• 14 CFR part 139 certificated airport condition changes
• Snow conditions affecting glide slope operation
• Air defense emergencies
• Emergency flight rules
• Substitute airway routes
• Special data
• U.S. Government charting corrections
• Laser activity
NOTAM Composition
NOTAMs contain the elements below from left to right in the following order:
• An exclamation point (!)
• Accountability Location (the identifier of the accountability location)
Figure 1-19. NOTAM (D) Information.
• Affected Location (the identifier of the affected facility or location)
• KEYWORD (one of the following: RWY, TWY, RAMP, APRON, AD, COM, NAV, SVC, OBST, AIRSPACE, (U) and (O))
• Surface Identification (optional—this shall be the runway identification for runway related NOTAMs, the taxiway identification for taxiway-related NOTAMs, or the ramp/apron identification for ramp/apron-related NOTAMs)
• Condition (the condition being reported)
• Time (identifies the effective time(s) of the NOTAM condition)
Altitude and height are in feet mean sea level (MSL) up to 17,999; e.g., 275, 1225 (feet and MSL is not written), and in flight levels (FL) for 18,000 and above; e.g., FL180, FL550. When MSL is not known, above ground level (AGL) will be written (304 AGL).
When time is expressed in a NOTAM, the day begins at 0000 and ends at 2359. Times used in the NOTAM system are universal time coordinated (UTC) and shall be stated in 10 digits (year, month, day, hour, and minute). The following are two examples of how the time would be presented:
!DCA LDN NAV VOR OTS WEF
0708051600-0708052359
!DCA LDN NAV VOR OTS WEF
0709050000-0709050400
NOTAM Dissemination and Availability
The system for disseminating aeronautical information is made up of two subsystems: the Airmen’s Information System (AIS) and the NOTAM System. The AIS consists of charts and publications and is disseminated by the following methods:
Aeronautical charts depicting permanent baseline data:
• IFR Charts—Enroute High Altitude Conterminous U.S., Enroute Low Altitude Conterminous U.S., Alaska Charts, and Pacific Charts
• U.S. Terminal Procedures—Departure Procedures (DPs), Standard Terminal Arrivals (STARs) and Standard Instrument Approach Procedures (SIAPs)
• VFR Charts—Sectional Aeronautical Charts, Terminal Area Charts (TAC), and World Aeronautical Charts (WAC)
Flight information publications outlining baseline data:
• Notices to Airmen (NTAP)—Published by System Operations Services, System Operations and Safety, Publications, every 28 days)
• Chart Supplement U.S. (formerly Airport/Facility Directory)
• Pacific Chart Supplement
• Alaska Supplement
• Alaska Terminal
• Aeronautical Information Manual (AIM)
NOTAMs are available in printed form through subscription from the Superintendent of Documents, from an FSS, or online at PilotWeb (www.pilotweb.nas.faa.gov), which provides access to current NOTAM information. Local airport NOTAMs can be obtained online from various websites. Some examples are www.fltplan.com and www.aopa.org/whatsnew/notams.html. Most sites require a free registration and acceptance of terms but offer pilots updated NOTAMs and TFRs.
Safety Program Airmen Notification System (SPANS)
In 2004, the FAA launched the Safety Program Airmen Notification System (SPANS), an online event notification system that provides timely and easy-to-assess seminar and event information notification for airmen. The SPANS system is taking the place of the current paper-based mail system. This provides better service to airmen while reducing costs for the FAA. Anyone can search the SPANS system and register for events. To read more about SPANS, visit www.faasafety.gov/spans.
Aircraft Classifications and Ultralight Vehicles
The FAA uses various ways to classify or group machines operated or flown in the air. The most general grouping uses the term aircraft. This term is in 14 CFR 1.1 and means a device that is used or intended to be used for flight in the air.
Ultralight vehicle is another general term the FAA uses. This term is defined in 14 CFR 103. As the term implies, powered ultralight vehicles must weigh less than 254 pounds empty weight and unpowered ultralight vehicles must weigh less than 155 pounds. Rules for ultralight vehicles are significantly different from rules for aircraft; ultralight vehicle certification, registration, and operation rules are also contained in 14 CFR 103.
The FAA differentiates aircraft by their characteristics and physical properties. Key groupings defined in 14 CFR 1.1 include:
• Airplane—an engine-driven fixed-wing aircraft heavier than air, that is supported in flight by the dynamic reaction of the air against its wings.
• Glider—a heavier-than-air aircraft, that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine.
• Lighter-than-air aircraft—an aircraft that can rise and remain suspended by using contained gas weighing less than the air that is displaced by the gas.
- Airship—an engine-driven lighter-than-air aircraft that can be steered.
- Balloon—a lighter-than-air aircraft that is not engine driven, and that sustains flight through the use of either gas buoyancy or an airborne heater.
• Powered-lift—a heavier-than-air aircraft capable of vertical takeoff, vertical landing, and low speed flight that depends principally on engine-driven lift devices or engine thrust for lift during these flight regimes and on nonrotating airfoil(s) for lift during horizontal flight.
• Powered parachute—a powered aircraft comprised of a flexible or semi-rigid wing connected to a fuselage so that the wing is not in position for flight until the aircraft is in motion. The fuselage of a powered parachute contains the aircraft engine, a seat for each occupant and Is attached to the aircraft’s landing gear.
• Rocket—an aircraft propelled by ejected expanding gases generated in the engine from self-contained propellants and not dependent on the intake of outside substances. It includes any part which becomes separated during the operation.
• Rotorcraft—a heavier-than-air aircraft that depends principally for its support in flight on the lift generated by one or more rotors.
- Gyroplane—a rotorcraft whose rotors are not engine-driven, except for Initial starting, but are made to rotate by action of the air when the rotorcraft Is moving; and whose means of propulsion, consisting usually of conventional propellers, is Independent of the rotor system.
- Helicopter—a rotorcraft that, for its horizontal motion, depends principally on its engine-driven rotors.
• Weight-shift-control—a powered aircraft with a framed pivoting wing and a fuselage controllable only in pitch and roll by the pilot’s ability to change the aircraft’s center of gravity with respect to the wing. Flight control of the aircraft depends on the wing’s ability to flexibly deform rather than the use of control surfaces.
Size and weight are other methods used in 14 CFR 1.1 to group aircraft:
• Large aircraft—an aircraft of more than 12,500 pounds, maximum certificated takeoff weight.
• Light-sport aircraft (LSA)—an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the definition in 14 CFR 1.1. (LSA can include airplanes, airships, balloons, gliders, gyro planes, powered parachutes, and weight-shift-control.)
• Small Aircraft—aircraft of 12,500 pounds or less, maximum certificated takeoff weight.
We also use broad classifications of aircraft with respect to the certification of airmen or with respect to the certification of the aircraft themselves. See the next section, Pilot Certifications, and Chapter 3, for furth
er discussion of certification. These definitions are in 14 CFR 1.1:
• Category
1. As used with respect to the certification, ratings, privileges, and limitations of airmen, means a broad classification of aircraft. Examples include: airplane; rotorcraft; glider; and lighter-than-air; and
2. As used with respect to the certification of aircraft, means a grouping of aircraft based upon intended use or operating limitations. Examples include: transport, normal, utility, acrobatic, limited, restricted, and provisional.
• Class
1. As used with respect to the certification, ratings, privileges, and limitations of airmen, means a classification of aircraft within a category having similar operating characteristics. Examples Include: single engine; multiengine; land; water; gyroplane, helicopter, airship, and free balloon; and
2. As used with respect to the certification of aircraft, means a broad grouping of aircraft having similar characteristics of propulsion, flight, or landing. Examples include: airplane, rotorcraft, gilder, balloon, landplane, and seaplane.
• Type
1. As used with respect to the certification, ratings, privileges, and limitations of airmen, means a specific make and basic model of aircraft, Including modifications thereto that do not change its handling or flight characteristics. Examples include: 737-700, G-IV, and 1900; and
2. As used with respect to the certification of aircraft, means those aircraft which are similar in design. Examples include: 737-700 and 737- 700C; G-IV and G-IV-X; and 1900 and 1900C.
This system of definitions allows the FAA to group and regulate aircraft to provide for their safe operation.
Pilot Certifications
The type of intended flying influences what type of pilot’s certificate is required. Eligibility, training, experience, and testing requirements differ depending on the type of certificates sought. [Figure 1-20] Each type of pilot’s certificate has privileges and limitations that are inherent within the certificate itself. However, other privileges and limitations may be applicable based on the aircraft type, operation being conducted, and the type of certificate. For example, a certain certificate may have privileges and limitations under 14 CFR part 61 and part 91.
Figure 1-20. Front side (top) and back side (bottom) of an airman certificate issued by the FAA.
• Privileges—define where and when the pilot may fly, with whom they may fly, the purpose of the flight, and the type of aircraft they are allowed to fly.
• Limitations—the FAA may impose limitations on a pilot certificate if, during training or the practical test, the pilot does not demonstrate all skills necessary to exercise all privileges of a privilege level, category, class, or type rating.
Endorsements, a form of authorization, are written to establish that the certificate holder has received training in specific skill areas. Endorsements are written and signed by an authorized individual, usually a certificated flight instructor (CFI), and are based on aircraft classification. [Figure 1-21]
Sport Pilot
To become a sport pilot, the student pilot is required to have flown, at a minimum, the following hours depending upon the aircraft:
• Airplane: 20 hours
• Powered Parachute: 12 hours
• Weight-Shift Control (Trikes): 20 hours
• Glider: 10 hours
• Rotorcraft (gyroplane only): 20 hours
• Lighter-Than-Air: 20 hours (airship) or 7 hours (balloon)
To earn a Sport Pilot Certificate, one must:
• Be at least 16 years old to become a student sport pilot (14 years old for gliders or balloons)
• Be at least 17 years old to test for a sport pilot certificate (16 years old for gliders or balloons)
• Be able to read, write, and understand the English language
• Hold a current and valid driver’s license as evidence of medical eligibility
When operating as a sport pilot, some of the following privileges and limitations may apply.
Privileges:
• Operate as pilot in command (PIC) of a light-sport aircraft
• Carry a passenger and share expenses (fuel, oil, airport expenses, and aircraft rental)
• Fly during the daytime using VFR, a minimum of 3 statute miles visibility and visual contact with the ground are required
Figure 1-21. Example endorsement for a recreational pilot to conduct solo flights for the purpose of determining an additional certificate or rating.
Limitations:
• Prohibited from flying in Class A airspace
• Prohibited from flying in Class B, C, or D airspace until you receive training and a logbook endorsement from an instructor
• No flights outside the United States without prior permission from the foreign aviation authority
• May not tow any object
• No flights while carrying a passenger or property for compensation or hire
• Prohibited from flying in furtherance of a business
The sport pilot certificate does not list aircraft category and class ratings. After successfully passing the practical test for a sport pilot certificate, regardless of the light-sport aircraft privileges you seek, the FAA will issue you a sport pilot certificate without any category and class ratings. The Instructor will provide you with the appropriate logbook endorsement for the category and class of aircraft in which you are authorized to act as pilot in command.
Recreational Pilot
To become a recreational pilot, one must:
• Be at least 17 years old
• Be able to read, write, speak, and understand the English language
• Pass the required knowledge test
• Meet the aeronautical experience requirements in either a single-engine airplane, a helicopter, or a gyroplane.
• Obtain a logbook endorsement from an instructor
• Pass the required practical test
• Obtain a third-class medical certificate issued under 14 CFR part 67
As a recreational pilot, cross-country flight is limited to a 50 NM range from the departure airport but is permitted with additional training per 14 CFR part 61, section 61.101(c). Additionally, recreational pilots are restricted from flying at night and flying in airspace where communications with ATC are required.
The minimum aeronautical experience requirements for a recreational pilot license involve:
• 30 hours of flight time including at least:
• 15 hours of dual instruction
• 2 hours of en route training
• 3 hours in preparation for the practical test
• 3 hours of solo flight
When operating as a recreational pilot, some of the following privileges and limitations may apply.
Privileges:
• Carry no more than one passenger;
• Not pay less than the pro rata share of the operating expenses of a flight with a passenger, provided the expenses involve only fuel, oil, airport expenses, or aircraft rental fees
Limitations:
• A recreational pilot may not act as PIC of an aircraft that is certificated for more than four occupants or has more than one powerplant.
Private Pilot
A private pilot is one who flies for pleasure or personal business without accepting compensation for flying except in some very limited, specific circumstances. The Private Pilot Certificate is the certificate held by the majority of active pilots. It allows command of any aircraft (subject to appropriate ratings) for any noncommercial purpose and gives almost unlimited authority to fly under VFR. Passengers may be carried and flight in furtherance of a business is permitted; however, a private pilot may not be compensated in any way for services as a pilot, although passengers can pay a pro rata share of flight expenses, such as fuel or rental costs. If training under 14 CFR part 61, experience requirements include at least 40 hours of piloting time, including 20 hours of flight with an instructor and 10 hours of solo flight.
[Figure 1-22]
Commercial Pilot
A commercial pilot may be compensated for flying. Training for the certificate focuses on a better understanding of aircraft systems and a higher standard of airmanship. The Commercial Pilot Certificate itself does not allow a pilot to fly in instrument meteorological conditions (IMC), and commercial pilots without an instrument rating are restricted to daytime flight within 50 NM when flying for hire.
A commercial airplane pilot must be able to operate a complex airplane, as a specific number of hours of complex (or turbine-powered) aircraft time are among the prerequisites, and at least a portion of the practical examination is performed in a complex aircraft. A complex aircraft must have retractable landing gear, movable flaps, and a controllable-pitch propeller. See 14 CFR part 61, section 61.31(e) for additional information. [Figure 1-23]
Airline Transport Pilot
The airline transport pilot (ATP) is tested to the highest level of piloting ability. The ATP certificate is a prerequisite for serving as a PIC and second in command (SIC) of scheduled airline operations. It is also a prerequisite for serving as a PIC in select charter and fractional operations. The minimum pilot experience is 1,500 hours of flight time. In addition, the pilot must be at least 23 years of age, be able to read, write, speak, and understand the English language, and be “of good moral standing.” A pilot may obtain an ATP certificate with restricted privileges enabling him/her to serve as an SIC in scheduled airline operations. The minimum pilot experience is reduced based upon specific academic and flight training experience. The minimum age to be eligible is 21 years. [Figure 1-24]
Figure 1-22. A typical aircraft a private pilot might fly.
Figure 1-23. A complex aircraft.
Pilot's Handbook of Aeronautical Knowledge (Federal Aviation Administration) Page 5