When we founded Consortiumnews.
The purpose of the proposed rulemaking is to amend the airworthiness standards for normal, utility, acrobatic, and commuter category airplanes certified under 14 CFR Part 23 by removing the current prescriptive design requirements and replacing them with performance-based airworthiness standards.
On This Page General Information 1. The day window for submitting comments ended on May 13, The proposed rulemaking does not become effective until the FAA publishes a separate final rule.
November 27, — Congress passed the Small Airplane Revitalization Act ofwhich required the FAA to issue a final rule revising the certification requirements for small airplanes. Certifying Part 23 Airplanes 4. How does a type certificate applicant comply with 14 CFR Part 23 certification standards under the existing regulatory framework?
First, the applicant may demonstrate compliance with the specific prescriptive provisions set forth in Part 23 for each aspect of the design e. Second, the applicant may demonstrate that its design should be exempt from the particular regulatory standard or that it provides an equivalent level of safety for other reasons.
How does a type certificate applicant demonstrate compliance with 14 CFR Part 23 certification standards under the existing regulatory framework? The type certificate applicant must show the FAA how it satisfies the applicable airworthiness standards in Part The applicant then approaches, negotiates, and works with the FAA regarding what constitutes adequate demonstration.
However, the proposal adds a third option: What is a performance-based standard? How does a type certificate applicant demonstrate compliance with a performance-based standard? Consider the following example to put this process in context: ASTM International is an organization with committees that are primarily composed of government representatives e.
The various committees develop technical consensus standards for a range of different industries. Suppose ASTM publishes a consensus standard for the development of an electric propulsion system using batteries and fuel cells as fuel.
If accepted, any individual or company can then satisfy the new performance-based regulation in Part 23 by complying with that FAA-accepted ASTM standard. Why are performance-based standards being introduced?
How does this make the system better? The existing Part 23 certification standards are very detailed—focusing more on specific design features rather than the system as a whole—and are based upon designs from the s and s.
Because of the existing rigid framework, any manufacturer seeking design approval for modern technology often must provide additional documentation and data, which results in the FAA issuing special conditions, exemptions, or an equivalent level of safety ELOS finding in order to demonstrate that the manufacturer has complied with the certification standard.
Using the electric propulsion system example presented in Question 8; existing fuel system standards do not contemplate an electric propulsion system using batteries and fuel cells as fuel—the applicant would instead have to apply for an exemption or special condition.
Under the framework proposed, an applicant would only have to demonstrate compliance with the FAA-accepted ASTM standard to satisfy the requirements of Part The applicant would not have to spend the time and resources to apply for an exemption or special condition.
Current Part 23 crashworthiness and occupant safety requirements are based on seat and restraint technology from the s. Existing certification standards require that an applicant demonstrate crashworthiness by a sled test.
New standards in the Part 23 NPRM do not require a sled test, but allow for different methods accounting for many other factors.
So instead of forcing an applicant into antiquated testing, the performance-based regulations provide flexibility on how to meet the broader crashworthiness objective.
This flexibility can lead to new safety-testing methodologies and advanced safety technology. As the illustrations demonstrate, there are many anticipated benefits from the proposed rulemaking, including: Are the performance-based standards applicable to all aircraft?
The new process of using performance-based standards is limited to new airplanes certified under Part 23, which would include airplanes with a maximum passenger-seating configuration of 19 or less, and a maximum certificated takeoff weight of 19, pounds or less.
How do the proposed changes compare with international standards?The Part 23 Rewrite: A Disaster in the Making? technology for light airplanes by shifting from the federal aviation regulations (or their international equivalent) to .
Often called the Part 23 rewrite, since it deals with FAR Part 23, this is an effort to address the way light aircraft are designed, certified, and upgraded. Like improving American schools, it’s one of those ideas that everyone . Part 23 Rewrite – FAA/CS Part 23 Reoganisation Initiative – an Australian perspective.
Canberra 22 May Peter W Dall. Part 23 rewrite – what is it? New structure for specifying design standards for Ready access to new technology - avionics Cheaper certification.
Part 23 Rewrite: What Does It Mean?
December 21, Aviation 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. Understanding Part 23 Rewrite Understanding Part 23 Rewrite On March 9, , the FAA published a notice of proposed rulemaking entitled “Revision of Airworthiness Standards for Normal, Utility, Acrobatic, and Commuter Category Airplanes” (Part 23 .
Trump is as bad as Kim Jong Un! The US is now under the command of evil maniacs hell bent on Global Hegemony at any cost. The Russians are not dealing with rational people they’e dealing with absolute evil precisely like they did in June