Aviation News

Sport SX Debuts

2010-05-01T07:56:00.000-05:00

GRT Avionics debuted Sports Sex, Electronic Flight Information Systems (EFIS) for light sport and experimental aircraft. It has features such as EFIS, AHRS, synthetic vision and color map.

Information http://www.youtube.com/watch?v=i7oZwUL_P0I http://www.grtavionics.com/default.aspx?id=1

Yard Work

2010-04-27T22:02:00.000-05:00

I did yard work on Monday, April 26, 2010 and Tuesday, April 27, 2010. Monday, April 26, 2010 I cut the grass. After that I took a shower and then watched the Chicago Blackhawks games (as I try to catch as many as I can), win 5-3 to wins the series 4-3 in the Western Conference Quarterfinals to advance to the Western Conference Semifinals against the Vancouver Canucks. Tuesday, April 27, 2010 raked the yard (picked up dead grass), and re cut the grass. So once again I am unable to tend to my blog. I will try to tend to my blog tomorrow and post news. Sorry for all these convinces.

Sick all Weekend

2010-04-26T06:55:00.001-05:00

I just finally started getting better with my cold. I will blog and post news tomorrow.

FAA AD Targets Thielert Engines

2010-04-21T17:09:00.000-05:00

[Federal Register: April 5, 2010 (Volume 75, Number 64)]
[Proposed Rules]               
[Page 17084-17085]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr05ap10-22]                         

=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0308; Directorate Identifier 2010-NE-17-AD]
RIN 2120-AA64

 
Airworthiness Directives; Thielert Aircraft Engines GmbH (TAE) 
Model TAE 125-01 Reciprocating Engines

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: We propose to adopt a new airworthiness directive (AD) for the 
products listed above. This proposed AD results from mandatory 
continuing airworthiness information (MCAI) issued by an aviation 
authority of another country to identify and correct an unsafe 
condition on an aviation product. The MCAI describes the unsafe 
condition as: Service has shown that the small outlet of the blow-by 
oil separators, part number 02-7250-18100R1; 02-7250-18100R2; 02-7250-
18100R3; 02-7250-18100R4; 02-7250-18300R1; 02-7250-18300R2; 02-7250-
18300R3; 02-7250-18300R4; or 02-7250-18300R5, may cause a blow-by gas 
pressure increase inside the crankcase of the engine in excess of the 
oil seal design pressure limits. Leaking engine oil may adversely 
affect the gearbox clutch or the engine lubrication system. This 
condition, if not corrected, could lead to in-flight cases of engine 
power loss or ultimately, shutdown. We are proposing this AD to prevent 
loss of engine power or uncommanded engine shutdown during flight due 
to excessive crankcase blow-by gas pressure.

DATES: We must receive comments on this proposed AD by May 20, 2010.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://
www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 1200 New Jersey Avenue, SE., West Building Ground 
Floor, Room W12-140, Washington, DC 20590-0001.
     Hand Delivery: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
     Fax: (202) 493-2251.
    Contact Thielert Aircraft Engines GmbH, Platanenstrasse 14 D-09350, 
Lichtenstein, Germany, telephone: +49-37204-696-0; fax: +49-37204-696-
55; e-mail: info@centurion-engines.com for the service information 
identified in this proposed AD.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Operations office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this proposed AD, the regulatory 
evaluation, any comments received, and other information. The street 
address for the Docket Operations office (phone (800) 647-5527) is the 
same as the Mail address provided in the ADDRESSES section. Comments 
will be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Tara Chaidez, Aerospace Engineer, 
Engine Certification Office, FAA, Engine and Propeller Directorate, 12 
New England Executive Park, Burlington, MA 01803; e-mail: 
tara.chaidez@faa.gov; telephone (781) 238-7773; fax (781) 238-7199.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2010-0308; 
Directorate Identifier 2010-NE-17-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD based on those comments.
    We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact 
with FAA personnel concerning this proposed AD. Using the search 
function of the Web site, anyone can find and read the comments in any 
of our dockets, including, if provided, the name of the individual who 
sent the comment (or signed the comment on behalf of an association, 
business, labor union, etc.). You may review the DOT's complete Privacy 
Act Statement in the Federal Register published on April 11, 2000 (65 
FR 19477-78).

Discussion

    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Community, has issued AD 
2010-0020, dated February 8, 2010 (referred to after this as ``the 
MCAI''), to correct an unsafe condition for the specified products. The 
MCAI states:

    Service has shown that the small outlet of the blow-by 
separators, part number 02-7250-18100R1; 02-7250-18100R2; 02-7250-
18100R3; 02-7250-18100R4; 02-7250-18300R1; 02-7250-18300R2; 02-7250-
18300R3; 02-7250-18300R4; or 02-7250-18300R5, may cause a blow-by 
gas pressure increase inside the crankcase of the engine in excess 
of the oil seal design pressure limits. Leaking engine oil may 
adversely affect the gearbox clutch or the engine lubrication 
system. This condition, if not corrected, could lead to in-flight 
cases of engine power loss or ultimately, shutdown.

You may obtain further information by examining the MCAI in the AD 
docket.

Relevant Service Information

    TAE has issued Service Bulletin No. TM TAE 125-0019, Revision 1, 
dated March 5, 2009. The actions described in this service information 
are intended to correct the unsafe condition identified in the MCAI.

FAA's Determination and Requirements of This Proposed AD

    This product has been approved by the aviation authority of Germany 
and is approved for operation in the United States. Pursuant to our 
bilateral agreement with Germany, EASA has notified us of the unsafe 
condition described in the MCAI. We are proposing this AD because we 
evaluated all information provided by EASA and determined the unsafe 
condition exists and is likely to exist or develop on other products of 
the same type design. This proposed AD would require removing from 
service certain part number blow-by oil separators, within the next 110 
flight hours after the effective date of the proposed AD.

Costs of Compliance

    Based on the service information, we estimate that this proposed AD 
would affect about 250 engines installed on airplanes of U.S. registry. 
We also estimate that it would take about 1.5 work-hours per engine to 
comply with this proposed AD. The average labor rate is $85 per work-
hour. Required parts would cost about $1,500 per engine. Based on these 
figures, we

[[Page 17085]]

estimate the cost of the proposed AD on U.S. operators to be $406,875.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979); and
    3. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by adding the following new AD:

Thielert Aircraft Engines GmbH: Docket No. FAA-2010-0308; 
Directorate Identifier 2010-NE-17-AD.

Comments Due Date

    (a) We must receive comments by May 20, 2010.

Affected Airworthiness Directives (ADs)

    (b) None.

Applicability

    (c) This AD applies to Thielert Aircraft Engines GmbH (TAE) 
model TAE 125-01 reciprocating engines with any of the following 
part number blow-by oil separators installed:

                            Table 1--Part Numbers of Affected Blow-By Oil Separators
----------------------------------------------------------------------------------------------------------------

----------------------------------------------------------------------------------------------------------------
02-7250-18100R1                            02-7250-18100R2               02-7250-18100R3.
02-7250-18100R4                            02-7250-18300R1               02-7250-18300R2.
02-7250-18300R3                            02-7250-18300R4               02-7250-18300R5.
----------------------------------------------------------------------------------------------------------------

    These engines are installed in, but not limited to, Diamond 
Aircraft Industries Model DA 40, Piper PA-28-161 (Supplemental Type 
Certificate (STC) No. SA03303AT), and Cessna 172 (STC No. SA01303WI) 
airplanes.

Reason

    (d) Service has shown that the small outlet of the blow-by oil 
separators, part number 02-7250-18100R1; 02-7250-18100R2; 02-7250-
18100R3; 02-7250-18100R4; 02-7250-18300R1; 02-7250-18300R2; 02-7250-
18300R3; 02-7250-18300R4; or 02-7250-18300R5, may cause a blow-by 
gas pressure increase inside the crankcase of the engine in excess 
of the oil seal design pressure limits. Leaking engine oil may 
adversely affect the gearbox clutch or the engine lubrication 
system. This condition, if not corrected, could lead to in-flight 
cases of engine power loss or ultimately, shutdown. This AD results 
from mandatory continuing airworthiness information (MCAI) issued by 
an aviation authority of another country to identify and correct an 
unsafe condition on an aviation product. We are issuing this AD to 
prevent loss of engine power or uncommanded engine shutdown during 
flight due to excessive crankcase blow-by gas pressure.

Actions and Compliance

    (e) Unless already done, do the following actions.
    (1) Remove the blow-by oil separators listed by part number in 
Table 1 of this AD within the next 110 flight hours after the 
effective date of this AD.
    (2) Use the Measures section of TAE Service Bulletin No. TM TAE 
125-0019, Revision 1, dated March 5, 2009, to do the removal from 
service.

FAA AD Differences

    (f) None.

Alternative Methods of Compliance (AMOCs)

    (g) The Manager, Engine Certification Office, FAA, has the 
authority to approve AMOCs for this AD, if requested using the 
procedures found in 14 CFR 39.19.

Related Information

    (h) Refer to European Aviation Safety Agency AD 2010-0020, dated 
February 8, 2010, and TAE Service Bulletin No. TM TAE 125-0019, 
Revision 1, dated March 5, 2009, for related information. Contact 
Thielert Aircraft Engines GmbH, Platanenstrasse 14 D-09350, 
Lichtenstein, Germany, telephone: +49-37204-696-0; fax: +49-37204-
696-55; e-mail: info@centurion-engines.com, for a copy of this 
service information.
    (i) Contact Tara Chaidez, Aerospace Engineer, Engine 
Certification Office, FAA, Engine and Propeller Directorate, 12 New 
England Executive Park, Burlington, MA 01803; e-mail: 
tara.chaidez@faa.gov; telephone (781) 238-7773; fax (781) 238-7199, 
for more information about this AD.

    Issued in Burlington, Massachusetts, on March 30, 2010.
Peter A. White,
Assistant Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 2010-7590 Filed 4-2-10; 8:45 am]
BILLING CODE 4910-13-P

FAA Makes Corrections To Sport Pilot Rule

2010-04-21T16:59:00.000-05:00

Federal Register Volume 75, Number 60 (Tuesday, March 30, 2010)]
[Rules and Regulations]
[Pages 15609-15610]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-7039]


=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 61

[Docket No. FAA-2007-29015; Amdt. No. 61-125A]
RIN 2120-AJ10


Certification of Aircraft and Airmen for the Operation of Light-
Sport Aircraft; Modifications to Rules for Sport Pilots and Flight 
Instructors With a Sport Pilot Rating; Correction

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; correction.

-----------------------------------------------------------------------

SUMMARY: The FAA is correcting a final rule published on February 1, 
2010. In that rule, the FAA amended its regulations for sport pilots 
and flight instructors with a sport pilot rating to address airman 
certification and operational issues that have arisen since regulations 
for the certification of aircraft and airmen for the operation of 
light-sport aircraft were implemented in 2004. This document corrects 
errors in the codified text of that document.

DATES: The final rule and this correction will become effective April 
2, 2010.

FOR FURTHER INFORMATION CONTACT: For technical questions concerning 
this rule, contact Larry L. Buchanan, Light-Sport Aviation Branch, AFS-
610, Regulatory Support Division, Flight Standards Service, Federal 
Aviation Administration, 6500 South MacArthur Blvd., Oklahoma City, OK 
73169; telephone (405) 954-6400; Mailing address: Light-Sport Aviation 
Branch, AFS-610, P.O. Box 25082, Oklahoma City, OK 73125.
    For legal questions concerning this rule, contact Paul G. Greer, 
Regulations Division, AGC-200, Federal Aviation Administration, 800 
Independence Ave., SW., Washington, DC 20591; telephone (202) 267-3073.

SUPPLEMENTARY INFORMATION: 

Background

    On February 1, 2010, the FAA published a final rule entitled, 
``Certification of Aircraft and Airmen for the Operation of Light-Sport 
Aircraft; Modifications to Rules for Sport Pilots and Flight 
Instructors With a Sport Pilot Rating'' (75 FR 5204).
    In that final rule, the FAA revised Sec.  61.327. Paragraph (a) 
introductory text of Sec.  61.327 referenced endorsement requirements 
for a sport pilot operating ``a light-sport aircraft that has a 
VH less than or equal to 87 knots CAS.'' Paragraph (b) 
introductory text of Sec.  61.327 referenced endorsement requirements 
for persons operating ``a light-sport aircraft that has a VH 
greater than 87 knots CAS.'' In the revision to Sec.  61.315(c)(14)(i) 
and (c)(14)(ii), however, references to those paragraphs of Sec.  
61.327 were incorrectly cited.
    Additionally, the FAA revised Sec.  61.327 to require a sport pilot 
who seeks to operate a light-sport aircraft that has a VH 
less than or equal to 87 knots CAS to receive and log training in an 
aircraft that has a VH less than or equal to 87 knots CAS. 
In the preamble to the final rule, the FAA noted that it ``does not 
believe that receiving training in an airplane with a VH 
greater than 87 knots CAS will adequately prepare a sport pilot to 
operate a low-speed, high-drag airplane with a VH less than 
or equal to 87 knots CAS without additional training.'' The agency did 
not intend to require specific endorsements for other categories and 
classes of aircraft, such as powered parachutes and weight-shift-
control aircraft that typically have a VH that does not 
exceed 87 knots CAS. Accordingly the FAA is correcting Sec.  61.327(a) 
and (c) to reflect the agency's intent and is making conforming 
corrections in Sec. Sec.  61.315(c)(14), 61.415(f), and 61.423 
(a)(2)(iii)(C).
    Sections 61.319 and 61.323 were revised to eliminate the 
requirement that persons exercising sport pilot privileges have an 
aircraft make-and-model endorsement to operate an aircraft within a 
specific set of aircraft. The FAA therefore also should have included a 
conforming amendment to Sec.  61.317 Is my sport pilot certificate 
issued with aircraft category and class ratings? to remove reference to 
the words ``make and model.''
    Lastly, Sec. Sec.  61.315(c)(14)(ii) and 61.327(c) contained 
provisions that permit a sport pilot to operate an aircraft with a 
VH less than or equal to 87 knots CAS if that person has 
logged flight time

[[Page 15610]]

as pilot in command of an aircraft with a VH less than or 
equal to 87 knots CAS prior to March 3, 2010. The FAA is correcting 
this date to read ``April 2, 2010,'' to correspond with the effective 
date of the final rule.

Corrections

    In final rule FR Doc. 2010-2056, beginning on page 5204 in the 
Federal Register of February 1, 2010, make the following corrections:

0
1. On page 5222, in the first column, revise Sec.  61.315(c)(14) to 
read as follows:


Sec.  61.315  What are the privileges and limits of my sport pilot 
certificate?

* * * * *
    (c) * * *
    (14) If the aircraft:
    (i) Has a VH greater than 87 knots CAS, unless you have 
met the requirements of Sec.  61.327(b).
    (ii) Has a VH less than or equal to 87 knots CAS, unless 
you have met the requirements of Sec.  61.327(a) or have logged flight 
time as pilot in command of an airplane with a VH less than 
or equal to 87 knots CAS before April 2, 2010.
* * * * *

0
2. On page 5222, in the first column, add amendment 15A to read as 
follows:


Sec.  61.317  [Amended]

0
15A. Amend Sec.  61.317 by removing the words ``logbook endorsement for 
the category, class, and make and model of aircraft'' from the last 
sentence and adding in their place the words ``logbook endorsement for 
the category and class of aircraft''.


Sec.  61.327  [Corrected]

0
3. On page 5222, in the first column, amend Sec.  61.327 by:
0
a. Amending paragraph (a) introductory text by removing the words 
``light-sport aircraft that has'' and adding in their place the words 
``light-sport aircraft that is an airplane with''.
0
b. Amending paragraph (a)(1) by removing the word ``aircraft'' and 
adding in its place the word ``airplane''.
0
c. Amending paragraph (a)(2) by removing the words ``light-sport 
aircraft'' and adding in their place the words ``light-sport aircraft 
that is an airplane''.
0
d. Amending paragraph (c) by removing the word ``aircraft'' and adding 
in its place the word ``airplane'' and by removing the date ``March 3, 
2010'' and adding in its place the date ``April 2, 2010''.


Sec.  61.415  [Corrected]

0
4. On page 5222, in the second column, in Sec.  61.415(f), remove the 
words ``light-sport aircraft'' and add in their place the words 
``light-sport aircraft that is an airplane''.


Sec.  61.423  [Corrected]

0
5. On page 5222, in the third column, in Sec.  61.423(a)(2)(iii)(C), 
remove the words ``light-sport aircraft'' and add in their place the 
words ``light-sport aircraft that is an airplane''.

    Issued in Washington, DC, on March 25, 2010.
Pamela Hamilton-Powell,
Director, Office of Rulemaking.
[FR Doc. 2010-7039 Filed 3-29-10; 8:45 am]
BILLING CODE 4910-13-P

Vance Brand Municipal Airport gets Master Plan Update

2010-04-21T16:28:00.001-05:00

Colorado Aeronautical Board granted Vance Brand Municipal Airport in Longmont, Colorado $38,000 which will be for the update its masters plane for the airport. The airport manager is still waiting for FAA funding. It'll cost about $192,000 to hire people for the master plan, FAA will pay 95% of that and Longmont have to help out and spend in $12,000. Longmont gets 10 cents per gallon (6 cents for businesses, 4 cents from state).

FAA Proposes New Policy on Antidepressants for Pilots

2010-04-21T16:00:00.000-05:00

For Immediate Release

April 2, 2010
Contact: Alison Duquette or Les Dorr
Phone: (202) 267-3883

FAA Proposes New Policy on Antidepressants for Pilots

WASHINGTON, D.C. — The Federal Aviation Administration (FAA) today announced that it will consider the special issuance of a medical certificate to pilots who are taking medication for mild to moderate depression, conditions that now bar them from all flying duties.

On a case-by-case basis beginning April 5, pilots who take one of four antidepressant medications – Fluoxetine (Prozac), Sertraline (Zoloft), Citalopram (Celexa), or Escitalopram (Lexapro) – will be allowed to fly if they have been satisfactorily treated on the medication for at least 12 months. The FAA will not take civil enforcement action against pilots who take advantage of a six-month opportunity to share any previously non-disclosed diagnosis of depression or the use of these antidepressants.

“I’m encouraging pilots who are suffering from depression or using antidepressants to report their medical condition to the FAA,” said FAA Administrator Randy Babbitt. “We need to change the culture and remove the stigma associated with depression. Pilots should be able to get the medical treatment they need so they can safely perform their duties.”

The FAA’s policy is consistent with recommendations from the Aerospace Medical Association, Aircraft Owners and Pilots Association, Air Line Pilots Association and the International Civil Aviation Organization. The Civil Aviation Authority of Australia, Transport Canada and the U.S. Army already allow some pilots to fly using antidepressant medications.

Psychiatrists and Aviation Medical Examiners who have specialized training under the Human Intervention and Motivation Study (HIMS) program will help the FAA evaluate and monitor pilots under this new policy. The HIMS program was established 40 years ago and has been highly effective for the assessment, treatment, and medical certification of pilots who need help with alcohol and drug issues.

The policy statement is on display in the Federal Register at http://www.archives.gov/federal-register/public-inspection and allows for public comment until May 3. A notice regarding the special enforcement action related to the new policy is available at the same website.

Randy Groom new Piper Vice President

2010-04-21T07:48:00.000-05:00

Randy Groom, 56, new Piper Aircraft Executive Vice President of sales, marketing and customer support. Groom is instrument-rated commercial pilot and has over 10,000 hours in 40 years of flying and 18 years of aircraft owner. Groom was a flight instructor during college and charter pilot. Randy Groom was the youngest flight instructor for the U.S. Air Force at age 19. Groom comes to Piper from Groom Aviation, LLC, a company he founded that based on general aviation businesses. He's a senior is executive positions.

George W. Bush's Ranch Airspace Restrictions

2010-04-21T07:30:00.000-05:00

The FAA is relaxing the airspace restrictions over 43rd U.S. presidents George W. Bush's ranch in Crawford, Texas. It will significantly reduce the closed airspace around the ranch and if effective Thursday, June 3, 2010 the FAA will reduce the restrictive airspace at George W. Bush's ranch to a ceiling altitude 5,000 feet to 2,000 feet.

New Verison of AOPA Airports for Blackberry Released

2010-04-21T07:18:00.000-05:00

Hilton Software has released version 2.0 of AOPA Airports for Blackberry users. The new upgrade features additional DUATS VFR and will allow users to use flight plans for easier use in a later date. More update include detailed runway information (runway lighting, visual glide scope lighting, glide scope angle and runway surface type and condition).

Earhart's Runway Grill Opens

2010-04-21T07:11:00.001-05:00

Earhart's Runway Grill opened Monday, April 5, 2010 at the Lakeland Linder Regional Airport in Lakeland, Florida home to the annual Sun 'n Fun Fly-in. Earhart's Runway Grill is open for breakfast, lunch and dinner. Earthart's Runway Grill is a tribute to Amelia Earhart. It is opened Monday-Friday 11:00am-8:00pm, Saturday & Sunday 8:00am-4:00pm. Location: Lakeland Linder Regional Airport in the terminal.

For more information: http://www.earhartsrunwaygrill.com/
http://www.lakelandairport.com/Home.aspx

My Airport - Davenport Municipal Airport gets new Terminal Building

2010-04-21T06:58:00.003-05:00

Demolition of the old terminal building at the Davenport Municipal Airport in Davenport, Iowa has begun underway on Monday, March 29, 2010. Carver Aero is putting up a new terminal and new hangars. The 7,000 square foot terminal and 20,000 square foot hangar will be built. The new terminal building will be much more newer and much more better. Th new terminal will have a pilots lounge, meeting rooms, storage room for private planes and office space. The project should be done by October. The Davenport city is seeking $14.2 million in federal grant money to expand the 5,501 foot long runway to 7,000 feet. The airport expanding the runway will be used by all corporate jets and big jets in the near future. The shorter runway is used by all general aviation aircraft and corporate jets.

Women Charged for Screaming

2010-04-21T06:42:00.000-05:00

A flight that left San Diego and bound for Washington, D.C, made an unplanned stop at Omaha, Nebraska's Eppley Airfield after a women passenger screamed the word "terrorist" while pointing at attendants. The woman made her way into first class. Maria Rita Manzoni was charged in a U.S. District Court in Nebraska. She could be fined or imprisoned up to 20 years. Manzoni was a passenger on United Airlines flight 142. Manzoni was taken of the airline and detained in Omaha where she will see further punishments.

Bombardier makes $3.9 Billion Deal with the China Development Bank Corporation

2010-04-21T06:36:00.000-05:00

Bombardier reached a $3.9 billion deal with the China Development Bank Corporation (CDBC). CDBC agreed to make money available to airlines and easy for Bombardier C series, Q400 and CRJ.

TSA Completes LASP Revisions

2010-04-21T06:31:00.000-05:00

The Transportation Security Administration has completed the revision of the large aircraft security program (LASP). Sometime soon the Department of Homeland Security and Office of Management and Budget for review is about to moves.

Sick Yesterday

2010-04-21T06:23:00.000-05:00

Sorry that I could not post yesterday on my blog I was sick. Just about when I was ready to return blogging aviation news I got sick on Tuesday, April 20, 2010. When I came home from school I immediately went to my room and went to sleep at 4:15 and I woke up at 8:00pm. I am going to blog today. In fact right now.

Aviation Adam Badger is back? But..... Back regularly?

2010-04-18T14:12:00.000-05:00

I took a long long break from this site. A little to long of a break. My site has been inactive for a couple of days, weeks, months.....more like three months. Very know and then I would post news on this site to show that this site is still active. I am making my news blogging daily or bi-daily. So, I am back! starting with recapping the news with April 2010.

My Traffic 2010 Released

2010-04-03T21:45:00.000-05:00

My Traffic 2010 is released. It has more than 8,200 airports, more than 140 aircraft models. My Traffic 2010 carriers fly to tourist spots, cargo arlines carry freight, military planes fly to and from military bases and general aviation airplanes make sure you do not feel alone on thousands of airports.

Price: $53.64

Cessna Recieves STC Approval of Glass Cockpit for Legacy Citations

2010-04-03T21:35:00.000-05:00

Cessna has just received Supplemental Type Certification (STC) for the AdViz flat panel system for the Cessna Citations. The system is 10.4 inches. e-Charts, XM weather and Enhanced Vision Systems and Wide Area Augmentation System (WAAS).

Cirrus SR22 AD Anti-Ice System

2010-04-02T22:50:00.000-05:00

Federal Register: December 14, 2009 (Volume 74, Number 238)]
[Rules and Regulations]
[Page 66040-66042]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr14de09-5]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-1162; Directorate Identifier 2009-CE-066-AD;
Amendment 39-16136; AD 2009-26-01]
RIN 2120-AA64

Airworthiness Directives; Cirrus Design Corporation Model SR22
Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for certain
Cirrus Design Corporation Model SR22 airplanes equipped with an anti-
ice system approved for flight into known icing. This AD requires you
to inspect the compression fittings on the anti-ice fluid distribution
lines for proper installation and repair any fittings that were not
properly installed. This AD results from the manufacturer finding some
anti-ice fluid distribution lines where the compression fittings were
not properly installed. We are issuing this AD to detect and correct
anti-ice fluid distribution lines with improperly installed compression
fittings, which could result in anti-ice fluid distribution line
separation. A line separation could result in a total loss of ice
protection fluid supply to the protected surfaces, which would allow
ice to build on the airplane and degrade the handling qualities and
performance.

DATES: This AD becomes effective on December 21, 2009.
On December 21, 2009, the Director of the Federal Register approved
the incorporation by reference of certain publications listed in this
AD.
We must receive any comments on this AD by January 28, 2010.

ADDRESSES: Use one of the following addresses to comment on this AD.
Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
To get the service information identified in this AD, contact
Cirrus Design Corporation, 4515 Taylor Circle, Duluth, MN 55811-1548;
telephone: (218) 788-3000; fax: (218) 788-3525; e-mail:
fieldservice@cirrusaircraft.com; Internet: http://cirrusaircraft.com.
To view the comments to this AD, go to http://www.regulations.gov.
The docket number is FAA-2009-1162; Directorate Identifier 2009-CE-066-
AD.

FOR FURTHER INFORMATION CONTACT: Anthony Flores, Aerospace Engineer,
Chicago Aircraft Certification Office (ACO), 2300 E. Devon Ave., Room
107, Des Plaines, Illinois 60018; telephone: (847) 294-7140; fax: (847)
294-7834.

SUPPLEMENTARY INFORMATION:

Discussion

We were notified by Cirrus Design Corporation that, during a
quality assurance inspection test flight on a Model SR22 airplane, a
compression fitting separated from an anti-ice fluid distribution line.
They determined the root cause of this failure was improper crimping of
the fitting during fabrication. The condition is possible on other SR22
airplanes since this fabrication procedure had not changed since
approval of the flight into known icing system.
This condition, if not corrected, could result in anti-ice fluid
distribution line separation. A line separation could result in a total
loss of ice protection fluid supply to the protected surfaces, which
would allow ice to build on the airplane and degrade the handling
qualities and performance.

Relevant Service Information

We reviewed Cirrus SR22 Service Bulletin SB 2X-30-08, dated
November 9, 2009. The service information describes procedures for
inspecting the anti-ice fluid distribution line compression fittings
for proper installation. The service information also describes
procedures for properly installing compression fittings on the anti-ice
fluid distribution lines.

FAA's Determination and Requirements of This AD

We are issuing this AD because we evaluated all the information and
determined the unsafe condition described previously is likely to exist
or develop on other products of the same type design. This AD requires
you to inspect for proper installation of compression fittings on the
anti-ice fluid distribution lines and repair any fittings that were not
properly installed.

[[Page 66041]]

FAA's Determination of the Effective Date

An unsafe condition exists that requires the immediate adoption of
this AD. The FAA has found that the risk to the flying public justifies
waiving notice and comment prior to adoption of this rule because a
malfunction of the anti-ice system could result in a total loss of ice
protection fluid supply to the protected surfaces. This condition would
allow ice to build on the airplane and degrade the handling qualities
and performance. Therefore, we determined that notice and opportunity
for public comment before issuing this AD are impracticable and that
good cause exists for making this amendment effective in fewer than 30
days.

Comments Invited

This AD is a final rule that involves requirements affecting flight
safety, and we did not precede it by notice and an opportunity for
public comment. We invite you to send any written relevant data, views,
or arguments regarding this AD. Send your comments to an address listed
under the ADDRESSES section. Include the docket number ``FAA-2009-1162;
Directorate Identifier 2009-CE-066-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the AD. We will consider
all comments received by the closing date and may amend the AD in light
of those comments.
We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive concerning this AD.

Authority for This Rulemaking

Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.

Regulatory Findings

We determined that this AD will not have federalism implications
under Executive Order 13132. This AD will not have a substantial direct
effect on the States, on the relationship between the national
government and the States, or on the distribution of power and
responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket.

Examining the AD Docket

You may examine the AD docket that contains the AD, the regulatory
evaluation, any comments received, and other information on the
Internet at http://www.regulations.gov; or in person at the Docket
Management Facility between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The Docket Office (telephone (800) 647-5527)
is located at the street address stated in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec. 39.13 [Amended]

0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):

2009-26-01 Cirrus Design Corporation: Amendment 39-16136; Docket No.
FAA-2009-1162; Directorate Identifier 2009-CE-066-AD.

Effective Date

(a) This AD becomes effective on December 21, 2009.

Affected ADs

(b) None.

Applicability

(c) This AD applies to Model SR22 airplanes; serial numbers
3409, 3411 through 3430, 3432 through 3441, 3443 through 3450, 3455
through 3465, 3467, 3468, 3470 through 3472, 3485, 3486, 3488, 3489,
3491 through 3493, 3495 through 3500, 3504, 3505, 3512, 3513, 3517,
3524, 3525, 3528, and 3546 that are:
(1) Equipped with an anti-ice system approved for flight into
known icing; and
(2) Certificated in any category.

Subject

(d) Air Transport Association of America (ATA) Code 30: Ice and
Rain Protection.

Unsafe Condition

(e) This AD is the result of an anti-ice fluid line separation
during a quality assurance inspection at the manufacturing plant. We
are issuing this AD to detect and correct anti-ice fluid
distribution lines with improperly installed compression fittings,
which could result in anti-ice fluid distribution line separation. A
line separation could result in a total loss of ice protection fluid
supply to the protected surfaces, which would allow ice to build on
the airplane and degrade the handling qualities and performance.

Compliance

(f) To address this problem, you must do the following, unless
already done:

----------------------------------------------------------------------------------------------------------------
Actions Compliance Procedures
----------------------------------------------------------------------------------------------------------------
(1) Fabricate a placard (using at least Before further flight after December 21, Not Applicable.
\1/8\[dash]inch letters) with the 2009 (the effective date of this AD),
following words and install a placard on unless the inspection requirement of
the instrument panel within the pilot's paragraph (f)(2) has already been done.
clear view: ``FLIGHT INTO KNOWN OR
FORECAST ICING PROHIBITED.''

[[Page 66042]]

(2) Inspect and repair as necessary the (i) Inspect at the next scheduled Follow Cirrus SR22 Service
anti[dash]ice fluid line compression inspection after December 21, 2009 (the Bulletin SB 2X-30-08,
fittings. Accomplishment of all of the effective date of this AD) or within dated November 9, 2009.
actions specified in Cirrus SR22 service the next 100 hours
bulletin SB 2X-30-08, dated November 9, time[dash]in[dash]service after
2009, terminates the placard December 21, 2009 (the effective date
requirements specified in paragraph of this AD), whichever occurs first.
(f)(1) of this AD. (ii) Repair before further flight after
the inspection specified in paragraph
(f)(2) of this AD where any incorrectly
installed compression fittings are
found.
----------------------------------------------------------------------------------------------------------------

Alternative Methods of Compliance (AMOCs)

(g) The Manager, Chicago Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Send information to
ATTN: Anthony Flores, Aerospace Engineer, Chicago Aircraft
Certification Office (ACO), 2300 E. Devon Ave., Room 107, Des
Plaines, Illinois 60018; telephone: (847) 294-7140; fax: (847) 294-
7834. Before using any approved AMOC on any airplane to which the
AMOC applies, notify your appropriate principal inspector (PI) in
the FAA Flight Standards District Office (FSDO), or lacking a PI,
your local FSDO.

Material Incorporated by Reference

(h) You must use Cirrus SR22 Service Bulletin SB 2X-30-08, dated
November 9, 2009, to do the actions required by this AD, unless the
AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Cirrus Design Corporation, 4515 Taylor Circle, Duluth, MN 55811-
1548; telephone: (218) 788-3000; fax: (218) 788-3525; e-mail:
fieldservice@cirrusaircraft.com; Internet: http://
cirrusaircraft.com.
(3) You may review copies of the service information
incorporated by reference for this AD at the FAA, Central Region,
Office of the Regional Counsel, 901 Locust, Kansas City, Missouri
64106. For information on the availability of this material at the
Central Region, call (816) 329-3768.
(4) You may also review copies of the service information
incorporated by reference for this AD at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, call (202) 741-6030, or go to: http://
www.archives.gov/federal_register/code_of_federal_regulations/
ibr_locations.html.

Issued in Kansas City, Missouri, on December 4, 2009.
William Timberlake,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-29578 Filed 12-11-09; 8:45 am]

BILLING CODE 4910-13-P

Hartzell Makes Deal with Hawker Beechcraft

2010-04-02T22:44:00.000-05:00

Hartzell Propeller Inc. has signed an agreement with Hawker Beechcraft Corporation (HBC) for the exclusive use of the propeller. The agreement is for five years and covers G36 Bonanza, G58 Baron, King Air C90GTx, 360i aircraft.

American Air Campers Association Launches

2010-04-02T22:36:00.000-05:00

Don Abbott, 46, has launched American Air Campers.

"Air camping is a family activity that allows us to fly our airplanes more and connect us more deeply to this magnificent country we live in."

The website is based on to make aviation camping information more understanding.

Membership: $39.00 year
Website: http://www.americanaircampers.net/

Commemorative Air Force Establishes Hall of Fame

2010-04-02T22:30:00.000-05:00

The Commemorative Air Force (CAF) has established a member hall of fame. “We want to recognize those individuals responsible for setting the course that the Commemorative Air Force has taken,” said CAF President Stephan Brown. “The CAF has grown over the years from a small band of pilots to a group of over 8,500 members from all walks of life. While we still have a great number of pilots in our ranks, the CAF now encompasses people of all different passions and interests.” The CAF will be honoring the members each year at its annual Wing Staff conference. They'll recognize two members. The members continue to support the organization.

NetJets Cancels 2.6 Billion Hawker Beechcraft Orders

2010-04-02T22:25:00.000-05:00

NetJets has announced a major cost-cutting by canceling $2.6 billion worth of orders. A month earlier NetJets announced layoffs of 495 pilots from its services.

Embraer Phenom 300 now Certified

2010-04-02T22:23:00.000-05:00

Embraer Phenom 300 is a light jet aircraft developed by Embraer. It can carry 8 or 9 people. On December 29, 2009 Embraer delivered the first Phenom 300 to Executive Flight Services. On Monday it got FAA type certification

AvFab Recieves STC Approval for Headrest on Beechcraft King Air

2010-03-24T20:10:00.000-05:00

Aviation Fabricators (AvFab) recently received STC approval for its Clear View Headrest o Beechcraft King Air seats. The headrest replaces plug in headrest. The new headrest can extend above the seat.

Garnett Industrial Airport adds AWOS

2010-03-24T20:05:00.000-05:00

The Garnett Industrial Airport (K68) in Garnett, Kansas completed installation of a Belfort DigiWx II AWOS AV system. It is FAA certified automated weather system with altimeter and visibility with advisory winds, temperature and humidity. "Adding the AWOS AV to our airport adds another layer of safety to the airport operations," said Gary Ecclefield, airport manager.

Bill Sets 1500-Hour Minimum for Commercial 121 Pilots

2010-03-24T20:00:00.000-05:00

Mr. Obama administration and Randy Babbitt imposed a 1,500-hour minimum for the commercial pilots flying part 121.

Cessna Aircraft to Closes Three Georgia Plants

2010-03-13T22:25:00.000-06:00

Cessna Aircraft Company will close three Columbus, Georgia plants within six-24 months, AP reports.

Flying Musicians Association Hosts the 1st ever Annual Event.

2010-03-13T22:20:00.000-06:00

The first ever Fly-In Musicfest, held by the Flying Musicians Association on November 7, 2009 at the Fort Worth Spinks Airport (FWS) in Fort Worth, Texas was a success. On aircraft display include a B-25 "Pacific Prowler" Mitchell, C-47 Skytrain, Russian Antonov AN 2 bi-plane, Extra 300LP and a Duo Discus sailplane. Overall there were 130 musicians performing on two stages thought the day. The musicians performing include: Ravi Raviator, Bradley Leighton, Jay Carpneter, Ray Ricketts and many more performed. Each musician has an aviation background.

Flying Musicians Association co-founder, Aileen Hummel "We have assembled a great committee that worked hard, relentlessly, for many months. These great folks are the pilots, aviation enthusiasts, and musicians who have embraced the mission of the Flying Musicians Association. Without their help and support, this event could not have been a success."

Next years Date: November 13-14, 2010.

Gulfstream G650 Makes First Flight

2010-03-13T16:52:00.000-06:00

Gulfstream Aerospace's Gulfstream 650, twin-engine business jet makes its first flight on November 25, 2009. Watch the first flight here http://www.gulfstream.com/gulfstreamg650/

General characteristics

Crew: 2 pilots
Capacity: 11 - 18 passengers
Payload: 6,500 lb (2,950 kg)
Length: 99 ft 9 in (30.41 m)
Wingspan: 99 ft 7 in (30.36 m)
Height: 25 ft 4 in (7.72 m)
Wing area: 1,283 ft² (119.2 m²)
Aspect ratio: 7.7
Max takeoff weight: 99,600 lb (45,200 kg)
Powerplant: 2× Rolls-Royce Deutschland BR725 turbofan, 16,100 lbf (71.6 kN) each
Maximum landing weight: 83,500 lb (37,876 kg)
Wing sweep: 33 degrees

Performance

Maximum speed: Mach 0.925 (530 knots, 610 mph, 982 km/h)
Cruise speed: Long range cruise: Mach 0.85 (488 kn, 562 mph, 904 km/h) Fast cruise: Mach 0.90 (517 kn, 595 mph, 957 km/h)
Range: Long range cruise: 7,000 nautical miles (8,050 mi, 12,960 km) Fast cruise: 5,000 nmi (5,750 mi, 9,260 km)
Service ceiling: 51,000 ft (15,500 m)
Wing loading: 77.7 lb/ft² ()
Cabin pressurization: 10.7 psi

Gobham's Digital Audio Control System Recieves Technical Standards Order

2010-03-13T16:46:00.000-06:00

Gobham's Digital Audio Control System (DACS) has received Technical Standards Order (TSO) certification from the FAA. It'll approve the manufacture DACS installation on certified aircraft.

Washington Aviation Moves to Arlington Municipal Airport

2010-03-13T16:33:00.000-06:00

After 7 years at the Smokey Point Gateway Center, Washington State Department of Transportation (WSDOT) Aviation is moving offices to the Arlington Municipal Airport (AWO) in Arlington, Washington. The Moving days are December 14-16. It opens officially on December 17 and an open house is December 22 from 11:00 am to 6:00pm. The new location will give better convince to aviation pilots.

Republic Airport Hosts Pearl Harbor Memorial Ceremony

2010-03-13T16:25:00.000-06:00

An estimated of 400 people participated at the Pearl Harbor memorial ceremonies on December 7, 2009 at the Republic Airport (FRG) in East Farmingdale, New York.

FAA Talks Aboyt $7 Billion in Bids for NextGen

2010-03-13T16:22:00.000-06:00

The FAA is talking about bids from companies interested in competing for NextGen contracts with $7 billion in value. The SE2020 contracts will be given to companies who'll perform research and development work. This work ethic will help benefit NextGen, such as Automatic Dependent Surveillance System , System Wide Information Management and Data Communications. Five year contracts will be awarded in summer with subsequent three and two-year options.

Key Air Joins Avfuel Network

2010-03-13T10:53:00.000-06:00

Key Air has joined Avfeul. Key Air has three locations: Key Air South Florida (FPR) of Fort Pierce, Florida; Key Air Twin Cities (ANE) of Minneapolis-St. Paul, Minnesota; and Key Air NY Metro (OXC) Oxford, Connecticut. From now till March 2010 these locations are featuring AVTRIP points on fuel purchases.

Kissimmee Air Museum Opens New Exhibit

2010-03-13T10:47:00.002-06:00

Kissimmee Air Museum at the Kissimme Gateway Airport (ISM) in Kissimme, Florida opens new Pearl Harbor exhibit. The exhibit will feature predictions of Billy Mitchell in 1924 Pearl Harbor attack on December 7, 1941. Some new never before seen photos from Japanese, actual World War II artifices.

FAA Now Finalizes ADS-B TSO

2010-03-13T09:29:00.000-06:00

The FAA has now finalized technical standard orders (TSOs) for Automatic Dependent Surveillance-Broadcast (ADS-B) for Air Traffic Control system. ADS-B is the requirements they need for the next generation of air traffic control.

View at

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library%5CrgTSO.nsf/0/E5A37977FBDB786B8625768200579728?OpenDocument

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgTSO.nsf/0/e5a37977fbdb786b8625768200579728/$FILE/TSO-154c.pdf

Hawker Beechcraft King Air 200 Aircraft Simulator

2010-03-13T09:07:00.000-06:00

Hawker Beechcraft King Air 200 aircraft simulator now has been qualified to Level C by the FAA. The simulator features VITAL X visiual system that is detailed in high-resolution views to enhance safety.

US Aviation Joins Denton Municipal Airport

2010-03-13T09:04:00.000-06:00

US Aviation expands at Denton Municipal Airport in Denton, Texas by acquiring Aircraft Precision Maintenance.

Angelica Maleskis wins Corporate Aviation Business Scholarship Award

2010-03-13T03:10:00.000-06:00

Embry-Riddle Aeronautical University student Angelica Maleskis, of Port Orange, Florida, wins the Corporate Aviation Business Scholarship for the 2009 by the National Aircraft Finance Association (NAFA). Angelica Maleskis is a senior Aviation Business Administration who is studying,Airport Management. She will have a scholarship of $3,448.

2009 Florida Aviation Hall of Fame Inductees

2010-03-13T03:04:00.000-06:00

2009 Florida Aviation Hall of Fame induction ceremony will be Friday, December 11, 2009.

Amelia Earnhart (b.July 24, 1897-January 5, 1939)
She was an American aviation pioneer who inspired billions of female pilots to learn to fly.

David McCampbell (January 16, 1910-June 30, 1996, Aged 86).
David McCampbell was an American naval aviator who became the US Navy's all-time leading ace with 34 aerial victories during World War II. He had won awards in Medal of Honor, Navy Cross, Silver Star, Legion of Merit, Distinguished Flying Cross and an Air Medal.

LeRoy Browm was a Florida resident, 29 years of National Airline pilot with over 35,000 flight hours.

WWII F6F-3 Hellcat Recovered from lake Michigan

2010-03-11T23:59:00.000-06:00

After 60 years WWII happened a Navy Grumman F6F-3 Hellcat plane was founded in the muddy waters of Lake Michigan. The pilot of the airplane is Lt. Walter Elcock, 69, living in Atlanta, Georgia. The plane is restored at the National Naval Aviation Museum in Pensacola, Florida.

FAA Issues Final Rule on "Polished Frost"

2010-03-11T23:44:00.000-06:00

Federal Register: December 1, 2009 (Volume 74, Number 229)]
[Rules and Regulations]               
[Page 62691-62697]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr01de09-5]                         

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 91, 125 and 135

[Docket No. FAA-2007-29281; Amendment Nos. 91-310, 125-58, 135-119]
RIN 2120-AJ09

 
Removal of Regulations Allowing for Polished Frost

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is removing certain provisions in its regulations that 
allow for operations with ``polished frost'' (i.e., frost polished to 
make it smooth) on the wings and stabilizing and control surfaces of 
aircraft. The rule is expected to increase safety by not allowing 
operations with ``polished frost,'' which the FAA has determined 
increases the risk of unsafe flight.

DATES: These amendments become effective February 1, 2010.

FOR FURTHER INFORMATION CONTACT: For technical questions concerning 
this final rule contact Nancy Lauck Claussen, Air Transportation 
Division, AFS-200, Federal Aviation Administration, 800 Independence 
Avenue, SW., Washington, DC 20591; telephone: (202) 267-8166; 
facsimile: (202) 267-5229, e-mail: nancy.l.claussen@faa.gov.
    For legal questions concerning this final rule contact Dean 
Griffith, Office of the Chief Counsel, AGC-220, Federal Aviation 
Administration, 800 Independence Avenue SW., Washington, DC 20591; 
telephone: (202) 267-3073; facsimile: (202) 267-7971; e-mail: 
dean.griffith@faa.gov.

SUPPLEMENTARY INFORMATION:

Authority for This Rulemaking

    The FAA's authority to issue rules on aviation safety is found in 
Title 49 of the United States Code. This rulemaking is promulgated 
under the authority described in 49 U.S.C. 44701(a)(5) which requires 
the Administrator to promulgate regulations and minimum standards for 
other practices, methods, and procedures necessary for safety in air 
commerce and national security.

I. Background

A. Summary of the Notice of Proposed Rulemaking (NPRM)

    The FAA published an NPRM in the Federal Register on May 8, 2008 
(73 FR 26049). The NPRM proposed to remove language permitting pilots 
to takeoff with polished frost adhering to the wings or stabilizing or 
control surfaces from Sec. Sec.  91.527(a)(3), 125.221(a), and 
135.227(a). The NPRM also proposed to restructure Sec. Sec.  91.527(b), 
125.221(c), and 135.227(c) to clarify the provisions of those sections. 
The comment period closed on August 6, 2008.
    As discussed in the NPRM, the FAA has recognized that adverse 
aerodynamic effects on lifting surfaces begin as soon as frost begins 
to adhere to the surfaces. For example, the presence of frost may: (1) 
Reduce a wing's maximum lift by 30 percent or more; (2) reduce the 
angle of attack for maximum lift by several degrees; (3) increase drag 
significantly; and (4) change unexpectedly the aircraft's handling 
qualities and performance. The severity of these adverse aerodynamic 
effects varies significantly depending on: (1) The thickness, density, 
and location of the frost; (2) the degree of the surface roughness; and 
(3) the location of the roughness relative to the surface leading edge 
where significant variations may occur in the local airspeed and 
surface air loads.
    Although polishing frost is currently permitted under part 91 
subpart F, and parts 125 and 135, current FAA guidance developed 
subsequent to the implementation of those regulations cautions against 
this practice. In Advisory Circular (AC) 135-17, the FAA recommends 
that all wing frost be removed prior to takeoff, and states that if an 
operator desires to polish the frost, the aircraft manufacturer's 
recommended procedures should be followed. See AC 135-17, PILOT GUIDE 
Small Aircraft Ground Deicing (Dec. 14, 1994). Additionally, the FAA 
issued two Safety Alerts for Operators (SAFOs) regarding polishing 
frost. SAFO 06002 advises that ``operators should avoid smooth or 
polished frost on lift-generating surfaces as an acceptable preflight 
condition.'' See SAFO 06002, Ground Deicing Practices for Turbine 
Aircraft in Nonscheduled 14 CFR Part 135 Operations and in Part 91 
(Mar. 29, 2006). SAFO 06014 states that the FAA cannot support the 
practice of polishing frost ``unless an aircraft manufacturer developed 
explicit, approved procedures for doing so,'' and pilots are trained in 
those procedures. See SAFO 06014, Polished Frost (Oct. 6, 2006). The 
FAA is not aware of any current aircraft manufacturer that has issued 
recommended procedures for (1) polishing frost, or (2) conducting 
operations with polished frost. This rulemaking codifies the FAA's 
current guidance regarding this practice.
    Operational concerns also support removing the provisions 
permitting polishing frost from the regulations. The FAA has no data to 
support practical guidance for determining how to polish frost on a 
surface to make it acceptably smooth, other than completely removing 
the frost and returning the aircraft's critical lifting surfaces to 
uncontaminated smoothness. Moreover, there is no standard of acceptable 
smoothness for polished frost provided in regulation, guidance, or by 
manufacturers. Also, the FAA believes that in an operational 
environment it is impossible to determine whether the polished frost 
surface is uniformly, or symmetrically, smooth.

[[Page 62692]]

    There are at least 12 \1\ known accidents in which individuals 
attempted to smooth or polish frost, but the aircraft failed to 
generate enough lift and crashed shortly after takeoff.\2\ The U.S. 
National Transportation Safety Board (NTSB) has urged operators to 
ensure that critical surfaces are free of contamination prior to take 
off. NTSB, Safety Alert: Aircraft Ground Icing (2006). The United 
Kingdom's Department for Transport, Air Accidents Investigation Branch, 
recommended that the FAA remove the term polished frost from its 
regulations following an accident at Birmingham, England. See Air 
Accidents Investigation Branch, Department for Transport, Aircraft 
Accident Report 5/2004 (2004), available at http://www.aaib.gov.uk/
sites/aaib/cms_resources/5-2004%20N90AG.pdf.
---------------------------------------------------------------------------

    \1\ The FAA identified 11 accidents in the NPRM. During 
preparation of the final regulatory evaluation, the FAA identified 
an additional accident relevant to this rulemaking.
    \2\ Nine of the 12 accidents would not have been prevented by 
this rule, since the aircraft were involved in part 91 (other than 
subpart F) operations. Nevertheless, these accidents illustrate the 
risk involved in flying with polished frost.
---------------------------------------------------------------------------

    The FAA has determined that an unsafe condition exists if all wing 
surfaces, other than those under the wing in the area of the fuel 
tanks,\3\ and other critical surfaces are not uniformly smooth upon 
takeoff and is therefore removing references to ``polished frost'' from 
the regulations. This final rule requires operators, when performing 
operations under part 91 subpart F, part 125, or part 135, to remove 
all frost from critical surfaces in order to achieve uncontaminated 
surface smoothness.
---------------------------------------------------------------------------

    \3\ Takeoffs may be made with frost under the wing area of the 
fuel tanks if authorized by the Administrator. See, e.g., 14 CFR 
125.221(a)(2), 135.227(a)(2).
---------------------------------------------------------------------------

    In the NPRM, the FAA identified four alternatives to polishing 
frost that operators may use to comply with this rule. Those 
alternatives are: (1) Using wing covers to prevent frost accumulation 
on wings, (2) waiting for frost to melt, (3) storing the aircraft in a 
heated hangar, or (4) deicing the wing surface. The FAA identified the 
use of wing covers to prevent frost accumulation on wing surfaces as 
the lowest-cost alternative for complying with this rule.

B. Summary of the Final Rule

    This final rule removes language from part 91 subpart F, and parts 
125 and 135, which permits aircraft to takeoff with frost that has been 
polished to make it smooth (``polished frost'') on critical surfaces. 
Under the final rule, operators will be required to remove any frost 
adhering to critical surfaces prior to takeoff. Additionally, the rule 
restructures language in parts 91, 125, and 135 to clarify that 
aircraft must have functioning deicing or anti-icing equipment to fly 
under IFR into known or forecast light or moderate icing conditions, or 
under VFR into known light or moderate icing conditions.

C. Summary of Comments

    The FAA received 20 comments in response to the proposed rule. The 
FAA received two comments from manufacturers (Boeing and Gulfstream); 
three from industry associations (General Aviation Manufacturers 
Association (GAMA), Air Line Pilots Association International (ALPA), 
and the National Air Transportation Association (NATA)); and one from 
the National Transportation Safety Board (NTSB). Additionally, two 
operators submitted comments: Webster's Flying Service, which is 
located in Alaska, and Centennial State Aviation, LLC. The FAA also 
received twelve comments from individuals, including 3 located in 
Alaska. Eleven of the commenters, including NTSB, GAMA, ALPA, NATA, and 
Gulfstream generally favored the NPRM. Boeing, Centennial State 
Aviation, LLC, Webster's Flying Service, and several individual 
commenters raised concerns, which are discussed below.

II. Discussion of the Final Rule

    The FAA is adopting the rule as proposed, with minor technical and 
clarifying modifications. The FAA is restructuring 14 CFR 91.527(a), 
125.221(a), and 135.227(a), and removing the words ``unless that frost 
has been polished to make it smooth,'' as proposed.
    The FAA is adopting the restructuring of 14 CFR 91.527(b), 
125.221(c), and 135.227(c) as proposed in the NPRM with technical 
changes. The FAA is making a minor modification to proposed Sec.  
125.221(c)(1) to remove the words ``rotor blade.'' The reference to 
rotor blades in that section is not necessary as part 125 applies only 
to airplanes.
    The FAA is adopting the proposed language of 14 CFR 91.527(b)(3), 
125.221(c)(3), and 135.227(b)(3) in the final rule with a technical 
correction. The correction clarifies that a transport category airplane 
must meet the transport category airplane requirements for 
certification for flight into icing conditions if it will be flown into 
known or forecast light or moderate icing conditions. This 
clarification is necessary to avoid any interpretation that would 
permit flight of transport category airplanes without icing protection 
into known or forecast light or moderate icing conditions. This aspect 
of the final rule addresses a recommendation by the Part 125/135 
Aviation Rulemaking Committee, as discussed in the NPRM. See 73 FR 
26051.
    The remainder of this section discusses comments received in 
response to the NPRM and the FAA's response to those comments.

A. Exception for Takeoffs Made With Frost Under the Wing in the Area of 
Fuel Tanks

    Boeing recommended that in Sec. Sec.  91.527(a) and 121.629(b), the 
FAA revise the proposed phrase ``except that takeoffs may be made with 
frost under the wing in the area of the fuel tanks if authorized by the 
FAA,'' to read ``as otherwise authorized by the Administrator or in 
accordance with a manufacturer's recommendations.'' Boeing commented 
that the FAA has found that a limited amount of frost is acceptable 
(e.g., cold fuel frost), which does not necessarily relate only to the 
wing, or even only to the under side of the wing. Further, Boeing noted 
that the fuel tank area should not be the criterion for determining 
whether such frost is acceptable because ``aerodynamic criticality may 
or may not necessarily relate to the entire fuel tank area under the 
wing.'' Boeing asserted that such a revision would ``ensure that 
previous FAA approvals will not be `undermined' by interpretation of 
the new language and would better provide for the ability to address 
future designs.''
    The FAA does not agree with Boeing's suggestion to add the words 
``or in accordance with a manufacturer's recommendations'' to the 
regulatory text. The authority to assess when such takeoffs should be 
permitted should remain with the FAA. No changes were made to the final 
rule in response to this comment.

B. Applicability to Part 121

    Boeing suggested revising the heading of Sec.  91.527 to read 
``Except for 14 CFR part 121 operations, Operating in icing 
conditions.'' Boeing stated that this would eliminate confusion as to 
what does or does not apply to air carriers, and would help air 
carriers when conducting ferry, test, and other non-part 121 flights.
    Part 121 does not permit operations with polished frost. See 14 CFR 
121.629(b). This final rule will make part 91 subpart F, and parts 125, 
and 135 operations consistent with part 121 with respect to its 
prohibition on

[[Page 62693]]

operations with polished frost. Therefore, the FAA has determined that 
making this change to the rule language is unnecessary.

C. Imposes Additional Burdens

    The FAA received several comments pertaining to burdens that could 
be caused by the proposed rule, including storage problems, 
availability of hangars for defrosting, overbroad application of the 
rule, costs associated with the rule, and that changes to the existing 
rule are not necessary.
    Centennial State Aviation, LLC asserted that some aircraft do not 
have extra space to store wing covers during transport. As noted above, 
the use of wing covers is only one of the alternatives to polishing 
frost identified by the FAA. If a particular operator is unable to 
transport wing covers, it can utilize one of the other methods of 
removing frost from aircraft.
    Webster's Flying Service commented that Alaskan operations should 
be excepted from the proposed rule changes because there are times when 
temperatures remain below freezing for long periods of time and hangar 
facilities are not available to melt frost that has accumulated on 
aircraft. Pursuant to current Sec. Sec.  91.527(a)(2), 125.221(a), and 
135.227(a), no operator, including those located in Alaska, may take 
off with snow or ice adhering to the wings or other control surfaces. 
Thus, operators in Alaska, who must adhere to those regulations, should 
currently have means to remove snow and ice from their aircraft. The 
FAA notes that operators can use the same means to rid their aircraft 
of frost that they use to rid their aircraft of snow and ice, or 
utilize wing covers or deice the aircraft as an alternative to 
polishing frost.
    An individual commented that the FAA is burdening the entire 
general aviation fleet to address a problem that is only an issue for 
supercritical and high-wing loading aircraft. That commenter continued 
that it should be the manufacturer's responsibility to prohibit 
polishing frost if it negatively affects a particular aircraft model.
    This rule does not impact the entire general aviation fleet. The 
rule only removes references to polished frost from part 91 subpart F, 
and parts 125 and 135. Further, the FAA is not aware of any 
manufacturer that condones polishing frost on any of its aircraft.
    Boeing suggested that the FAA should revise its Regulatory 
Flexibility Determination regarding the cost of wing covers and develop 
more realistic costs for occurrences such as difficulty installing wing 
covers, possible need for additional personnel or specialized equipment 
to assist in placing wing covers on airplanes, possible damage caused 
by covers sticking to wings, and potential delays attributable to 
installation or removal of the wing covers. Also, an individual from 
Alaska interpreted the proposal to mean that aircraft hangars will be a 
necessity for operations in wintertime, when wing covers offer 
insufficient protection.
    As stated above, other means of removing frost from an aircraft are 
available. Operators may choose to wait for frost to melt, store their 
aircraft in a heated hangar, or deice wing surfaces. Likewise, this 
rule does not mandate removing frost from an aircraft in hangars. 
Putting aircraft inside hangars is only one of four alternatives cited 
in the NPRM.
    A commenter suggested that the proposal should have been directed 
to commercial aircraft only. In fact, this rule only affects operations 
conducted under parts 125, 135, and 91 subpart F. Operations otherwise 
conducted under part 91 are not affected by the rule.
    Lastly, the FAA received several comments in response to the NPRM 
stating that polishing frost is a safe practice and that the proposed 
rule change was not necessary. As discussed in the NPRM and this 
preamble, frost has an adverse aerodynamic effect on critical lifting 
surfaces and the FAA has determined that polishing frost is an unsafe 
practice.
    The FAA made no changes to the proposed rule language after 
considering these comments.

D. Rule Could Create Hazards

    Six commenters expressed concern that implementation of the rule 
would create hazards to operators, aircraft, and the environment as 
follows. Two commenters, Centennial State Aviation, LLC, and an 
individual, noted that examining the top of a T-tailed aircraft is 
difficult. The individual was concerned that such an examination may 
create safety issues for individuals examining the tail if there is ice 
on the ramp. That commenter added that the top of a horizontal 
stabilizer should not be considered a critical surface because it is 
not a lift-producing surface.
    Horizontal stabilizers are a critical surface on every aircraft, 
and operators must examine them as part of the normal inspections of 
their aircraft. Further, examining the wing of a high-wing airplane 
requires the same effort as examining the top of a T-tailed aircraft.
    Webster's Flying Service and Boeing raised concerns about damage 
that could result from using wing covers. Webster's Flying Service 
asserted that ``antennas, etc.'' could be damaged while putting on or 
taking off wing covers and that wind blowing on covers could cause 
aircraft damage. Boeing commented that wing covers may stick to wings 
and cause damage. Webster's Flying Service also discussed that under 
certain conditions, a sheen can form under the wing covers, but that 
such a sheen would not require polishing and should be determined to be 
acceptable.
    As stated previously, the presence of polished frost on wings or 
other critical surfaces could be detrimental to the flight 
characteristics of an aircraft. The FAA recognizes that it may be 
impractical for some operators to use wing covers. As stated in the 
NPRM, there are at least three other alternatives to choose from. Those 
alternatives include waiting for the frost to melt, storing the 
aircraft in a heated hangar, or deicing the wing surface.
    Webster's Flying Service expressed a concern that using deicing 
fluids as an alternative to polishing frost could cause pollution in 
lakes and streams. The FAA acknowledges that this rule may lead to an 
increased use of deicing fluid if operators choose this alternative to 
polishing frost. However, deicing is only one of the four methods 
identified by the FAA that operators could use to remove frost from 
critical surfaces. Further, several factors lead the FAA to believe 
that wing covers will be the most broadly adopted alternative to 
polishing frost. As discussed in the regulatory evaluation, wing covers 
are the lowest-cost alternative to polishing frost available to 
operators. Office of Aviation Policy and Plans, FAA, Final Regulatory 
Evaluation: Removal of Regulations Allowing for Polished Frost on Wings 
of Airplanes (2009). Also, from an operational standpoint, wing covers 
are portable, enabling operators to use them at any location, from 
well-equipped airports to remote landing strips, without the need to 
consider the availability of deicing equipment or a hangar in which to 
store the aircraft. Additionally, the majority of operators permitted 
to polish frost are located in Alaska where it is not unusual to 
operate at locations where deicing facilities may not be present.
    Webster's Flying Service also asserted that a heating device could 
pose a fire hazard, especially in cold, dry air where a static spark 
can occur. This rule does not require operators to use heating devices. 
In addition, the FAA recognizes that some manufacturers state that 
their engines must be pre-heated before flight. The FAA notes that such 
heating devices used for pre-heating an engine may present the same 
risk noted by the commenter, and that if used appropriately, such risk 
is minimal.

[[Page 62694]]

    The FAA has not revised the proposed rule language based on these 
comments.

E. Problem Could Be Addressed Through Pilot Training

    Three individuals made comments related to pilot training. One 
suggested training on hazardous pre-flight icing identification in lieu 
of the proposed rule; another called for improved pilot training in 
general in lieu of the proposed rule; and the third commented that the 
FAA include in the rulemaking a means by which all pilots could become 
educated as to the FAA's rationale for the change in the regulation.
    The FAA has provided guidance on polished frost and operations with 
ice, frost, and snow on aircraft. As discussed above, the FAA issued 
SAFO 06002 and SAFO 06014, which advise against polishing frost. FAA 
Advisory Circular 135-17, PILOT GUIDE Small Aircraft Ground Deicing 
(Dec. 14, 1994), recommends that all wing frost be removed prior to 
takeoff. Polished frost on critical aircraft surfaces poses a hazard 
and the FAA has determined that removing the provisions permitting 
polishing of frost is necessary for safe operations. The FAA has not 
revised the rule language based on these comments.

F. Possible Delays to Emergency Medical Transport Flights

    Centennial State Aviation, LLC, asserted that unless an operator 
has the ability to polish frost, the practice of removing frost could 
have a negative impact on the health of a patient on an aeromedical 
transport flight because of delays resulting from putting on and 
removing wing and tail covers. The commenter noted this is especially 
difficult for a single pilot whose aircraft has a 14-foot tail.
    The FAA does not condone operating an aircraft in unsafe 
conditions. Further, the FAA notes that the act of polishing frost 
could also delay a flight. Accordingly, the FAA has not made changes to 
the proposed rule language based on this comment.

III. Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires 
that the FAA consider the impact of paperwork and other information 
collection burdens imposed on the public. We have determined that there 
is no current or new requirement for information collection associated 
with this amendment.

IV. International Compatibility

    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices to the maximum extent practicable. The FAA has 
determined that there are no ICAO Standards and Recommended Practices 
that correspond to these regulations.

V. Regulatory Evaluation, Regulatory Flexibility Determination, 
International Trade Impact Assessment, and Unfunded Mandates Assessment

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 directs that each Federal agency 
shall propose or adopt a regulation only upon a reasoned determination 
that the benefits of the intended regulation justify its costs. Second, 
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires 
agencies to analyze the economic impact of regulatory changes on small 
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits 
agencies from setting standards that create unnecessary obstacles to 
the foreign commerce of the United States. In developing U.S. 
standards, this Trade Act requires agencies to consider international 
standards and, where appropriate, that they be the basis of U.S. 
standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L. 
104-4) requires agencies to prepare a written assessment of the costs, 
benefits, and other effects of proposed or final rules that include a 
Federal mandate likely to result in the expenditure by State, local, or 
tribal governments, in the aggregate, or by the private sector, of $100 
million or more annually (adjusted for inflation with base year of 
1995). This portion of the preamble summarizes the FAA's analysis of 
the economic impacts of this proposed rule. We suggest readers seeking 
greater detail read the full regulatory evaluation, a copy of which we 
have placed in the docket for this rulemaking.
    In conducting these analyses, FAA has determined that this proposed 
rule: (1) Has benefits that justify its costs; (2) is not an 
economically ``significant regulatory action'' as defined in section 
3(f) of Executive Order 12866; (3) is not ``significant'' as defined in 
DOT's Regulatory Policies and Procedures; (4) will not have a 
significant economic impact on a substantial number of small entities; 
(5) will not create unnecessary obstacles to the foreign commerce of 
the United States; and (6) will not impose an unfunded mandate on 
state, local, or tribal governments, or on the private sector by 
exceeding the threshold identified above. These analyses are summarized 
below.
    This final rule will remove any references in the Federal aviation 
regulations that allow takeoffs in situations where frost is present on 
wings, stabilizing surfaces, or control surfaces, when such frost has 
been polished to make it smooth. The FAA believes these changes are 
necessary to improve aviation safety.
    For the ten-year period from 2009 to 2018, the total benefits from 
this final rule are projected to be about $980,000 ($689,000 
discounted). Of those, $925,000 ($650,000 discounted) will accrue to 
Alaska, while the remaining $55,000 ($39,000 discounted) will accrue to 
the mainland U.S. Costs will depend on which of four alternatives (wing 
covers, storing the aircraft in a hangar, deicing the surface areas, or 
waiting for the frost to melt) are selected by operators. The FAA 
believes that using wing covers is the least costly alternative. 
Assuming operators choose to use wing covers, over the ten-year period 
from 2009 to 2018, costs will total roughly $164,000 ($130,000 
discounted). Of these, $155,000 ($123,000 discounted) will accrue to 
Alaska, and $9,500 ($7,500 discounted) will accrue to the mainland U.S. 
Because benefits exceed costs for both Alaska and the mainland U.S., 
the FAA concludes the rule is cost-beneficial.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation. To achieve this principle, agencies are required 
to solicit and consider flexible regulatory proposals and to explain 
the rationale for their actions to assure that such proposals are given 
serious consideration.'' The RFA covers a wide-range of small entities, 
including small businesses, not-for-profit organizations, and small 
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will 
have a significant economic impact on a substantial number of small 
entities. If the agency determines that it will, the agency must 
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to 
have a

[[Page 62695]]

significant economic impact on a substantial number of small entities, 
section 605(b) of the RFA provides that the head of the agency may so 
certify and a regulatory flexibility analysis is not required. The 
certification must include a statement providing the factual basis for 
this determination, and the reasoning should be clear.
    This final rule will improve aviation safety by removing references 
to the ``polished frost'' technique found in 14 CFR 91.527(a), 
125.221(a), and 135.227(a). This rulemaking affects operators under 
part 125, part 135, and those covered by subpart F of part 91 (which 
includes all part 91 subpart K operations). There are 57 operators 
operating 188 aircraft that will be affected by the rule. The FAA 
recognizes that all of these operators are considered small entities 
based on the following North American Industry Classification System 
(NAICS) code classifications: Nonscheduled Chartered Passenger Air 
Transportation--481211 (1500 employees or less); Nonscheduled Chartered 
Freight Air Transportation--481212 (1500 employees or less); Other 
Nonscheduled Air Transportation--481219 ($6.5 million or less in annual 
receipts). See 13 CFR 121.201.
    The FAA assumes that most operators will choose to buy and use wing 
covers to comply with the final rule. The other alternatives (waiting 
for the frost to melt, storing the aircraft in a heated hangar, or 
deicing the aircraft) are more expensive than using wing covers. The 
FAA estimates that operators will choose to buy wing covers at an 
initial cost of $400, plus minimal additional fuel costs and, if 
needed, an additional cost of $400 after five years to replace a worn 
wing cover.
    In Alaska, there are 21 operators with one aircraft apiece, and 30 
operators operating the remaining 156 aircraft. In the mainland U.S., 
there are six operators operating 11 aircraft. The smallest operators 
operate only one plane, and will incur a cost of approximately $99 per 
year as a result of this rulemaking, a cost that the FAA does not 
consider significant. The operator that will be most impacted by the 
rule operates 16 affected aircraft, and will incur costs of 
approximately $1,584 per year as a result of this rulemaking. This 
operator has annual revenues of $5 million. The cost of this rulemaking 
represents 0.03 percent of the gross revenues of that operator, and the 
FAA does not consider that amount significant. Therefore, as the 
Administrator of the FAA, I certify that this final rule will not have 
a significant economic impact on a substantial number of small 
entities.

International Trade Impact Assessment

    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the 
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal 
agencies from establishing standards or engaging in related activities 
that create unnecessary obstacles to the foreign commerce of the United 
States. Pursuant to these Acts, the establishment of standards is not 
considered an unnecessary obstacle to the foreign commerce of the 
United States, so long as the standard has a legitimate domestic 
objective, such as the protection of safety, and does not operate in a 
manner that excludes imports that meet this objective. The statute also 
requires consideration of international standards and, where 
appropriate, that they be the basis for U.S. standards. The FAA has 
assessed the potential effect of this final rule and determined that it 
will have only a domestic impact and therefore will not create 
unnecessary obstacles to the foreign commerce of the United States.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement 
assessing the effects of any Federal mandate in a proposed or final 
agency rule that may result in an expenditure of $100 million or more 
(adjusted annually for inflation with the base year 1995) in any one 
year by State, local, and tribal governments, in the aggregate, or by 
the private sector; such a mandate is deemed to be a ``significant 
regulatory action.'' The FAA currently uses an inflation-adjusted value 
of $136.1 million in lieu of $100 million. This final rule does not 
contain such a mandate.

VI. Executive Order 13132, Federalism

    The FAA has analyzed this final rule under the principles and 
criteria of Executive Order 13132, Federalism. We determined that this 
action will not have a substantial direct effect on the States, or the 
relationship between the Federal Government and the States, or on the 
distribution of power and responsibilities among the various levels of 
government, and, therefore, does not have federalism implications.

VII. Regulations Affecting Intrastate Aviation in Alaska

    Section 1205 of the FAA Reauthorization Act of 1996 (110 Stat. 
3213) requires the FAA, when modifying its regulations in a manner 
affecting intrastate aviation in Alaska, to consider the extent to 
which Alaska is not served by transportation modes other than aviation, 
and to establish appropriate regulatory distinctions. In the NPRM, we 
requested comments on whether the proposed rule should apply 
differently to intrastate operations in Alaska. The FAA received 
comments from one operator, Webster's Flying Service, and three 
individuals in Alaska, which are discussed in ``II. Discussion of the 
Final Rule and Comments.'' The FAA has determined that while the 
regulation will affect some operators in Alaska who polish frost on 
their aircraft, there is no need to make any regulatory distinctions 
applicable to intrastate aviation in Alaska because of the safety 
benefit gained from completely removing frost from critical surfaces.

VIII. Environmental Analysis

    FAA Order 1050.1E identifies FAA actions that are categorically 
excluded from preparation of an environmental assessment or 
environmental impact statement under the National Environmental Policy 
Act in the absence of extraordinary circumstances. The FAA has 
determined this rulemaking action qualifies for the categorical 
exclusion identified in paragraph 312f. Additionally, the FAA reviewed 
paragraph 304 of Order 1050.1E and determined that this rulemaking 
involves no extraordinary circumstances.

IX. Regulations That Significantly Affect Energy Supply, Distribution, 
or Use

    The FAA analyzed this final rule under Executive Order 13211, 
Actions Concerning Regulations that Significantly Affect Energy Supply, 
Distribution, or Use (May 18, 2001). We have determined that it is not 
a ``significant energy action'' under Executive Order 13211 because it 
is not likely to have a significant adverse effect on the supply, 
distribution, or use of energy. In addition, it is not a ``significant 
regulatory action'' under Executive Order 12866 or DOT's Regulatory 
Policies and Procedures.

X. Availability of Rulemaking Documents

    You can get an electronic copy of rulemaking documents using the 
Internet by--
    1. Searching the Federal eRulemaking Portal (http://
www.regulations.gov);
    2. Visiting the FAA's Regulations and Policies Web page at http://
www.faa.gov/regulations_policies/; or
    3. Accessing the Government Printing Office's Web page at http://
www.gpoaccess.gov/fr/index.html.

[[Page 62696]]

    You can also get a copy by sending a request to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make 
sure to identify the amendment number or docket number of this 
rulemaking.
    Anyone is able to search the electronic form of all comments 
received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act statement in the Federal Register published on 
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit 
http://DocketsInfo.dot.gov.

XI. Small Business Regulatory Enforcement Fairness Act

    The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 
1996 requires FAA to comply with small entity requests for information 
or advice about compliance with statutes and regulations within its 
jurisdiction. If you are a small entity and you have a question 
regarding this document, you may contact your local FAA official, or 
the person listed under the FOR FURTHER INFORMATION CONTACT heading at 
the beginning of the preamble. You can find out more about SBREFA on 
the Internet at http://www.faa.gov/regulations_policies/rulemaking/
sbre_act/.

List of Subjects

14 CFR Part 91

    Aircraft, Airmen, Airports, Aviation safety, Freight.

14 CFR Part 125

    Aircraft, Airmen, Airports, Aviation safety, Freight.

14 CFR Part 135

    Air taxis, Aircraft, Airmen, Aviation safety.

XII. The Amendment

0
In consideration of the foregoing, the Federal Aviation Administration 
amends chapter I of title 14, Code of Federal Regulations as follows:

PART 91--GENERAL OPERATING AND FLIGHT RULES

0
1. The authority citation for part 91 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 1155, 40103, 40113, 40120, 44101, 
44111, 44701, 44704, 44709, 44711, 44712, 44715, 44716, 44717, 
44722, 46306, 46315, 46316, 46504, 46506-46507, 47122, 47508, 47528-
47531, articles 12 and 29 of the Convention on International Civil 
Aviation (61 Stat. 1180).

0
2. Amend Sec.  91.527 by revising paragraphs (a) and (b) to read as 
follows:


Sec.  91.527  Operating in icing conditions.

    (a) No pilot may take off an airplane that has frost, ice, or snow 
adhering to any propeller, windshield, stabilizing or control surface; 
to a powerplant installation; or to an airspeed, altimeter, rate of 
climb, or flight attitude instrument system or wing, except that 
takeoffs may be made with frost under the wing in the area of the fuel 
tanks if authorized by the FAA.
    (b) No pilot may fly under IFR into known or forecast light or 
moderate icing conditions, or under VFR into known light or moderate 
icing conditions, unless--
    (1) The aircraft has functioning deicing or anti-icing equipment 
protecting each rotor blade, propeller, windshield, wing, stabilizing 
or control surface, and each airspeed, altimeter, rate of climb, or 
flight attitude instrument system;
    (2) The airplane has ice protection provisions that meet section 34 
of Special Federal Aviation Regulation No. 23; or
    (3) The airplane meets transport category airplane type 
certification provisions, including the requirements for certification 
for flight in icing conditions.
* * * * *

PART 125--CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING 
CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 
6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH 
AIRCRAFT

0
3. The authority citation for part 125 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701-44702, 44705, 44710-
44711, 44713, 44716-44717, 44722.

0
4. Amend Sec.  125.221 by revising paragraphs (a) and (c) to read as 
follows:


Sec.  125.221  Icing conditions: Operating limitations.

    (a) No pilot may take off an airplane that has frost, ice, or snow 
adhering to any propeller, windshield, stabilizing or control surface; 
to a powerplant installation; or to an airspeed, altimeter, rate of 
climb, flight attitude instrument system, or wing, except that takeoffs 
may be made with frost under the wing in the area of the fuel tanks if 
authorized by the FAA.
* * * * *
    (c) No pilot may fly under IFR into known or forecast light or 
moderate icing conditions, or under VFR into known light or moderate 
icing conditions, unless--
    (1) The aircraft has functioning deicing or anti-icing equipment 
protecting each propeller, windshield, wing, stabilizing or control 
surface, and each airspeed, altimeter, rate of climb, or flight 
attitude instrument system;
    (2) The airplane has ice protection provisions that meet appendix C 
of this part; or
    (3) The airplane meets transport category airplane type 
certification provisions, including the requirements for certification 
for flight in icing conditions.
* * * * *

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

0
5. The authority citation for part 135 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 41706, 40113, 44701-44702, 44705, 
44709, 44711-44713, 44715-44717, 44722, 45101-45105.


0
6. Amend Sec.  135.227 by revising paragraphs (a) and (c) to read as 
follows:


Sec.  135.227  Icing conditions: Operating limitations.

    (a) No pilot may take off an aircraft that has frost, ice, or snow 
adhering to any rotor blade, propeller, windshield, stabilizing or 
control surface; to a powerplant installation; or to an airspeed, 
altimeter, rate of climb, flight attitude instrument system, or wing, 
except that takeoffs may be made with frost under the wing in the area 
of the fuel tanks if authorized by the FAA.
* * * * *
    (c) No pilot may fly under IFR into known or forecast light or 
moderate icing conditions or under VFR into known light or moderate 
icing conditions, unless--
    (1) The aircraft has functioning deicing or anti-icing equipment 
protecting each rotor blade, propeller, windshield, wing, stabilizing 
or control surface, and each airspeed, altimeter, rate of climb, or 
flight attitude instrument system;
    (2) The airplane has ice protection provisions that meet section 34 
of appendix A of this part; or
    (3) The airplane meets transport category airplane type 
certification provisions, including the requirements for certification 
for flight in icing conditions.
* * * * *


[[Page 62697]]


    Issued in Washington, DC, on November 19, 2009.
J. Randolph Babbitt,
Administrator.
[FR Doc. E9-28431 Filed 11-30-09; 8:45 am]

BILLING CODE 4910-13-P

Rio Grande Valley International Airport Joins Phillips 66 Aviation Network

2010-03-11T23:41:00.000-06:00

Gulf Aviation at Rio Grande Valley International Airport (HRL) in Harlington, Texas joins Phillips 66 Aviation Network. Gulf Aviation is a WingPoints Rewards Card participating location and offers Phillips 66 Aviation's Partners-Into-Plane contact fuel.

Breaking News: Paper Airman Certificates Expire March 31, 2010

2010-03-05T18:55:00.001-06:00

Pilots who haven't replaced their paper airman certificate with the required new plastic certificate risk being unable to exercise their privileges at the end of March. All paper airman certificates will expire on March, 31. 2010. You must switch from paper to plastic. The cost to change is only $2.00.

Temporary student and flight instructor certificates are not impacted by the rules. Those with non-pilot certificates such as ground instructor, flight engineers, and mechanics will have until March 31. 2013.

Duration of pilot and instructor certificates.
(a) General. The holder of a certificate with an expiration date may not, after that date, exercise the privileges of that certificate.
(b) Student pilot certificate.

(1) For student pilots who have not reached their 40th birthday, the student pilot certificate does not expire until 60 calendar months after the month of the date of examination shown on the medical certificate.

(2) For student pilots who have reached their 40th birthday, the student pilot certificate does not expire until 24 calendar months after the month of the date of examination shown on the medical certificate.

(3) For student pilots seeking a glider rating, balloon rating, or a sport pilot certificate, the student pilot certificate does not expire until 60 calendar months after the month of the date issued, regardless of the person's age.

(c) Other pilot certificates. A pilot certificate (other than a student pilot certificate) issued under this part is issued without a specific expiration date. The holder of a pilot certificate issued on the basis of a foreign pilot license may exercise the privileges of that certificate only while that person's foreign pilot license is effective.

(d) Flight instructor certificate. Except as specified in §61.197(b), a flight instructor certificate expires 24 calendar months from the month in which it was issued, renewed, or reinstated, as appropriate.

(e) Ground instructor certificate. A ground instructor certificate is issued without a specific expiration date.

(f) Return of certificates. The holder of any airman certificate that is issued under this part, and that has been suspended or revoked, must return that certificate to the FAA when requested to do so by the Administrator.

(g) Duration of pilot certificates. Except for a temporary certificate issued under §61.17 or a student pilot certificate issued under paragraph (b) of this section, the holder of a paper pilot certificate issued under this part may not exercise the privileges of that certificate after March 31, 2010.

There are two ways to replace an airmen certificate.

You can request a replacement certificate online. This method requires that you register with Online Services.
Or you can mail us:
- an Application for Replacement of Lost, Destroyed, or Paper Airman Certificate (PDF) form
- or a signed, written request stating your:
  - name
  - date and place of birth
  - social security number and/or certificate number
  - the reason you need a replacement
You must include a check or money order for $2 (U.S. funds), made payable to FAA, for each certificate you request.

You can mail your request to:
Federal Aviation Administration
Airmen Certification Branch, AFS-760
P.O. Box 25082
Oklahoma City, OK 73125-0082

Important Information

Allow 4 to 6 weeks for mail processing and 7 to 10 days for online processing
We can only issue one copy of each certificate
We can't place the original date of issue on a replacement certificate
We can't issue expired certificates. However, you can request an expired CFI letter at no charge.
If your current address is listed as a Post Office Box (P.O. Box), General Delivery, Rural Route, or Star Route, please provide directions or a map for locating your residence.

Breaking News: Chesley Sullenberger III Officially Retires from US Ariways

2010-03-04T22:16:00.000-06:00

The famous pilot Chesley "Sully" Sullenberger III officially retires from U.S. Airways on March 3, 2010 after 30 years with them. Chesley is famous for piloting US Airways Flight 1549, which he successfully ditched in the Hudson River on January 15, 2009. "Though I am retiring, I will continue to serve as the same kind of advocate I have always been --- not only for aviation safety, but for the airlone piloting profession. I will work to remind the entire industry --- and those who manage and regulate it ---- that we have a sacred duty to our passengers to do the very best that we know how to do."said Chelsey Sullenberger.

My Blogger Page Updated

2010-02-20T23:47:00.000-06:00

I switch my Blogger template from Scribe to Minima Blue (I like this look a whole lot better than the old one). The Minima Blue layout puts the gadgets onto the left side (I like it on the right side better than the left side). I like the color better than the previous one I had that tan color. The Header (at the top of the page) and Disclaimer (at the bottom of the page) text alignment I really like. I like the font, size and color because it is easier to read. As you can tell I fixed the Links gadget by making the list shorter and putting good links. A few days after the Haiti 7.2 magnitude Earthquake hit on Thursday, January 21, 2010 I added "Support the Haiti Disaster Relief Effort" widget powered by Google/Blogger onto my site so that it could be easier to people to contribute to the relief efforts.

Thanks again
Adam Badger

FAA Releases Transcript of Northwest Flight 188

2010-02-20T13:12:00.000-06:00

Listen to the transcrip of Northwest Flight 188 that overflew there destination Here:

http://www.faa.gov/data_research/accident_incident/2009-10-23/

Wicks Aircraft Supply Now Offers CamGuard

2010-02-20T13:07:00.000-06:00

Wicks Aircraft Supply is now offering CamGuard lubricant to its products list. CamGuard is a rusting and resultant pitting product.

Cost: $25.45

FAA Recieves STC Approval of EVS-1500 Enhanced Vision System on Cessna 206

2010-02-20T13:02:00.000-06:00

Max-Viz has received FAA STC approval for installing the EVS-1500 Enhanced Vision System on Cessna 206.

Slidell Municipal Airport Gets Upgraded

2010-02-20T12:56:00.000-06:00

Slidell Municipal Airport (ASD) in Slidell, Louisiana gets an estimated of $675,000 upgrade in several projects. In October the airport got new resurfacing. Another upgrade is an 800-foot taxilane was added that will allow aircraft acess to St. Tammany Parish Mosquito Control's new hangar and as well as five additional hangars in future. Another upgrade is that it added new vehicle parking lot. The FAA conducted a $50,000 Airfield Obstruction Survey for safe flying around the airport ie. (trees/towers/buildings). This airport is getting alot of updates in 2000.

Truck Collision Destroys Two Cessna 152

2010-02-20T12:48:00.000-06:00

A 57-year-old man who is responsible for driving his truck into two Cessna 152s, which were parked there. Another aircraft was damaged as well and the man could face an estimated damaged rate of $200,000. The paramedics quickly came to the scene and there are no indication that drugs or alcohol were involved. What a stupid act.