FAA证书

浅谈民用运输类飞机FAA型号取证适航管理概述：本文对国产民用运输类飞机取得美国联邦航空局(FAA)的型号合格证(TC)的前提条件、取证路径、存在挑战与风险进行了初步研究与分析，并简要介绍了国产ARJ21新支线飞机的取证经验，对国产新型民用运输类飞机FAA型号取证适航管理工作有一定的指导和借鉴意义。

主题词：运输类飞机 FAA 取证适航管理1．引言随着国际民用飞机市场竞争的不断深入，各国航空运营企业对运输类飞机的安全性提出了更高的要求，研制一款符合国际适航标准的民用运输类飞机已成为国产民用飞机能否进入亚洲、非洲甚至欧美等航空市场的先决条件，也成为国内航空制造企业能否在未来与国际一流航空企业的竞争中取胜的关键因素。

为此，本文对美国进口运输类飞机的适航要求进行了研究，为国产民用运输类飞机申请和取得美国联邦航空局的型号合格证提供理论依据。

2. 国产飞机取得FAA-TC的前提美国对进口民用航空产品实行“双边许可制度”，即通过美国国务院与相应国家外交部签订《双边适航协定》。

美国联邦航空局(FAA)与民机产品出口国民用航空管理部门在《双边适航协定》框架下制定适航实施细则(IPA)。

在此前提下，出口国适航当局对出口的民用飞机进行适航审定并颁发TC后，由TC持证人通过出口国适航当局向美国FAA提出型号认可审查申请。

FAA完成型号认可审查并颁发TC后，产品才能进口到美国。

FAA对进口民用飞机型号合格证(TC)的具体批准程序和指南分别为ORDER 8110.52和咨询通告AC21-23B。

目前，我国与美国已签订《双边适航协定》，规定我国的小型民用飞机和部分机载设备可以出口到美国，但是不包括大型民用飞机，即CCAR25部运输类民用飞机。

目前，中国民用航空局（CAAC）正在积极争取扩大中美双边适航协定至运输类飞机的范围。

FAA也正在通过ARJ21新支线飞机项目平台开展对CAAC的“影子审查”。

综合分析，国产运输类飞机取得FAA型号合格证有如下两个前提条件：1.中美签署包含运输类飞机的双边适航协定；2.国产运输类飞机必须符合FAA 确定的审定基础的要求且飞机产品将出口至美国。

faa认证要求
FAA（美国联邦航空局）认证是指航空器、航空设备和航空公司必须满足的美国联邦航空局的标准和要求。

这些认证要求旨在确保航空运输的安全性和可靠性，以保护乘客和机组人员的生命和财产。

要获得FAA认证，航空器制造商必须遵守FAA的制造规定，包括设计、制造和测试程序的要求。

这些规定覆盖了从材料选择到最终装配的各个环节，并要求制造商建立质量管理体系，以确保产品符合FAA标准。

航空设备供应商也必须满足FAA的认证要求。

这些要求包括设备的适航性检查、维护和修理程序的规范，以及供应商的质量管理和技术能力的要求。

供应商需要取得FAA的适航性证书，以证明他们的产品和服务符合FAA的安全标准。

对于航空公司来说，FAA的认证是必须的，以确保他们的运营符合安全要求。

航空公司需要满足FAA的运营规定，包括飞行操作规程、飞行员训练和资质要求、飞机维护程序等。

航空公司还需要通过FAA的审核和检查，以确保他们的运营流程符合FAA的标准。

除了以上的基本认证要求，FAA还对特定类型的航空器和运营活动有特殊的认证要求。

例如，商业航空公司需要获得航空运输证书，以证明他们符合FAA的航空运输标准。

而飞行培训机构需要获得FAA的飞
行学校证书，以证明他们的培训程序和教员资质符合FAA的要求。

总之，FAA的认证要求是为了保证航空运输的安全和可靠性。

无论是航空器制造商、航空设备供应商还是航空公司，都需要遵守FAA的要求，并通过FAA的审核和检查，以获得认证。

这些认证要求确保了航空业的高标准和质量，为乘客和机组人员提供了更安全的飞行环境。

How Parts Are Made And CertifiedNote: The following is an introductory guideline to the sale of parts for installation in an aircraft. It is a summary only and does not cover all applicable laws, regulations, situations, exceptions, or sales. It is not meant to, nor does it, substitute for specific legal advice with respect to the installation of any particular part in any particular aircraft or with respect to any specific transaction involving the sale of any particular parts. Please consult your own advisors with respect to the installation of any particular parts in your aircraft.Commander Premier Aircraft Corporation wants all Commander owners to fly safely, responsibly, and in conformity with all FAA regulations. Among other things, this requires that an owner have a basic understanding of how and why the FAA regulates the aircraft parts business. While this is not meant to be a complete summary, or to cover all situations, it should help familiarize Commander owners with this area and provoke questions they can ask their A & P mechanics when installing parts in their own Commander aircraft.We want to help Commander owners avoid potential problems and liability that may result from the installation of uncertified parts in their aircraft. These are parts that are produced for sale, or purchased for resale, to Commander owners that are not produced under an FAA certification process. Those parts may appear to (and, it's possible that they could, in fact) be identical to parts that would be sold by the factory under an FAA approved Quality System. However, because such parts are manufactured and sold without being inspected under an FAA approved and monitored Quality System, there is no way that a buyer can be independently assured that such a part is in conformity with the aircraft’s design data or made from the materials specified in the design data.As a basic principal, no part may be sold for installation in an aircraft to be flown in the United States unless that part is made and sold under one or more authorizations issued by the FAA. If the part is sold by a factory with a type certificate for a particular aircraft, its sale may be covered by either a production certificate or parts manufacturing authority. Or, the factory may request that an FAA inspector come to the factory to inspect parts and compare them to specifications and drawings before they are shipped to assure their conformity with aircraft design data. A manufacturer that sells parts only to the factory (not directly to aircraft owners) may not be directly regulated by the FAA. However, if such a manufacturer wants to sell parts directly to aircraft owners (even parts originally produced for the design owner), then it must subject itself to the FAA regulatory process, obtain the required authorizations and maintain the required Quality System.The regulatory system is designed to assure an aircraft owner that a part sold for installation in a type certified aircraft was made to the original design data in all respects or to specifications specifically approved by the FAA. Often times people who sell illegal parts "redesign" the part (perhaps without changing their part number) because of eithercost considerations or because they think the change is unimportant or an improvement. They may also sell the part for less money than a factory certified part because they skip the high cost of the FAA approval process. This is especially true if the original manufacturer is no longer selling the part to the factory and is operating free of any factory surveillance program. Of course, without any FAA oversight, the part may not be as represented to the aircraft owner. The owner would have only the assurance of the private seller that the part is what it is represented to be. And, even if it is as represented, its sale for installation in an aircraft is still illegal because the part is undocumented and its conformity is not assured by an FAA approved Quality System.This would be true even if the owner buys the part from the same vendor as the one from whom the factory would buy the part for resale to owners. In such a case, it is the factory, not the manufacturer, that is directly regulated by the FAA. It is the responsibility of the factory to monitor the manufacturer (the FAA calls it “surveillance”) under specific FAA guidelines and the FAA oversees the quality of those parts through the factory and the surveillance program of the factory. (In effect, the FAA treats the factory as if the factory, not the manufacturer, produced those parts.) As a result, the factory cannot sell a part it purchases from a manufacturer without first inspecting that part to assure the aircraft owner (and the FAA) that the part meets the design data specifications. This process must be fully documented by the factory for every part shipped.When the manufacturer sells such a modified part directly to an aircraft owner, such part (while perhaps bearing the same part number as the one shown on the factory list of parts) will NOT conform to the aircraft design data. And, even if the part specifications have not been changed, and the part fully conforms to the original specifications, without proper documentation under an FAA certification process, it is illegal to install such part in an aircraft. Such a part will be deemed to be non-conforming because of the lack of documented compliance with an FAA approved Quality System.So, what must an aircraft manufacturer do under an FAA approved Quality System before it can ship a part to a customer for installation in an aircraft? First, the individual part must be inspected by the factory for conformity with the aircraft’s design data. To do that, the factory employee designated under the factory's Quality System must actually physically inspect the part and compare it to design specifications and drawings (or the factory must request that an FAA Inspector come to the factory to inspect the part). And, records of each such inspection must be maintained. That's how everyone who flies in an airplane in the United States can be assured that all aircraft with replacement parts (nearly all aircraft more than a year old) will continue to perform in accordance with the standards of their FAA approved type designs. This process costs the factory a substantial amount of money with respect to each part shipped (without regard to the cost of the part, itself). Obviously, the inspection and certification cost must be built into the price of factory parts. However, that's the only way the FAA can assure all of us who share the sky that the aircraft we fly, and those flying around us, are not going to fail because of substandard parts.The FAA takes the sale of unauthorized parts very seriously. The FAA will fine sellers of unauthorized parts up to $1,100 for each individual item sold. And, a plane with such parts installed may be considered by the FAA to no longer conform to the design data basis for the issuance of its airworthiness certificate. (Installing such a part in an aircraft is similar to modifying an aircraft without a Supplemental Type Certificate or specific FAA approval). This means that once such a part is installed in an aircraft, it may not be legal to fly the aircraft without a specific sign off from the FAA.The presence of an illegally sold part in your aircraft could also void your aircraft insurance under the terms of your policy, even if the accident is wholly unrelated to the illegal part. Once you modify an aircraft from its type design, you can't fly it under the airworthiness certificate issued for it as a type certified (vs. experimental) aircraft. Therefore, if you install an uncertified part you may be flying your plane without a valid airworthiness certificate (unless you get specific FAA approval for the modification). This may be an "out" under your aircraft insurance policy. Even if you get such approval from the FAA for the installation of such part, and it is legal to fly your aircraft, your aircraft may no longer be eligible for insurance as a type certified (vs. experimental) aircraft.Finally, because the installation of an illegally sold part can constitute a “modification” to the aircraft, the aircraft owner that installs such a part may thereafter be deemed to be the “manufacturer” of the aircraft for legal purposes. If the plane is ever in an accident, and a jury determines that there is manufacturer's liability for any reason (however unrelated to the part), the owner may be deemed to be “the manufacturer” of the aircraft and held responsible for that aircraft for all purposes. That could become even more important if the owner sells the aircraft with the illegal part in it and the buyer suffers an accident. We recognize that the absence of factory parts since Commander Aircraft Company stopped shipping parts in 2004 has created a tremendous hardship. We understand the frustration and desperation that this has caused among Commander owners who want to keep their aircraft flying. That is why the establishment of parts and maintenance operations are at the top of our priority list. With the move to our new location at Cape Girardeau now well under way, we hope to have our parts and service operations open for business around the first of the year.Unfortunately, when parts for any aircraft are in short supply and unavailable from a factory source, owner frustration creates an “opportunity” for others to fill the void with the illegal sale of parts. Because aircraft owners often do not understand the FAA requirements for manufacturing and selling replacement parts for aircraft, they may be tempted to buy parts that cannot legally be installed in their aircraft without specific FAA approval and without taking on substantial risk. We hope that this brief summary will prompt all Commander owners to learn more about this area so that they can avoid the pitfalls of installing illegally sold parts in their Commander aircraft.Notice: The foregoing is meant to promote the safe, responsible, and legal use of Commander aircraft. It is meant to promote awareness of the FAA regulatory system thatapplies to this area and to prompt further inquiry by responsible aircraft owners seeking parts for their aircraft. It is not meant to be a complete summary of this area of the law or to constitute legal advice. Neither is it meant to refer to any particular situation or to any particular party who may be selling parts for Commander aircraft (the Company having no direct knowledge that any particular party has engaged in the illegal sale of any particular part). Please be aware that NO PARTY HAS BEEN PROVIDED WITH PARTS by either Commander Premier Aircraft Corporation or CPAC, Inc. TO HOLD FOR SALE AS REPLACEMENT PARTS directly to owners of Commander aircraft. Any representation by any party to the contrary is untrue and should be brought to the attention of the FAA.。

1 机场使用细则
2 机场使用细则的获取和阅读
3 起飞和着陆数据的计算和使用
4 气象报告和预报、机场通播
5 气象报告和预报的获得
6 机场气象通播
7 燃油计划
8 各个航段计划使用燃油和飞行使用燃油总计
9 等待和改航到备降机场所需的燃油
10 备用燃油
11 飞行所需燃油总量
12 备降计划
7.9从巡航转入慢飞以不同空速飞行
7.10不同飞行姿态和功率组合的失速进入，在最初失速指示改出。和从完全失速中改出
7.11紧急程序和设备故障
7.12地面参考机动
7.13模拟发动机故障时进近到着陆区域
7.14滑翔到着陆
7.15保持飞行(go around)
详细规则请参考联邦航空法，具体规定在不同国家有不同的执行细节差别。
11 飞行必备文件
12 通用航空的相关规定
13 搜寻援救和事故调查
14 法律责任
15 中华人民共和国飞行基本规则
16 颁发部门及时间
17 立法依据和法律地位
18 约束范围及颁发目的
19 空域管理的相关规定
20 飞行管制的概念、内容及实施办法
21 机场区域内飞行的相关规定
22 航路和航线飞行的相关规定
48 执照的有效期（包括仪表运行许可）
49 体检合格证的要求和有效期
50 航空器等级限制和附加训练要求
51 无线电通信资格
52 一般规定
53 增加等级和特殊规定
54 学生驾驶员执照的相关细化规定
55 私用驾驶员执照的相关细化规定
56 罚则
57 一般运行和飞行规则（CCAR-91）