70344 Federal Register / Vol. 88, No. 195 / Wednesday, October 11, 2023 / Rules and Regulations 

the joint venture commensurate with 

the work performed by them, or a 

percentage agreed to by the parties to 

the joint venture whereby the small 

business participant(s) receive profits 

from the joint venture that exceed the 

percentage commensurate with the work 

performed by them, and that at the 

termination of a joint venture, any funds 

remaining in the joint venture bank 

account shall be distributed according 

to the percentage of ownership; 

* * * * * 

Larry Stubblefield, 

Acting Associate Administrator, Government 

Contracting and Business Development. 

[FR Doc. 2023–22370 Filed 10–10–23; 8:45 am] 

BILLING CODE 8026–09–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 21 

[Docket No. FAA–2023–0623] 

Policy for Type Certification of Very 

Light Airplanes as a Special Class of 

Aircraft 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notification of policy. 

SUMMARY: The FAA announces the 

policy for the type certification of Very 

Light Airplanes (VLA) as a special class 

of aircraft under the Federal Aviation 

Regulations. 

DATES: This policy is effective October 

11, 2023. 

FOR FURTHER INFORMATION CONTACT: 

Hieu Nguyen, Product Policy 

Management, AIR–62B, Policy and 

Standards Division, Aircraft 

Certification Service, Federal Aviation 

Administration; telephone 816–329– 

4123; email hieu.nguyen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

policy, which published in the Federal 

Register on August 9, 2023 (88 FR 

53815). The FAA received comments 

from two commenters. The comments 

are available to view in Docket No. 

FAA–2023–0623 at 

www.regulations.gov. 

Discussion of Comments 

The FAA received one comment from 

an individual that was unrelated to the 

notice and outside the scope of the 

proposed policy. The other comment 

was a request from the General Aviation 

Manufacturers Association asking for a 

30-day extension to the comment 

period. However, the FAA did not 

extend the comment period. The FAA 

chose a 30-day comment period because 

it balances the need to have a final 

policy available for applicants with the 

need for interested persons to have time 

to comment on the proposed policy. The 

FAA determined that a 30-day comment 

period provided adequate time for 

interested persons to submit comments 

and that it would not be in the public 

interest to extend the comment period. 

Authority Citation 

The authority citations for these 

airworthiness criteria are as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

Policy 

The FAA will continue to allow type 

certification of VLA as a special class of 

aircraft under 14 CFR 21.17(b) using 

CS–VLA or JAR–VLA requirements, 

while also allowing eligibility for 

certification as a normal category 

airplane in accordance with part 23 

using accepted means of compliance. 

The FAA accepts CS–VLA and JAR– 

VLA airworthiness criteria as providing 

an equivalent level of safety under 

§ 21.17(b) special class type certification 

of VLA airplanes. The FAA will 

consider proposals for airplane designs 

that differ from the VLA limits defined 

in AC 21.17–3 for type certification as 

a special class of aircraft under 

§ 21.17(b), provided the VLA were 

certificated to the JAR–VLA or CS–VLA 

requirements plus additional 

airworthiness criteria the FAA finds 

appropriate and applicable for the 

proposed design. Additional design 

requirements may include but are not 

limited to the airworthiness criteria 

identified in the following paragraphs. 

Other additional airworthiness criteria 

may be required to address specific 

design proposals. 

Advanced Avionic Displays 

If the airplane has advanced avionic 

displays installed, the following 

requirements from 14 CFR part 23 

apply: 

• 14 CFR 23.1307 at amendment 23– 

49, Miscellaneous Equipment. 

• 14 CFR 23.1311 at amendment 23– 

62, Electronic Display Instrument 

Systems. 

• 14 CFR 23.1321 at amendment 23– 

49, Arrangement and Visibility. 

• 14 CFR 23.1359 at amendment 23– 

49, Electrical System Fire Protection. 

Winglets 

If the airplane has any outboard fins 

or winglets installed, the design must 

comply with JAR 23.445. 

Engine Mount to Composite Airframe 

VLA.001 

The requirements in this section are 

applicable to airplanes with an engine 

mounting to composite airframe. Tests 

must be performed that demonstrate 

that the interface between the metallic 

engine mount and the glass fiber 

reinforced plastic fuselage withstand a 

fire for 15 minutes while carrying loads 

under the following conditions: 

(a) With one lost engine mount fitting 

the loads are distributed over the 

remaining three engine mount fittings. 

The most critical of these fittings must 

be chosen for the test. 

The loads are: 

(1) In Z-direction the mass of the 

propulsion unit multiplied by a 

maneuvering load factor resulting from 

a 30° turn for 15 minutes, superimposed 

by a maneuvering load of 3 seconds 

representing the maximum positive 

limit maneuvering load factor of n=3.8 

from JAR–VLA 337(a). 

(2) In X-direction the engine 

propulsion force at maximum 

continuous power for 5 minutes. 

(b) The flame to which the component 

test arrangement is subjected must 

provide a temperature of 500 °C within 

the target area. 

(c) The flame must be large enough to 

maintain the required temperature over 

the entire test zone, i.e., the fitting on 

the engine compartment side. 

(d) It must be shown that the test 

equipment, e.g., burner and 

instrumentation are of sufficient power, 

size, and precision to yield the test 

requirements arising from paragraphs (a) 

through (c) of this section. 

Night-VFR Operations 

VLA.005 

The requirements in sections VLA.005 

through VLA.105 are applicable to 

airplanes with a single engine (spark- or 

compression-ignition) having not more 

than two seats, with a maximum 

certificated takeoff weight of not more 

than 750 kg and a stalling speed in the 

landing configuration of not more than 

83 km/h (45 knots)(CAS), to be 

approved for day-VFR [visual flight 

rules] or for day-and night-VFR. 

VLA.010 

(a) Any short period oscillation not 

including combined lateral-directional 

oscillations occurring between the 

stalling speed and the maximum 

allowable speed appropriate to the 


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1CS–E amendment 6: Certification Specifications 

and Acceptable Means of Compliance for Engines 

can be found in Docket No. FAA–2023–0623 at 

https://www.regulations.gov. 

2CS–P amendment 2: Certification Specifications 

and Acceptable Means of Compliance for Propellers 

can be found in Docket FAA–2023–0623 at https:// 

www.regulations.gov. 

3CS–22 amendment 3: Certification 

Specifications, Acceptable Means of Compliance 

and Guidance Material for Sailplanes and Powered 

Sailplanes can be found in Docket No. FAA–2023– 

0623 at https://www.regulations.gov. 

configuration of the airplane must be 

heavily damped with the primary 

controls— 

(1) Free; and 

(2) In a fixed position. 

(b) Any combined lateral-directional 

oscillations (‘‘Dutch roll’’) occurring 

between the stalling speed and the 

maximum allowable speed appropriate 

to the configuration of the airplane must 

be damped to 1/10 amplitude in 7 

cycles with the primary controls— 

(1) Free; and 

(2) In a fixed position. 

(c) Any long period oscillation of the 

flight path (phugoid) must not be so 

unstable as to cause an unacceptable 

increase in pilot workload or otherwise 

endanger the airplane. When under the 

conditions specified in CS–VLA 175, 

the longitudinal control force required 

to maintain speeds differing from the 

trimmed speed by at least plus or minus 

15% is suddenly released, the response 

of the airplane must not exhibit any 

dangerous characteristics nor be 

excessive in relation to the magnitude of 

the control force released. 

VLA.015 

The pilot compartment must be free 

from glare and reflections that could 

interfere with the pilot’s vision under 

all operations for which the certification 

is requested. The pilot compartment 

must be designed so that— 

(a) The pilot’s view is sufficiently 

extensive, clear, and undistorted, for 

safe operation; 

(b) The pilot is protected from the 

elements so that moderate rain 

conditions do not unduly impair the 

pilot’s view of the flight path in normal 

flight and while landing; and 

(c) Internal fogging of the windows 

covered under paragraph (a) of this 

section can be easily cleared by the pilot 

unless means are provided to prevent 

fogging. 

VLA.020 

(a) The airplane must be so designed 

that unimpeded and rapid escape is 

possible in any normal and crash 

attitude. 

(b) The opening system must be 

designed for simple and easy operation. 

It must function rapidly and be 

designed so that it can be operated by 

each occupant strapped in their seat, 

and also from outside the cockpit. 

Reasonable provisions must be provided 

to prevent jamming by fuselage 

deformation. 

(c) The exit must be marked for easy 

location and operation even in darkness. 

VLA.025 

(a) The engine must meet the 

specifications of CS–E, amendment 6,1

or 14 CFR part 33, amendment 33–36, 

for night-VFR operation. 

(b) Restart capability. An altitude and 

airspeed envelope must be established 

for the airplane for in-flight engine 

restarting and the installed engine must 

have a restart capability within that 

envelope. 

VLA.030 

(a) For day-VFR operation, the 

propeller must meet the specifications 

of CS–22 Subpart J, amendment 3. For 

night-VFR operations the propeller and 

its control system must meet the 

specifications of CS–P, amendment 2,2

or 14 CFR part 35, amendment 35–10, 

except for fixed pitch propellers, for 

which CS–22 3 subpart J is sufficient. 

(b) Engine power and propeller shaft 

rotational speed may not exceed the 

limits for which the propeller is 

certificated or approved. 

VLA.035 

If an air filter is used to protect the 

engine against foreign material particles 

in the induction air supply— 

(a) Each air filter must be capable of 

withstanding the effects of temperature 

extremes, rain, fuel, oil, and solvents to 

which it is expected to be exposed in 

service and maintenance; and 

(b) Each air filter must have a design 

feature to prevent material separated 

from the filter media from re-entering 

the induction system and interfering 

with proper fuel metering operation. 

VLA.040 

(a) Each exhaust system must ensure 

safe disposal of exhaust gases without 

fire hazard or carbon monoxide 

contamination in the personnel 

compartment. 

(b) Each exhaust system part with a 

surface hot enough to ignite flammable 

fluids or vapours must be located or 

shielded so that leakage from any 

system carrying flammable fluids or 

vapours will not result in a fire caused 

by impingement of the fluids or vapours 

on any part of the exhaust system 

including shields for the exhaust 

system. 

(c) Each exhaust system component 

must be separated by fireproof shields 

from adjacent flammable parts of the 

airplane that are outside the engine 

compartment. 

(d) No exhaust gases may discharge 

dangerously near any fuel or oil system 

drain. 

(e) Each exhaust system component 

must be ventilated to prevent points of 

excessively high temperature. 

(f) Each exhaust heat exchanger must 

incorporate means to prevent blockage 

of the exhaust port after any internal 

heat exchanger failure. 

(g) No exhaust gases may be 

discharged where they will cause a glare 

seriously affecting the pilot’s vision at 

night. 

VLA.045 

(a) The power or supercharger control 

must give a positive and immediate 

responsive means of controlling its 

engine or supercharger. 

(b) If a power control incorporates a 

fuel shut-off feature, the control must 

have a means to prevent the inadvertent 

movement of the control into the shutoff position. The means must— 

(1) Have a positive lock or stop at the 

idle position; and 

(2) Require a separate and distinct 

operation to place the control in the 

shut-off position. 

(c) Each power or thrust control must 

be designed so that if the control 

separates at the engine fuel metering 

device, the airplane is capable of 

continuing safe flight and landing. 

VLA.050 

(a) The control must require a 

separate and distinct operation to move 

the control toward lean or shut-off 

position. 

(b) Each manual engine mixture 

control must be designed so that, if the 

control separates at the engine fuel 

metering device, the airplane is capable 

of continuing safe flight and landing. 

VLA.055 

If warning, caution, or advisory lights 

are installed in the cockpit, they must 

be— 

(a) Red, for warning lights (lights 

indicating a hazard which may require 

immediate corrective action); 

(b) Amber, for caution lights (lights 

indicating the possible need for future 

corrective action); 

(c) Green, for safe operation lights; 

and 

(d) Any other color, including white, 

for lights not described in paragraphs (a) 

through (c) of this section, provided the 


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color differs sufficiently from the colors 

prescribed in paragraphs (a) through (c) 

of this section to avoid possible 

confusion. 

(e) If warning, caution, or advisory 

lights are installed in the cockpit, they 

must be effective under all probable 

cockpit lighting conditions. 

VLA.060 

(a) Each instrument provided with 

static pressure case connections must be 

so vented that the influence of airplane 

speed, the opening and closing of 

windows, moisture, or other foreign 

matter, will not significantly affect the 

accuracy of the instruments. 

(b) The design and installation of a 

static pressure system must be such 

that— 

(1) Positive drainage of moisture is 

provided; 

(2) Chafing of the tubing, and 

excessive distortion or restriction at 

bends in the tubing, is avoided; and 

(3) The materials used are durable, 

suitable for the purpose intended, and 

protected against corrosion. 

(c) Each static pressure system must 

be calibrated in flight to determine the 

system error. The system error, in 

indicated pressure altitude, at sea-level, 

with a standard atmosphere, excluding 

instrument calibration error, may not 

exceed ±9 m (±30 ft) per 185 km/h (100 

knots) speed for the appropriate 

configuration in the speed range 

between 1.3 VSO with flaps extended 

and 1.8 VS1 with flaps retracted. 

However, the error need not be less than 

±9 m (±30 ft). 

VLA.065 

For each airplane— 

(a) Each gyroscopic instrument must 

derive its energy from power sources 

adequate to maintain its required 

accuracy at any speed above the best 

rate-of-climb speed; 

(b) Each gyroscopic instrument must 

be installed so as to prevent malfunction 

due to rain, oil, and other detrimental 

elements; and 

(c) There must be a means to indicate 

the adequacy of the power being 

supplied to the instruments. 

(d) For Night VFR operation there 

must be at least two independent 

sources of power and a manual or an 

automatic means to select each power 

source for each instrument that uses a 

power source. 

VLA.070 

(a) Electrical system capacity. Each 

electrical system must be adequate for 

the intended use. In addition— 

(1) Electric power sources, their 

transmission cables, and their 

associated control and protective 

devices, must be able to furnish the 

required power at the proper voltage to 

each load circuit essential for safe 

operation; and 

(2) Compliance with paragraph (a)(l) 

of this section must be shown by an 

electrical load analysis, or by electrical 

measurements, that account for the 

electrical loads applied to the electrical 

system in probable combinations and 

for probable durations. 

(b) Functions. For each electrical 

system, the following apply: 

(1) Each system, when installed, must 

be— 

(i) Free from hazards in itself, in its 

method of operation, and in its effects 

on other parts of the airplane; 

(ii) Protected from fuel, oil, water, 

other detrimental substances, and 

mechanical damage; and 

(iii) So designed that the risk of 

electrical shock to occupants and 

ground personnel is reduced to a 

minimum. 

(2) Electric power sources must 

function properly when connected in 

combination or independently. 

(3) No failure or malfunction of any 

electric power source may impair the 

ability of any remaining source to 

supply load circuits essential for safe 

operation. 

(4) Each electric power source control 

must allow the independent operation 

of each source, except that controls 

associated with alternators that depend 

on a battery for initial excitation or for 

stabilization need not break the 

connection between the alternator and 

its battery. 

(5) Each generator must have an 

overvoltage control designed and 

installed to prevent damage to the 

electrical system, or to equipment 

supplied by the electrical system, that 

could result if that generator were to 

develop an overvoltage condition. 

(d) Instruments. There must be a 

means to indicate to the pilot that the 

electrical power supplies are adequate 

for safe operation. For direct current 

systems, an ammeter in the battery 

feeder may be used. 

(e) Fire resistance. Electrical 

equipment must be so designed and 

installed that in the event of a fire in the 

engine compartment, during which the 

surface of the firewall adjacent to the 

fire is heated to 1,100 °C for 5 minutes 

or to a lesser temperature substantiated 

by the applicant, the equipment 

essential to continued safe operation 

and located behind the firewall will 

function satisfactorily and will not 

create an additional fire hazard. This 

may be shown by test or analysis. 

(f) External power. If provisions are 

made for connecting external power to 

the airplane, and that external power 

can be electrically connected to 

equipment other than that used for 

engine starting, means must be provided 

to ensure that no external power supply 

having a reverse polarity, or a reverse 

phase sequence, can supply power to 

the airplane’s electrical system. The 

location must allow such provisions to 

be capable of being operated without 

hazard to the airplane or persons. 

VLA.075 

(a) Each storage battery must be 

designed and installed as prescribed in 

this section. 

(b) Safe cell temperatures and 

pressures must be maintained during 

any probable charging and discharging 

condition. No uncontrolled increase in 

cell temperature may result when the 

battery is recharged (after previous 

complete discharge)— 

(1) At maximum regulated voltage or 

power; 

(2) During a flight of maximum 

duration; and 

(3) Under the most adverse cooling 

condition likely to occur in service. 

(c) Compliance with paragraph (b) of 

this section must be shown by tests 

unless experience with similar batteries 

and installations has shown that 

maintaining safe cell temperatures and 

pressures presents no problem. 

(d) No explosive or toxic gases 

emitted by any battery in normal 

operation, or as the result of any 

probable malfunction in the charging 

system or battery installation, may 

accumulate in hazardous quantities 

within the airplane. 

(e) No corrosive fluids or gases that 

may escape from the battery may 

damage surrounding structures or 

adjacent essential equipment. 

(f) Each nickel cadmium battery 

installation capable of being used to 

start an engine or auxiliary power unit 

must have provisions to prevent any 

hazardous effect on structure or 

essential systems that may be caused by 

the maximum amount of heat the 

battery can generate during a short 

circuit of the battery or of its individual 

cells. 

(g) Nickel cadmium battery 

installations capable of being used to 

start an engine or auxiliary power unit 

must have— 

(1) A system to control the charging 

rate of the battery automatically so as to 

prevent battery overheating; 

(2) A battery temperature sensing and 

over-temperature warning system with a 

means for disconnecting the battery 


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from its charging source in the event of 

an overtemperature condition; or 

(3) A battery failure sensing and 

warning system with a means for 

disconnecting the battery from its 

charging source in the event of battery 

failure. 

(h) In the event of a complete loss of 

the primary electrical power generating 

system, the battery must be capable of 

providing 30 minutes of electrical 

power to those loads that are essential 

to continued safe flight and landing. 

The 30-minute time period includes the 

time needed for the pilot(s) to recognize 

the loss of generated power and to take 

appropriate load shedding action. 

VLA.080 

The instrument lights must— 

(a) Make each instrument and control 

easily readable and discernible; 

(b) Be installed so that their direct 

rays, and rays reflected from the 

windshield or other surface, are 

shielded from the pilot’s eyes; and 

(c) Have enough distance or insulating 

material between current carrying parts 

and the housing so that vibration in 

flight will not cause shorting. (A cabin 

dome light is not an instrument light.) 

VLA.085 

Each taxi and landing light must be 

designed and installed so that— 

(a) No dangerous glare is visible to the 

pilots; 

(b) The pilot is not seriously affected 

by halation; 

(c) It provides enough light for night 

operations; and 

(d) It does not cause a fire hazard in 

any configuration. 

VLA.090 

(a) Electronic equipment and 

installations must be free from hazards 

in themselves, in their method of 

operation, and in their effects on other 

components. 

(b) For operations for which 

electronic equipment is required, 

compliance must be shown with CS– 

VLA 1309. 

VLA.095 

(a) A placard meeting the 

requirements of this section must be 

installed on or near the magnetic 

direction indicator. 

(b) The placard must show the 

calibration of the instrument in level 

flight with the engine operating. 

(c) The placard must state whether the 

calibration was made with radio 

receivers on or off. 

(d) Each calibration reading must be 

in terms of magnetic headings in not 

more than 30° increments. 

(e) If a magnetic non-stabilized 

direction indicator can have a deviation 

of more than 10° caused by the 

operation of electrical equipment, the 

placard must state which electrical 

loads, or combination of loads, would 

cause a deviation of more than 10° when 

turned on. 

VLA.100 

The following placards must be 

plainly visible to the pilot: 

(a) A placard stating the following 

airspeeds (IAS): 

(1) Design maneuvering speed, VA; 

(2) The maximum landing gear 

operating speed, VLO. 

(b) A placard stating the following 

approved operation: 

(1) For day-VFR only operation, a 

placard stating, ‘‘This airplane is 

classified as a very light airplane 

approved for day-VFR only, in non-icing 

conditions. All aerobatic maneuvers, 

including intentional spinning, are 

prohibited. See Flight Manual for other 

limitations.’’ 

(2) If night-VFR operation is 

approved, a placard stating, ‘‘This 

airplane is classified as a very light 

airplane approved for day- and nightVFR operation, in non-icing conditions. 

All aerobatic maneuvers, including 

intentional spinning, are prohibited. See 

Flight Manual for other limitations.’’ 

VLA.105 

(a) Airspeed limitations. The 

following information must be 

furnished— 

(1) Information necessary for the 

marking of the airspeed limits on the 

indicator, as required in CS–VLA 1545, 

and the significance of the color coding 

used on the indicator. 

(2) The speeds VA, VLO, VLE

(maximum landing gear extended 

speed) where appropriate. 

(b) Weights. The following 

information must be furnished: 

(1) The maximum weight. 

(2) Any other weight limits, if 

necessary. 

(c) Center of gravity. The established 

c.g. limits required by CS–VLA 23 must 

be furnished. 

(d) Maneuvers. Authorized maneuvers 

established in accordance with CS–VLA 

3 must be furnished. 

(e) Flight load factors. Maneuvering 

load factors: the following must be 

furnished— 

(1) The factors corresponding to point 

A and point C in the figure for CS–VLA 

333(b), stated to be applicable at VA. 

(2) The factors corresponding to point 

D and point E of figure 1 of CS–VLA 

333(b) to be applicable at never exceed 

speed, VNE. 

(3) The factor with wing flaps 

extended as specified in CS–VLA 345. 

(f) The kinds of operation (day-VFR or 

day- and night-VFR, whichever is 

applicable) in which the airplane may 

be used, must be stated. The minimum 

equipment required for the operation 

must be listed. 

(g) Powerplant limitations. The 

following information must be 

furnished: 

(1) Limitation required by CS–VLA 

1521. 

(2) Information necessary for marking 

the instruments required by CS–VLA 

1549 through 1551. 

(3) Fuel and oil designation. 

(4) For two-stroke engines, fuel/oil 

ratio. 

(h) Placards. Placards required by CS– 

VLA 1555 through 1561 must be 

presented. 

Increased Maximum Certificated 

Takeoff Weight and Increased Stall 

Speed 

VLA.110 

If the maximum certificated takeoff 

weight is higher than 750 kg, but not 

more than 850 kg, the requirements in 

sections VLA.120 through VLA.210 

apply. 

VLA.115 

If the stall speed in landing 

configuration is higher than 45 knots, 

but not more than 50 knots (CAS), the 

requirements in section VLA.120 

through VLA.210 apply. 

VLA.120 

The maximum horizontal distance 

traveled in still air, in km per 1,000 m 

(nautical miles per 1,000 ft) of altitude 

lost in a glide, and the speed necessary 

to achieve this, must be determined 

with the engine inoperative and its 

propeller in the minimum drag position, 

and landing gear and wing flaps in the 

most favorable available position. 

VLA.125 

(a) Each seat is to be equipped with 

at least a 4-point harness system; 

(b) The applicant shall evaluate the 

head strike path with validated 

methods, and minimize the risk of 

injury in case of a head contact with the 

aircraft structure or interior. 

(c) The design shall provide 

reasonable precautions to minimize the 

lumbar compression loads experienced 

by occupants in survivable crash 

landings; 

(d) Each seat/harness system shall be 

statically tested to an ultimate inertia 

load factor of 18g forward, considering 

an occupant’s mass of 77 kg. The lapbelt 

should react 60% of this load, and the 


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upper torso restraint should react 40% 

of this load. 

VLA.130 

(a) The airplane, although it may be 

damaged in emergency landing 

conditions, must be designed as 

prescribed in this section to protect each 

occupant under those conditions. 

(b) The structure must be designed to 

give each occupant reasonable chances 

of escaping injury in a minor crash 

landing when— 

(1) Proper use is made of seat belts 

and shoulder harnesses; and 

(2) The occupant experiences the 

ultimate inertia forces listed below: 

(i) Upward 3.0g 

(ii) Forward 9.0g 

(iii) Sideward 1.5g. 

(c) Each item of mass within the cabin 

that could injure an occupant if it came 

loose must be designed for the ultimate 

inertia load factors: 

(1) Upward, 3.0g; 

(2) Forward, 18.0g; and 

(3) Sideward, 4.5g. 

Engine mount and supporting 

structure are included in the above 

analysis if they are installed behind and 

above the seating compartment. 

(d) The structure must be designed to 

protect the occupants in a complete 

turnover, assuming, in the absence of a 

more rational analysis— 

(1) An upward ultimate inertia force 

of 3g; and 

(2) A coefficient of friction of 0.5 at 

the ground. 

(e) Each airplane with retractable 

landing gear must be designed to protect 

each occupant in a landing— 

(1) With the wheels retracted; 

(2) With moderate descent velocity; 

and 

(3) Assuming, in the absence of a 

more rational analysis; 

(i) A downward ultimate inertia force 

of 3g; and 

(ii) A coefficient of friction of 0.5 at 

the ground. 

VLA.135 

(a) Each baggage compartment must 

be designed for its placarded maximum 

weight of contents and for the critical 

load distributions at the appropriate 

maximum load factors corresponding to 

the flight and ground load conditions 

for the airplane. 

(b) There must be means to prevent 

the contents of any baggage 

compartment from becoming a hazard 

by shifting, and to protect any controls, 

wiring, lines, equipment, or accessories 

whose damage of failure would affect 

safe operations. 

(c) Baggage compartments must be 

constructed of materials which are at 

least flame resistant. 

(d) Designs which provide for baggage 

to be carried must have means to protect 

the occupants from injury under the 

ultimate inertia forces specified in CS– 

VLA 561(b)(2). 

(e) If there is no structure between 

baggage and occupant compartments, 

the baggage items located behind the 

occupants and those which might 

become a hazard in a crash must be 

secured for 1.33 × 18g. 

VLA.140 

(a) General. For each airplane, the 

following information must be 

furnished: 

(1) The takeoff distance determined 

under CS–VLA 51, the airspeed at the 

15 m height, the airplane configuration 

(if pertinent), the kind of surface in the 

tests, and the pertinent information with 

respect to cowl flap position, use of 

flight path control devices, and use of 

the landing gear retraction system. 

(2) The landing distance determined 

under CS–VLA 75, the airplane 

configuration (if pertinent), the kind of 

surface used in the tests, and the 

pertinent information with respect to 

flap position and the use of flight path 

control devices. 

(3) The steady rate or gradient of 

climb determined under CS–VLA 65 

and 77, the airspeed, power, and the 

airplane configuration. 

(4) The calculated approximate effect 

on takeoff distance (paragraph (a)(1) of 

this section), landing distance 

(paragraph (a)(2) of this section), and 

steady rates of climb (paragraph (a)(3) of 

this section), of variations in altitude 

and temperature. 

(5) The maximum atmospheric 

temperature at which compliance with 

the cooling provisions of CS–VLA 1041 

through 1047 is shown. 

(6) The glide performance determined 

under VLA.120. 

(b) Skiplanes. For skiplanes, a 

statement of the approximate reduction 

in climb performance may be used 

instead of new data for skiplane 

configuration, if— 

(1) The landing gear is fixed in both 

landplane and skiplane configurations; 

(2) The climb requirements are not 

critical; and 

(3) The climb reduction in the 

skiplane configurations is small (0.15 to 

0.25 m/s (30 to 50 feet per minute)). 

(c) The following information 

concerning normal procedures must be 

furnished: 

(1) The demonstrated crosswind 

velocity and procedures and 

information pertinent to operation of the 

airplane in crosswinds, and 

(2) The airspeeds, procedures, and 

information pertinent to the use of the 

following airspeeds: 

(i) The recommended climb speed 

and any variation with altitude. 

(ii) VX (speed for best angle of climb) 

and any variation with altitude. 

(iii) The approach speeds, including 

speeds for transition to the balked 

landing condition. 

(d) An indication of the effect on 

takeoff distance of a grass surface as 

determined from at least one takeoff 

measurement on short mown dry grass 

must be furnished. 

VLA.145 

(a) The rotation speed VR, is the speed 

at which the pilot makes a control input 

with the intention of lifting the airplane 

out of contact with the runway. 

(b) VR must not be less than stalling 

speed, VS1. 

(c) The Airplane Flight Manual must 

provide the rotation speed established 

above for normal takeoff procedures. 

If an Equivalent Level of Safety 

(ELOS) to CS–VLA 1143(g) and CS–VLA 

1147(b) is requested, VLA.150 and 

VLA.155 are applicable. 

VLA.150 

Power or supercharger control 

attachment design must include: 

(a) Features which are not likely to 

separate in flight (i.e., a large loadbearing washer adjacent to the outside 

face of the power control cable rod end 

fitting which attaches to the fuelmetering device); 

(b) Mandatory inspection intervals; 

(c) Inspection procedures; 

(d) Component replacement criteria. 

VLA.155 

Mixture control attachment design 

must include: 

(a) Features which are not likely to 

separate in flight (i.e., a large loadbearing washer adjacent to the outside 

face of the power control cable rod end 

fitting which attaches to the fuelmetering device); 

(b) Mandatory inspection intervals; 

(c) Inspection procedures; 

(d) Component replacement criteria. 

VLA.160 

(a) For an airplane with 

independently controlled roll and 

directional controls, it must be possible 

to produce and to correct roll by 

unreversed use of the rolling control 

and to produce and to correct yaw by 

unreversed use of the directional 

control, up to the time the airplane 

stalls. 

(b) For an airplane with 

interconnected lateral and directional 

controls (2 controls) and for an airplane 

with only one of these controls, it must 

be possible to produce and correct roll 


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by unreversed use of the rolling control 

without producing excessive yaw, up to 

the time the airplane stalls. 

(c) The wing level stall characteristics 

of the airplane must be demonstrated in 

flight as follows: The airplane speed 

must be reduced with the elevator 

control until the speed is slightly above 

the stalling speed, then the elevator 

control must be pulled back so that the 

rate of speed reduction will not exceed 

1.9 km/h (one knot) per second until a 

stall is produced, as shown by an 

uncontrollable downward pitching 

motion of the airplane, or until the 

control reaches the stop. Normal use of 

the elevator control for recovery is 

allowed after the control has been held 

against the stop for not less than two 

seconds. 

(d) Except where made inapplicable 

by the special features of a particular 

type of airplane, the following apply to 

the measurement of loss of altitude 

during a stall: 

(1) The loss of altitude encountered in 

the stall (power on or power off) is the 

change in altitude (as observed on the 

sensitive altimeter testing installation) 

between the altitude at which the 

airplane pitches and the altitude at 

which horizontal flight is regained. 

(2) If power or thrust is required 

during stall recovery, the power or 

thrust used must be that which would 

be used under the normal operating 

procedures selected by the applicant for 

this maneuver. However, the power 

used to regain level flight may not be 

applied until flying control is regained. 

(e) During the recovery part of the 

maneuver, it must be possible to prevent 

more than 15° of roll or yaw by the 

normal use of controls. 

(f) Compliance with the requirements 

of this section must be shown under the 

following conditions: 

(1) Wing flaps. Retracted, fully 

extended and each intermediate normal 

operating position; 

(2) Landing gear. Retracted and 

extended; 

(3) Cowl flaps. Appropriate to 

configuration; 

(4) Power 

(i) Power off; and 

(ii) 75% maximum continuous power. 

If the power-to-weight ratio at 75% of 

maximum continuous power results in 

extreme nose-up attitudes, the test may 

be carried out with the power required 

for level flight in the landing 

configuration at maximum landing 

weight and a speed of 1.4 stalling speed, 

VS0, but the power may not be less than 

50% maximum continuous power. 

(5) Trim. The airplane trimmed at a 

speed as near 1.5 VS1 as practicable. 

(6) Propeller. Full increase rpm 

position for the power off condition. 

VLA.165 

Turning flight and accelerated stalls 

must be demonstrated in tests as 

follows: 

(a) Establish and maintain a 

coordinated turn in a 30° bank. Reduce 

speed by steadily and progressively 

tightening the turn with the elevator 

until the airplane is stalled or until the 

elevator has reached its stop. The rate of 

speed reduction must be constant, 

and— 

(1) For a turning flight stall, may not 

exceed 1.9 km/h (one knot) per second; 

and 

(2) For an accelerated stall, be 5.6 to 

9.3 km/h (3 to 5 knots) per second with 

steadily increasing normal acceleration. 

(b) When the stall has fully developed 

or the elevator has reached its stop, it 

must be possible to regain level flight by 

normal use of controls and without— 

(1) Excessive loss of altitude; 

(2) Undue pitchup; 

(3) Uncontrollable tendency to spin; 

(4) Exceeding 60° of roll in either 

direction from the established 30° bank; 

and 

(5) For accelerated entry stalls, 

without exceeding the maximum 

permissible speed or the allowable limit 

load factor. 

(c) Compliance with the requirements 

of this section must be shown with— 

(1) Wing Flaps. Retracted and fully 

extended for turning flight and 

accelerated entry stalls, and 

intermediate, if appropriate, for 

accelerated entry stalls; 

(2) Landing Gear. Retracted and 

extended; 

(3) Cowl Flaps. Appropriate to 

configuration; 

(4) Power. 75% maximum continuous 

power. If the power-to-weight ratio at 

75% of maximum continuous power 

results in extreme nose-up attitudes, the 

test may be carried out with the power 

required for level flight in the landing 

configuration at maximum landing 

weight and a speed of 1.4 VS0, but the 

power may not be less than 50% 

maximum continuous power. 

(5) Trim. 1.5 VS1 or minimum trim 

speed, whichever is higher. 

VLA.170 

(a) Three-control airplanes. The 

stability requirements for three-control 

airplanes are as follows: 

(1) The static directional stability, as 

shown by the tendency to recover from 

a skid with the rudder free, must be 

positive for any landing gear and flap 

position appropriate to the takeoff, 

climb, cruise, and approach 

configurations. This must be shown 

with power up to maximum continuous 

power, and at speeds from 1.2 VS1 up to 

maximum allowable speed for the 

condition being investigated. The angle 

of skid for these tests must be 

appropriate to the type of airplane. At 

larger angles of skid up to that at which 

full rudder is used or a control force 

limit in CS–VLA 143 is reached, 

whichever occurs first, and at speeds 

from 1.2 VS1 to VA, the rudder pedal 

force must not reverse. 

(2) The static lateral stability, as 

shown by the tendency to raise the low 

wing in a slip, must not be negative for 

any landing gear and flap positions. 

This must be shown with power up to 

75% of maximum continuous power at 

speeds above 1.2 VS1, up to the 

maximum allowable speed for the 

configuration being investigated. The 

static lateral stability may not be 

negative at 1.2 VS1. The angle of slip for 

these tests must be appropriate to the 

type of airplane, but in no case may the 

slip angle be less than that obtainable 

with 10° of bank. 

(3) In straight, steady slips at 1.2 VS1

for any landing gear and flap positions, 

and for power conditions up to 50% of 

maximum continuous power, the rudder 

control movements and forces must 

increase steadily (but not necessarily 

linearly) as the angle of slip is increased 

up to the maximum appropriate to the 

type of airplane. At larger slip angles up 

to the angle at which full rudder or 

aileron control is used or a control force 

limit contained in CS–VLA 143 is 

obtained, aileron control movements 

and forces must not reverse. Enough 

bank must accompany slipping to hold 

a constant heading. Rapid entry into, or 

recovery from, a maximum slip may not 

result in uncontrollable flight 

characteristics. The applicant must 

demonstrate that lateral static stability 

characteristics do not result in any 

unsafe handling qualities. 

(b) Two-control (or simplified control) 

airplanes. The stability requirements for 

two-control airplanes are as follows: 

(1) The directional stability of the 

airplane must be shown by showing 

that, in each configuration, it can be 

rapidly rolled from a 45° bank in one 

direction to a 45° bank in the opposite 

direction without showing dangerous 

skid characteristics. 

(2) The lateral stability of the airplane 

must be shown by showing that it will 

not assume a dangerous attitude or 

speed when the controls are abandoned 

for 2 minutes. This must be done in 

moderately smooth air with the airplane 

trimmed for straight level flight at 0.9 

VH (maximum speed in level flight with 

maximum continuous power) or VC


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(design cruising speed), whichever is 

lower, with flaps and landing gear 

retracted, and with a rearward center of 

gravity. 

If an ELOS to CS–VLA 161(b)(2)(ii) is 

requested, VLA.175 through VLA.210 

are applicable. 

VLA.175 

Longitudinal trim. The airplane must 

maintain longitudinal trim under each 

of the following conditions: 

(a) Approach with landing gear 

extended and with— 

(i) A 3° angle of descent, with flaps 

retracted and at a speed of 1.4 VS1; 

(ii) A 3° angle of descent, flaps in the 

landing position(s) at reference landing 

approach speed, VREF; and 

(iii) An approach gradient equal to the 

steepest used in the landing distance 

demonstrations of CS 23.75, flaps in the 

landing position(s) at VREF. 

VLA.180 

For normal, utility and aerobatic 

category reciprocating engine-powered 

airplanes of 2,722 kg (6,000 lb) or less 

maximum weight, the reference landing 

approach speed, VREF, must not be less 

than the greater of minimum control 

speed, VMC, determined under CS 

23.149(b) with the wing flaps in the 

most extended takeoff setting, and 1.3 

VSO. 

VLA.185 

(a) A steady approach at not less than 

VREF, determined in accordance with CS 

23.73(a), (b) or (c) as appropriate, must 

be maintained down to 15 m (50 ft) 

height and— 

(1) The steady approach must be at a 

gradient of descent not greater than 

5.2% (3°) down to the 15 m (50 ft) 

height. 

(b) A constant configuration must be 

maintained throughout the maneuver. 

(c) The landing must be made without 

excessive vertical acceleration or 

tendency to bounce, nose-over, ground 

loop, porpoise, or water loop. 

(d) It must be shown that a safe 

transition to the balked landing 

conditions of CS 23.77 can be made 

from the conditions that exist at the 15 

m (50 ft) height, at maximum landing 

weight, or the maximum landing weight 

for altitude and temperature of CS 

23.63(c)(2) or (d)(2), as appropriate. 

VLA.190 

(a) Each normal, utility, and aerobatic 

category reciprocating engine-powered 

airplane of 2,722 kg (6,000 lb) or less 

maximum weight must be able to 

maintain a steady gradient of climb at 

sea-level of at least 3.3% with— 

(1) Takeoff power on each engine; 

(2) The landing gear extended; 

(3) The wing flaps in the landing 

position, except that if the flaps may 

safely be retracted in 2 seconds or less 

without loss of altitude and without 

sudden changes of angle of attack, they 

may be retracted; and 

(4) A climb speed equal to VREF, as 

defined in CS 23.73(a). 

VLA.195 

(a) It must be possible to carry out the 

following maneuvers without requiring 

the application of single-handed control 

forces exceeding those specified in CS 

23.143(c), unless otherwise stated. The 

trimming controls must not be adjusted 

during the maneuvers: 

(1) With power off, landing gear and 

flaps extended and the airplane as 

nearly as possible in trim at VREF, obtain 

and maintain airspeeds between 1.1 VS0

and either 1.7 VS0 or VFE (maximum flap 

extended speed), whichever is lower, 

without requiring the application of 

two-handed control forces exceeding 

those specified in CS 23.143(c). 

(b) It must be possible, with a pilot 

control force of not more than 44.5 N 

(10 lbf), to maintain a speed of not more 

than VREF during a power-off glide with 

landing gear and wing flaps extended. 

VLA.200 

It must be possible, while in the 

landing configuration, to safely 

complete a landing without exceeding 

the one-hand control force limits 

specified in CS 23.143(c) following an 

approach to land— 

(a) At a speed of VREF 9.3 km/h (5 

knots); 

(b) With the airplane in trim, or as 

nearly as possible in trim and without 

the trimming control being moved 

throughout the maneuver; 

(c) At an approach gradient equal to 

the steepest used in the landing distance 

demonstration of CS 23.75; 

(d) With only those power changes, if 

any, which would be made when 

landing normally from an approach at 

VREF. 

VLA.205 

(a) Approach—It must be possible 

using a favorable combination of 

controls, to roll the airplane from a 

steady 30° banked turn through an angle 

of 60°, so as to reverse the direction of 

the turn within— 

(1) For an airplane of 2,722 kg (6,000 

lb) or less maximum weight, 4 seconds 

from initiation of roll; and 

(2) For an airplane of over 2,722 kg 

(6,000 lb) maximum weight, 1,000/W + 

1,300 but not more than 7 seconds, 

where W is weight in kg. (W + 2800/ 

2200 but not more than 7 seconds where 

W is weight in lb.). 

(b) The requirement of paragraph (a) 

of this section must be met when rolling 

the airplane in each direction in the 

following conditions— 

(1) Flaps in the landing position(s); 

(2) Landing gear extended; 

(3) All engines operating at the power 

for a 3° approach; and 

(4) The airplane trimmed at VREF. 

VLA.210 

(a) Landing. The stick force curve 

must have a stable slope at speeds 

between 1.1 VS1 and 1.8 VS1 with— 

(1) Flaps in the landing position; 

(2) Landing gear extended; and 

(3) The airplane trimmed at— 

(i) VREF, or the minimum trim speed 

if higher, with power off; and 

(ii) VREF with enough power to 

maintain a 3° angle of descent. 

Rechargeable Lithium Ion Battery 

VLA.215 

The applicant must consider the 

following safety objectives when 

showing compliance with regulations 

applicable to the rechargeable lithium 

ion battery. 

Each rechargeable lithium ion battery 

installation must: 

(a) Be designed to maintain safe cell 

temperatures and pressures under all 

foreseeable operating conditions to 

prevent fire and explosion; 

(b) Be designed to prevent the 

occurrence of self-sustaining, 

uncontrollable increases in temperature 

or pressure, and automatically control 

the charge rate of each cell to protect 

against adverse operating conditions, 

such as cell imbalance, back charging, 

overcharging, and overheating; 

(c) Not emit explosive or toxic gases, 

either in normal operation or as a result 

of its failure, that may accumulate in 

hazardous quantities within the 

airplane; 

(d) Meet the requirements of 14 CFR 

23.2325(g); 

(e) Not damage surrounding structure 

or adjacent systems, equipment, 

components, or electrical wiring from 

corrosive or any other fluids or gases 

that may escape in such a way as to 

cause a major or more-severe failure 

condition; 

(f) Have provisions to prevent any 

hazardous effect on airplane structure or 

systems caused by the maximum 

amount of heat it can generate due to 

any failure of it or its individual cells; 

(g) Have a failure sensing and warning 

system to alert the flightcrew if its 

failure affects safe operation of the 

airplane; 

(h) Have a monitoring and warning 

feature that alerts the flightcrew when 


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its charge state falls below acceptable 

levels if its function is required for safe 

operation of the airplane; 

(i) Have a means to disconnect from 

its charging source in the event of an 

over-temperature condition, cell failure, 

or battery failure. 

Issued in Kansas City, Missouri, on 

October 5, 2023. 

Patrick R. Mullen, 

Manager, Technical Policy Branch, Policy and 

Standards Division, Aircraft Certification 

Service. 

[FR Doc. 2023–22492 Filed 10–10–23; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2023–1692; Airspace 

Docket No. 23–AEA–13] 

RIN 2120–AA66 

Establishment of Class E Airspace; 

Warrenton, VA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action establishes Class 

E airspace extending upward from 700 

feet above the surface in Warrenton, VA, 

as new instrument approach procedures 

have been designed for Fauquier 

Hospital Emergency Transport Heliport, 

Warrenton, VA. 

DATES: Effective 0901 UTC, November 

30, 2023. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order JO 7400.11 and publication of 

conforming amendments. 

ADDRESSES: FAA Order JO 7400.11H, 

Airspace Designations, Reporting 

Points, and subsequent amendments 

online at www.faa.gov/air_traffic/ 

publications/. For further information, 

contact the Airspace Policy Group, 

Federal Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone: (202) 267–8783. 

FOR FURTHER INFORMATION CONTACT: John 

Goodson, Operations Support Group, 

Eastern Service Center, Federal Aviation 

Administration, 1701 Columbia Avenue, 

College Park, GA 30337; telephone: 

(404) 305–5966. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

Subtitle I, Section 106 describes the 

authority of the FAA Administrator. 

Subtitle VII, Aviation Programs, 

describes in more detail the scope of the 

agency’s authority. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority, as it updates 

airspace descriptions. 

History 

The FAA published a notice of 

proposed rulemaking for Docket No. 

FAA 2023–1692 in the Federal Register 

(88 FR 54248; August 10, 2023), 

proposing to establish Class E airspace 

for Fauquier Hospital Emergency 

Transport Heliport, Warrenton, VA. 

Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal to the FAA. No comments 

were received. 

Incorporation by Reference 

Class E airspace is published in 

paragraph 6005 of FAA Order JO 

7400.11, Airspace Designations and 

Reporting Points, incorporated by 

reference in 14 CFR 71.1 annually. This 

document amends the current version of 

that order, FAA Order JO 7400.11H, 

dated August 11, 2023, and effective 

September 15, 2023. FAA Order JO 

7400.11H is publicly available as listed 

in the ADDRESSES section of this 

document. These amendments will be 

published in the next FAA Order JO 

7400.11 update. FAA Order JO 

7400.11H lists Class A, B, C, D, and E 

airspace areas, air traffic service routes, 

and reporting points. 

The Rule 

This action establishes Class E 

airspace extending upward from 700 

feet above the surface within a 6.0-mile 

radius of Fauquier Hospital Emergency 

Transport Heliport, Warrenton, VA. 

Controlled airspace is necessary for 

the area’s safety and management of 

instrument flight rules (IFR) operations. 

This action is necessary to support IFR 

operations in the area. 

Regulatory Notices and Analyses 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. It, therefore: (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034; February 26, 1979); and (3) 

does not warrant preparation of a 

Regulatory Evaluation as the anticipated 

impact is so minimal. Since this is a 

routine matter that will only affect air 

traffic procedures and air navigation, it 

is certified that this proposed rule, 

when promulgated, will not have a 

significant economic impact on a 

substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with FAA 

Order 1050.1F, ‘‘Environmental 

Impacts: Policies and Procedures,’’ 

paragraph 5–6.5.a. This airspace action 

is not expected to cause any potentially 

significant environmental impacts, and 

no extraordinary circumstances exist 

that warrant preparation of an 

environmental assessment. 

Lists of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

The Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE ROUTES; AND 

REPORTING POINTS 

■ 1. The authority citation for 14 CFR 

part 71 continues to read as follows: 

Authority: 49 U.S.C. 106(f), 106(g); 40103, 

40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 

1959–1963 Comp., p. 389. 

§ 71.1 [Amended] 

■ 2. The incorporation by reference in 

14 CFR 71.1 of Federal Aviation 

Administration Order JO 7400.11H, 

Airspace Designations and Reporting 

Points, dated August 11, 2023, and 

effective September 15, 2023, is 

amended as follows: 

Paragraph 6005 Class E Airspace Areas 

Extending Upward From 700 Feet or More 

Above the Surface of the Earth. 

* * * * * 

AEA VA E5 Warrenton, VA [Established] 

Fauquier Hospital Emergency Transport 

Heliport, VA 

(Lat. 38°42′47′′ N, long. 77°48′35′′ W) 

That airspace extending upward from 700 

feet above the surface within a 6.0-mile 


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