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UAS…. UAM….. UTM…..
Ummm, What are these new aviation terms, and are there any FARs???
YES, there are FARs, Revision 1.0!"
Gill WrightVP Region 2California Pilots AssociationPh 916-692-8203Cell [email protected]
Sabrewing
§21.17 Designation of applicable regulations.
(a) Except as provided in §§25.2, 27.2, 29.2, and in parts 26, 34, and 36 of this subchapter, an applicant for a type certificate must show that the aircraft, aircraft engine, or propeller concerned meets—
(1) The applicable requirements of this subchapter that are effective on the date of application for that certificate unless—
(i) Otherwise specified by the FAA; or(iii) Compliance with later effective amendments is elected or required under this section; and(2) Any special conditions prescribed by the FAA.
(b) For special classes of aircraft, including the engines and propellers installed thereon (e.g., gliders, airships, and other nonconventional aircraft), for which airworthiness standards have not been issued under this subchapter, the applicable requirements will be the portions of those other airworthiness requirements contained in Parts 23, 25, 27, 29, 31, 33, and 35 found by the FAA to be appropriate for the aircraft and applicable to a specific type design, or such airworthiness criteria as the FAA may find provide an equivalent level of safety to those parts.
3.5.3.2 Non-Basic Classification Items
3.5.3.2(a) New Type Certificates
4180 V1.0 New Type Certificates (TC) or Derivative Models not yet added to the U.S. TC
Applications for validation of a new 21.29 TC for airplanes weighing 19,000 po
xisting FAA 21.29 TC are also considered non-basic for 14 CFR part 21.17(b) (UAS, Gliders Regulatory Reference: 14 CFR 21.29
Why a Special Condition?
EASA has reviewed more than 150 VTOL project configurations, at different stages of
maturity, all aiming at addressing a potentially new market. The available data shows that there
are a wide variety of configurations with limited common characteristics except for a VTOL
capability and distributed propulsion. Despite having design characteristics of aeroplanes,
rotorcraft or both, in most cases EASA was not able to classify these new vehicles as being
either a conventional aeroplane or a rotorcraft as covered by the existing certification
specifications.
Applying either the certification specifications for aeroplane or for rotorcraft, depending on
whether they are rather an aeroplane or rather a rotorcraft, and only adding some modifications
would not ensure equal treatment. These new types of vehicles are designed to address the
same new market – even though not always the same segments. However CS-23 and CS-27
have significant differences, especially in terms of system Safety Objectives and Operational
aspects. EASA opinion is that it would not be fair to treat applicants differently based on the
regulatory starting point (CS-23 or CS-27) as it would probably favour some configurations,
thus preventing potentially innovative concepts to compete on the market
“Volocopter is amount a host of companies tapping into the rising demand for flying vehicles. The market for transporting humans around cities could be worth $674 Billion by 2040, according to a study in 2018 by Morgan Stanley.”
Financial Times, 10 September 2019, page 13
