MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
The FAA has revoked a 10-year-old rule governing how it complies with federal environmental protection regulations.
In a notice published in the Federal Register, the agency said it is rescinding FAA Order 1050.1F in light of a recent executive order from President Donald Trump, which instructs federal departments to prioritize domestic energy needs and “economic security” over environmental protection and conservation.
The order, known as “Unleashing American Energy,” lays out a path to eventually reverse all regulations that could block the discovery and exploitation of oil, natural gas, coal, hydropower, minerals, and other resources.
FAA Order 1050.1F governed how the FAA complied with the National Environmental Policy Act and guidance from the Council on Environmental Quality. It required the agency to study the potential environmental impact of aviation-related projects and proposals, and to make that information available to the public.
A new replacement rule, known as 1050.1G, “modernizes” the review process, with the goal of speeding up decision making and reducing “paperwork” and “unnecessary delays.”
“The new procedures maintain environmental amenities and protection and reduce regulatory delays that may impede aviation safety improvements and infrastructure development as well as integration of new entrant technologies,” the notice reads.
The new language also provides more grounds for exemptions from NEPA rules and requirements.
Aside from the president’s order, the FAA said it took guidance from a recent decision by the Council on Environmental Quality rescinding all rules made about implementation of the NEPA since 1977.
The Trump administration said the move will streamline permitting, though environmentalists contend it will make it harder for citizens to raise concerns about pollution, destruction of natural habitats, and air and water quality.
The FAA also cited a May ruling from the U.S. Supreme Court, Seven County Infrastructure Coalition v. Eagle County, Colorado, which decried what it called the NEPA’s gradual evolution into a “substantive roadblock” that has paralyzed federal agencies. The court issued a “course correction” giving agencies more leeway in how they carry out environmental reviews.
The rule change will likely affect how the FAA proceeds as it prepares for a massive overhaul of the nation’s ATC equipment and facilities. A modernization plan laid out by the U.S. Department of Transportation in May calls for the construction of six new ATC centers and 15 towers, to be completed by 2028.
The JULY/AUGUST FAA Safety Briefing
The July/August 2025 issue of FAA Safety
Briefing focuses on many of the important
safety issues highlighted during the FAA’s recent
“call to action” meeting for general and business
aviation. Feature articles emphasize some key
reminders to help improve NAS safety, like how
to combat complacency, mitigate risk, improve
communications, and avoid safety drift.
FROM Meg Goodlewski, Flying Magazine
Mobile cockpit technology will be replacing radio-based services
The FAA is considering a plan to decommission the Flight Service Station (FSS) network of communication frequencies through the contiguous U.S.—with the exception of those operating in Alaska.
When was the last time you contacted Flight Service over the radio? Apparently it is happening much less often, so much so that the FAA is considering a plan to decommission the Flight Service Station (FSS) network of communication frequencies through the contiguous U.S.—with the exception of those operating in Alaska.
The FAA published the Notice of Intent to close March in the Federal Register.
Flight Service Stations (FSS), the in-flight advisory service, was established in the 1980s, and according to the FAA, the infrastructure of 936 frequencies has had “little or no modifications since.” FSS are still found all over the United States, including Hawaii and Puerto Rico.
Generations of student pilots learned to find the appropriate frequency on the VFR sectionals and used them to open their flight plans—and they are still used today, with the memory aid of “122.2 will open the flight plan for you.”
According to the FAA’s Notice of Intent, “in the mid-1980s, Flight Service received 22,000 service requests per day across this network, while today they receive fewer than 300 per day.”
The agency noted that 40 years ago there were 350 Flight Service Stations in existence with over 3,000 employees. Today there are two with fewer than 200 flight specialists.
As portable cockpit technology such as electronic flight bags (EFBs) has evolved pilots have turned to other sources for the acquisition of information and filing of flight plans. Therefore, the number of pilots using the radio-based FSS has decreased and, according to the FAA, “there has not been an impact on safety.”
The agency’s Notice of Intent states that the cost of maintaining the FSS outweighs its use, and it is an issue it has been monitoring for years. A 2016 study on the use of FSS noticed that a great many FSS frequencies were seldom used, overlapping or duplicated.
It was also noted that often the remote communications outlets (RCOs) and FSS frequencies are tied to navigational aids such as VORs. Since 2016 the FAA has been slowly shutting down underutilized frequencies to save on maintenance costs estimated to be $2.5 million annually, which are paid for by U.S. taxpayers.
After the final rule is published, the FAA plans to decommission all remaining 936 RCOs in continental U.S. These RCOs are found on the FAA website and can be divided into RCOs that can be used by aircraft to contact a flight service station by transmitting and receiving on a common or discrete frequency, for example, 122.2, 122.5, etc. There are 764 of these RCOs in the CONUS.
The remaining 172 frequencies are co-located with VORs. Pilots can contact Flight Service by transmitting on a frequency (usually 122.1) and receiving on the appropriate VOR frequency.
The FAA noted that after decommissioning these RCOs, Flight Service will no longer provide in-flight advisory services in continental U.S., however, all emergency frequencies will continue to be monitored through air traffic control facilities.
The FAA is interested in comments concerning the plan to decommission the remaining 936 RCOs.
“Users are welcome to include comments concerning any other aspect of your experience with Flight Service,” the agency states.
The FAA will file in the docket all comments it receives, as well as a report summarizing each substantive public contact with agency personnel concerning this action.
The FAA will consider all comments it receives on or before the closing date for comments. It will consider comments filed after the comment period has closed if it is possible to do so without incurring expense or delay. The agency may change this notice in light of the comments it receives.
The deadline for comments is May 27.
In-flight Weather Resources: The 21st Century has brought an unprecedented wealth of information to general aviation cockpits. Near real-time graphical and textual weather products contribute greatly to pilot situational awareness and decision-making. However, pilots must understand the capabilities and limitations of the equipment and the information it provides.
Explore how general aviation pilots can use available weather information sources to make well-informed weather decisions below.
FAA extends comment period for aircraft data rule
The Federal Aviation Administration has extended the comment period to - June 4 - on a proposal to conceal certain aircraft registration and personal data from public view, aiming to comply with the FAA Reauthorization Act of 2024. The extension follows a request from a number of trade associations, including the General Aviation Manufacturers Association and the National Business Aviation Association, to allow more time for impact analysis and stakeholder coordination.
The FAA announced on Friday, March 28, that aircraft owners now have a new option for safeguarding their privacy by keeping their ownership and personal information from the public domain. Owners can now electronically request that their aircraft registration information, including name and address, be withheld from public view through online aircraft registry access and other FAA sources.
In response to the FAA Reauthorization Act of 2024 (Public Law 118-63), the FAA has implemented the ability to electronically submit a request to withhold aircraft ownership information from all FAA websites through the Civil Aviation Registry Electronic Services (CARES) system. CARES is a web-based electronic system that allows applications and supporting documentation to be uploaded securely to the FAA.
The FAA, in the announcement, also stated that it will be publishing in the Federal Register a request for comment on the effect the removal of the information will have and if it should default to withholding the personal information.
EAA encourages aircraft owners who are concerned about their personal data being publicly available and used by third parties to use this new service. Examples of third-party use include companies that send misleading registration renewal mailings, adding needless fees to the process, and servicers of landing fees and noise ordinance notifications, who cross-reference ADS-B and other position data with the FAA database to generate invoices and letters.
Direct digital submission now possible.
No pilot wants to have an accident or incident, but now the National Transportation Safety Board (NTSB) is trying to make it a little easier to submit the required data with the creation of a secure online portal.
In ground school pilots learn about 49 CFR Part 830, which defines an aircraft accident versus an incident, and spells out the notification and reporting of accidents and incidents and overdue aircraft, and preservation of aircraft wreckage, mail, cargo, and records.
Reporting an accident or incident used to involve downloading a lengthy, fillable PDF (NTSB Form 6120.1), answering lots of questions about the circumstances surrounding the event, supplying a written narrative along with the names and qualification of the pilot or pilots, then emailing the form back to the agency. This information was then manually put into the system by NTSB investigators.
According to the NTSB, as pilots and aircraft operators can now submit this information by phone or computer directly on the NTSB website it will eliminate the need for investigators to manually input the information.
"The new digital form was designed to be both convenient and secure," the agency stated in a media release, "allowing pilots and operators to save changes before submitting the form and to check on the status of their submission directly on the NTSB website."
According to the NTSB, after an initial report is made to the NTSB 24-hour Response Operations Center (844-373-9922), the NTSB will determine whether the agency needs to follow up with an investigation. If an investigation is opened, the pilot and or operator of the aircraft will need to complete NTSB Form 6120.1. According to the agency, which has the mission of making sure all transportation is safe, it receives nearly 1,000 of these reports each year.
As of Jan 2025
The old rule, FAR 61.57(a) and (b), read that in order to maintain currency, the pilot in command (PIC) needed to perform three takeoffs and landings as the sole manipulator of the controls of an aircraft of the same category, class and type (if required) within the preceding 90 days in order to act as PICof an aircraft carrying "passengers." The pilot also needed three takeoffs and landings to a full stop at night for currency to carry "passengers" at night..
The new rule changes "passengers" to "persons" and importantly adds exceptions that permit a noncurrent flight instructor to provide instruction to a noncurrent flight student. This scenario is only for the purpose of the flight student regaining their pilot currency, and only if they are otherwise capable of acting as pilot in command.
So if both the CFI and the learner are out of currency and the learner is at least a private pilot and can act as PIC, they won’t have to wait on the ramp for their CFI to do three takeoffs and landings to achieve their recurrency before the instructional flight can begin.
The rule includes the caveat that the CFI and learner must be the sole occupants of the aircraft during a recurrency flight.
-Thanks to Flying Magazine for this Article-
SUBJ: Airworthiness Certification of Aircraft
ORDER
8130.2K
08/28/2024
This order establishes policies and procedures for issuing airworthiness certificates, export certificates of airworthiness, and special flight authorizations for aircraft. This order applies to
Federal Aviation Administration (FAA) aviation safety inspectors and certain persons designated to act as representatives of the FAA.
WHILE THERE ARE ONLY A FEW CHANGES, AS BUILDERS OF EXPERIMENTAL AIRCRAFT THIS IS DOCUMENT IS IMPORTANT TO US
“Letters to Airmen (LTAs) are cousins of NOTAMs. The FAA publishes Letters to Airmen to inform pilots about local ATC procedures, discuss potential conflicts in busy airspace, and to highlight other safety-of-flight issues.
Until recently, you could find LTAs only by searching for NOTAMs associated with specific airports, for example, at the FAA NOTAMs website. Sometimes the information in a particular LTA is included in the Notices section of a Chart Supplement booklet. But LTAs aren’t typically included in a standard preflight briefing.
Fortunately, Letters to Airmen are now readily available in ForeFlight. On the main information page for an airport, select the Procedures tab and scroll down past the airport diagram and other charts. Each letter associated with an airport is distinguished by the heading LTA.
LTA typically address topics such as how a particular TRACON facility handles VFR practice approaches. You may also find letters that highlight VFR arrival and departure procedures at busy airports such as San Carlos, CA (KSQL) and Boeing Field (KBFI) in Seattle. At Redmond, OR (KRDM), an LTA explains a unique procedure for squawking code 1237 in the congested airspace around Redmond and nearby Bend (KBDN), even if you’re not receiving flight following.
Other LTA alert you to potential hazards, such as glider and towplane operations near Elmira, NY (KELM), and recommended VFR arrival procedures and reporting points when flying to John C. Tune (KJWN) airport near busy Nashville, TN (KBNA). Sometimes LTA include links to additional information.
So, the next time you plan a flight, especially to or from an airport in busy airspace, check the LTA. They can help you mitigate risks, and you’ll impress ATC by knowing about and following local procedures—to the letter.”
from: Pilot Workshops
The NTSB has investigated several accidents and incidents where a failure to properly inspect and repair small damage to aluminum propeller blades resulted in propeller blade fatigue cracking and fractures. Aluminum propeller blades can be susceptible to fatigue cracking and fracture if a small nick, pit, or corrosion on the surface or edge is not found and repaired during preflight inspection or maintenance. Such damage can concentrate stress from normal airplane operation loads, resulting in fatigue crack initiation and growth followed by propeller blade fracture.
To address this issue, the NTSB recently issued SA090, available at https://www.ntsb.gov/Advocacy/safety-alerts/Documents/SA090.pdf. The alert directs owners, operators, and pilots to inspect all areas of the propeller blade, including the back/face side of the blade and the leading edge, for damage such as nicks or corrosion. Any findings should be referred to a qualified mechanic for inspection and repaired before further flight.
For additional information, review AC 20-37E, Aircraft Propeller Maintenance and AC 43.13-1B, Acceptable Methods, Techniques, and Practices – Aircraft Inspection and Repair at https://drs.faa.gov/browse.
New system could launch as early as September.
The FAA is taking steps to more swiftly modernize its Notice to Airmen (NOTAM) system, with plans to deploy a new service much earlier than initially anticipated. This acceleration comes in response to recent outages involving the system.
The agency announced the sped-up timeline on Monday, noting that over 4 million NOTAMs are issued per year.
U.S. Transportation Secretary Sean Duffy emphasized the outdated nature of the current NOTAM system, stating in a news release, “The Notice to Airmen system is deeply outdated and showing serious cracks.”
Duffy added, “Over the last few years, we’ve seen multiple system outages ground regional air travel, create extensive delays, and otherwise ruin the flying experience for the American people.”
The modernization effort will provide near-real-time data exchange and enable more efficient data flows and improved stakeholder collaboration, the FAA said. The new system will be hosted in the cloud and feature a “scalable and resilient architecture.”
Inside this website you'll find all the news that FAA is involved in, plus numerous stories about all things aviation and the people in the FAA that make the Agency function.
In early March 2023, the FAA published guidelines for an optional task-based Phase I flight-testing program, thereby establishing an alternative to the standard 25 or 40-hour flight-testing requirement for amateur-built aircraft and replacing the hours-based testing period with a list of comprehensive and concise tasks.
Upon an applicant aircraft’s completion of the newly-specified tasks, the FAA will approve creation of a unique Aircraft Operating Handbook (AOH*). The applicant aircraft, thereafter, is considered to have completed the Phase I flight-testing period.
The program prescribes a series of 17 discrete flight-test tasks, and recommends the tests be flown per test cards carried in the aircraft. The program further requires the creation of an Aircraft Operating Handbook (AOH)* from the test results. Such a document benefits the builder and any subsequent owners of the vetted aircraft. Test plans—provided they accomplish the FAA-prescribed tasks—may be written by anyone, including kit manufacturers and type clubs. Users of the EAA’s Flight-Test Manual will note similarities in the requirements of the EAA and FAA protocols.
In order to utilize the task-based flight-testing program, an applicant aircraft must have an operating limitation allowing said program’s use. Operating limitations are issued along with airworthiness certificates by the FAA or Designated Airworthiness Representatives (DAR) as part of an aircraft’s airworthiness certification process.
As the traditional time-based Phase I program remains unchanged, aircraft builders are free to utilize such. On 21 April, the FAA released a formal policy memorandum fully enabling the use of the task-based methodology. The new operating limitation reads (blank fields to be filled in by the appropriate inspector or DAR:
No person may operate this aircraft for other than the purpose of meeting the requirements of § 91.319(b). The pilot in command must comply with § 91.305 at all times. This aircraft is to be operated under VMC, day only. Unless operating in accordance with the task-based flight test program described in Advisory Circular (AC) 90-89C, Amateur-Built Aircraft and Ultralight Flight Testing Handbook, chapter 2, section 1, during Phase I flight testing, this aircraft must be operated for at least _____ hours with at least_____ takeoffs and landings in this geographical area: [The area must be described by radius, coordinates, navigational aids, and/or landmarks. The size of the area and airports must be that required to safely conduct the anticipated maneuvers and tests.] This aircraft may only operate from [identify name of airport(s)].
By dint of the antecedent memo, all newly inspected amateur-built aircraft should obtain the revised operating limitation. Aircraft builders are advised to query their respective DARs prior to aircraft inspections vis-à-vis subject memo. Builders/owners/operators of amateur-built aircraft already flying and still in phase I are advised to petition their local FSDOs to reissue their respective aircrafts’ operating limitations with the updated language.
The new operating limitation will be incorporated into a future change to FAA Order 8130.2.
*The term AOH is new and makes its initial appearance in the revised (AC) 90-89C, the Amateur-Built Aircraft and Ultralight Flight Testing Handbook. The term was suggested by the EAA as a homebuilt-specific alternative to Pilot Operating Handbook (POH) or Aircraft Flight Manual (AFM), both of which have regulatory connotations not applicable to experimental aircraft.
-From AOPA-
The FAA's Aviation Weather Handbook consolidates weather information from several advisory circulars into one place and operates as a technical reference for anyone flying in the national airspace system.
The handbook, published on December 20, is the result of a yearslong effort to streamline user access to aviation weather guidance.
Information in the handbook comes from the most-used weather products and information and meets the FAA's standards for pilot weather training and certification.
"Publication of the Aviation Weather Handbook is the culmination of 3+ years of hard work by Flight Standards and a host of others within the aviation weather community," FAA aviation safety manager, James Marks said. "The new handbook combines information and guidance from 6 separate weather related advisory circulars into a single source document to support pilots, dispatchers, and operators with flight planning and decision making."
The handbook is available for download from the FAA's website; however, the FAA says it is essential for users to be "familiar with and apply the pertinent parts of Title 14 CFR and the Aeronautical Information Manual."
The handbook is currently available online in PDF format. The 500-page document can be downloaded onto mobile devices and computers and can be viewed with a PDF reader app.
Major Changes to FAA Mental Health, Cardiac, and Vision Policies
The first week of June the FAA released a substantial update to their Guide for Aviation Medical Examiners that includes major improvements for the agency’s protocols for mental health, coronary heart disease, and some ophthalmologic conditions. The “AME Guide” serves as the main public-facing document for medical policy published by the FAA. In the following story, we will summarize the highlights of these policy changes by diagnosis category.
Among the most anticipated changes are those to mental health policy. For the first time, individuals with a history of certain “uncomplicated” diagnoses that have been treated by psychotherapy (including active treatment), have not been medicated within two years, and meet other screening criteria for risk factors can be approved for a medical certificate directly by the AME without a special issuance.
Diagnoses eligible under this new policy include the following. An individual can have a history of up to two of the following diagnoses, quoting from the policy:
An AME can directly issue a medical certificate to individuals with these diagnoses, even under active treatment with psychotherapy, if they meet the criteria on the FAA’s decision tool.
The FAA also rolled out a “Fast Track” for individuals with a history of attention deficit and hyperactivity disorder (ADHD) last summer. This allows those with an ADHD diagnosis, no medication use in the past four years, and no current symptoms, to obtain a medical certificate from an AME after a report from a licensed mental health professional.
These new policies cover the “easiest” cases to certify. Many other individuals who do not meet the simplified criteria (i.e. current medication use, more complicated histories, other diagnoses, etc…) are still eligible for special issuance authorizations with a more thorough evaluation by the FAA.
For decades, a common complaint from EAA members with coronary heart disease* was the time and expense of the annual recertification process. This often involved annual stress tests and other expensive procedures that insurance frequently refused to cover. Since 2017, many GA pilots in this situation have understandably gone to BasicMed.
Now, the FAA has rolled out a simple recertification status sheet for the treating cardiologist to fill out upon renewal for those pilots who qualify for an AME Assisted Special Issuance (AASI). Stress testing and some other procedures will still be required on initial certification, but now the FAA will accept a simple affirmation from the cardiologist that the individual’s status has remained stable in the past year and that there are no significant medical concerns for most pilots. This is a major win for anyone with coronary heart disease who requires FAA medical certification.
Lattice degeneration is a condition of the eye’s retina that affects 1 in 10 individuals, according to the American Academy of Ophthalmology. In a new protocol, the FAA has announced that individuals who otherwise meet the vision standards for the class sought and have no complicating symptoms can receive a normal issuance from the AME. As always, those with more complicated cases may still be eligible under a special issuance.
“This is a very strong, good faith effort by the FAA to address community concerns on their evaluation criteria, particularly on their mental health standards, said Tom Charpentier, EAA government relations director. “It makes progress toward the envisioned end state laid out by the Mental Health & Aviation Medical Clearances Aviation Rulemaking Committee, and with the FAA’s history of making changes in progressive steps we are confident that plenty of meaningful reforms are yet to come.”
Charpentier also noted that the coronary heart disease changes alone would be a top story without the accompanying mental health changes, and will be a great benefit to countless pilots.
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A little more detail
In late October the FAA changed its standard on electrocardiogram (ECG) findings for medical applicants, decreasing the types of results that would lead to a medical deferral. While Class II and III medical holders are not subject to routine ECG testing, the FAA also mirrored the change in its protocol for heart arrhythmias, which all airmen are required to note if diagnosed.
The change allows airmen with a “First-degree AV (atrioventricular) block with PR interval less than 300 ms (0.30 sec)” to receive a medical certificate without deferral. This change was actually known informally to the aeromedical community as far back as 2018 but was formalized in the October change to the FAA’s list of 18 “normal abnormal” ECG findings that do not require medical deferral.
The FAA made this change because airmen with this abnormal – but benign – result almost never showed any concerning indications upon follow-up testing, so the FAA eliminated the deferral requirement.
This fits a pattern of recent reforms at the FAA’s Office of Aerospace Medicine, currently under the leadership of Federal Air Surgeon Dr. Susan Northrup, that is gradually making the application process easier for airmen. While EAA continues to work aggressively to reduce barriers to medical certification, Dr. Northrup – a GA and warbird pilot herself – and her team have been very receptive to change and community input.
Unfortunately, there have been recent allegations that the ECG change was due to an ulterior, political motive. This is absolutely false, and the associated personal attacks on Dr. Northrup, a career public servant and U.S. Air Force veteran, are inexcusable. Given the criticism, often warranted, that aeromedical certification is too difficult in the United States, it is ironic that a change that removed a medically unnecessary barrier to easy certification has garnered controversy.
Dr. Stephen Leonard, EAA Aeromedical Advisory Council chairman, explained, “rather than requiring AMEs to defer the exams of pilots showing those changes, and requiring the pilot to schedule consultation with a cardiologist and a few thousand dollars’ worth of testing, FAA authorizes us as physician examiners to question the pilot, verify that there are no associated symptoms or other conditions that might indicate a clinically significant cardiac issue, and go ahead and issue the medical certificate.”
Dr. Leonard further clarified that “we still send the EKG to FAA, their doctors still review it, and if they have any question, they follow up. Never, in 42 years as an AME, have I seen one of those ‘normal abnormals’ turn out to be clinically or aeromedically significant.”
Other recent FAA reforms include a new policy on situational depression and mild post traumatic stress disorder (PTSD), two very positive steps as the FAA looks to overhaul its mental health policies. There is much more work to be done, but EAA looks forward to accomplishing it together with Dr. Northrup and the Office of Aerospace Medicine in the coming years.
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AND ANOTHER UPCOMING POLICY CHANGE AUTHORIZED BY THE FEDERAL AIR SURGEON
Vision limitations for corrective lenses/glasses have been reduced from 1,2,3,4,6,19, and 20 to ONE:
Vision Limitation #102:
Must use corrective lens(es) to meet vision standards at all required distances
1- Must have available glasses for near vision.
2- Must wear corrective lenses.
3- Must wear corrective lenses for near and distant vision.
4- Must wear corrective lenses for distant vision and have glasses for near vision.
6- Must wear prismatic correction
19- Must wear corrective lenses, and possess glasses for near / intermediate vision.
20- Holder shall possess glasses for near/intermediate vision.
102- Must use corrective lens (es) to meet vision standards at all required distances.
Note: 17- Not valid for night flying or by color signal control remains.
This was reflected in AMCS on December 28, 2022.
GA Safety Enhancement Topics
Here's a list of topics for you to choose from. Just click on the one that interests you and you will be directed to that Fact Sheet.
The FAA manages the world’s safest and most complex aviation system. On an average day, we serve more than 45,000 flights and 2.9 million airline passengers across more than 29 million square miles of airspace. The National Airspace System is a dynamic organism that is constantly evolving. This interactive dashboard helps explain how it works.
The Federal Aviation Administration (FAA) is making it easier to research aviation safety guidance material from the Office of Aviation Safety (AVS).
The Dynamic Regulatory System (DRS) combines more than 65 document types from more than a dozen different repositories into a single searchable application. This comprehensive knowledge center centralizes the FAA’s aviation safety guidance material from the Flight Standards Information System (FSIMS) and the agency’s Regulatory Guidance System (RGL).
Each guidance document includes a link to the Code of Federal Regulations provision on which the document is based. DRS contains more than 2 million regulatory guidance documents, which can be browsed or searched. A search engine allows for basic or advanced searches and different ways to sort and view the results. The system includes pending and current versions of all documents along with their revision history. Information in the DRS is updated every 24 hours
The FAA published its latest revision to Advisory Circular (AC) 90-114 (Revision B), Automatic Dependent Surveillance-Broadcast Operations which provides comprehensive guidance on ADS-B operations in the National Airspace System (NAS) in accordance with ADS-B regulations (14 CFR sections 91.225 and 91.227). Of note in this revision is the clarification of certain operational policies like aircraft that are exempt from 91.225 (Section 3.2),
ADS-B Out operations during formation flying activities (Section 4.3.1) and during aerobatic flight (Section 4.3.2.6.2), and inoperative ADS-B procedures (Section 4.3.4.2).
The AC also provides a helpful overview of the ADS-B system architecture, the various forms of available equipment, broadcast services available to ADS-B users, and operational considerations with regard to equipment performance requirements and airspace restrictions.