All eligible airports will receive an AIG allocation. Sponsors with a Part 16 non-compliance finding by a Director’s Determination, Final Agency Decision, or Hearing will not receive an AIG Allocated grant until the compliance finding is resolved. All other sponsors, including those with a Part 13 noncompliance finding, can receive an AIG Allocated grant. However, grants issued to a sponsor with a Part 13 noncompliance finding must contain a special condition requiring Agency approval of a Corrective Action Plan before the sponsor can drawdown funds.

Yes.  Per 14 CFR § 67.4 applicants must show proof of age and identity by presenting a government-issued photo identification (ID).  As you review the application, verify the name matches the government-issued ID.  If the name is incorrect, you must make the update in AMCS.

If you have corrected the airman’s name in AMCS, please:

1. Instruct the airman to update their name on their MedXPress account at or before their next application.
2. As required by 14 CFR § 61.25, if the airman is the holder of an airmen certificate they must appear at an FAA Flight Standards District Office (FSDO) for positive identification if there has been a legal name change.  For more information, they can contact the FAA Airmen Certification Branch to ensure it is accurate on their airmen certificate. (See Airmen Certification name change)

If the airman does not complete these steps, the problem is likely to recur.  
 

The applicant must identify the risk factors and propose methods to acceptably mitigate those factors.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

If you enter an incorrect password three consecutive times, your account will be locked for 15 minutes. After 15 minutes, you may try entering your e-mail address and password again. If you have forgotten your password, click on the "Forgot Password" link on the FAA MedXPress Login page and follow the instructions.

Yes, a requirement of the private pilot certificate is to perform three takeoff and landings at a controlled airport to demonstrate your ability to communicate with the tower.

The aircraft type does not matter; however, the weight of the aircraft matters since operations under Part 107 are limited to less than 55 lbs.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

If you meet the requirements of Part 107, you can operate in Class G airspace in accordance with Part 107 without any further authorization or waiver.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

The SOSC provides the necessary authorizations for Emergency COAs. The FAA does not dictate service terms for DJI regarding its geofencing capabilities.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

You can find U.S. aircraft registration information on our website.

In aerobatic flight, the pilot abruptly changes an aircraft’s angle compared to the earth, takes an abnormal position (such as flying upside down), or accelerates abnormally. We do not define acrobatic flight.

You can find more information in Regulation 4 CFR 91.303 and 91.307((c) (1 and 2).

You can find information about FITS on our website.

An AME and any authorized AME staff members are responsible for entering and transmitting all FAA Form 8500-8 application data using AMCS. They also have a responsibility to adhere to Federal Aviation Administration computer use security policies.

Trying to make the mission fit the technology as opposed to using technology to support the mission. Don't buy a UAS and try to build a mission around it, determine the mission and then the technology to support it.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

MedXPress is compatible with the following browsers:

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General aviation operations conducted under 14 CFR Part 91 are not subject to flight and duty time and rest requirements, except flight instruction (14 CFR Section 61.195) and fractional ownership operations (14 CFR Part 91 Subpart K).

Commercial crewmember flight time and duty period limitations and rest requirements are described in 14 CFR Part 135 Subpart F or 14 CFR Part 121, Subpart Q, Subpart R, or Subpart S, depending on the type of operation.

Certificated air carriers and operators should contact their FAA principal inspector for further questions about flight and duty time and crew rest.

• A student pilot license (certificate) is designed for the initial training period of flying. The student pilot must have a flight instructor present. He or she can solo after appropriate instructor endorsements.

• A recreational pilot certificate limits the holder to: specific categories and classes of aircraft, the number of passengers which may be carried, the distance that may be flown from the departure point, flight into controlled airports, and other limitations.

• A private pilot certificate lets the pilot carry passengers and provides for limited business use of an airplane.

• A commercial pilot certificate lets the pilot conduct some operations for compensation and hire.

• An airline transport pilot certificate is required to fly as captain by some air transport operations.

You can find information on how to get a pilot certificate on our website.

In most cases, if you have a scheduled duty period of 14 hours or less, you must have at least nine consecutive hours of scheduled rest after your duty period before you have another duty period. However, under certain circumstances, our regulations allow a rest period of only eight consecutive hours. If your employer schedules you for an eight hour rest period, your next rest period must be at least 10 consecutive hours and must begin no later than 24 hours after the beginning of the eight hour rest period.

You can find additional guidance on our Cabin Safety Legal Interpretations website. 

You can find information regarding carry-on baggage on our Travelers website. Also, please check with your airline before packing to inquire about their carry-on baggage guidelines.

14 CFR part 61 (Certification: Pilots, Flight Instructors, and Ground Instructors) prescribes the hourly requirements for the issuance of pilot certificates and ratings. A person applying for a private pilot certificate in airplanes, helicopters, and gyro-planes must log at least 40 hours of flight time, of which at least 20 hours are flight training from an authorized instructor and 10 hours of solo flight training in the appropriate areas of operation; three hours of cross country; three hours at night, three hours of instrument time; and other requirements specific to the category and class rating sought.

Private pilots in gliders and lighter-than-air aircraft must have logged from an authorized instructor a similar number of hours and/ or training flights, which include both cross country and solo according to category and class rating sought. Though the regulations require a minimum of 40 hours flight time, in the U. S. the average number of hours for persons without a hearing impairment completing the private pilot certification requirements is approximately 75 hours.

Once the FAA determines that NEPA applies to a proposed action, it needs to decide on the appropriate level of review. The three levels of NEPA review are Categorical Exclusion (CATEX), Environmental Assessment (EA), and Environmental Impact Statement (EIS).

A Categorical Exclusion (CATEX) level of NEPA review is applicable for an established list of actions that do not, individually or cumulatively, have a significant impact on the environment. Additionally, the CATEX analyzes for the potential for extraordinary circumstances that could require more detailed NEPA review.

An Environmental Assessment (EA) is a concise public document that provides sufficient evidence and analysis for determining whether to prepare an Environmental Impact Statement (EIS) or a Finding of No Significant Impact (FONSI). The purpose of an EA level of review is to determine whether a proposed action has the potential to significantly affect the human environment. If none of the potential impacts assessed in the EA are determined to be significant, the responsible FAA official prepares a FONSI, which briefly presents, in writing, the reasons why an action, not otherwise categorically excluded, would not have a significant impact on the human environment.

An Environmental Impact Statement (EIS) is a detailed written statement required under NEPA when one or more environmental impacts would be significant and mitigation measures cannot reduce the impact(s) below significant levels. Direct, indirect, and cumulative impacts must be considered when determining significance. Where an EIS is prepared, the FAA will prepare a Record of Decision to document the FAA's decision on the proposed action, state whether all practicable means to avoid or minimize environmental harm from the selected alternatives have been adopted, and if not, why; and identify and discuss all factors, including any essential considerations of national policy, that were balanced by the agency in making its decision and state how those considerations entered into the decision.