, movable, or variable geometry surface, with or without control surfaces.\n*Full flight simulator (FFS)* means a replica of a specific type; or make, model, and series aircraft cockpit. It includes the assemblage of equipment and computer programs necessary to represent aircraft operations in ground and flight conditions, a visual system providing an out-of-the-cockpit view, a system that provides cues at least equivalent to those of a three-degree-of-freedom motion system, and has the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the qualification performance standards (QPS) for a specific FFS qualification level.\n*Glider* means a heavier-than-air aircraft, that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine.\n*Ground visibility* means prevailing horizontal visibility near the earth's surface as reported by the United States National Weather Service or an accredited observer.\n*Go-around power or thrust setting* means the maximum allowable in-flight power or thrust setting identified in the performance data.\n*Gyrodyne* means a rotorcraft whose rotors are normally engine-driven for takeoff, hovering, and landing, and for forward flight through part of its speed range, and whose means of propulsion, consisting usually of conventional propellers, is independent of the rotor system.\n*Gyroplane* means a rotorcraft whose rotors are not engine-driven, except for initial starting, but are made to rotate by action of the air when the rotorcraft is moving; and whose means of propulsion, consisting usually of conventional propellers, is independent of the rotor system.\n*Helicopter* means a rotorcraft that, for its horizontal motion, depends principally on its engine-driven rotors.\n*Heliport* means an area of land, water, or structure used or intended to be used for the landing and takeoff of helicopters.\n*Idle thrust* means the jet thrust obtained with the engine power control level set at the stop for the least thrust position at which it can be placed.\n*IFR conditions* means weather conditions below the minimum for flight under visual flight rules.\n*IFR over-the-top,* with respect to the operation of aircraft, means the operation of an aircraft over-the-top on an IFR flight plan when cleared by air traffic control to maintain “VFR conditions” or “VFR conditions on top”.\n*Indicated airspeed* means the speed of an aircraft as shown on its pitot static airspeed indicator calibrated to reflect standard atmosphere adiabatic compressible flow at sea level uncorrected for airspeed system errors.\n*In-flight shutdown (IFSD)* means, for ETOPS only, when an engine ceases to function (when the airplane is airborne) and is shutdown, whether self induced, flightcrew initiated or caused by an external influence. The FAA considers IFSD for all causes: for example, flameout, internal failure, flightcrew initiated shutdown, foreign object ingestion, icing, inability to obtain or control desired thrust or power, and cycling of the start control, however briefly, even if the engine operates normally for the remainder of the flight. This definition excludes the airborne cessation of the functioning of an engine when immediately followed by an automatic engine relight and when an engine does not achieve desired thrust or power but is not shutdown.\n*Instrument* means a device using an internal mechanism to show visually or aurally the attitude, altitude, or operation of an aircraft or aircraft part. It includes electronic devices for automatically controlling an aircraft in flight.\n*Instrument approach procedure (IAP)* is a series of predetermined maneuvers by reference to flight instruments with specified protection from obstacles and assurance of navigation signal reception capability. It begins from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point:\n(1) From which a landing can be completed; or\n(2) If a landing is not completed, to a position at which holding or en route obstacle clearance criteria apply.\n*Interstate air commerce* means the carriage by aircraft of persons or property for compensation or hire, or the carriage of mail by aircraft, or the operation or navigation of aircraft in the conduct or furtherance of a business or vocation, in commerce between a place in any State of the United States, or the District of Columbia, and a place in any other State of the United States, or the District of Columbia; or between places in the same State of the United States through the airspace over any place outside thereof; or between places in the same territory or possession of the United States, or the District of Columbia.\n*Interstate air transportation* means the carriage by aircraft of persons or property as a common carrier for compensation or hire, or the carriage of mail by aircraft in commerce:\n(1) Between a place in a State or the District of Columbia and another place in another State or the District of Columbia;\n(2) Between places in the same State through the airspace over any place outside that State; or\n(3) Between places in the same possession of the United States;\n*Intrastate air transportation* means the carriage of persons or property as a common carrier for compensation or hire, by turbojet-powered aircraft capable of carrying thirty or more persons, wholly within the same State of the United States.\n*Kite* means a framework, covered with paper, cloth, metal, or other material, intended to be flown at the end of a rope or cable, and having as its only support the force of the wind moving past its surfaces.\n*Landing gear extended speed* means the maximum speed at which an aircraft can be safely flown with the landing gear extended.\n*Landing gear operating speed* means the maximum speed at which the landing gear can be safely extended or retracted.\n*Large aircraft* means aircraft of more than 12,500 pounds, maximum certificated takeoff weight.\n*Lighter-than-air aircraft* means aircraft that can rise and remain suspended by using contained gas weighing less than the air that is displaced by the gas.\n*Load factor* means the ratio of a specified load to the total weight of the aircraft. The specified load is expressed in terms of any of the following: aerodynamic forces, inertia forces, or ground or water reactions.\n*Long-range communication system (LRCS).* A system that uses satellite relay, data link, high frequency, or another approved communication system which extends beyond line of sight.\n*Long-range navigation system (LRNS).* An electronic navigation unit that is approved for use under instrument flight rules as a primary means of navigation, and has at least one source of navigational input, such as inertial navigation system or global positioning system.\n*Mach number* means the ratio of true airspeed to the speed of sound.\n*Main rotor* means the rotor that supplies the principal lift to a rotorcraft.\n*Maintenance* means inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventive maintenance.\n*Major alteration* means an alteration not listed in the aircraft, aircraft engine, or propeller specifications—\n(1) That might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or\n(2) That is not done according to accepted practices or cannot be done by elementary operations.\n*Major repair* means a repair:\n(1) That, if improperly done, might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or\n(2) That is not done according to accepted practices or cannot be done by elementary operations.\n*Manifold pressure* means absolute pressure as measured at the appropriate point in the induction system and usually expressed in inches of mercury.\n*Maximum engine overtorque*, as it applies to turbopropeller and turboshaft engines incorporating free power turbines for all ratings except one engine inoperative (OEI) ratings of two minutes or less, means the maximum torque of the free power turbine rotor assembly, the inadvertent occurrence of which, for periods of up to 20 seconds, will not require rejection of the engine from service, or any maintenance action other than to correct the cause.\n*Maximum speed for stability characteristics, V*FC/MFC means a speed that may not be less than a speed midway between maximum operating limit speed (VMO/MMO) and demonstrated flight diving speed (VDF/MDF), except that, for altitudes where the Mach number is the limiting factor, MFC need not exceed the Mach number at which effective speed warning occurs.\n*Medical certificate* means acceptable evidence of physical fitness on a form prescribed by the Administrator.\n*Military operations area.* A military operations area (MOA) is airspace established outside Class A airspace to separate or segregate certain nonhazardous military activities from IFR Traffic and to identify for VFR traffic where theses activities are conducted.\n*Minimum descent altitude (MDA)* is the lowest altitude specified in an instrument approach procedure, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle-to-land maneuvering until the pilot sees the required visual references for the heliport or runway of intended landing.\n*Minor alteration* means an alteration other than a major alteration.\n*Minor repair* means a repair other than a major repair.\n*National defense airspace* means airspace established by a regulation prescribed, or an order issued under, 49 U.S.C. 40103(b)(3).\n*Navigable airspace* means airspace at and above the minimum flight altitudes prescribed by or under this chapter, including airspace needed for safe takeoff and landing.\n*Night* means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time.\n*Nonprecision approach procedure* means a standard instrument approach procedure in which no electronic glide slope is provided.\n*Operate,* with respect to aircraft, means use, cause to use or authorize to use aircraft, for the purpose (except as provided in § 91.13 of this chapter) of air navigation including the piloting of aircraft, with or without the right of legal control (as owner, lessee, or otherwise).\n*Operational control,* with respect to a flight, means the exercise of authority over initiating, conducting or terminating a flight.\n*Overseas air commerce* means the carriage by aircraft of persons or property for compensation or hire, or the carriage of mail by aircraft, or the operation or navigation of aircraft in the conduct or furtherance of a business or vocation, in commerce between a place in any State of the United States, or the District of Columbia, and any place in a territory or possession of the United States; or between a place in a territory or possession of the United States, and a place in any other territory or possession of the United States.\n*Overseas air transportation* means the carriage by aircraft of persons or property as a common carrier for compensation or hire, or the carriage of mail by aircraft, in commerce:\n(1) Between a place in a State or the District of Columbia and a place in a possession of the United States; or\n(2) Between a place in a possession of the United States and a place in another possession of the United States; whether that commerce moves wholly by aircraft or partly by aircraft and partly by other forms of transportation.\n*Over-the-top* means above the layer of clouds or other obscuring phenomena forming the ceiling.\n*Parachute* means a device used or intended to be used to retard the fall of a body or object through the air.\n*Person* means an individual, firm, partnership, corporation, company, association, joint-stock association, or governmental entity. It includes a trustee, receiver, assignee, or similar representative of any of them.\n*Pilotage* means navigation by visual reference to landmarks.\n*Pilot in command* means the person who:\n(1) Has final authority and responsibility for the operation and safety of the flight;\n(2) Has been designated as pilot in command before or during the flight; and\n(3) Holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight.\n*Pitch setting* means the propeller blade setting as determined by the blade angle measured in a manner, and at a radius, specified by the instruction manual for the propeller.\n*Portable oxygen concentrator* means a medical device that separates oxygen from other gasses in ambient air and dispenses this concentrated oxygen to the user.\n*Positive control* means control of all air traffic, within designated airspace, by air traffic control.\n*Powered parachute* means a powered aircraft comprised of a flexible or semi-rigid wing connected to a fuselage so that the wing is not in position for flight until the aircraft is in motion. The fuselage of a powered parachute contains the aircraft engine, a seat for each occupant and is attached to the aircraft's landing gear.\n*Powered-lift* means a heavier-than-air aircraft capable of vertical takeoff, vertical landing, and low speed flight that depends principally on engine-driven lift devices or engine thrust for lift during these flight regimes and on nonrotating airfoil(s) for lift during horizontal flight.\n*Precision approach procedure* means a standard instrument approach procedure in which an electronic glide slope is provided, such as ILS and PAR.\n*Preventive maintenance* means simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations.\n*Prohibited area.* A prohibited area is airspace designated under part 73 within which no person may operate an aircraft without the permission of the using agency.\n*Propeller* means a device for propelling an aircraft that has blades on an engine-driven shaft and that, when rotated, produces by its action on the air, a thrust approximately perpendicular to its plane of rotation. It includes control components normally supplied by its manufacturer, but does not include main and auxiliary rotors or rotating airfoils of engines.\n*Public aircraft* means any of the following aircraft when not being used for a commercial purpose or to carry an individual other than a crewmember or qualified non-crewmenber:\n(1) An aircraft used only for the United States Government; an aircraft owned by the Government and operated by any person for purposes related to crew training, equipment development, or demonstration; an aircraft owned and operated by the government of a State, the District of Columbia, or a territory or possession of the United States or a political subdivision of one of these governments; or an aircraft exclusively leased for at least 90 continuous days by the government of a State, the District of Columbia, or a territory or possession of the United States or a political subdivision of one of these governments.\n(i) For the sole purpose of determining public aircraft status, *commercial purposes* means the transportation of persons or property for compensation or hire, but does not include the operation of an aircraft by the armed forces for reimbursement when that reimbursement is required by any Federal statute, regulation, or directive, in effect on November 1, 1999, or by one government on behalf of another government under a cost reimbursement agreement if the government on whose behalf the operation is conducted certifies to the Administrator of the Federal Aviation Administration that the operation is necessary to respond to a significant and imminent threat to life or property (including natural resources) and that no service by a private operator is reasonably available to meet the threat.\n(ii) For the sole purpose of determining public aircraft status, *governmental function* means an activity undertaken by a government, such as national defense, intelligence missions, firefighting, search and rescue, law enforcement (including transport of prisoners, detainees, and illegal aliens), aeronautical research, biological or geological resource management (including data collection on civil aviation systems undergoing research, development, test, or evaluation at a test range (as such term is defined in 49 U.S.C. 44801)), infrastructure inspections, or any other activity undertaken by a governmental entity that the Administrator determines is inherently governmental.\n(iii) For the sole purpose of determining public aircraft status, *qualified non-crewmember* means an individual, other than a member of the crew, aboard an aircraft operated by the armed forces or an intelligence agency of the United States Government, or whose presence is required to perform, or is associated with the performance of, a governmental function.\n(2) An aircraft owned or operated by the armed forces or chartered to provide transportation to the armed forces if—\n(i) The aircraft is operated in accordance with title 10 of the United States Code;\n(ii) The aircraft is operated in the performance of a governmental function under title 14, 31, 32, or 50 of the United States Code and the aircraft is not used for commercial purposes; or\n(iii) The aircraft is chartered to provide transportation to the armed forces and the Secretary of Defense (or the Secretary of the department in which the Coast Guard is operating) designates the operation of the aircraft as being required in the national interest.\n(3) An aircraft owned or operated by the National Guard of a State, the District of Columbia, or any territory or possession of the United States, and that meets the criteria of paragraph (2) of this definition, qualifies as a public aircraft only to the extent that it is operated under the direct control of the Department of Defense.\n*Rated 30-second OEI Power*, with respect to rotorcraft turbine engines, means the approved brake horsepower developed under static conditions at specified altitudes and temperatures within the operating limitations established for the engine under part 33 of this chapter, for continuation of one flight operation after the failure or shutdown of one engine in multiengine rotorcraft, for up to three periods of use no longer than 30 seconds each in any one flight, and followed by mandatory inspection and prescribed maintenance action.\n*Rated 2-minute OEI Power*, with respect to rotorcraft turbine engines, means the approved brake horsepower developed under static conditions at specified altitudes and temperatures within the operating limitations established for the engine under part 33 of this chapter, for continuation of one flight operation after the failure or shutdown of one engine in multiengine rotorcraft, for up to three periods of use no longer than 2 minutes each in any one flight, and followed by mandatory inspection and prescribed maintenance action.\n*Rated continuous OEI power*, with respect to rotorcraft turbine engines, means the approved brake horsepower developed under static conditions at specified altitudes and temperatures within the operating limitations established for the engine under part 33 of this chapter, and limited in use to the time required to complete the flight after the failure or shutdown of one engine of a multiengine rotorcraft.\n*Rated maximum continuous augmented thrust,* with respect to turbojet engine type certification, means the approved jet thrust that is developed statically or in flight, in standard atmosphere at a specified altitude, with fluid injection or with the burning of fuel in a separate combustion chamber, within the engine operating limitations established under Part 33 of this chapter, and approved for unrestricted periods of use.\n*Rated maximum continuous power,* with respect to reciprocating, turbopropeller, and turboshaft engines, means the approved brake horsepower that is developed statically or in flight, in standard atmosphere at a specified altitude, within the engine operating limitations established under part 33, and approved for unrestricted periods of use.\n*Rated maximum continuous thrust,* with respect to turbojet engine type certification, means the approved jet thrust that is developed statically or in flight, in standard atmosphere at a specified altitude, without fluid injection and without the burning of fuel in a separate combustion chamber, within the engine operating limitations established under part 33 of this chapter, and approved for unrestricted periods of use.\n*Rated takeoff augmented thrust,* with respect to turbojet engine type certification, means the approved jet thrust that is developed statically under standard sea level conditions, with fluid injection or with the burning of fuel in a separate combustion chamber, within the engine operating limitations established under part 33 of this chapter, and limited in use to periods of not over 5 minutes for takeoff operation.\n*Rated takeoff power,* with respect to reciprocating, turbopropeller, and turboshaft engine type certification, means the approved brake horsepower that is developed statically under standard sea level conditions, within the engine operating limitations established under part 33, and limited in use to periods of not over 5 minutes for takeoff operation.\n*Rated takeoff thrust,* with respect to turbojet engine type certification, means the approved jet thrust that is developed statically under standard sea level conditions, without fluid injection and without the burning of fuel in a separate combustion chamber, within the engine operating limitations established under part 33 of this chapter, and limited in use to periods of not over 5 minutes for takeoff operation.\n*Rated 30-minute OEI power*, with respect to rotorcraft turbine engines, means the approved brake horsepower developed under static conditions at specified altitudes and temperatures within the operating limitations established for the engine under part 33 of this chapter, and limited in use to one period of use no longer than 30 minutes after the failure or shutdown of one engine of a multiengine rotorcraft.\n*Rated 2 1/2-minute OEI power*, with respect to rotorcraft turbine engines, means the approved brake horsepower developed under static conditions at specified altitudes and temperatures within the operating limitations established for the engine under part 33 of this chapter for periods of use no longer than 2 1/2 minutes each after the failure or shutdown of one engine of a multiengine rotorcraft.\n*Rating* means a statement that, as a part of a certificate, sets forth special conditions, privileges, or limitations.\n*Reference landing speed* means the speed of the airplane, in a specified landing configuration, at the point where it descends through the 50 foot height in the determination of the landing distance.\n*Reporting point* means a geographical location in relation to which the position of an aircraft is reported.\n*Restricted area.* A restricted area is airspace designated under Part 73 within which the flight of aircraft, while not wholly prohibited, is subject to restriction.\n*Rocket* means an aircraft propelled by ejected expanding gases generated in the engine from self-contained propellants and not dependent on the intake of outside substances. It includes any part which becomes separated during the operation.\n*Rotorcraft* means a heavier-than-air aircraft that depends principally for its support in flight on the lift generated by one or more rotors.\n*Rotorcraft-load combination* means the combination of a rotorcraft and an external-load, including the external-load attaching means. Rotorcraft-load combinations are designated as Class A, Class B, Class C, and Class D, as follows:\n(1) *Class A rotorcraft-load combination* means one in which the external load cannot move freely, cannot be jettisoned, and does not extend below the landing gear.\n(2) *Class B rotorcraft-load combination* means one in which the external load is jettisonable and is lifted free of land or water during the rotorcraft operation.\n(3) *Class C rotorcraft-load combination* means one in which the external load is jettisonable and remains in contact with land or water during the rotorcraft operation.\n(4) *Class D rotorcraft-load combination* means one in which the external-load is other than a Class A, B, or C and has been specifically approved by the Administrator for that operation.\n*Route segment* is a portion of a route bounded on each end by a fix or navigation aid (NAVAID).\n*Sea level engine* means a reciprocating aircraft engine having a rated takeoff power that is producible only at sea level.\n*Second in command* means a pilot who is designated to be second in command of an aircraft during flight time.\n*Show,* unless the context otherwise requires, means to show to the satisfaction of the Administrator.\n*Small aircraft* means aircraft of 12,500 pounds or less, maximum certificated takeoff weight.\n*Small unmanned aircraft* means an unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft.\n*Small unmanned aircraft system (small UAS)* means a small unmanned aircraft and its associated elements (including communication links and the components that control the small unmanned aircraft) that are required for the safe and efficient operation of the small unmanned aircraft in the national airspace system.\n*Space support vehicle* means an aircraft that is a launch vehicle, reentry vehicle, or a component of a launch or reentry vehicle.\n*Space support vehicle flight* means a flight in the air that is not a launch or reentry, but is conducted by a space support vehicle.\n*Special VFR conditions* mean meteorological conditions that are less than those required for basic VFR flight in controlled airspace and in which some aircraft are permitted flight under visual flight rules.\n*Special VFR operations* means aircraft operating in accordance with clearances within controlled airspace in meteorological conditions less than the basic VFR weather minima. Such operations must be requested by the pilot and approved by ATC.\n*Standard atmosphere* means the atmosphere defined in U.S. Standard Atmosphere, 1962 (Geopotential altitude tables).\n*Stopway* means an area beyond the takeoff runway, no less wide than the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted takeoff, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff.\n*Suitable RNAV system* is an RNAV system that meets the required performance established for a type of operation, e.g. IFR; and is suitable for operation over the route to be flown in terms of any performance criteria (including accuracy) established by the air navigation service provider for certain routes (e.g. oceanic, ATS routes, and IAPs). An RNAV system's suitability is dependent upon the availability of ground and/or satellite navigation aids that are needed to meet any route performance criteria that may be prescribed in route specifications to navigate the aircraft along the route to be flown. Information on suitable RNAV systems is published in FAA guidance material.\n*Supplemental restraint system* means any device that is not installed on the aircraft pursuant to an FAA approval, used to secure an individual inside an aircraft when that person is not properly secured by an FAA-approved safety belt and, if installed, shoulder harness, or an approved child restraint system. It consists of a harness secured around the torso of the individual using the supplemental restraint system and a lanyard that connects the harness to an FAA-approved airframe attachment point inside the aircraft.\n*Synthetic vision* means a computer-generated image of the external scene topography from the perspective of the flight deck that is derived from aircraft attitude, high-precision navigation solution, and database of terrain, obstacles and relevant cultural features.\n*Synthetic vision* system means an electronic means to display a synthetic vision image of the external scene topography to the flight crew.\n*Takeoff power:*\n(1) With respect to reciprocating engines, means the brake horsepower that is developed under standard sea level conditions, and under the maximum conditions of crankshaft rotational speed and engine manifold pressure approved for the normal takeoff, and limited in continuous use to the period of time shown in the approved engine specification; and\n(2) With respect to turbine engines, means the brake horsepower that is developed under static conditions at a specified altitude and atmospheric temperature, and under the maximum conditions of rotor shaft rotational speed and gas temperature approved for the normal takeoff, and limited in continuous use to the period of time shown in the approved engine specification.\n*Takeoff safety speed* means a referenced airspeed obtained after lift-off at which the required one-engine-inoperative climb performance can be achieved.\n*Takeoff thrust,* with respect to turbine engines, means the jet thrust that is developed under static conditions at a specific altitude and atmospheric temperature under the maximum conditions of rotorshaft rotational speed and gas temperature approved for the normal takeoff, and limited in continuous use to the period of time shown in the approved engine specification.\n*Tandem wing configuration* means a configuration having two wings of similar span, mounted in tandem.\n*TCAS I* means a TCAS that utilizes interrogations of, and replies from, airborne radar beacon transponders and provides traffic advisories to the pilot.\n*TCAS II* means a TCAS that utilizes interrogations of, and replies from airborne radar beacon transponders and provides traffic advisories and resolution advisories in the vertical plane.\n*TCAS III* means a TCAS that utilizes interrogation of, and replies from, airborne radar beacon transponders and provides traffic advisories and resolution advisories in the vertical and horizontal planes to the pilot.\n*Time in service,* with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the earth until it touches it at the next point of landing.\n*Traffic pattern* means the traffic flow that is prescribed for aircraft landing at, taxiing on, or taking off from, an airport.\n*True airspeed* means the airspeed of an aircraft relative to undisturbed air. True airspeed is equal to equivalent airspeed multiplied by (ρ0/ρ) 1/2.\n*Type:*\n(1) As used with respect to the certification, ratings, privileges, and limitations of airmen, means a specific make and basic model of aircraft, including modifications thereto that do not change its handling or flight characteristics. Examples include: DC-7, 1049, and F-27; and\n(2) As used with respect to the certification of aircraft, means those aircraft which are similar in design. Examples include: DC-7 and DC-7C; 1049G and 1049H; and F-27 and F-27F.\n(3) As used with respect to the certification of aircraft engines means those engines which are similar in design. For example, JT8D and JT8D-7 are engines of the same type, and JT9D-3A and JT9D-7 are engines of the same type.\n*United States,* in a geographical sense, means (1) the States, the District of Columbia, Puerto Rico, and the possessions, including the territorial waters, and (2) the airspace of those areas.\n*United States air carrier* means a citizen of the United States who undertakes directly by lease, or other arrangement, to engage in air transportation.\n*Unmanned aircraft* means an aircraft operated without the possibility of direct human intervention from within or on the aircraft.\n*Unmanned aircraft system* means an unmanned aircraft and its associated elements (including communication links and the components that control the unmanned aircraft) that are required for the safe and efficient operation of the unmanned aircraft in the airspace of the United States.\n*VFR over-the-top,* with respect to the operation of aircraft, means the operation of an aircraft over-the-top under VFR when it is not being operated on an IFR flight plan.\n*Warning area.* A warning area is airspace of defined dimensions, extending from 3 nautical miles outward from the coast of the United States, that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both.\n*Weight-shift-control aircraft* means a powered aircraft with a framed pivoting wing and a fuselage controllable only in pitch and roll by the pilot's ability to change the aircraft's center of gravity with respect to the wing. Flight control of the aircraft depends on the wing's ability to flexibly deform rather than the use of control surfaces.\n*Winglet or tip fin* means an out-of-plane surface extending from a lifting surface. The surface may or may not have control surfaces." } }, "43.11": { "title": "Content, form, and disposition of records for inspections conducted under parts 91 and 125 and §§ 135.411(a)(1) and 135.419 of this chapter.", "url": "https://www.law.cornell.edu/cfr/text/14/43.11", "verified": "2026-08-28", "note": "The inspection-record section, distinct from § 43.9. An annual or 100-hour inspection entry is made under this section, not that one." }, "43.15": { "title": "Additional performance rules for inspections.", "url": "https://www.law.cornell.edu/cfr/text/14/43.15", "verified": "2026-08-29", "note": "(a)(1) the inspection determines whether the aircraft \"meets all applicable airworthiness requirements\". (b) rotorcraft: drive shafts or similar systems, the main rotor transmission gear box for obvious defects, the main rotor and center section, and the auxiliary rotor on helicopters, per the manufacturer's manual or ICA. (c)(1) \"Each person performing an annual or 100-hour inspection shall use a checklist while performing the inspection. The checklist may be of the person's own design, one provided by the manufacturer of the equipment being inspected or one obtained from another source. This checklist must include the scope and detail of the items contained in appendix D to this part and paragraph (b) of this section.\" So a self-made checklist is expressly permitted; what is mandatory is that it carry appendix D's scope. (c)(2) before approving a RECIPROCATING-engine aircraft for return to service after an annual or 100-hour, the engine is run to determine satisfactory power output (static and idle rpm), magnetos, fuel and oil pressure, and cylinder and oil temperature. (c)(3) the turbine equivalent, per manufacturer recommendations, and it covers progressive inspections as well. (d)(1) a progressive inspection begins with a complete inspection of the aircraft; thereafter routine (without disassembly, insofar as practicable) and detailed (with such disassembly as is necessary) inspections follow the schedule, and an overhaul counts as a detailed inspection." }, "43.9": { "title": "Content, form, and disposition of maintenance, preventive maintenance, rebuilding, and alteration records (except inspections performed in accordance with part 91, part 125, § 135.411(a)(1), and § 135.419 of this chapter).", "url": "https://www.law.cornell.edu/cfr/text/14/43.9", "verified": "2026-08-28", "note": "Paragraph (a) lists four record items. (4) is conditional on the work having been performed satisfactorily, and the signature approves return to service only for the work performed. Servicing is not among the triggering activities." }, "45.29": { "title": "Size of marks.", "url": "https://www.law.cornell.edu/cfr/text/14/45.29", "verified": "2026-09-08", "note": "(b) height: fixed-wing at least 12 in, with four exceptions in (b)(1)(i)-(iv); (b)(2) \"Airships, spherical balloons, nonspherical balloons, powered parachutes, and weight-shift-control aircraft must be at least 3 inches high\"; (b)(3) rotorcraft at least 12 in. (c) width: two-thirds of height, except \"1\" at one-sixth, and \"M\" and \"W\" which MAY be as wide as they are high — a permitted maximum, not a requirement. (d) thickness: solid lines one-sixth as thick as the character is high. (e) spacing: not less than one-fourth of the character width. (f) has three limbs, and the second is the one usually misquoted: if one surface is large enough and the other is not, full-size marks go on the larger; \"If neither surface is large enough for full-size marks, marks as large as practicable must be displayed on the larger of the two surfaces\"; and if no § 45.27 surface is large enough, as large as practicable on the largest. Powered parachutes and weight-shift-control aircraft must still display marks at least 3 in high. (g) uniformity: same height, width, thickness and spacing on both sides, fixed-wing. (h) ADIZ or DEWIZ penetration requires marks at least 12 in high. RE-READ 2026-09-08 against the eCFR versioner API (title-14, 2026-09-01 snapshot), which agrees with the note above and adds three things it did not record. (b)(1)(i) grandfathers an aircraft displaying marks at least 2 inches high before 1 November 1981, and one manufactured after 2 November 1981 but before 1 January 1983, \"until the aircraft is repainted or the marks are repainted, restored, or changed\". (b)(1)(iii) allows 3 inch marks on an aircraft holding an experimental airworthiness certificate under 21.191(d), (g), (i), (k) or (l) as exhibition, amateur-built or a former or kit-built light-sport aircraft, but ONLY \"when the maximum cruising speed of the aircraft does not exceed 180 knots CAS\". (h) is a separate requirement rather than an exception: after 7 March 1988 an operator penetrating an ADIZ or DEWIZ must display marks at least 12 inches high, which overrides a smaller height otherwise permitted. Amendment history ends at Amdt. 45-32, 90 FR 35211, 24 July 2025.", "extract": { "retrieved": "2026-09-09", "retrieved_from": "https://www.ecfr.gov/api/versioner/v1/full/2026-09-01/title-14.xml?part=45§ion=45.29", "covers": "the whole section, (a) to (h)", "method": "eCFR versioner API, XML; tags stripped, entities decoded, runs of spaces collapsed", "sha256": "0a82e0618e4611011a573e9bb1551930ebeff3bbb215e3476a7bef330c572dff", "text": "§ 45.29 Size of marks.\n(a) Except as provided in paragraph (f) of this section, each operator of an aircraft must display marks on the aircraft meeting the size requirements of this section.\n(b) Height. Except as provided in paragraph (h) of this part, the nationality and registration marks must be of equal height and on—\n(1) Fixed-wing aircraft, must be at least 12 inches high, except that:\n(i) An aircraft displaying marks at least 2 inches high before November 1, 1981 and an aircraft manufactured after November 2, 1981, but before January 1, 1983, may display those marks until the aircraft is repainted or the marks are repainted, restored, or changed;\n(ii) Marks at least 3 inches high may be displayed on a glider;\n(iii) Marks at least 3 inches high may be displayed on an aircraft for which the FAA has issued an experimental airworthiness certificate under § 21.191(d), (g), (i), (k), or (l) of this chapter to operate as an exhibition aircraft, an amateur-built aircraft, or a former or kit-built light-sport category aircraft when the maximum cruising speed of the aircraft does not exceed 180 knots CAS; and\n(iv) Marks may be displayed on an exhibition, antique, or other aircraft in accordance with § 45.22.\n(2) Airships, spherical balloons, nonspherical balloons, powered parachutes, and weight-shift-control aircraft must be at least 3 inches high; and\n(3) Rotorcraft, must be at least 12 inches high, except that rotorcraft displaying before April 18, 1983, marks required by § 45.29(b)(3) in effect on April 17, 1983, and rotorcraft manufactured on or after April 18, 1983, but before December 31, 1983, may display those marks until the aircraft is repainted or the marks are repainted, restored, or changed.\n(c) Width. Characters must be two-thirds as wide as they are high, except the number “1”, which must be one-sixth as wide as it is high, and the letters “M” and “W” which may be as wide as they are high.\n(d) Thickness. Characters must be formed by solid lines one-sixth as thick as the character is high.\n(e) Spacing. The space between each character may not be less than one-fourth of the character width.\n(f) If either one of the surfaces authorized for displaying required marks under § 45.25 is large enough for display of marks meeting the size requirements of this section and the other is not, full size marks must be placed on the larger surface. If neither surface is large enough for full-size marks, marks as large as practicable must be displayed on the larger of the two surfaces. If no surface authorized to be marked by § 45.27 is large enough for full-size marks, marks as large as practicable must be placed on the largest of the authorized surfaces. However, powered parachutes and weight-shift-control aircraft must display marks at least 3 inches high.\n(g) Uniformity. The marks required by this part for fixed-wing aircraft must have the same height, width, thickness, and spacing on both sides of the aircraft.\n(h) After March 7, 1988, each operator of an aircraft penetrating an ADIZ or DEWIZ must display on that aircraft temporary or permanent nationality and registration marks at least 12 inches high.\n[Doc. No. 2047, 29 FR 3223, Mar. 11, 1964, as amended by Amdt. 45-2, 31 FR 9863, July 21, 1966; Amdt. 45-9, 42 FR 41102, Aug. 15, 1977; Amdt. 45-13, 46 FR 48604, Oct. 1, 1981; Amdt. 45-15, 48 FR 11392, Mar. 17, 1983; Amdt. 45-17, 52 FR 34102, Sept. 9, 1987; 52 FR 36566, Sept. 30, 1987; Amdt. 45-24, 69 FR 44863, July 27, 2004; Amdt. 45-25, 72 FR 52469, Sept. 14, 2007; Amdt. 45-32, 90 FR 35211, July 24, 2025]", "paragraphs": [ "a", "b", "c", "d", "e", "f", "g", "h" ] } }, "65.21": { "title": "Change of address.", "url": "https://www.law.cornell.edu/cfr/text/14/65.21", "verified": "2026-08-28" }, "65.81": { "title": "General privileges and limitations.", "url": "https://www.law.cornell.edu/cfr/text/14/65.81", "verified": "2026-08-28", "note": "Paragraph (a)'s previously-performed rule has a cure in its final sentence: supervision by an appropriately rated mechanic or repairman, or a demonstration to the Administrator. Paragraph (b) separately bars exercising the privileges without understanding the current manufacturer instructions and maintenance manuals. Amdt. 65-66, 90 FR 35218, 24 July 2025." }, "65.83": { "title": "Recent experience requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/65.83", "verified": "2026-08-28", "note": "24 months, satisfied either by an Administrator finding or by six months of service or supervision." }, "65.85": { "title": "Airframe rating; additional privileges.", "url": "https://www.law.cornell.edu/cfr/text/14/65.85", "verified": "2026-08-29", "note": "The AIRFRAME rating. (a) approve for return to service an airframe or related part after performing, supervising or inspecting maintenance or alteration, excluding major repairs and major alterations; and may perform the part 91 100-hour inspection on an airframe and approve for return to service. The powerplant equivalent is § 65.87, and citing this section for an engine question is a category error. Amdt. 65-66, 90 FR 35218, 24 July 2025." }, "65.87": { "title": "Powerplant rating; additional privileges.", "url": "https://www.law.cornell.edu/cfr/text/14/65.87", "verified": "2026-08-29", "note": "The POWERPLANT rating, and the section an engine or propeller question needs. (a) approve for return to service a powerplant or propeller or related part after performing, supervising or inspecting maintenance or alteration, excluding major repairs and major alterations; and may perform the part 91 100-hour inspection on a powerplant or propeller and approve for return to service. Amdt. 65-66, 90 FR 35219, 24 July 2025." }, "65.95": { "title": "Inspection authorization: Privileges and limitations.", "url": "https://www.law.cornell.edu/cfr/text/14/65.95", "verified": "2026-08-29", "note": "(a)(1) inspect and approve for return to service after a major repair or major alteration, if done in accordance with technical data approved by the Administrator, excepting aircraft on a part 121 continuous airworthiness program; (a)(2) \"Perform an annual, or perform or supervise a progressive inspection according to §§ 43.13 and 43.15\". This is why an annual needs an IA while a 100-hour does not — the 100-hour privilege is in §§ 65.85 and 65.87." }, "91.207": { "title": "Emergency locator transmitters.", "url": "https://www.law.cornell.edu/cfr/text/14/91.207", "verified": "2026-08-28" }, "91.213": { "title": "Inoperative instruments and equipment.", "url": "https://www.law.cornell.edu/cfr/text/14/91.213", "verified": "2026-08-28" }, "91.409": { "title": "Inspections.", "url": "https://www.law.cornell.edu/cfr/text/14/91.409", "verified": "2026-08-29", "note": "(a) annual, 12 calendar months; (b) the 100-hour requirement and what triggers it. (b) also: \"The 100-hour limitation may be exceeded by not more than 10 hours while en route to reach a place where the inspection can be done. The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hours of time in service.\" (d) on discontinuance: the responsible Flight Standards office is notified in writing immediately, and \"the first annual inspection under § 91.409(a)(1) is due within 12 calendar months after the last complete inspection of the aircraft under the progressive inspection\" — the clock runs from the last complete inspection, not from the date of discontinuance. (b) also reaches flight instruction: \"no person may give flight instruction for hire in an aircraft which that person provides\" — so the 100-hour attaches on that limb only when the instructor supplies the aircraft, not when the student does. (a)'s final sentence governs substitution: an inspection performed under (b) may not be substituted for the annual \"unless it is performed by a person authorized to perform annual inspections and is entered as an 'annual' inspection in the required maintenance records\". (c) excepts aircraft holding a special flight permit, a current experimental certificate, a light-sport or provisional special certificate, aircraft on an approved part 125/135 inspection program, aircraft under (d) or (e), and turbine rotorcraft inspected under (e)." }, "91.411": { "title": "Altimeter system and altitude reporting equipment tests and inspections.", "url": "https://www.law.cornell.edu/cfr/text/14/91.411", "verified": "2026-08-28", "note": "The requirement; part 43 appendix E is the method it calls up. Appendix E opens \"Each person performing the altimeter system tests and inspections required by § 91.411 of this chapter must comply with the following\"." }, "91.413": { "title": "ATC transponder tests and inspections.", "url": "https://www.law.cornell.edu/cfr/text/14/91.413", "verified": "2026-08-30", "note": "(a) an ATC transponder specified in §§ 91.215(a), 121.345(c) or 135.143(c) may not be used unless within the preceding 24 calendar months it has been tested and inspected and found to comply with appendix F of part 43. (b) following any installation or maintenance where DATA CORRESPONDENCE ERROR could be introduced, the integrated system is tested against paragraph (c) of appendix E to part 43 — that limb points at appendix E, not F. (c) the tests may be conducted only by the persons the paragraph lists, beginning with a certificated repair station holding an appropriate radio or limited rating. This is not work an A&P performs on the strength of the mechanic certificate alone." }, "91.417": { "title": "Maintenance records.", "url": "https://www.law.cornell.edu/cfr/text/14/91.417", "verified": "2026-08-29", "note": "Two classes of record with two different retention rules, which is the point most often got wrong. (a)(1) work records — description of the work, date of completion, and the signature and certificate number of the person approving return to service — are retained \"until the work is repeated or superseded by other work or for 1 year after the work is performed\". (a)(2) status records — total time in service; current status of life-limited parts; time since last overhaul of items overhauled on a time basis; current inspection status including time since the last required inspection; current status of applicable ADs, each with method of compliance, AD number and revision date, and for a recurring AD the time and date the next action is due; and copies of § 43.9(d) forms for each major alteration — are \"retained and transferred with the aircraft at the time the aircraft is sold\". Work performed under §§ 91.411 and 91.413 is excepted from (a)." }, "91.9": { "title": "Civil aircraft flight manual, marking, and placard requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/91.9", "verified": "2026-08-28" }, "appendix-A_to_part_43": { "title": "Major Alterations, Major Repairs, and Preventive Maintenance", "url": "https://www.law.cornell.edu/cfr/text/14/appendix-A_to_part_43", "verified": "2026-08-28", "note": "Three lists, not two. The preventive maintenance list in paragraph (c) is part of the appendix and is routinely overlooked. Read again on 10 September 2026 for the fabric limbs, which are the sharpest boundaries in the appendix: (b)(1)(xxvi) makes a fabric repair major once it involves an area greater than that required to repair two adjacent ribs; (b)(1)(xxvii) makes replacement of fabric on wings, fuselages, stabilizers and control surfaces a major repair outright; and (c)(7) puts simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces in the preventive maintenance list. The threshold is expressed in structure, not inches." }, "appendix-D_to_part_43": { "title": "Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and 100-Hour Inspections", "url": "https://www.law.cornell.edu/cfr/text/14/appendix-D_to_part_43", "verified": "2026-08-28", "note": "Governs annual inspections as well as 100-hour. Describing it as the 100-hour scope alone is incomplete." }, "appendix-E_to_part_43": { "title": "Altimeter System Test and Inspection", "url": "https://www.law.cornell.edu/cfr/text/14/appendix-E_to_part_43", "verified": "2026-08-28", "note": "Paragraph (a) is the static pressure system test — freedom from entrapped moisture and restrictions, a proof test, the static port heater, and airframe deformation. A numeric leakage tolerance is given only for part 25 airplanes, by reference to § 25.1325; for everything else the test is \"in a manner acceptable to the Administrator\". Called up by § 91.411." }, "147.17": { "title": "Training requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/147.17", "verified": "2026-09-01", "note": "(a) verbatim, read 2026-09-01: each school must \"(1) Establish, maintain, and utilize a curriculum that is designed to continually align with the mechanic airman certification standards required in paragraph (b); (2) Provide training of a quality that meets the requirements of Sec. 147.25; and (3) Ensure students have the knowledge and skills necessary to be prepared to test for a mechanic certificate and associated ratings under subpart D of part 65.\" NOTE: THERE IS NO APPROVAL STEP. The 2022 preamble (87 FR 31392): \"AMTS curriculums under part 147 will no longer require FAA approval, as reflected in new Sec. 147.17.\" What is approved is the QC system (Sec. 147.23(a)) and the OpSpecs. (b) incorporates FAA-S-ACS-1, 1 November 2021, by reference." }, "91.403": { "title": "General.", "url": "https://www.law.cornell.edu/cfr/text/14/91.403", "verified": "2026-08-30", "note": "The section that decides whether a manufacturer's document binds a part 91 operator, which three items in the General publication set turn on. (a) verbatim: \"The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter.\" (b) bars performing maintenance other than as prescribed in subpart E \"and other applicable regulations, including part 43\". (c) verbatim: \"No person may operate an aircraft for which a manufacturer's maintenance manual or instructions for continued airworthiness has been issued that contains an airworthiness limitations section unless the mandatory replacement times, inspection intervals, and related procedures specified in that section or alternative inspection intervals and related procedures set forth in an operations specification approved by the Administrator under part 121 or 135 of this chapter or in accordance with an inspection program approved under § 91.409(e) ... have been complied with.\" Note what is *absent*: no general obligation to comply with a service bulletin. A bulletin binds only where a rule adopts it — most often an airworthiness directive under part 39, which (a) pulls in." }, "43.16": { "title": "Airworthiness limitations.", "url": "https://www.law.cornell.edu/cfr/text/14/43.16", "verified": "2026-08-30", "note": "The whole section, verbatim: \"Each person performing an inspection or other maintenance specified in an Airworthiness Limitations section of a manufacturer's maintenance manual or Instructions for Continued Airworthiness shall perform the inspection or other maintenance in accordance with that section, or in accordance with operations specifications approved by the Administrator under part 121 or 135, or an inspection program approved under § 91.409(e).\" This is the maintenance-side counterpart to § 91.403(c)'s operating-side rule, and together they are why an airworthiness limitation is the one class of manufacturer-published interval that binds a part 91 operator directly." }, "121.369": { "title": "Manual requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/121.369", "verified": "2026-08-31", "note": "(b)(2) verbatim: \"A designation of the items of maintenance and alteration that must be inspected (required inspections), including at least those that could result in a failure, malfunction, or defect endangering the safe operation of the aircraft, if not performed properly or if improper parts or materials are used.\" This is the only place the FAA states, in regulation, which maintenance errors are the ones that matter — the test that decides a required inspection item. Our own criticality rule uses it rather than a test of our own. Note the scope: RII is a part 121 obligation on air carriers, not a part 91 obligation on a mechanic, so we borrow the test and say so." }, "135.427": { "title": "Manual requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/135.427", "verified": "2026-08-31", "note": "(b)(2) carries the same designation requirement as § 121.369(b)(2), word for word: \"A designation of the items of maintenance and alteration that must be inspected (required inspections), including at least those that could result in a failure, malfunction, or defect endangering the safe operation of the aircraft, if not performed properly or if improper parts or materials are used.\" Read to confirm the test is stable across both maintenance-program rules rather than an artifact of one." }, "43.1": { "title": "Applicability.", "url": "https://www.law.cornell.edu/cfr/text/14/43.1", "verified": "2026-08-31", "note": "(a) Part 43 governs maintenance, preventive maintenance, rebuilding and alteration of any aircraft with a US airworthiness certificate, foreign-registered civil aircraft in common carriage under parts 121/135, and their airframes, engines, propellers, appliances and component parts. (b) excludes aircraft holding an experimental airworthiness certificate unless the FAA has previously issued a different certificate for it." }, "43.3": { "title": "Persons authorized to perform maintenance, preventive maintenance, rebuilding, and alterations.", "url": "https://www.law.cornell.edu/cfr/text/14/43.3", "verified": "2026-08-31", "note": "(a) No person may maintain, rebuild, alter or perform preventive maintenance on an item part 43 applies to except as this section allows, and \"[t]hose items, the performance of which is a major alteration, a major repair, or preventive maintenance, are listed in appendix A.\" (b) a mechanic certificate holder may perform as provided in part 65. This is the section that makes appendix A the operative list, which is why the criticality rule leans on it." }, "43.7": { "title": "Persons authorized to approve for return to service.", "url": "https://www.law.cornell.edu/cfr/text/14/43.7", "verified": "2026-08-31", "note": "(a) No person other than the Administrator may approve an item for return to service after maintenance, preventive maintenance, rebuilding or alteration, except as this section allows. (b) a mechanic certificate or inspection authorization holder may. Return to service is a separate authority from performing the work, which is the distinction the curriculum's record-entry material turns on." }, "65.17": { "title": "Tests: General procedure.", "url": "https://www.law.cornell.edu/cfr/text/14/65.17", "verified": "2026-08-31", "note": "(b) verbatim: \"The minimum passing grade for each test is 70 percent.\" This is the source of the 70% figure the gate blueprints are built to parallel — it is a part 65 rule about every test under that part, not something specific to the mechanic written." }, "65.23": { "title": "Incorporation by reference.", "url": "https://www.law.cornell.edu/cfr/text/14/65.23", "verified": "2026-08-31", "note": "(a)(3) verbatim: \"FAA-S-ACS-1, Aviation Mechanic General, Airframe, and Powerplant Airman Certification Standards, November 1, 2021; IBR approved for §§ 65.75, 65.79, and 65.107.\" A SECOND independent incorporation of the ACS, alongside § 147.17(b), and it names the same edition. The spine is therefore anchored twice: once for the school's curriculum and once for the tests themselves." }, "65.71": { "title": "Eligibility requirements: General.", "url": "https://www.law.cornell.edu/cfr/text/14/65.71", "verified": "2026-09-01", "note": "(a) verbatim, read 2026-09-01: to be eligible for a mechanic certificate and associated ratings a person must \"(1) Be at least 18 years of age; (2) Be able to read, write, speak, and understand the English language, or in the case of an applicant who does not meet this requirement and who is employed outside of the United States by a U.S. air carrier, have his certificate endorsed 'Valid only outside the United States'; (3) Have passed all of the prescribed tests within a period of 24 months; and (4) Comply with the sections of this subpart that apply to the rating the applicant seeks.\" NOTE WHAT IS ABSENT: no medical certificate, no physical standard, no vision or hearing requirement. Unlike a pilot certificate, part 65 subpart D screens nobody on physical capability. See accessibility.md." }, "65.75": { "title": "Knowledge requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/65.75", "verified": "2026-09-01", "note": "(c) verbatim, read 2026-09-01: \"An applicant for a mechanic certificate or rating may take the mechanic general written test prior to meeting the applicable experience requirements of Sec. 65.77, provided the applicant presents an authenticated document from a certificated aviation maintenance technician school that demonstrates satisfactory completion of the general portion of the school's curriculum and specifies the completion date.\" (a) scopes the written to \"the aeronautical knowledge subject areas contained in the [ACS], as appropriate to the rating sought\" - which is why the general written is ACS General. (a)(3) verbatim: \"FAA-S-ACS-1, Aviation Mechanic General, Airframe, and Powerplant Airman Certification Standards, November 1, 2021; IBR approved for Secs. 65.75, 65.79, and 65.107.\" A SECOND independent incorporation of the ACS, alongside Sec. 147.17(b), naming the same edition. PENDING: NPRM 91 FR 39906 (1 July 2026, docket FAA-2026-6671) would reorganize this section for the proposed inspection rating. Current (a) through (d) would be redesignated (a)(1) through (a)(4), so 65.75(c), the early testing provision, would become 65.75(a)(3). Text preserved, citation moved. Comments closed 31 August 2026. See ../school/pending-rulemaking.md. Not in force; cite 65.75(c) until it is." }, "65.77": { "title": "Experience requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/65.77", "verified": "2026-08-31", "note": "Either (a) \"[a]n authenticated document from a certificated aviation maintenance technician school in accordance with § 147.21\", or (b) documentary evidence of at least 18 months of practical experience for a single rating, or 30 months concurrently for both. This is the fork the candidate-segments analysis calls Path A and Path B, stated in the regulation." }, "65.79": { "title": "Skill requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/65.79", "verified": "2026-08-31", "note": "The applicant \"must pass an oral test and a practical test... by demonstrating satisfactory understanding of the knowledge, risk management, and skill elements for each subject contained in\" the ACS, incorporated by reference at § 65.23. The oral and practical are scored against ACS elements directly, which is why our standard elevates the same elements rather than inventing its own." }, "65.80": { "title": "Certificated aviation maintenance technician school students.", "url": "https://www.law.cornell.edu/cfr/text/14/65.80", "verified": "2026-09-01", "note": "FULL TEXT, read verbatim 2026-09-01: \"Whenever an aviation maintenance technician school certificated under part 147 of this chapter shows to the Administrator that any of its students has made satisfactory progress at the school and is prepared to take the oral and practical tests prescribed by Sec. 65.79, that student may take those tests DURING THE FINAL SUBJECTS OF THE STUDENT'S TRAINING in the curriculum required under part 147, before the student meets the applicable experience requirements of Sec. 65.77 and before the student passes each section of the written test prescribed by Sec. 65.75.\" So the O&P may be taken inside the teaching block, pre-graduation - which also places it outside Sec. 147.25(b)'s post-graduation window. Requires a school attestation of readiness. See school-operations.md Sec.6. NOTE ON WORDING: the pre-2022 text said \"shows to an FAA inspector\"; the interim final rule changed it to \"the Administrator\" (\"In the interest of regulatory standardization, the FAA is revising the language from 'an FAA inspector' to 'the Administrator.'\"). FAA-G-ACS-1 still prints the old wording and is stale on this point." }, "65.91": { "title": "Inspection authorization.", "url": "https://www.law.cornell.edu/cfr/text/14/65.91", "verified": "2026-08-31", "note": "(c) eligibility requires a mechanic certificate with BOTH airframe and powerplant ratings, each effective for at least 3 years, and active engagement for at least the 2-year period before applying. Cited for the IA route; the three-year and two-year clocks are the part that matters and both are in (c)." }, "147.3": { "title": "Certificate required.", "url": "https://www.law.cornell.edu/cfr/text/14/147.3", "verified": "2026-08-31", "note": "\"No person may operate an aviation maintenance technician school without, or in violation of, an aviation maintenance technician school certificate and the operations specifications issued under this part.\" Operations specifications are named in the rule itself, which is why the additional-location question at § 147.15 is an opspec question." }, "147.5": { "title": "Application requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/147.5", "verified": "2026-09-02", "note": "Read again for the application package. (a) an applicant must demonstrate compliance with the part. (b) an application must include: (1) a description of the facilities, including the physical address of the primary location and any additional fixed locations where training will be provided, and the equipment and materials to be used at each location; (2) a description of the manner in which the curriculum will ensure the student has the knowledge and skills for a mechanic certificate and ratings under part 65 subpart D; (3) a description of the manner in which the school will ensure it provides the qualified instructors required by 147.19; (4) any additional information necessary to demonstrate compliance. Corrects an earlier note here which said the detail of what must accompany an application sits in AC 147-3C rather than in the rule. It sits in both, and 147.5(b) is the binding list. Note that (b)(1) is one paragraph covering facilities, equipment and materials together, while AC 147-3C 2.2.7.1.1 splits the same ground into three separate descriptions. PENDING: the same NPRM would revise 147.5(b)(2) to say \"associated airframe or powerplant rating, or both\" in place of \"associated ratings\", so that an AMTS curriculum is not read as having to prepare students for the proposed inspection rating. Not in force." }, "147.13": { "title": "Facilities, equipment, and material requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/147.13", "verified": "2026-08-31", "note": "(a) the school \"must provide and maintain the facilities, equipment, and materials that are appropriate to the rating or ratings held by the school and the number of students taught\". (b) where training is given at more than one location under § 147.15, those at each location must be appropriate to the curriculum or portion delivered there. Note what it does not do: no prescribed equipment list, which is what makes the mobile-rig model arguable at all." }, "147.15": { "title": "Training provided at another location.", "url": "https://www.law.cornell.edu/cfr/text/14/147.15", "verified": "2026-08-31", "note": "A school \"may provide training at any fixed location other than its primary location, provided the additional training location meets the requirements of this part and is listed in the certificate holder's operations specifications.\" Two conditions, both binding on the mobile model: the location must be FIXED, and it must be on the opspecs." }, "147.19": { "title": "Instructor requirements.", "url": "https://www.law.cornell.edu/cfr/text/14/147.19", "verified": "2026-09-01", "note": "FULL TEXT, read verbatim 2026-09-01: each school must \"(a) Provide qualified instructors to teach in a manner that ensures positive educational outcomes are achieved; (b) Ensure instructors either - (1) Hold a mechanic certificate with one or more appropriate ratings; or (2) If they do not hold a mechanic certificate, are otherwise specifically qualified to teach their assigned content; and (c) Ensure the student-to-instructor ratio does not exceed 25:1 for any shop class.\" So a mechanic certificate is NOT required of an instructor, and no FAA approval is needed for a non-A&P hire; the school's process lives in OpSpec A013 via Sec. 147.5(b)(3). See staffing-model.md." }, "147.21": { "title": "Certificate of completion.", "url": "https://www.law.cornell.edu/cfr/text/14/147.21", "verified": "2026-08-31", "note": "The school \"must provide an authenticated document to each graduating student, indicating the student's date of graduation and curriculum completed.\" That is the whole section. It confirms the repository's central legal claim: the 2022 rework left no minimum hours and no prescribed curriculum here, and this document is what § 65.77(a) accepts as experience." }, "147.23": { "title": "Quality control system.", "url": "https://www.law.cornell.edu/cfr/text/14/147.23", "verified": "2026-09-01", "note": "FULL TEXT, read verbatim 2026-09-01: \"(a) Each certificated aviation maintenance technician school must - (1) Be accredited within the meaning of 20 U.S.C. 1001(a)(5); or (2) Establish and maintain a quality control system that meets the requirements specified in paragraph (b) of this section, and is approved by the Administrator. (b) The quality control system specified in paragraph (a)(2) of this section must provide procedures for recordkeeping, assessment, issuing credit, issuing of final course grades, attendance, ensuring sufficient number of instructors, granting of graduation documentation, and corrective action for addressing deficiencies.\" NOTE (a)(1): accreditation under the Higher Education Act is an ALTERNATIVE to holding a QC system at all. We are on limb (2)." }, "147.25": { "title": "Minimum passage rate.", "url": "https://www.law.cornell.edu/cfr/text/14/147.25", "verified": "2026-09-01", "note": "(b) verbatim, read 2026-09-01: \"For students who take an FAA mechanic test under part 65 of this chapter WITHIN 60 DAYS AFTER GRADUATION, at least 70 percent of students must pass one of the following tests or any combination thereof: (1) Written test; (2) Oral test; or (3) Practical test.\" (c): a failure on any one test counts as a student failure unless that failed test is subsequently passed within the 60-day window. NOTE \"after graduation\" - the window opens at graduation and runs forward, so a pre-graduation test under Sec. 65.80 or Sec. 147.31 is not in the denominator at all. FAA AFS-300 briefing to ATEC, 12 Mar 2024, states this outright." }, "147.27": { "title": "FAA inspection.", "url": "https://www.law.cornell.edu/cfr/text/14/147.27", "verified": "2026-08-31", "note": "The school \"must allow the Administrator such access as the Administrator determines necessary to inspect the one or more locations of the school\". Note \"one or more locations\": every § 147.15 location is inspectable, which is a real cost of the mobile model." }, "147.31": { "title": "Early testing.", "url": "https://www.law.cornell.edu/cfr/text/14/147.31", "verified": "2026-09-01", "note": "FULL TEXT, read verbatim 2026-09-01: \"When a student satisfactorily completes the general portion of a certificated aviation maintenance technician school's curriculum, the school may issue an authenticated document that demonstrates the student's preparedness to take the mechanic general written test in accordance with Sec. 65.75(c) of this chapter.\" The trigger is a portion OF THE SCHOOL'S CURRICULUM - the regulation's own words. What makes a portion \"general\" is not defined here; see school-operations.md, which reads it as ACS Section I at ~80% confidence." }, "147.29": { "title": "Display of certificate.", "url": "https://www.law.cornell.edu/cfr/text/14/147.29", "verified": "2026-09-02", "note": "A school must display its certificate \"at a place in each location of the school, including the primary location and any additional fixed locations, that is visible by and normally accessible to the public\". AC 147-3C 2.3.2 adds that a copy is acceptable. This binds an administrative primary location: wherever it is, the certificate has to be displayed there and the public has to be able to see it." }, "65.93": { "title": "Inspection authorization: Renewal.", "url": "https://www.law.cornell.edu/cfr/text/14/65.93", "verified": "2026-09-02", "note": "Renewal is earned by activity in the two-year period, evidenced during March of each odd-numbered year. The qualifying activities are: at least one annual inspection for each 90 days; at least two major repairs or major alterations for each 90 days; performed or supervised and approved at least one progressive inspection; a refresher course of not less than 8 hours; or an oral test by an FAA inspector. Instructing is not on the list. Supervising and approving a progressive inspection is, which is the route open to a school whose instructors supervise work on a certificated aircraft. Note that the phrase 'actively engaged' does not appear in 65.93; school-operations.md attributed it here and has been corrected." }, "147.33": { "title": "Records (superseded).", "url": "https://www.law.cornell.edu/cfr/text/14/147", "verified": "2026-09-02", "note": "Named as history, not cited as authority. The 2022 rewrite removed the old 147.33(a)(1) records rule; school-operations.md lists it among the provisions that no longer exist so that the pre-2022 ATEC archive is not read as current. AGENTS.md requires recording a withdrawn provision as a fact about what changed, and forbids citing one as authority. This entry exists so the register agrees with that distinction rather than reporting an unread citation." }, "147.1": { "title": "Applicability.", "url": "https://www.law.cornell.edu/cfr/text/14/147.1", "verified": "2026-09-02", "note": "\"This part prescribes the requirements for issuing aviation maintenance technician school certificates and associated ratings and the general operating rules for the holders of those certificates and ratings.\" Read from the verbatim reproduction in AC 147-3C Appendix D, which quotes the CFR text in full for each section it covers." }, "147.7": { "title": "Duration of certificates.", "url": "https://www.law.cornell.edu/cfr/text/14/147.7", "verified": "2026-09-02", "note": "A certificate or rating \"is effective from the date of issue until the certificate or rating is surrendered, suspended, or revoked\". There is no expiry and no renewal cycle, which matters for planning: the recurring obligation is the 147.25 passage rate and the 147.27 inspection, not a renewal." }, "147.11": { "title": "Ratings.", "url": "https://www.law.cornell.edu/cfr/text/14/147.11", "verified": "2026-09-02", "note": "Three ratings may be issued: \"(a) Airframe. (b) Powerplant. (c) Airframe and powerplant.\" Note the precision this forces on the application. Seeking both is not seeking two ratings; it is seeking the single combined rating at (c). Documents that speak of \"both ratings\" should say the Airframe and powerplant rating when they mean what is applied for." }, "139.5": { "title": "Definitions (airport certification).", "url": "https://www.ecfr.gov/current/title-14/section-139.5", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. Read for the shop siting question. \"Movement area means the runways, taxiways, and other areas of an airport that are used for taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and aircraft parking areas.\" And: \"Non-movement area means the area, other than that described as the movement area, used for the loading, unloading, parking, and movement of aircraft on the airside of the airport (including ramps, apron areas, and on-airport fuel farms).\" **A hangar apron is therefore not a movement area**, which is what decides whether towing an aircraft out and running it up engages § 139.329 at all." }, "139.329": { "title": "Pedestrians and ground vehicles.", "url": "https://www.ecfr.gov/current/title-14/section-139.329", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. The movement-area ground vehicle rule: the certificate holder must limit access to movement areas and safety areas, establish procedures for their use by pedestrians and ground vehicles, and train each person who operates a ground vehicle there. It binds the **airport operator**, and it reaches a tenant through the airport's procedures. Because § 139.5 excludes ramps and parking areas from the movement area, a tow from a hangar to the adjacent apron does not engage it; crossing or entering a taxiway does." }, "1.2": { "title": "Abbreviations and symbols.", "url": "https://www.ecfr.gov/current/title-14/chapter-I/subchapter-A/part-1/section-1.2", "verified": "2026-09-24", "note": "The abbreviations used throughout 14 CFR chapter I. Reproduced for the glossary.", "extract": { "retrieved": "2026-09-24", "retrieved_from": "https://www.ecfr.gov/api/versioner/v1/full/2026-09-22/title-14.xml?part=1§ion=1.2", "covers": "the whole section: its introductory sentence and 118 defined terms, one per line", "paragraphs": [ "undesignated: the section is an alphabetical list of definitions, each paragraph one term" ], "method": "eCFR versioner API, XML; each
becomes one line, is kept as *…*, other tags stripped, entities decoded, runs of spaces collapsed", "sha256": "e2ad05f0a4ede30b972dd8344eb561191410d907e0a6692b8b99d26eee38ee8e", "text": "§ 1.2 Abbreviations and symbols.\nIn this chapter:\n*AFM* means airplane flight manual.\n*AGL* means above ground level.\n*ALS* means approach light system.\n*APU* means auxiliary power unit.\n*ASR* means airport surveillance radar.\n*ATC* means air traffic control.\n*ATS* means Air Traffic Service.\n*CAMP* means continuous airworthiness maintenance program.\n*CAS* means calibrated airspeed.\n*CAT II* means Category II.\n*CMP* means configuration, maintenance, and procedures.\n*DH* means decision height.\n*DME* means distance measuring equipment compatible with TACAN.\n*EAS* means equivalent airspeed.\n*EFVS* means enhanced flight vision system.\n*Equi-Time Point* means a point on the route of flight where the flight time, considering wind, to each of two selected airports is equal.\n*ETOPS* means extended operations.\n*EWIS*, as defined by § 25.1701 of this chapter, means electrical wiring interconnection system.\n*FAA* means Federal Aviation Administration.\n*FFS* means full flight simulator.\n*FM* means fan marker.\n*FSTD* means flight simulation training device.\n*FTD* means flight training device.\n*GS* means glide slope.\n*HIRL* means high-intensity runway light system.\n*IAS* means indicated airspeed.\n*ICAO* means International Civil Aviation Organization.\n*IFR* means instrument flight rules.\n*IFSD* means in-flight shutdown.\n*ILS* means instrument landing system.\n*IM* means ILS inner marker.\n*INT* means intersection.\n*LDA* means localizer-type directional aid.\n*LFR* means low-frequency radio range.\n*LMM* means compass locator at middle marker.\n*LOC* means ILS localizer.\n*LOM* means compass locator at outer marker.\n*M* means mach number.\n*MAA* means maximum authorized IFR altitude.\n*MALS* means medium intensity approach light system.\n*MALSR* means medium intensity approach light system with runway alignment indicator lights.\n*MCA* means minimum crossing altitude.\n*MDA* means minimum descent altitude.\n*MEA* means minimum en route IFR altitude.\n*MEL* means minimum equipment list.\n*MM* means ILS middle marker.\n*MOCA* means minimum obstruction clearance altitude.\n*MRA* means minimum reception altitude.\n*MSL* means mean sea level.\n*NDB (ADF)* means nondirectional beacon (automatic direction finder).\n*NM* means nautical mile.\n*NOPAC* means North Pacific area of operation.\n*NOPT* means no procedure turn required.\n*OEI* means one engine inoperative.\n*OM* means ILS outer marker.\n*OPSPECS* means operations specifications.\n*PACOTS* means Pacific Organized Track System.\n*PAR* means precision approach radar.\n*PMA* means parts manufacturer approval.\n*POC* means portable oxygen concentrator.\n*PTRS* means Performance Tracking and Reporting System.\n*RAIL* means runway alignment indicator light system.\n*RBN* means radio beacon.\n*RCLM* means runway centerline marking.\n*RCLS* means runway centerline light system.\n*REIL* means runway end identification lights.\n*RFFS* means rescue and firefighting services.\n*RNAV* means area navigation.\n*RR* means low or medium frequency radio range station.\n*RVR* means runway visual range as measured in the touchdown zone area.\n*SALS* means short approach light system.\n*SATCOM* means satellite communications.\n*SSALS* means simplified short approach light system.\n*SSALSR* means simplified short approach light system with runway alignment indicator lights.\n*TACAN* means ultra-high frequency tactical air navigational aid.\n*TAS* means true airspeed.\n*TCAS* means a traffic alert and collision avoidance system.\n*TDZL* means touchdown zone lights.\n*TSO* means technical standard order.\n*TVOR* means very high frequency terminal omnirange station.\n*V*A means design maneuvering speed.\n*V*B means design speed for maximum gust intensity.\n*V*C means design cruising speed.\n*V*D means design diving speed.\n*V*DF/*M*DF means demonstrated flight diving speed.\n*V*EF means the speed at which the critical engine is assumed to fail during takeoff.\n*V*F means design flap speed.\n*V*FC/*M*FC means maximum speed for stability characteristics.\n*V*FE means maximum flap extended speed.\n*V*FTO means final takeoff speed.\n*V*H means maximum speed in level flight with maximum continuous power.\n*V*LE means maximum landing gear extended speed.\n*V*LO means maximum landing gear operating speed.\n*V*LOF means lift-off speed.\n*V*MC means minimum control speed with the critical engine inoperative.\n*V*MO/*M*MO means maximum operating limit speed.\n*V*MU means minimum unstick speed.\n*V*NE means never-exceed speed.\n*V*NO means maximum structural cruising speed.\n*V*R means rotation speed.\n*V*REF means reference landing speed.\n*V*S means the stalling speed or the minimum steady flight speed at which the airplane is controllable.\n*V*S0 means the stalling speed or the minimum steady flight speed in the landing configuration.\n*V*S1 means the stalling speed or the minimum steady flight speed obtained in a specific configuration.\n*V*SR means reference stall speed.\n*V*SRO means reference stall speed in the landing configuration.\n*V*SR1 means reference stall speed in a specific configuration.\n*V*SW means speed at which onset of natural or artificial stall warning occurs.\nVTOSS means takeoff safety speed for Category A rotorcraft.\n*V*X means speed for best angle of climb.\n*V*Y means speed for best rate of climb.\n*V*1 means the maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance. V1 also means the minimum speed in the takeoff, following a failure of the critical engine at VEF, at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance.\n*V*2 means takeoff safety speed.\n*V*2min means minimum takeoff safety speed.\n*VFR* means visual flight rules.\n*VGSI* means visual glide slope indicator.\n*VHF* means very high frequency.\n*VOR* means very high frequency omnirange station.\n*VORTAC* means collocated VOR and TACAN." } } }, "advisory_circulars": { "note": "Advisory circulars whose own status or scope text has been read against the primary source. An AC is not a regulation, so these are not provisions and check-regulatory-citations.py does not read this section — but the same rule applies: never assert what a document says from memory.", "AC 43.13-1B": { "title": "Acceptable Methods, Techniques, and Practices — Aircraft Inspection and Repair", "url": "https://www.faa.gov/documentlibrary/media/advisory_circular/ac_43.13-1b_w-chg1.pdf", "verified": "2026-08-29", "pdf_sha256": "8dc99dd41334381b287ae02d03dc29928d9eacb1035b67aa24c5a0525324ee73", "note": "Paragraph 1, PURPOSE, verbatim: \"This advisory circular (AC) contains methods, techniques, and practices acceptable to the Administrator for the inspection and repair of nonpressurized areas of civil aircraft, only when there are no manufacturer repair or maintenance instructions. This data generally pertains to minor repairs. The repairs identified in this AC may only be used as a basis for FAA approval for major repairs. The repair data may also be used as approved data, and the AC chapter, page, and paragraph listed in block 8 of FAA form 337 when: a. the user has determined that it is appropriate to the product being repaired; b. it is directly applicable to the repair being made; and c. it is not contrary to manufacturer's data.\" This corrects a claim that stood in AF-A/reference.md — that the AC is acceptable data and never approved data. It can be approved data, conditionally. Two further limits were absent from the curriculum entirely: nonpressurized areas only, and only where the manufacturer has given no instructions." }, "AC 120-78B": { "title": "Electronic Signatures, Electronic Recordkeeping, and Electronic Manuals", "url": "https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_120-78B_FAA_Web.pdf", "verified": "2026-08-30", "note": "Dated 12/11/24. Paragraph 1.4, What This AC Cancels, verbatim: \"AC 120-78A, Electronic Signatures, Electronic Recordkeeping, and Electronic Manuals, dated June 22, 2016, is canceled.\" This repository held and cited the canceled revision until 30 August 2026. It was found by reading the FAA's own advisory circular list, which is the only authority on which revision is Active; guessing successor URLs had returned 404 and proved nothing." }, "AC 120-16G": { "title": "Air Carrier Maintenance Programs", "url": "https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_120-16G.pdf", "verified": "2026-08-31", "note": "Chapter 7 and Figure 7-1 turn § 121.369(b)(2) into a decision procedure. 7-1(a): \"Your RIIs must include at least those tasks that could result in a failure, malfunction, or defect that endangers the safe operation of the aircraft if the task is not completed properly or if you use improper parts or material.\" Figure 7-1 then removes three classes: work not performed on the aircraft; an item deferrable under the MEL or CDL, \"as those lists contain items of equipment which the Administrator has determined may be inoperative or removed while still maintaining aircraft airworthiness\"; and an item covered by \"a required test performed on the item that will simulate operational functions and detect failures, malfunctions or defects that would impact the safe flight or landing of the aircraft\", because \"system operational integrity can be assessed\". 7-1(b) also warns that \"it is inappropriate to designate entire systems as RIIs\"." }, "87 FR 31392 (24 May 2022)": { "title": "Aviation Maintenance Technician Schools - interim final rule, preamble", "url": "https://www.govinfo.gov/content/pkg/FR-2022-05-24/pdf/2022-10367.pdf", "verified": "2026-09-01", "note": "The rulemaking preamble that created Sec. 147.31, and it DEFINES the general portion: \"The portion of the curriculum that directly corresponds to the student's preparedness to take the aviation mechanic general written test is the portion of the curriculum that contains the general curriculum subjects.\" Also: \"In some cases, a school may administer the general curriculum subjects as part of the airframe or powerplant curriculum\", and footnote 86's worked example. So placement is the school's; which subjects are general is the ACS's. ecfr.gov and federalregister.gov both refuse automated retrieval; govinfo serves the same document." }, "88 FR 38391 (13 June 2023)": { "title": "Aviation Maintenance Technician Schools - final rule", "url": "https://www.federalregister.gov/documents/2023/06/13/2023-12382/aviation-maintenance-technician-schools", "verified": "2026-09-02", "note": "The final rule that closes the 2022 interim final rule. Amdt. 43-52A, 65-63A, 147-9A, docket FAA-2021-0237, effective on publication. Abstract, verbatim: the FAA 'responds to comments to the IFR without making further modifications to the requirements'. So the regulatory text this repository works from is unchanged, and the IFR preamble at 87 FR 31392 remains good authority for what the rule means. This is nonetheless the current rulemaking document of record and should be cited alongside the IFR.\n\nOne passage is directly load-bearing for the online delivery model. Under the heading 'c. Out of Scope Comments', responding to a commenter who recommended that part 147 should encourage remote learning methods, the FAA wrote, verbatim: 'These recommendations lie outside the scope of this rulemaking, as the FAA was required to set forth requirements that conformed only to the Act, resulting in the IFR. The FAA notes that the IFR is not prescriptive in any of the areas addressed by the commenter and, therefore, each AMTS has the flexibility to define its policy and procedures regarding areas such as timeframes for certificate issuance, curriculum hour requirements, and the use of remote learning methods.'\n\nRead it for what it is. It is the FAA's own account of its rule, in the final rule preamble, saying the rule does not constrain remote learning. It is not an approval of any school's remote delivery, and it sits under out-of-scope comments rather than in a holding. Cite it for 'the rule is not prescriptive here', never for 'the FAA has approved this'.\n\nChecked and not found in the final rule: any discussion of what 'the general portion' means, of additional training locations under 147.15, or of what a primary location with no training obliges. Those questions are answered where this repository already answers them, at 87 FR 31392 and 147.13(b) respectively." }, "MIL-DTL-81706B": { "title": "Chemical Conversion Materials for Coating Aluminum and Aluminum Alloys", "url": "https://quicksearch.dla.mil/qsDocDetails.aspx?ident_number=32592", "verified": "2026-09-02", "note": "Not a regulation and not an FAA document. Recorded because AC 43-4B 4.13.5.1.1 names it as the conforming specification for aluminum conversion materials, and the school's no-hexavalent-chromium purchasing rule turns on what it permits. Classification read verbatim from revision B, 25 October 2004. Section 1.2.1: \"Type I - Compositions containing hexavalent chromium. Type II - Compositions containing no hexavalent chromium.\" Section 1.2.2: \"Class 1A - For maximum protection against corrosion, painted or unpainted. Class 3 - For protection against corrosion where low electrical resistance is required.\" So Class 1A Type II is a conforming chrome-free conversion coating. Section 6.1 warns that Type II may not be substituted for Type I on a system or item without authorization from the acquisition activity or engineering authority; that governs substitution in service and does not reach training coupons. LIMIT: revision B was read from an archived copy of a public mirror. DLA ASSIST lists the current revision as B Notice 2, 7 February 2024, identifier 32592, which has not been read. Confirm before the first purchase order." }, "AC 120-60B": { "title": "Ground Deicing and Anti-icing Program", "url": "https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.list", "verified": "2026-09-10", "note": "STATUS read, not content. The FAA's Active advisory circular list shows 120-60B as Active, dated 2004-12-20, and as the only revision of 120-60 listed. Registered because FAA-H-8083-31B chapter 15 states the before-takeoff frozen-contaminant requirement by citing this AC, so the curriculum leans on it at one remove. Its text has NOT been read against the primary source; any item that asserts what it requires needs that reading first, and no item currently does." }, "AC 43.13-2C": { "title": "Acceptable Methods, Techniques, and Practices — Aircraft Alterations", "url": "https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_43.13-2C.pdf", "verified": "2026-09-17", "note": "CONTENT read, and read because the previous revision was found superseded. `fetch-sources.py --currency` reported on 17 September 2026 that the FAA lists 43.13-2C, dated 29 July 2026, as Active, and that the register's entry for 43.13-2B was therefore a superseded document in the citation register. 2C was fetched and paragraph 1.1 read: 'the alteration data herein may be used as approved data for major alterations when the AC chapter, page, and paragraph are listed in block 8 of Federal Aviation Administration (FAA) Form 337 ... when the user has determined that it is appropriate to the product being altered, directly applicable to the alteration being made, and not contrary to the manufacturer's data.' **Both provisions the bank uses survive the supersession verbatim**, so AM.I.I-125 (the three determinations, keyed on 'not contrary to the manufacturer's data') and AM.I.I-126 (chapter, page and paragraph in block 8 of Form 337) are confirmed against the current edition and neither item changes. **43.13-2B is named here as history, not cited as authority.** What those two items show is FAA-H-8083-30B figure 2-9, captioned 'AC 43.13-2B Excerpt.', so the stimulus is what a current handbook prints and the items' own reference is that handbook's chapter 2. The superseded revision is a fact about the figure, which is the distinction AGENTS.md draws: cited as authority, no; named as a fact about what changed, yes." }, "AC 150/5210-20A": { "title": "Ground Vehicle Operations to include Taxiing or Towing an Aircraft on Airports", "url": "https://www.faa.gov/documentLibrary/media/Advisory_Circular/150-5210-20A-Ground-Vehicle-Operations.pdf", "verified": "2026-09-20", "note": "Read for the towing question. It disclaims itself — \"In general, use of this advisory circular is not mandatory\" — and is addressed to airport operators rather than tenants, reaching a tenant only through grant assurances or a lease. ¶2.2.4 notes that airports often delegate driver training to tenants and then validate it annually, which is the one place this could become our recurring cost. Its reading list at ¶4.k still cites AC 150/5210-21, which is canceled." }, "AC 150/5210-21 (cancelled)": { "title": "Announcement of Availability: Airport Surface Safety Training Programs for Mechanics and Ramp Personnel — CANCELLED April 2018", "url": "https://www.faa.gov/documentLibrary/media/Advisory_Circular/Cancellation_Memo_AC_150_5210-21.pdf", "verified": "2026-09-20", "note": "**Named as history, never cited as authority.** The cancellation memorandum: \"The document no longer provides information beneficial to the public. The main purpose of the document was to provide awareness of CD-ROMs available for training. However, the CD-ROMs are no longer available.\" The AC itself was dated 23 September 2003. It would have been the single most on-point federal document for maintenance-personnel surface safety, and **its absence is the finding**: there is no current one." } }, "other_titles": { "42 U.S.C. 12189": { "title": "Examinations and courses (Americans with Disabilities Act, title III)", "url": "https://www.law.cornell.edu/uscode/text/42/12189", "verified": "2026-09-01", "note": "FULL TEXT, read verbatim 2026-09-01: \"Any person that offers examinations or courses related to applications, licensing, certification, or credentialing for secondary or postsecondary education, professional, or trade purposes shall offer such examinations or courses in a place and manner accessible to persons with disabilities or offer alternative accessible arrangements for such individuals.\" Binds this school directly: it attaches to the ACTIVITY, not to premises, and names COURSES as well as examinations. No 'place of public accommodation' analysis is needed. Implemented by 28 CFR 36.309." }, "28 CFR 36.309": { "title": "Examinations and courses", "url": "https://www.law.cornell.edu/cfr/text/28/36.309", "verified": "2026-09-01", "source_read": "govinfo CFR-2024-title28-vol1-sec36-309, read in full", "note": "(b) examinations: (1)(i) results shall reflect aptitude rather than impaired sensory, manual or speaking skills \"(except where those skills are the factors that the examination purports to measure)\" — THE CONSTRUCT EXCEPTION IS IN THE REGULATION; (1)(iv) documentation requests \"reasonable and limited to the need\"; (1)(v) \"considerable weight\" to past accommodations including an IEP or Section 504 Plan; (1)(vi) timely response; (2) extra time and adapted manner; (3) auxiliary aids unless they would \"fundamentally alter the measurement of the skills or knowledge the examination is intended to test\" or be an undue burden; (4) alternative arrangements must give \"comparable conditions\". (c) courses: (1) place and manner accessible; (2) changes in length of time, substitution of specific requirements, adaptation of how course materials are distributed; (3) auxiliary aids including qualified readers and \"classroom equipment adapted for use by individuals with manual impairments\"; (4) accessible facilities or alternative arrangements; (5) alternatives must give comparable conditions. See accessibility.md section 7." }, "49 CFR 171.8": { "title": "Definitions and abbreviations (hazardous materials transportation)", "url": "https://www.law.cornell.edu/cfr/text/49/171.8", "verified": "2026-09-02", "note": "Read for the mobile delivery model, which hauls solvents, resins, corrosion compounds, hydraulic fluid and a high-pressure oxygen cylinder between venues. \"Material of trade\" is defined verbatim as \"a hazardous material, other than a hazardous waste, that is carried on a motor vehicle - (1) For the purpose of protecting the health and safety of the motor vehicle operator or passengers; (2) For the purpose of supporting the operation or maintenance of a motor vehicle (including its auxiliary equipment); or (3) By a private motor carrier (including vehicles operated by a rail carrier) in direct support of a principal business that is other than transportation by motor vehicle.\" Limb (3) is the one that fits a school hauling its own training consumables: it is a private motor carrier and its principal business is education. Note the exclusion at the head of the definition: hazardous waste is not a material of trade." }, "49 CFR 173.6": { "title": "Materials of trade exceptions", "url": "https://www.law.cornell.edu/cfr/text/49/173.6", "verified": "2026-09-02", "note": "The quantity limits and conditions that go with the 171.8 definition. A material of trade transported in conformance with this section \"is not subject to any other requirements of this subchapter besides those set forth or referenced in this section\". Limits read verbatim: Class 3, 8, 9 and Divisions 4.1, 5.1, 5.2, 6.1 are capped at 0.5 kg or 0.5 L for Packing Group I and 30 kg or 30 L (8 gallons) for Packing Group II or III; Division 2.1 or 2.2 in a cylinder of gross weight not over 100 kg (220 pounds). The binding one for us is the aggregate: \"The aggregate gross weight of all materials of trade on a motor vehicle may not exceed 200 kg (440 pounds).\" Packagings must be leak tight, securely closed, secured against shifting and protected against damage, and non-bulk packagings marked with a common or proper shipping name. Training is light but real: the operator of the vehicle \"must be informed of the presence of the hazardous material\" and of the requirements of this section. Excluded entirely: hazardous waste, self-reactive materials, and materials poisonous by inhalation." }, "29 CFR 1910.1026": { "title": "Chromium (VI) (OSHA general industry)", "url": "https://www.law.cornell.edu/cfr/text/29/1910.1026", "verified": "2026-09-02", "note": "Read for the consumable chemistry decision. Applies to occupational exposures to chromium (VI) in all forms in general industry, except where objective data show the material cannot release chromium (VI) at or above 0.5 micrograms per cubic meter under any expected condition of use. PEL 5 micrograms per cubic meter as an 8 hour TWA; action level 2.5. At or above the action level: exposure monitoring every six months and regulated areas. At or above the PEL: monitoring every three months plus respiratory protection, restricted regulated areas, protective clothing, hygiene facilities, medical surveillance and training, paragraphs (e) through (l). The operational point for a mobile school is that regulated areas and hygiene facilities would have to exist at every borrowed venue. This is the main reason the school buys no hexavalent chromium. See ../school/consumable-chemistry.md." }, "17 U.S.C. 105": { "title": "Subject matter of copyright: United States Government works", "url": "https://uscode.house.gov/view.xhtml?req=granuleid:USC-prelim-title17-section105&num=0&edition=prelim", "verified": "2026-09-08", "source_read": "uscode.house.gov prelim, section text read in full", "note": "(a) read verbatim: \"Copyright protection under this title is not available for any work of the United States Government, but the United States Government is not precluded from receiving and holding copyrights transferred to it by assignment, bequest, or otherwise.\" NOTE the 2020 additions (b)-(d): a \"covered author\" at a \"covered institution\" — the service academies — owns copyright in a \"covered work\", which is a scholarly work. That carve-out does NOT reach ordinary agency output such as a technical order or a handbook. The load-bearing limit is elsewhere: § 105 turns on a *work of the United States Government*, defined at § 101 as one prepared by an OFFICER OR EMPLOYEE in official duties, so a contractor's work is outside it. That is the gap doc/source-licensing.md turns on for the handbooks." }, "1 CFR 51.1": { "title": "Policy (incorporation by reference)", "url": "https://www.ecfr.gov/current/title-1/chapter-I/subchapter-B/part-51", "verified": "2026-09-08", "source_read": "eCFR versioner API, title-1 part 51 as of 2026-09-01, read in full", "note": "(f) read verbatim: \"Incorporation by reference of a publication is limited to the edition of the publication that is approved. Future amendments or revisions of the publication are not included.\" An edition-pinned citation, which is only meaningful if the publication sits OUTSIDE the rule. (a) quotes 5 U.S.C. 552(a): matter \"reasonably available to the class of persons affected\" is deemed published in the Federal Register when incorporated by reference with the Director's approval." }, "1 CFR 51.7": { "title": "What publications are eligible?", "url": "https://www.ecfr.gov/current/title-1/chapter-I/subchapter-B/part-51", "verified": "2026-09-08", "source_read": "eCFR versioner API, title-1 part 51 as of 2026-09-01, read in full", "note": "(a)(2)(i) eligible material is \"published data, criteria, standards, specifications, techniques, illustrations, or similar material\" — which is exactly the third-party class. (a)(3) it must be \"reasonably available to and usable by the class of persons affected\". (b) the Director ASSUMES a publication produced by the same agency seeking approval is inappropriate for IBR, so IBR is normally a route for OUTSIDE material. (c) material already published in the Federal Register or the U.S. Code is not appropriate for IBR." }, "1 CFR 51.9": { "title": "What is the proper language of incorporation?", "url": "https://www.ecfr.gov/current/title-1/chapter-I/subchapter-B/part-51", "verified": "2026-09-08", "source_read": "eCFR versioner API, title-1 part 51 as of 2026-09-01, read in full", "note": "(b) the incorporating language is precise and complete only if it (2) \"States the title, date, edition, author, publisher, and identification number of the publication\" and (4) \"Makes an official showing that the publication is in fact available by stating where and how copies may be examined and readily obtained with maximum convenience to the user\". A rule that must tell the reader WHERE TO OBTAIN a publication is a rule that does not contain it. This is the load-bearing provision behind doc/source-licensing.md's demonstration that tier B regulatory TEXT carries no third-party work. It says nothing about a diagram drawn on a government page, which is screened separately." }, "49 CFR 1542.205": { "title": "Security of the security identification display area (SIDA).", "url": "https://www.ecfr.gov/current/title-49/section-1542.205", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. Paragraph (c) is the one that decides whether any of part 1542 reaches us: \"An airport operator that is not required to have a complete program under § 1542.103(a) is not required to establish a SIDA under this section.\" A general aviation airport without a TSA-approved security program has no SIDA, so a student needs no badge, no fingerprint check and no TSA training. Where a SIDA exists, paragraph (b) requires an identification medium, a criminal history records check and training before unescorted access." }, "49 CFR 1542.203": { "title": "Security of the air operations area (AOA).", "url": "https://www.ecfr.gov/current/title-49/section-1542.203", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. An AOA requires security **information** for people with unescorted access (b)(3) and **no** criminal history records check — the sharp difference from a SIDA. But (b)(5) lets an airport operator elect to make the AOA a SIDA, which pulls the records check in. Whether our ramp is an AOA or a SIDA is the airport's choice, not ours." }, "49 CFR 1542.211": { "title": "Identification systems.", "url": "https://www.ecfr.gov/current/title-49/section-1542.211", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. Paragraph (e) is the escorted-access route, which would let a badged instructor take unbadged students into a SIDA. **The escort ratio is in the airport's security program, which is Sensitive Security Information and not public**, so no class size may be designed around it until an airport security coordinator states it in writing." }, "49 CFR 1542.209": { "title": "Fingerprint-based criminal history records checks (CHRC).", "url": "https://www.ecfr.gov/current/title-49/section-1542.209", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. Read because it is routinely mis-cited as the SIDA section; it is not. It is the records check itself: (d) lists the disqualifying offenses over a ten-year look-back and (e) covers fingerprint processing. **There is no \"security threat assessment\" requirement anywhere in part 1542** — the phrase appears once, at § 1542.303(a), describing TSA's own basis for a Security Directive. Badging offices do run one; it comes from the airport's TSA-approved program, which is not public." }, "40 CFR 262.14": { "title": "Conditions for exemption for a very small quantity generator.", "url": "https://www.ecfr.gov/current/title-40/section-262.14", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. A very small quantity generator is exempt from all of part 262 \"except §§ 262.10 through 262.14\". **The hazardous waste personnel training rule is at § 262.17(a)(7), outside that range, so it does not reach a VSQG at all**; and even for a large quantity generator it allows six months and bars only unsupervised work, so it is not a before-entry requirement anywhere. Used oil is excluded from the category count by § 262.13(c)(4), which helps a shop stay within VSQG limits. RCRA is delegated to the states and many are stricter, so this is a floor." }, "40 CFR part 279": { "title": "Standards for the management of used oil.", "url": "https://www.ecfr.gov/current/title-40/part-279", "verified": "2026-09-17", "note": "Read on 20 September 2026 from the eCFR versioner API snapshot of that date, because the eCFR's own web pages return a block page to scripted clients. Read in full for a training requirement and there is none: the string \"train\" does not occur anywhere in the part. Recorded because a clean negative is worth as much as a requirement when deciding what a student must do before entering a shop." }, "29 CFR 1910.5": { "title": "Applicability of standards.", "url": "https://www.ecfr.gov/current/title-29/section-1910.5", "verified": "2026-09-20", "note": "Paragraph (d) is why an unpaid student cannot be brought inside part 1910 by the wording of an individual standard: \"In the event a standard protects on its face a class of persons larger than employees, the standard shall be applicable under this part only to employees and their employment and places of employment.\" Several standards do say \"any person\" — § 1910.151(c) on emergency drenching facilities is one." }, "29 CFR 1975.4": { "title": "Coverage (who is an employer under the Act).", "url": "https://www.ecfr.gov/current/title-29/section-1975.4", "verified": "2026-09-20", "note": "Paragraph (b)(4) names \"private educational institutions\" among covered organizations, so an AMTS employing one instructor is an OSHA-covered employer. **This is why the trainings have to exist even though students are not covered**: the instructors in the same room are." }, "29 CFR 1910.132": { "title": "General requirements (personal protective equipment).", "url": "https://www.ecfr.gov/current/title-29/section-1910.132", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. Paragraph (f) is the only standard in this set whose words are \"before being allowed to perform work\", and it requires each employee to demonstrate understanding and ability rather than merely attend. Paragraph (d) requires a written hazard assessment certification; there is no training record requirement." }, "29 CFR 1910.1200": { "title": "Hazard communication.", "url": "https://www.ecfr.gov/current/title-29/section-1910.1200", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. Paragraph (h)(1): employees are trained on hazardous chemicals \"at the time of their initial assignment\". Paragraph (e)(1) requires a written program. There is no requirement to record who was trained, which is worth knowing before designing a records system around one." }, "29 CFR 1910.147": { "title": "The control of hazardous energy (lockout/tagout).", "url": "https://www.ecfr.gov/current/title-29/section-1910.147", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. Paragraph (c)(1) requires the program \"before any employee performs any servicing or maintenance\". **Paragraph (c)(8): lockout \"shall be performed only by the authorized employees\"** — so an instructor applies and removes every lock and a student never does, or we are in breach as to every instructor present. Paragraph (c)(7)(i)(C) is the role a student occupies: instructed about the procedure and the prohibition on restarting. Paragraph (c)(7)(iv) is one of only three training-record requirements in the set." }, "29 CFR 1910.157": { "title": "Portable fire extinguishers.", "url": "https://www.ecfr.gov/current/title-29/section-1910.157", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. Three postures, and the choice is ours: (g)(1)-(2) an \"educational program\" for everyone \"upon initial employment\"; (g)(3)-(4) fuller **training** for those the emergency action plan designates to fight fire; or, under (a), extinguishers present but not intended for employee use, with a compliant § 1910.38 plan and § 1910.39 plan, which removes the (g) training entirely. Bears directly on who stands fire guard during an engine run." }, "29 CFR 1910.38": { "title": "Emergency action plans.", "url": "https://www.ecfr.gov/current/title-29/section-1910.38", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. Paragraph (f)(1): the plan is reviewed with the employee \"when the plan is developed or the employee is assigned initially to a job\". The shop walk-through is this duty." }, "29 CFR 1910.39": { "title": "Fire prevention plans.", "url": "https://www.ecfr.gov/current/title-29/section-1910.39", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. Paragraph (d): the employer informs employees of the fire hazards they are exposed to \"upon initial assignment to a job\"." }, "29 CFR 1910.134": { "title": "Respiratory protection.", "url": "https://www.ecfr.gov/current/title-29/section-1910.134", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. Medical evaluation, then fit testing, then training, in that order, before use, with a training record under (m). **A student cannot be medically evaluated and fit-tested as an employee would be**, which is why abrasive blasting under § 1910.94(a)(5) — the one shop operation that pulls the full program — is instructor-demonstrated rather than student-performed." }, "29 CFR 1910.95": { "title": "Occupational noise exposure.", "url": "https://www.ecfr.gov/current/title-29/section-1910.95", "verified": "2026-09-20", "note": "Read on 20 September 2026 from the eCFR versioner API, because the eCFR's own web pages redirect scripted clients to a block page. **No \"before\" trigger anywhere.** The chain is monitoring where information suggests exposure may reach 85 dBA, then the action level, then a program with annual training and a baseline audiogram within six months. Because the trigger is an eight-hour time-weighted average, the person to monitor first is the engine-run instructor who attends every run of every cohort, not a student who attends two." }, "29 CFR 1904.39": { "title": "Reporting fatalities, hospitalizations, amputations and losses of an eye.", "url": "https://www.ecfr.gov/current/title-29/section-1904.39", "verified": "2026-09-20", "note": "Reportable regardless of the recordkeeping exemption. \"Technical and Trade Schools\" is listed in Non-Mandatory Appendix A to Subpart B of part 1904, which partially exempts such a school from routine injury and illness recordkeeping — **the six-digit NAICS code for an AMTS has not been verified against the Census Bureau** and should be before anyone relies on the exemption." }, "OSHA interpretation, 5 March 1999": { "title": "OSHA coverage does not extend to unpaid students.", "url": "https://www.osha.gov/laws-regs/standardinterpretations/1999-03-05", "verified": "2026-09-20", "note": "OSHA's own title is the finding. \"The Occupational Safety and Health Act of 1970 extends only to employees of an organization… High school, college, or professional nursing students are also not considered employees of the hospital.\" A letter of interpretation is OSHA's view, not regulation, and is recorded as such. A **paid** student is a different case: OSHA's 2005 volunteers letter puts the test at \"monetary or other compensation\", decided case by case. **State plans may cover people federal OSHA does not, and no state law has been read.**" } }, "airworthiness_directives": { "note": "Airworthiness directives read against the primary source. An AD is a rule -- it amends 14 CFR 39.13 -- and is published in the Federal Register, so it is tier B in doc/source-licensing.md and carries no third-party work: anything third-party is incorporated by reference, which 1 CFR 51.9 requires to be NAMED rather than printed. The material an AD incorporates is a different matter and is NOT ours: see the incorporated_by_reference field on each entry. Currency was checked by searching the Federal Register for a later FAA rule naming the AD number, which would be how a superseding AD reaches it; the FAA's Dynamic Regulatory System is authoritative for AD status and was not queried, so a nil result here means 'not found in the Federal Register', not 'confirmed current'.", "2026-17-10": { "title": "Airworthiness Directives; Lycoming Engines", "amendment": "39-23454", "docket": "FAA-2026-8789", "fr_document": "2026-17584", "url": "https://www.federalregister.gov/documents/2026/08/28/2026-17584/airworthiness-directives-lycoming-engines", "published": "2026-08-28", "effective": "2026-09-14", "verified": "2026-09-08", "source_read": "Federal Register full text, read in full", "superseded_check": "2026-09-08: Federal Register search for a later FAA rule naming \"AD 2026-17-10\" returns only the AD itself. Not found superseded.", "incorporated_by_reference": "Lycoming Mandatory Service Bulletin No. 667A dated 12 March 2026, and Lycoming Service Instruction No. 1009BE dated 24 April 2020. BOTH ARE COPYRIGHTED AND ARE NOT OURS. Paragraph (n)(2): \"You must use this material as applicable to do the actions required by this AD.\" Distinguish Note 1 to paragraph (h)(1), which says guidance \"may be found in\" Lycoming MSB No. 480F dated 25 May 2017 -- that one is NOT incorporated by reference and is not mandatory.", "note": "(a) effective 14 September 2026. (b) Affected ADs: None. (c) Applicability is a FOUR-part test: a long list of O-235, O-540 and IO-540 models; AND a serial number listed in Table 2 or Table 3 of Lycoming MSB 667A; AND an installed piston pin P/N LW-13445; AND an FAA Form 8130-3 from the original equipment manufacturer for production dated between 7 January 2021 and 15 December 2025. It then closes the gap, verbatim: \"If the production date on the FAA Form 8130-3 cannot be determined, or if the FAA Form 8130-3 is not available, this AD is applicable.\" ABSENCE OF EVIDENCE MAKES IT APPLY. (d) Subject: JASC Code 8530, Reciprocating Engine Cylinder Section. (e) prompted by reports of metal particulates in the oil and two non-detectable engine failures; issued to prevent piston pin failure. (h)(1) oil change and visual inspection of the oil filter, oil pressure screen and oil suction screen for metal particulates -- before further flight for engines in Table 3 of MSB 667A with more than 150 hours TIS since the pins were installed, otherwise within 5 hours TIS after the effective date if no oil change in the last 10 hours TIS.", "extract": { "retrieved": "2026-09-09", "retrieved_from": "https://www.federalregister.gov/documents/full_text/text/2026/08/28/2026-17584.txt", "covers": "paragraphs (c) Applicability, (h) Required Actions, and (n)(1) to (n)(2) with the incorporated material listed", "method": "Federal Register raw text; the named paragraphs taken whole, runs of spaces collapsed; the availability sub-items (n)(3) to (n)(5) are omitted, being agency and manufacturer contact details rather than requirement", "sha256": "646a9698d8043e36d6f070b37cd33e7c822b90bcacbd85cb873587719bc91d90", "text": "(c) Applicability\n\n This AD applies to Lycoming Engines Model O-235, -A, -AP, -B, -\nBP, -C, -C1, -C1A, -C1B, -C1C, -C2A, -C2B, -C2C, -E1, -E1B, -E2A, -\nE2B, -F1, -F1B, -F2A, -F2B, -G1, -G1B, O-235-G2A, O-235-G2B, O-235-\nH2C, O-235-J2A, O-235-J2B, O-235-K2A, O-235-K2B, -K2C, -L2A, -L2C, -\nM1, -M2C, -M3C, -N2A, -N2C, -P1, -P2A, -P2C, and -P3C; O-540-A1A, -\nA1A5, -A1B5, -A1C5, -A1D, -A1D5, -A2B, -A3D5, -A4A5, -A4B5, -A4C5, -\nA4D5, -A4E5, -B1A5, -B1B5, -B1D5, -B2A5, -B2B5, -B2C5, -B4A5, -B4B5,\n-D1A5, -E4A5, -E4B5, -E4C5, -F1A5, -F1B5, -G1A5, -G2A5, -H1A5, -\nH1A5D, -H1B5D, -H2A5, -H2A5D, -H2B5D, -J1A5D, -J1B5D, -J1C5D, -\nJ1D5D, -J2A5D, -J2B5D, -J2C5D, -J2D5D, -J3A5, -J3A5D, -J3C5D, and -\nL3C5D; IO-540-A1A5, -AA1A5, -AA1B5, -AB1A5, -AE1A5, -AC1A5, -AF1A5,\n-B1B5, -AG1A5, -B1A5, -B1C5, -C1B5, -C1C5, -C2C, -C4B5, -C4B5D, -\nC4C5, -C4D5, -C4D5D, -D4A5, -D4B5, -D4C5, -E1A5, -E1B5, -E1C5, -\nG1A5, -G1B5, -G1C5, -G1D5, -G1E5, -G1F5, -J4A5, -K1A5, -K1A5D, -\nK1B5, -K1B5D, -K1C5, -K1D5, -K1E5, -K1E5D, -K1F5, -K1F5D, -K1G5, -\nK1G5D, -K1H5, -K1J5, -K1J5D, -K1K5, -K2A5, -L1A5, -L1A5D, -L1B5D, -\nL1C5, -M1A5, -M1A5D, -M1B5D, -M1C5, -M2A5D, -N1A5, -P1A5, -R1A5, -\nS1A5, -T4A5D, -T4B5, -T4B5D, -T4C5D, -U1A5D, -U1B5D, -V4A5, -V4A5D,\n-W1A5, -W1A5D, and -W3A5D engines with a serial number listed in\nTable 2 or Table 3 of Lycoming Mandatory Service Bulletin No. (MSB)\n667A, dated March 12, 2026 (Lycoming MSB 667A), and an installed\npiston pin having part number (P/N) LW-13445 with an FAA Form 8130-3\nfrom the original equipment manufacturer for production dated\nbetween January 7, 2021 to December 15, 2025. If the production date\non the FAA Form 8130-3 cannot be determined, or if the FAA Form\n8130-3 is not available, this AD is applicable.\n\n(h) Required Actions\n\n (1) For all affected engines, perform an oil change and visual\ninspection of the engine oil filter, oil pressure screen, and oil\nsuction screen for metal particulates as follows:\n Note 1 to paragraph (h)(1): Guidance for engine oil filter, oil\npressure screen, and oil suction screen inspection instructions and\nidentification of metallic solids may be found in Lycoming MSB No.\n480F, dated May 25, 2017.\n\n(n) Material Incorporated by Reference\n\n (1) The Director of the Federal Register approved the\nincorporation by reference (IBR) of the material listed in this\nparagraph under 5 U.S.C. 552(a) and 1 CFR part 51.\n (2) You must use this material as applicable to do the actions\nrequired by this AD, unless the AD specifies otherwise.\n (i) Lycoming Mandatory Service Bulletin No. 667A, dated March\n12, 2026.\n (ii) Lycoming Service Instruction No. 1009BE, dated April 24,\n2020.\n", "paragraphs": [ "c", "h", "n" ] } }, "2026-03-06": { "title": "Airworthiness Directives; Textron Aviation, Inc. (Type Certificate previously held by Cessna Aircraft Company)", "amendment": "39-23255", "docket": "FAA-2025-5037", "fr_document": "2026-04331", "url": "https://www.federalregister.gov/documents/2026/03/04/2026-04331/airworthiness-directives-textron-aviation-inc-type-certificate-previously-held-by-cessna-aircraft", "published": "2026-03-04", "effective": "2026-03-13", "verified": "2026-09-08", "source_read": "Federal Register full text, read in full", "superseded_check": "2026-09-08: Federal Register search for a later FAA rule naming \"AD 2026-03-06\" returns only the AD itself. Not found superseded.", "incorporated_by_reference": "NONE. Paragraph (k) reads \"None\" in those words, so this AD is complete in itself and wholly reproducible. Note 1 to paragraph (g) points at Textron Aviation Service Letter SL525B-05-04 Revision 1 dated 7 January 2025 as ADDITIONAL GUIDANCE, and paragraph (j)(2) confirms it is \"not incorporated by reference\".", "note": "(a) effective 13 March 2026. (b) Affected ADs: None. (c) Applicability: \"all Textron Aviation, Inc. ... Model 525B airplanes, certificated in any category\" -- no serial range, no part number, no prior-modification test. (d) Subject: JASC Codes 5530 Vertical Stabilizer Structure and 5415 Nacelle/Pylon, Attach Fittings. (e) prompted by the manufacturer revising the maintenance manual to introduce MORE RESTRICTIVE inspection intervals; issued to prevent undetected cracks in the engine mount and vertical stabilizer front and rear spar caps. (g) within 150 hours TIS or 12 months after the effective date, WHICHEVER OCCURS FIRST, revise the Airworthiness Limitations Section of the maintenance manual or ICA and the approved maintenance or inspection program by incorporating Table 1, which is printed in the AD and gives six tasks with existing and revised intervals. (h) after the paragraph (g) action is done, no alternative actions, thresholds or intervals are allowed unless approved as an AMOC under paragraph (i).", "extract": { "retrieved": "2026-09-09", "retrieved_from": "https://www.federalregister.gov/documents/full_text/text/2026/03/04/2026-04331.txt", "covers": "paragraphs (c) Applicability, (g) ALS Revision with Table 1, (h) Provisions for Alternative Actions and Intervals, (k) Material Incorporated by Reference", "method": "Federal Register raw text; the named paragraphs taken whole, runs of spaces collapsed", "sha256": "b968fad61443741e9f1e3561faec4e48179db04cfb569091e8a00f9d91d692f7", "text": "(c) Applicability\n\n This AD applies to all Textron Aviation, Inc. (Type Certificate\npreviously held by Cessna Aircraft Company) Model 525B airplanes,\ncertificated in any category.\n\n(g) Airworthiness Limitations Section (ALS) Revision\n\n Within 150 hours time-in-service (TIS) or 12 months after the\neffective date of this AD, whichever occurs first: Revise the ALS of\nthe existing AMM or instructions for continued airworthiness (ICA)\nand the existing approved maintenance or inspection program, as\napplicable, by incorporating the information identified in table 1\nto paragraph (g) of this AD.\n\n Table 1 to Paragraph (g)--Revised Model 525B Airworthiness Limitation Tasks\n----------------------------------------------------------------------------------------------------------------\n Existing task Revised task Inspection\n Task No. Task title interval interval document Zone\n----------------------------------------------------------------------------------------------------------------\n54-50-00-250........ Forward Engine 6,000 hours TIS... 6,100 hours TIS, 4-12-NA 411, 412\n Mount Channel then 4,100 hours\n Flange (Eddy TIS thereafter.\n Current) Special\n Detailed\n Inspection.\n54-50-00-252........ Aft Engine Beam 11,500 hours TIS.. 14,100 hours TIS, 4-12-MR 311, 312\n Aft Upper Angle then every 2,700\n Common to Aft hours TIS\n Web, BL 24.50 thereafter.\n (Eddy Current)\n Special Detailed\n Inspection.\n54-50-00-254........ Forward Engine 12,000 hours TIS.. 16,300 hours TIS, 4-12-MS 410, 420\n Mount Aft Channel then every 11,600\n Web (Eddy hours TIS\n Current) Special thereafter.\n Detailed\n Inspection.\n54-50-00-255........ Forward Engine 12,000 hours TIS.. 15,600 hours TIS, 4-12-NB 410, 420\n Mount Forward then every 11,100\n Channel Web (Eddy hours TIS\n Current) Special thereafter.\n Detailed\n Inspection.\n55-40-00-250........ Vertical Fin Left 9,000 hours TIS, 9,000 hours TIS, 4-12-ML 340\n and Right Front then every 7,500 then every 7,000\n Spar Cap at hours TIS hours TIS\n Attachment Hole thereafter. thereafter.\n #2 (Eddy Current)\n Special Detailed\n Inspection.\n55-40-00-251........ Vertical Fin Left 15,000 hours TIS.. 17,700 hours TIS, 4-12-MO 340\n and Right Front then every 14,900\n Spar Cap at hours TIS\n Attachment Hole thereafter.\n #1 (Eddy Current)\n Special Detailed\n Inspection.\n\n[[Page 10510]]\n\n\n55-40-00-252........ Vertical Fin Left 15,000 hours TIS, 23,600 hours TIS, 4-12-MQ 340\n and Right Rear then every 14,500 then every 12,100\n Spar Cap at hours TIS hours TIS\n Attachment Hole thereafter. thereafter.\n #1 (Eddy Current)\n Special Detailed\n Inspection.\n----------------------------------------------------------------------------------------------------------------\n\n\n Note 1 to paragraph (g): Additional guidance for accomplishing\nthe actions required by this AD can be found in Textron Aviation\nService Letter SL525B-05-04, Revision 1, dated January 7, 2025.\n\n(h) Provisions for Alternative Actions and Intervals\n\n After the action required by paragraph (g) of this AD has been\ndone, no alternative actions and associated thresholds and intervals\nare allowed unless they are approved as specified in the provisions\nof paragraph (i) of this AD.\n\n(k) Material Incorporated by Reference\n\n None.\n\n Issued on February 27, 2026.\nSteven W. Thompson,\nActing Deputy Director, Compliance & Airworthiness Division, Aircraft\nCertification Service.\n[FR Doc. 2026-04331 Filed 3-3-26; 8:45 am]\nBILLING CODE 4910-13-P", "paragraphs": [ "c", "g", "h", "k" ] } } } }