Part 135 and (I believe) Part 121 operations all have a requirement to use a source of weather that has been approved by the U.S. National Weather Service:
§135.213 Weather reports and forecasts.
(a) Whenever a person operating an aircraft under this part is required to use a weather report or forecast, that person shall use that of the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator. However, for operations under VFR, the pilot in command may, if such a report is not available, use weather information based on that pilot's own observations or on those of other persons competent to supply appropriate observations.
Does the FAA or the U.S. National Weather Service maintain a list of weather providers that have been approved and are legal for us to use?
If not, then how do we know whether a particular source has been approved?
There is an ongoing issue with this, as far as I am aware. First off, this does not apply to part 91, and nothing does as far as I am aware: you can get your weather from anywhere, but having it on record with FSS or DUATs gives you a little more padding if something goes wrong.
If you're going to get weather online, which most large operations do, the FAA requires air carriers to get weather information only from Qualified Internet Communications Providers (QICP). This is outlined under AC 00-62. Or rather, it was outlined there. 00-62 was quietly cancelled in mid 2013. In addition, the only list of QICPs (which would have answered your question) I know/knew about was removed from the FAA website.
A few weeks after it was cancelled I found out about it and called the FSDO to ask (Memphis or Louisville, I don't remember which). The man who should know told me that I knew about as much as he did. Their regional offices hadn't told them anything, and he was telling everyone to continue using the qualified service they were previously using until they learned more.
I have not called them back since, but after a quick search, I only found this OpSpec document and one that it supersedes from a few months before (8900.199). There is also a newer one in the series (8900.242) but it seems to have no information relevant to the question. I must adimit that this document is a bit over my head, but it seems that they did an overhaul of the weather regulations regarding 135 and 121, and that use of a QICP is no longer required. So I take it that unless your carrier is only certified to use a certain system, you're now allowed to use whatever you want to get the weather.
You can read those documents here, the three I mention were published under AFS-200. Search for that and you'll find them and more.
So I did some more research:
Check out 8900.1 Ch 26 Section 2. Regulatory Sources of Aviation Weather Information and Aviation Weather Information Systems – Parts 91K, 121, and 135. The first bit has a good overview of all the weather products and their intended purposes. Relevance to the question starts at 3-2073(A) Weather Reports Prepared by the NWS or a Source Approved by the NWS. (page 6 in the PDF version).
Much further down it says (in reference to part 135, 121, 125, etc certificate holders only):
B. Accessing Weather Information via the Public Internet. Certificate holders and program managers often access weather information via the public Internet. When accessing weather information this way, certificate holders and program managers are required to use weather information that is provided by a weather source authorized by regulation, or approved by the Administrator, and is listed in the certificate holders’/program managers’ OpSpecs/MSpecs. In the past, the FAA maintained a list of approved QICP. However, the FAA no longer approves QICPs. The FAA has canceled AC 00-62, Internet Communications of Aviation Weather and NOTAMS, and no longer maintains a list of approved QICPs. Certificate holders and program managers using the public Internet to access weather information are responsible for ensuring accurate and timely delivery of information without data corruption during the transmission.
That's all pretty cut and dry, I think, but keep in mind that those OpSpec papers mention that everything in 8900.1 Ch. 26 is under review and has been edited recently and will be further edited in the near future.
Part 135 and (I believe) Part 121 operations all have a requirement to use a source of weather that has been approved by the U.S. National Weather Service: §135.213 Weather reports and forecasts. (a) Whenever a person operating an aircraft under this part is required to use a weather report or forecast, that person shall use that of the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator. However, for operations under VFR, the pilot in command may, if such a report is not available, use weather
, as a crewmember in operations under this part unless that crewmember has completed the appropriate initial or recurrent training phase of the training program appropriate to the type of operation... that they consider the training to have been completed in March. So what happens if a year passes and recurrent training is due. I don't make it in February or March, but the company schedules me for recurrent... months) but I haven't been to training yet, so 135.323 doesn't really apply. From my interpretation of the regulations I would say no, however every 135 company that I have ever flown
: Canada requires you to hold the certificate (Radiocommunications regulations, Part V, Section 33): A person may operate radio apparatus in the aeronautical service, maritime service or amateur radio service only where the person holds an appropriate radio operator certificate [...] However, I can't find a regulation saying I need the piece of paper with me. An example of the wording Canada uses in its regulations to say that you need to actually have the document with you is at CARS 401.03 (1)(d) (regarding pilot licences): the person can produce the permit, licence or rating
I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my club's 1980 Piper Archer (PA-28-181). I have well over §61.109's 40 hours in the Warrior alone, and only ~10 hours in the Archer. I have a separate club checkout and CFI solo endorsement for each... specifically for [II.A.2.] Total time in this make/model and/or approved FFS or FTD (Hrs.) Furthermore, according to the IACRA FAQ ("I'm a Designated Examiner. I noticed a mistake when reviewing the IACRA
I was looking at http://www.gelib.com/aeronautical-charts-united-states.htm, where you can download shape files for Google Earth that show US airspaces. I'm writing some software that has a similar need and need to find a source for this data. I'm looking for data that defines the extents of airspaces including MOAs, restricted areas, etc. I have been pouring through the FAA's website with no luck. The link I referenced above says its source was the National Aeronautical Charting Office (NACO), which I'm having very little luck finding as well. I think it may have been renamed, thus
In 1963, the C-130 was tested by the US Navy for air carrier operations. Have there been any other comparable or larger aircraft that have landed and taken off from the deck of an aircraft carrier? By large, I am referring to two parameters: wingspan and weight.
or is there any guidance to say when the report is required? I.e. is it anytime that we get an RA (even if we visually have the aircraft in sight), only if we actually respond to an RA, or is it if the two...So when a pilot is flying along and suddenly hears a "Climb... Climb..." Resolution Advisory (RA) from ACAS/TCAS, we are trained to immediately climb to avoid a collision with another aircraft... by the Armed Forces or an intelligence agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious means available, notify the nearest National
for a small exercise. I understand the control part and its implementation. What I do not grasp is how one acquires the longitudinal equations of motions (which are then used for the control part) which serves as the starting point. What is the starting point or what are the principles used to derive these equations? If I know how to derive these equations for a very simple case, then I know I have... and rotation about the y axis (so stated in the first book) Thereafter, I don't understand the procedure. 1st set of equations from book 1: second set of equations from source 2: book1: pg
Per FAR 91.307: Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds... So if I'm flying aerobatics solo, I'm not required to have a parachute. But if I have a passenger, both are required to have one. What is the rationale for that? I suppose that in something like a Super Decathlon, where the pilot must exit the plane before the passenger, it would be senseless to have one for the passenger but not the pilot. But is there anything more to this?
14 CFR 61.55 says: ... (d) A person may receive a second-in-command pilot type rating for an aircraft after satisfactorily completing the second-in-command familiarization training requirements under paragraph (b) of this section in that type of aircraft provided the training was completed within the 12 calendar months before the month of application for the SIC pilot type rating. The person must comply with the following application and pilot certification procedures: ... (6) The applicant must appear in person at a FAA Flight Standards District Office