Avionics News June 2016 - 72

THE VIEW FROM WASHINGTON
Continued from page 13

airplanes (Part 23) that was published on March 14, 2016, and
listed under Docket No.: FAA-2015-1621. The comment period
closed May 13. The association submitted joint comments with
our industry partners who have worked together during the past
decade to make this revolutionary change to Part 23 possible.
You can review all of the comments at www.regulations.gov.
Every page of Part 23 is being changed; some extensively,
some only mild changes. The first major change you will see
is the change from the current four categories (normal, utility,
acrobatic and commuter) to risk-based aircraft levels:
* Level 1 - for airplanes with a maximum seating configuration of 0 to 1 passengers.
* Level 2 - for airplanes with a maximum seating configuration of 2 to 6 passengers.
* Level 3 - for airplanes with a maximum seating configuration of 7 to 9 passengers.
* Level 4 - for airplanes with a maximum seating configuration of 10 to 19 passengers.
Then the risk-based aircraft levels are supplemented with
performance-based criteria:
* Low speed - for airplanes with a VC or VMO ≤ 250
knots calibrated airspeed (and MMO ≤ 0.6).
* High speed - for airplanes with a VC or VMO > 250
KCAS (or MMO > 0.6).
This will make review and analysis of the type certificate
data sheets more challenging in the future as well as the overall
development of AML STCs primarily used to market retrofit
avionics systems. It is not unsurmountable by any means, but it
will require additional scrutiny and analysis.
Leadership panel
This year's regulatory leadership panel at the AEA
Convention consisted of Tim Shaver, manager of the Aircraft
Maintenance Division (AFS-300); Jorge Castillo, manager
of the Regulations and Policy Group, Rotorcraft Directorate
(ASW-111); and Jim Brady from the Small Aircraft Directorate
Regulations and Policy Branch (ACE 111).
Shaver's update included a highlight on global activity and
leadership as well as some key rulemaking activity currently
taking place, including: Part 147, reduced vertical separation, a
correction to the repair station housing requirement, and a new
ARAC tasking to create a load master certification to address
high-risk cargo.
Castillo focused on the Rotorcraft Directorate priorities: a
data-based approach to rotorcraft safety. With a focus on the
U.S. fatal rotorcraft accident rate, Castillo systematically walked
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2016

through the agency's efforts to enhance the regulations to (1)
reduce the rotorcraft accident fatality rate and (2) modernize the
regulations to eliminate, wherever possible, the need for special
conditions.
Brady's presentation focused on the overall Part 23 rulemaking. He highlighted the new Part 23 regulatory approach as:
* Replaces prescriptive regulations with performancebased regulations.
* Establishes four risk levels for airplanes with up to 19
passengers and a maximum takeoff weight of 19,000
pounds.
* Moves the prescriptive design-specific requirements
from the current Part 23 to FAA-accepted consensusbased methods of compliance.
* Codifies icing conditions requirements that are not currently included in Part 23 regulations.
* Expands the Part 23 requirements to promote the development of entry-level airplanes similar to those certificated under certification specifications for very light
aircraft.
* Amends the stall, stall warning, and spin requirements to
reduce fatal accidents and increase crashworthiness by
allowing new methods for occupant protection.
* Amends § 21.9 to facilitate FAA approval of low-risk
equipment produced for installation in type-certificated
airplanes.
Four hours of regulatory training on the
convention's final day
The four-hour regulatory session on Saturday, April 30, began
with a two-hour review of evaluating alterations. This was an
update to the long-held AEA online training of the "architecture
of an alteration." This session began with the regulatory basis of
why we need to know whether an alteration is major or minor,
then walked through a progressive analysis of the alteration utilizing the regulations, guidance and policy.
The last two hours of the regulatory training were two onehour repair station training programs focused on contract maintenance and managing capability lists. With a focus on two of
the more controversial and often misunderstood elements of
repair station management, these two programs walked through
the regulations and guidance to demystify and simplify the overall management of these essential tools within the repair station
operations.
The PowerPoint presentations from each regulatory session in Orlando are available on the AEA website. For those
who missed this year's convention, be sure to save the dates of
March 13-16, 2017, as we will be in New Orleans, Louisiana,
for the 60th AEA International Convention & Trade Show. q


http://www.regulations.gov

Table of Contents for the Digital Edition of Avionics News June 2016

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Avionics News June 2016 - Intro
Avionics News June 2016 - Cover1
Avionics News June 2016 - Cover2
Avionics News June 2016 - No label
Avionics News June 2016 - 2
Avionics News June 2016 - 3
Avionics News June 2016 - 4
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Avionics News June 2016 - Cover3
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