Faa part 23 re write a sentence

First, the applicant may demonstrate compliance with the specific prescriptive provisions set forth in Part 23 for each aspect of the design e. For your protection, we may require that you authenticate your identity before we provide you with any information.

Will this drive down the cost of new airplanes? What do you think? How do the proposed changes compare with international standards?

The FAA is studiously vague on this topic, offering a few suggestions but mostly asking for ideas from airplane manufacturers. The first one is a shift in focus from enforcement yanking certificates when a pilot screws up to compliance proactively encouraging safe flying before an incident.

We use a variety of security measures, including encryption and authentication, to maintain the confidentiality of your personal information. SLD is the latest development, brought to light by the crash of a turboprop airliner in Roselawn, Indiana in Such standards will cover a wide variety of airplanes.

Why you should care about the new Part 23 proposal

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Washington Report: FAR Part 23 rewrite

In the past it was illegal to produce any item intended for installation on an aircraft without cumbersome certification processes, like a PMA. FAA releases final rule on small aircraft certificationPart 23 reform: Will there be more? This means that, rather than writing prescriptive, step-by-step rules for each component of the airplane, the FAA will use a goal-oriented approach that emphasizes the outcome of certification — not the process.

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The airplane just mushes along, with no sharp break or wing drop. But notably, ASTM would not be the only acceptable standards; manufacturers would be free to offer their own as well. The suggestion is that such a simple airplane would have a stall speed of 45 knots or less, and be approved only for VFR flight.

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However, the proposal adds a third option: New standards in the Part 23 NPRM do not require a sled test, but allow for different methods accounting for many other factors. Factors determining which category an airplane would fall under includes stall speed, VFR or IFR operations, and whether the airplane is pressurized or not.

The safety continuum philosophy may be even more important. Under the framework proposed, an applicant would only have to demonstrate compliance with the FAA-accepted ASTM standard to satisfy the requirements of Part December 16, ­– Many recommendations made by EAA and others in the general aviation community to revise the aircraft certification process, outlined in Part 23, were incorporated into the FAA’s rewrite of the rule, which was announced December 16 in Washington, D.C.

by FAA administrator Michael Huerta. The new small airplane certification standards contained in the Part 23 final rule usher in a new approach to regulation by the FAA, will enhance the production and marketability of aircraft made in the United States, and will add industry jobs, said speakers at the Washington, D.C., news conference.

In a landmark announcement by the Federal Aviation Administration last week, the much-anticipated Part 23 reform has been approved, overhauling airworthiness standards for general aviation aircraft.

Part 23 of the Code of Federal Regulations has been the basis of small-airplane certification since the s. Part 23 itself is a reorganization of an earlier set of rules, CAR 3, which came into.


As the FAA readies its sweeping proposal to rewrite Part 23 certification standards for light aircraft, industry leaders have high hopes that the final rule could jumpstart the. Additionally, because the new Part 23 rule is part of a global effort to develop common certification standards, it will remove regulatory barriers and promote the acceptance of airplanes and products worldwide.

Faa part 23 re write a sentence
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