MedXPress is compatible with the following browsers:

• Internet Explorer 8 or higher
• Google Chrome version 10 or higher
• Mozilla Firefox 4.0 or higher
• Apple Safari version 5 or higher
   

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.

There are no minimum or maximum ages for obtaining a medical certificate. Any applicant who is able to pass the exam may be issued a medical certificate.

However, since 16 years is the minimum age for a student pilot certificate, people under 16 are unlikely to have practical use for an airman medical certificate.

Each airline has its own policies about what it will do for customers on bumped or cancelled flights. There are no federal requirements.

You can find information about your rights as an airline consumer on the Department of Transportation's Aviation Consumer Protection website.

Each airline has its own policies about what it will do for customers on bumped or cancelled flights. There are no federal requirements.

You can find information about your rights as an airline consumer on the Department of Transportation's Aviation Consumer Protection website.

Pre-employment testing is not required if the applicant is applying to a specialized experience vacancy (experienced ATCs).  However, if these experienced applicants apply for an entry-level vacancy announcement, they will have to take the ATSA.

In 2018 the Biographical Assessment was removed as a screening tool requiring all no experience applicants to take the Air Traffic Skills Assessment (ATSA). All No Experience qualified candidates are required to take the ATSA as a pre-employment screening test. 

In general any temporary or permanent structure, including all appurtenances, that exceeds an overall height of 200 feet (61m) above ground level (AGL), or exceeds any obstruction standard contained in 14 CFR Part 77, should normally be marked and/or lighted.  However, an FAA aeronautical study may reveal that the absence of marking and/or lighting will not impair aviation safety.  Conversely, the object may present such an extraordinary hazard potential that higher standards may be recommended for increased conspicuity to ensure safety to air navigation. 

Normally, outside commercial lighting is not considered a sufficient reason to omit recommended marking and/or lighting.  Recommendations on marking and/or lighting structures can vary depending on terrain features, weather patterns, geographic location, and in the case of wind turbines, number of structures and overall layout of design.  The FAA may also recommend marking and/or lighting a structure that does not exceed 200 (61m) feet AGL or 14 CFR Part 77 standards because of its particular location. You can find additional guidance in Advisory Circular 70/7460-1M, Obstruction Marking and Lighting.

If the structure is on airport property, contact the nearest FAA Airports’ Regional/Airports District Office. 

If the structure is not on airport property, contact Air Traffic Organization Obstruction Evaluation Specialist that services your area.  

For civil operations, with a UAS or drone greater than 55 pounds, you would need to obtain an exemption the Special Authority for Certain Unmanned Aircraft Systems (U.S.C. 44807).

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

The FAA Extension, Safety, and Security Act of 2016 required the agency to separate Track 1 applicants into multiple selection pools based upon educational background and veteran status. Pool 1 - Collegiate Training Initiative (CTI) School graduates and Veteran’s with aviation experience. Pool 2 is all United States citizens; Veterans Preference is applied to both pools are required to balance selections between Pools. All qualified candidates are required to take the ATSA.

There are no PIC requirements specific to carrying skydivers. However, a private pilot may not act as PIC or second in command of an aircraft carrying persons or property for compensation or hire.  See 14 CFR 61 Section 61.113 and 14 CFR Part 105 for information about parachute operations.

You can find hang glider operating rules on the Government Printing Office Electronic Code of Federal Regulations website.

What are the special considerations that need to be taken into account when flying drones near air force bases?

You can find testing requirements for a private pilot certificate in Regulation 14 CFR 61.103(d).

You can find information about the different classes of medical certificates and how long they are valid on our website.