text:
Watch The Last Unicorn
"There's Magic in Believing!"
The classical film The Last Unicorn is a favorite amongst young girls and even older children will enjoy this musical animation. It is a story about the last unicorn living in the forest in desperate search of the other unicorns that have seemingly vanished from the face of the earth. She hears stories and rumors stating that unicorns no longer exist, that they have all disappeared but thinks this cannot be so. After leaving the safety of her forest, the last unicorn is captured and held in captivity by an evil witch who wishes to use this magical creature as a show for her carnival. Fortunately the unicorn meets Smendrick; a somewhat incompetent magician who desperately wants to be able to perform real magic. He feels that a magical creature such as a unicorn should not be locked up and helps her escape. The unlikely duo set out but are again waylaid by a group of bandits they meet on the road. One of the bandits, Molly Grue joins the unicorn and Schmendrick on their quest. Aided by her new friends, the last unicorn sets off in search of a legendary red bull and hopes by finding him she will discover what has become of all the other unicorns. It has been told in stories that the red bull is the creature which has supposedly taken all of the unicorns and driven them to the edge of the earth. They learn that the red bull is kept in a far away kingdom by a dark and mysterious king named King Haggard. The small group of friends encounter strange adventures and dangerous creatures in their quest to discover what has happened to the other unicorns. They must not only find but also defeat the powerful red bull in order to find and free the hundreds of unicorns which have been imprisoned. Somewhere along the way the last of the unicorns struggles not to forget who she is nor her duty to free her fellow magical creatures.
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The classical film The Last Unicorn is a favorite amongst young girls and even older children will enjoy this musical animation. It is a story about the last unicorn living in the forest in desperate search of the other unicorns that have seemingly vanished from the face of the earth. She hears stories and rumors stating that unicorns no longer exist, that they have all disappeared but thinks this cannot be so.
After leaving the safety of her forest, the last unicorn is captured and held in captivity by an evil witch who wishes to use this magical creature as a show for her carnival. Fortunately the unicorn meets Smendrick; a somewhat incompetent magician who desperately wants to be able to perform real magic. He feels that a magical creature such as a unicorn should not be locked up and helps her escape. The unlikely duo set out but are again waylaid by a group of bandits they meet on the road. One of the bandits, Molly Grue joins the unicorn and Schmendrick on their quest.
Aided by her new friends, the last unicorn sets off in search of a legendary red bull and hopes by finding him she will discover what has become of all the other unicorns. It has been told in stories that the red bull is the creature which has supposedly taken all of the unicorns and driven them to the edge of the earth. They learn that the red bull is kept in a far away kingdom by a dark and mysterious king named King Haggard.
The small group of friends encounter strange adventures and dangerous creatures in their quest to discover what has happened to the other unicorns. They must not only find but also defeat the powerful red bull in order to find and free the hundreds of unicorns which have been imprisoned. Somewhere along the way the last of the unicorns struggles not to forget who she is nor her duty to free her fellow magical creatures.
The Last Unicorn is a 1982 fantasy movie with a runtime of 1 hour and 32 minutes. It has received mostly positive reviews from critics and viewers, who have given it an IMDb score of 7.3 and a MetaScore of 70.
Where to Watch The Last Unicorn
The Last Unicorn is available to watch free on Plex, The Roku Channel Free, Tubi TV, Vudu Free and Peacock. It's also available to stream, download and buy on demand at Apple TV+, Amazon Prime, The Roku Channel, Apple TV, Amazon, Google Play, YouTube VOD and Vudu. Some platforms allow you to rent The Last Unicorn for a limited time or purchase the movie and download it to your device.
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The Public Eye


text:
Hoplolatilus starcki är en fiskart som beskrevs av Randall och Dooley, 1974. Hoplolatilus starcki ingår i släktet Hoplolatilus och familjen Malacanthidae. Inga underarter finns listade i Catalogue of Life.

Källor

Externa länkar

Abborrartade fiskar
starcki

redpajama_set_name: RedPajamaWikipedia


text:
Q: Rails 7 - autoloading fails for Rails engine RSpec tests with gem I maintain https://rubygems.org/gems/scimitar. Yesterday, we wanted to upgrade our primary application to Rails 7. This required a corresponding upgrade of Scimitar.
Tests I think are quite straightforward for a Rails engine; you have a dummy Rails app inside your tests, which requires the gem code as usual (require 'scimitar' in application.rb, in this case) and then - well - I guess via the mount in the dummy app's routes.rb, or some other autoloading magic, it thereafter "just works". Classes that are defined in the engine's application components (e.g. /app/models/gemname/foo.rb -> Gemmname::Foo) are autoloaded and available in your dummy application (e.g. /spec/dummy/app/controllers/some_controller.rb can reference Gemname::Foo).
The test suite works fine in Rails 6. If I change the gemspec file to reference Rails 7 and bundle update, tests immediately all fail. None of the constants defined in the engine are visible to the dummy app and since they're referenced by a configuration file  in spec/dummy/app/config/initializers/scimitar.rb, the dummy app can't even complete Ruby parsing without raising NameError (uninitialized constant). I also ran a Rails 7 upgrade on that dummy app, but it does kinda nothing and had almost no changes; there were no changes to observed behaviour (tests still failed) and the post-upgrade dummy app ran tests successfully with the gem on Rails 6.
So, it just fails to behave in a recognisably sensible way on Rails 7.
Ruby version is unchanged at 2.7.x (though I would have bump to 3.1 if the Rails 7 update had worked).
I cannot find anything about this in 6->7 upgrade docs; classic autoloader has never been used and there is no specification about it either way; config.load_defaults as 6.0 or 7.0 makes no difference at all; I tried creating a new engine plugin under Rails 7 to play spot-the-difference, but couldn't see what might be wrong and it was obfuscated somewhat since I'm using RSpec but the out-of-box template uses Minitest.
Can anyone please help explain what is going on here?

A: As it stands in Rails 7.0.1, I found no solution so had to hack around it. Anyone using the Scimitar gem would need to wrap their initializer code (config/initializers/scimitar.rb) with:
Rails.application.config.to_prepare do
  ...
end

*

*https://api.rubyonrails.org/classes/ActiveSupport/Reloader.html#method-c-to_prepare
Doing this inside the Gem's own engine initializer code and the dummy app initializer code allowed the test suite to run. Likewise, there were quite a few places in our main Rails application beyond just Scimitar that suddenly required this workaround, including some examples of just plain old Ruby gems.

redpajama_set_name: RedPajamaStackExchange


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text:
Kinney Lodge, Narragansett Pier, Rhode Island, 1901-1906
Item — Box: 1, Folder: 26.0
Request Box 1
National Trust Library Historic Postcard collection
Geographical Postcards -- United States, 1893-1970
Rhode Island, 1900-1920
Rhode Island -- Narragansett
This collection is open to the public and must be used in the Special Collections Reading Room. Researchers must register and agree to copyright and privacy laws before using this collection.
Box: 1, Folder: 26.0 (Mixed Materials)
Part of the Special Collections and University Archives
http://www.lib.umd.edu/special
College Park Maryland 20742
askhornbake@umd.edu
1.1.26, Kinney Lodge, Narragansett Pier, Rhode Island, 1901-1906, Box: 1, Folder: 26.0. National Trust Library Historic Postcard collection, 0001-MDHC-NTL. Special Collections and University Archives. https://archives.lib.umd.edu//repositories/2/archival_objects/558288 Accessed January 18, 2021.

redpajama_set_name: RedPajamaCommonCrawl


text:
Dolce and Gabana Respond to Elton John Boycott
Dolce and Gabbana respond to Elton John's call for a boycott after they branded children of same sex unions 'synthetic and chemical.'
The Italian design duo, Domenico Dolce and Stefano Gabbana, whose romantic union lasted 23 years until 2005, told Italy's Panorama magazine: "We oppose gay adoptions. The only family is the traditional one."
It sounds a bit like a thinly veiled attempt at controversy, especially considering the rest of their statements – seemingly taken straight out of a US Republican speech and not the minds of two gay Italian women's wear designers.
The designers, whose recent Milan Fashion Week show was a celebration of motherhood and featured models and their babies on the catwalk added: "No chemical offsprings and rented uterus: life has a natural flow, there are things that should not be changed."
Dolce, 56, said: "You are born to a mother or father - or at least that's how it should be. I call children of chemistry synthetic children. Rented uterus, semen chosen from a catalogue."
Elton John, father of two with husband David Furnish, naturally took issue with the entirety of that statement. On Sunday, he posted a picture of the designers on Instagram, blasting them in the description: "How dare you refer to my beautiful children as "synthetic". And shame on you for wagging your judgemental little fingers at IVF - a miracle that has allowed legions of loving people, both straight and gay, to fulfil their dream of having children. Your archaic thinking is out of step with the times, just like your fashions. I shall never wear Dolce and Gabbana ever again. #BoycottDolceGabbana."
According to the Telegraph, Gabbana, 52, has since responded to the boycott with a statement saying: "We firmly believe in democracy and the fundamental principle of freedom of expression that upholds it. We talked about our way of seeing reality, but it was never our intention to judge other people's choices. We do believe in freedom and love."
Dolce meanwhile, has since explained: "I'm Sicilian and I grew up in a traditional family, made up of a mother, a father and children. I am very well aware of the fact that there are other types of families and they are as legitimate as the one I've known. But in my personal experience, family had a different configuration. That is the place where I learnt the values of love and family. This is the reality in which I grew up, but it does not imply that I don't understand different ones. I was talking about my personal view, without judging other people's choices and decisions."
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Enter a whole new world and step into the 2 Michelin stars awarded restaurant Aan de Poel. The view over the water, which is every season a feast for the eyes, comes for free. On your other hand is the view over the open kitchen where you can see the chefs making their magic. In an atmosphere of smooth lines, warm tones and round tables you are treated to a first class gastronomically trip.
A culinary chronicle of 10 years of Aan de Poel: "Signature" was released in 2018 to honour the 10th anniversary of the restaurant. It's a must-have for culinary lovers. The book is a limited edition, has a unique cover and is numbered. Each cover has is own signature and is hand-painted by Stefan van Sprang.


text:
Airapus gazelle är en skalbaggsart som beskrevs av Zdzisława Stebnicka 1998. Airapus gazelle ingår i släktet Airapus och familjen Aphodiidae. Inga underarter finns listade i Catalogue of Life.

Källor

Skalbaggar
gazelle


Hello Europe is an initiative that sources and supports proven, impact-driven and effective citizen sector solutions for challenges underlying migration, integration and refugee movements. In particular, we aim to scale successful initiatives across Europe to where they are needed the most.
Migration, Integration and Refugee Movements.


text:
Court forces PornHub to reveal names and viewing histories of some users
Chris Mills @chrisfmills
An anti-piracy court case in California could have an embarrassing ending for some individuals, as adult video site Pornhub is being forced to hand over the name, IP address and viewing history of some users who are suspected of uploading copyrighted material.
Top Amazon Prime Day Deals: Trump's FCC chairman is full of crap
A subpoena issued by the court orders Pornhub to give Foshan Ltd, the copyright owner of a number of adult videos, information on who uploaded the videos to Pornhub. Since Pornhub hosts content uploaded by third parties (YouTube but with more boobs), it's protected by the Digital Millennium Copyright Act (DMCA) from damages related to copyright infringement.
However, in order for the DMCA protections to apply in this case, Pornhub has to help Foshan hunt down the users who uploaded copyright materials. In this case, Foshan wants Pornhub to hand over "Information sufficient to identify infringers of the material identified in the attatched DMCA notification and list (see Exhibit A), including but not limited to names, email addresses, IP addresses, user history, posting history, physical addresses, telelphone numbers, and any other identifying or account information."
The subpoena gives Pornhub until May 1st to hand over any identifying information it might have on those users. Foshan can then presumably use that data to go after individual users for damages.
This kind of copyright infringement case is relatively standard, but the Pornhub application is particularly bad for the users being accused. Mostly, it's the risk of embarrassment: copyright infringement is bad enough, but getting a letter in the mail claiming damages thanks to your love of "Barely Legal Threesomes" is the kind of thing that makes you move to a different country.
Image Source: Pornhub
Tags: pornhub
Walmart has a new program that's the opposite of Amazon Prime
This revolutionary Galaxy S11 design could succeed where the Galaxy Fold failed
By Jacob Siegal 2 days ago


Daniel J. Lane Esq. is a partner and co-founder of the firm, Lane & Lane, LLC. Previously, Dan was an associate with the law firm of Steven R. Lane, P.C. Prior to joining Lane & Lane, LLC, Daniel interned for the Somerset County Prosecutor's Office where his responsibilities included preparing and arguing Appeals on behalf of the state.
Dan. earned a B.A. in History from Muhlenberg College in 2003 and graduated from Roger Williams University School of Law in 2007. While in law school, Dan achieved recognition for his dedication to community service, providing over 60 hours of pro bono work. In addition Dan also received certification from Roger Williams School of Law for successful completion of the school's Mediation program.
Dan's practice has largely been dedicated to family law, representing individuals in divorce, custody, post judgment, and domestic violence matters throughout the State of New Jersey.
Since Dan began practicing, he exhibited a dedication to representing those who could not afford an attorney, acting as a volunteer for Legal Services of Northwest Jersey. In 2010 Daniel was awarded the Equal Justice Medal for his pro bono representation of low income clients in Family Law cases.
In addition to family law, Dan has experience representing clients in municipal matters, estates, wills, civil litigation, and appeals.


text:
Alternate Route Preparation: California
Expanding the Pool of Teachers Policy
The state should ensure that its alternate routes provide efficient preparation that is relevant to the immediate needs of new teachers, as well as adequate mentoring and support.
National Council on Teacher Quality. (2015). Alternate Route Preparation: California results. State Teacher Policy Database. [Data set].
Retrieved from: https://www.nctq.org/yearbook/state/CA-Alternate-Route-Preparation-70
Analysis of California's policies
While California sets clear requirements for alternate route pre-service coursework, it does not do so for in-service coursework requirements. The University Internship Credential and District Intern Credential programs could, as a result, either be quite streamlined or could be structured similarly to traditional preparation programs.
University Internship Credential and District Intern Credential candidates must complete a pre-service component that is a minimum of 120 clock hours in general pedagogy including classroom management and planning, reading/language arts, subject specific pedagogy, human development and teaching English learners. Additional coursework is also required in the culture and methods of English language learners. Elementary candidates must complete additional instruction in these areas during their first semester of teaching.
Candidates in both alternate route programs are not provided a practice-teaching opportunity. A minimum of 144 hours of support/mentoring and supervision shall be provided to each intern teacher per school year. Candidates must be assisted and guided throughout the training program by either a person designated as a mentor teacher, a teacher selected through a competitive process or a person employed by the program to supervise student teachers.
The University Internship Credentials route offers one- and two-year programs. District Intern Credential candidates can complete their program and earn full certification in two years.
Intern Specific Preconditions, Standards and Laws Related to Accreditation http://www.ctc.ca.gov/educator-prep/intern/files/Intern-Specific-Preconditions-Standards-and-Laws-Related-to-Accreditation.pdf Program Sponsor Alert http://www.ctc.ca.gov/educator-prep/PS-alerts/2013/PSA-13-06.pdf CCR § 80033. Intern Teaching Credentials
Recommendations for California
Establish coursework guidelines for all alternate route preparation programs.
Although California outlines its pre-service requirements, the state should do the same for its in-service alternate route requirements. California should ensure that coursework requirements are manageable and contribute to the immediate needs of new teachers. Appropriate coursework should include grade-level or subject-level seminars, methodology in the content area, classroom management, assessment and scientifically based early reading instruction.
Ensure that new teachers are not burdened by excessive requirements.
While California is commended for limiting the length of its alternate route programs, the state should ensure that programs do not overburden the new teacher by requiring multiple courses to be taken simultaneously during the school year.
Offer opportunities to practice teach.
In addition to intensive induction support, California may want to consider providing its candidates with a practice-teaching opportunity prior to their placement in the classroom.
California's Commission on Teacher Credentialing (CTC) was helpful in providing NCTQ with facts that enhanced this analysis.
Alternate route programs must provide practical, meaningful preparation that is sensitive to a new teacher's stress level.
Too many states have policies requiring alternate route programs to "backload" large amounts of traditional education coursework, thereby preventing the emergence of real alternatives to traditional preparation. This issue is especially important given the large proportion of alternate route teachers who complete this coursework while teaching. Alternate route teachers often have to deal with the stresses of beginning to teach while also completing required coursework in the evenings and on weekends. States need to be careful to require participants only to meet standards or complete coursework that is practical and immediately helpful to a new teacher.
Induction support is especially important for alternate route teachers.
Most new teachers—regardless of their preparation—find themselves overwhelmed on taking responsibility for their own classrooms. This is especially true for alternate route teachers, who may have had considerably less classroom exposure or pedagogy training than traditionally prepared teachers. While alternate route programs will ideally have provided at least a brief student teaching experience, not all programs can incorporate this into their models. States must ensure that alternate route programs do not leave new teachers to "sink or swim" on their own when they begin teaching.
Alternate Route Preparation: Supporting Research
For a general, quantitative review of the research supporting the need for states to offer an alternate route license, and why alternate routes should not be treated as programs of "last resort," one need simply to look at the numbers of uncertified and out of field teachers in classrooms today, readily available from the National Center for Education Statistics. In addition, with U.S. schools facing the need to hire more than 3.5 million new teachers each year, the need for alternate routes to certification cannot be underestimated. See also E.R. Ducharme and M.K. Ducharme, "Quantity and quality: Not enough to go around." Journal of Teacher Education, Volume 49, No. 3, May 1998, pp. 163-164.
Further, scientific and market research demonstrates that there is a willing and able pool of candidates for alternate certification programs—and many of these individuals are highly educated and intelligent. In fact, the nationally respected polling firm, The Tarrance Group, recently conducted a scientific poll in the State of Florida, identifying that more than 20 percent of Floridians would consider changing careers to become teachers through alternate routes to certification.
We base our argument that alternative-route teachers should be able to earn full licensure after two years on research indicating that teacher effectiveness does not improve dramatically after the third year of teaching. One study (frequently cited on both sides of the alternate route debate) identified that after three years, traditional and alternatively-certified teachers demonstrate the same level of effectiveness, see J.W. Miller, M.C. McKenna, and B.A. McKenna, "A comparison of alternatively and traditionally prepared teachers". Journal of Teacher Education, Volume 49, No. 3, May 1998, pp. 165-176. This finding is supported by D. Boyd, D. Goldhaber, H. Lankford, and J. Wyckoff, "The Effect of Certification and Preparation on Teacher Quality." The Future of Children, Volume 17, No. 1, Spring 2007, pp. 45-68.
Project MUSE (http://muse.jhu.edu/), found that student achievement was similar for alternatively-certified teachers as long as the program they came from was "highly selective."
The need for a cap on education coursework and the need for intensive mentoring are also backed by research, as well as common sense. In 2004, Education Commission of the States reviewed more than 150 empirical studies and determined that there is evidence "for the claim that assistance for new teachers, and, in particular, mentoring [have] a positive impact on teachers and their retention." The 2006 MetLife Survey of the American Teacher validates these conclusions. In addition, Mathematica (2009) found that student achievement suffers when alternate route teachers are required to take excessive amounts of coursework. See An Evaluation of Teachers Trained Through Different Routes to Certification: Final Report at: http://files.eric.ed.gov/fulltext/ED504313.pdf
See also Alternative Certification Isn't Alternative (NCTQ, 2007) at: http://www.nctq.org/p/publications/docs/Alternative_Certification_Isnt_Alternative_20071124023109.pdf.


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Welcome to my classroom webpage, thanks for looking.
My name is Katie Templeton and I am very excited to be your teacher this year. I have lived in Union Grove for the past four years and last year was my first year teaching at UGES. This is my 16th year teaching, I have taught grades K-4. I have been married for 15 years to Skye Templeton who teaches at NIMS. We have two daughters, Sydney who is 12 and in 7th grade at NIMS and Riley who is 10 and in 5th grade at UEGS.


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AleciaZie (Created on 1 April 2013 at 13:18)
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ABB will pay $3.9 billion to pick up low voltage power product maker Thomas & Betts Corp.
The combination of Thomas & Betts' electrical components and ABB's low-voltage protection, control and measurement products could create a broader low voltage portfolio that can distribute through Thomas & Betts' network of more than 6,000 distributor locations and wholesalers in North America, and through ABB's distribution channels in Europe and Asia.
The combined product portfolio and enhanced distribution network will enable ABB to double its addressable market in North America to approximately $24 billion.
"Thomas & Betts is a well-run company with strong brands and excellent distribution channels in the world's largest low-voltage products market," said Joe Hogan, ABB's chief executive. "Because our products are complementary, we'll go to market with one of the broadest offerings in the industry. That creates strong growth opportunities for both ABB and Thomas & Betts, and gives customers and distributors one-stop access to one of the widest ranges of low voltage products.
Thomas & Betts employs 9,400 people and should report 2011 revenues of approximately $2.3 billion and earnings before interest, taxes, depreciation and amortization of approximately $390 million.
Its main business is the manufacture of low-voltage and ultralow-voltage electrical products such as connectors, conduits and fittings as well as wiring management products for the construction, industrial and utilities markets. These are complementary to the offering of ABB's Low Voltage Products division, which includes products such as breakers and switches. In addition, Thomas & Betts has a leading logistics model with its distributor base that allows simple, single invoicing and fast delivery of its full product scope. Thomas & Betts also supplies towers for electrical power transmission and has a business that produces heating, ventilation and air conditioning units, both new to ABB but related to its core power and automation focus.
ABB expects the transaction will deliver $200 million in synergies by 2016. The majority of cost synergies should come from sourcing and purchasing efficiencies.


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Q: make divs as big as biggest div I want to create a plans/pricing page with 3 containers. Each container holds some information, a basic example would be the Github pricing page

Currently my containers look like

and when I try to give them the same height they look like

As you can see they get too big now.
I created a working fiddle with CodeSandbox because I use VueJs
https://codesandbox.io/s/2x50024vl0
How can I make them as big as the biggest container?

A: This should help
.planContainer {
  display: flex;
  flex-direction: column;
}
.planTitle {
  flex-grow: 0;
}
.planContent {
  flex-grow: 1;
}

https://codesandbox.io/s/5m256839px
Explanation
If you inspect the #plans element it is a grid. All the grid items (.planContainer) are always of the same height, because they are on the same grid track. That's always the case with grid items and you cannot do anything about it.
But the contents of the .planContainer are not of the same width, as they are not related to the grid items' heights. If you use a vertical (flex-direction: column;) flex and allow the .plancontent grid item to grow (grow: 1;), you are done.
Addendum
You could then easily add a footer that has grow: 0 just as the github example.

A: I've been playing around with your code and noticed you're using grid css, so i'll give you a grid css based answer. When i inspected your .planContainer elements, they all had the same height. However the .planContent elements did not take up the remaining space. You can fix this using:
 .planContainer {
    display: grid;
    grid-template-rows: auto 1fr;
    width: 350px;
    }

The auto ensures that your .planTitle uses the styling you've already set for sizing and 1fr makes the .planContent use whatever space is remaining.
I notice your site is reactive and uses only one column when the width is 1000 or less, to get the same result at that size use:
@media only screen and (max-width: 1000px) {
#plans {
    grid-template-columns: 1fr;
    grid-auto-rows: 1fr;
    grid-gap: 30px;
    padding: 50px 200px;
}

grid-auto-rows is a property that defines the size of rows that you didn't explicitly set.
Also i noticed you use percentages for setting the sizes of your grids, try using fr sometimes. Think of fr as fractions, so grid-template-columns: 1fr 1fr; makes two columns taking 50% each. You can also use different values with fr like: grid-template-columns: 2fr 1fr; which makes a column that takes 2/3 of the space and another taking the remaining 1/3.
I say this because i instinctively changed
#plans {
  display: grid;
  grid-template-columns: 33.33% 33.33% 33.33%;
  grid-gap: 20px;
  align-items: center;
  justify-items: center;
  padding: 100px 250px;
  background: #ffffff;
}

to
#plans {
  display: grid;
  grid-template-columns: 1fr 1fr 1fr;
  grid-gap: 20px;
  align-items: center;
  justify-items: center;
  padding: 100px 250px;
  background: #ffffff;
}

when i was checking out your code, but they achieve the same thing really.
also here's a link to the edited code https://codesandbox.io/s/r5vo8vormm


text:
Outline of the Federal Aviation Regulations, Pilot Requirements, and Aircraft Requirements
This page helps you get an understanding of the different certifications.
Basic Types of Civil Aircraft Operations
The operator should contact the nearest FAA Flight Standards district office (FSDO) for assistance and guidance in bringing its operations into compliance with the FAR. For operations requiring certification, the FSDO manager will assign an FAA aviation safety inspector to assist the operator during the certification process. Initial inquiries about certification or requests for applications should be in writing or by personal visit to the FSDO.
FAR PART 91
(1) FAR Part 91 prescribes the general flight rules for all aircraft operations within the United States, including the waters within 3 nautical miles of the U.S. coast. U.S.-registered civil aircraft are required to comply with FAR Part 91. When over the high seas, they must comply with Annex 2 (Rules of the Air) to the Convention on International Civil Aviation.
(2) FAR Part 91 prohibits a pilot from operating a civil aircraft unless it is in an airworthy condition. The pilot in command (PIC) is responsible for determining whether the aircraft is in condition for safe flight. The PIC is required to terminate the flight when unairworthy mechanical, electrical, or structural conditions occur. In addition, the PIC may not operate the aircraft without complying with the operating limitations specified in the approved Airplane or Rotorcraft Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of the country of registry.
(3) Under FAR Part 91, the PIC of an aircraft is directly responsible for, and is the final authority as to the operation of that aircraft. In case of an inflight emergency, the PIC is authorized to deviate from any rule in FAR Part 91 to the extent necessary to meet the emergency. However, any PIC who deviates from a rule in FAR Part 91 is required, upon the request of the Administrator, to send a written report of that deviation to the Administrator.
FAR PART 125
FAR Part 125. If an operator uses an airplane with a seating configuration for 20 or more passenger seats or a maximum payload capacity of 6,000 pounds or more, and is not engaged in "common carriage," then FAR Part 125 applies. A person is considered to be engaged in "common carriage" when "holding out" to the general public or to a segment of the public as willing to furnish transportation within the limits of its facilities to any person who wants it. Examples of holding out are as follows: advertising through telephone yellow pages, billboards, television, radio, and individual ticketing. FAR Section 125.11(b) prohibits FAR Part 125 certificate holders from conducting any operation which results directly or indirectly from holding out to the general public. Further information regarding common carriage vs. private carriage can be found in AC 120-12. If the operator is engaged in "common carriage," then FAR Part 121 or 135 applies rather than FAR Part 125.
FAR PART 121 or 135
When a aircraft is operated "for commercial purposes", the requirements contained in either FAR Part 121 or 135, depending on the type of operation, must be met. Generally, FAR Part 121 applies to domestic, flag, and supplemental air carriers and commercial operators of large aircraft, while FAR Part 135 applies to air taxi operators and commercial operators. An operator should consult Special Federal Aviation Regulation (SFAR) No. 38-2 as well as the applicability provisions of each part (FAR Sections 121.1 and 135.1) to determine whether it is FAR Part 121 or 135 that applies to a particular operation. The FSDO will provide an applicant for a FAR Part 121 or 135 certificate with a videotape on certification and a copy of AC 120-49, Certification of Air Carriers. Once the videotape and the AC have been reviewed, the applicant will complete FAA Form 8400-6, Preapplication Statement of Intent, and the FSDO manager will assign a Certification Team to assist the applicant through each phase of the certification process.
FAR Part 133, Rotorcraft External-Load Operations, prescribes the airworthiness certification requirements for rotorcraft, and the operating and certification rules governing the operation of rotorcraft conducting external-load operations in the United States by any person. The certification rules do not apply to a Federal, state, or local government conducting operations with a government-owned aircraft unless it is operating as a civil aircraft due to receipt of compensation. Federal, state, or local governments must; however, comply with all of the other rules contained in FAR Part 133, even when operating a public aircraft.
(1) FAR Part 133 requires that a person must obtain a Rotorcraft External-Load Operator Certificate issued by the FAA before any rotorcraft external-load operations in the United States are begun. This certificate is valid for 24-calendar months unless it is surrendered, suspended, or revoked prior to the expiration date shown on the certificate.
(2) Rotorcraft used in external-load operations must have been type certificated and must continue to meet the requirements of FAR Part 27 or 29 or of FAR Section 21.25. Rotorcraft must also comply with the airworthiness requirements contained in Subpart D of FAR Part 133 and must have a valid standard or restricted category airworthiness certificate. At the present time, only rotorcraft of U.S. registry are eligible for external-load operations.
(3) Pilots conducting rotorcraft external-load operations must have at least a current commercial pilot certificate with a rating appropriate to the rotorcraft being used, and a Second Class Medical Certificate.
FAR Part 137, Agricultural Aircraft Operations, prescribes the rules which govern the certification and operation of agricultural aircraft operated in the United States, and the issuance of either a private or commercial agricultural aircraft operator certificate for those operations. In a public emergency, a person who conducts agricultural aircraft operations may, where necessary, deviate from any operating rule contained in FAR Part 137 for relief and welfare activities approved by an agency of the United States or of a state or local government. However, each person who deviates from a rule shall complete a report of the aircraft operation involved within 10 days, including a description of the operation and the reasons for it, to the nearest FAA FSDO.
(1) As defined in FAR Part 137, an agricultural aircraft operation means the operation of an aircraft for the purpose of:
(i) dispensing any economic poison;
(ii) dispensing any other substance intended for plant nourishment, soil treatment, propagation of plant life, or pest control; or
(iii) engaging in dispensing activities directly affecting agriculture, horticulture, or forest preservation. It does not include the dispensing of live insects. Forest firefighting is considered to be an agricultural aircraft operation.
(2) FAR Part 137 requires that a person must obtain an Agricultural Aircraft Operator Certificate issued by the FAA before any agricultural aircraft operations in the United States are begun. A rotorcraft may conduct agricultural aircraft operations with external dispensing equipment in place without a rotorcraft external-load operator certificate. However, an operator with a rotorcraft external-load operator certificate may conduct agricultural aircraft operations if it disperses only water on forest fires by rotorcraft external-load means without an agricultural aircraft operator certificate. A Federal, state, or local government conducting agricultural aircraft operations is not required to obtain an Agricultural Aircraft Operator Certificate. They must; however, comply with all of the other rules contained in FAR Part 137.
(3) Aircraft used in agricultural aircraft operations must be certificated and airworthy, and equipped for agricultural operation. They must be equipped with a suitable and properly installed shoulder harness for use by each pilot.
(4) Operators conducting agricultural aircraft operations must have the services of one person who has at least a current U.S. commercial pilot certificate and who is properly rated for the aircraft to be used.
PILOT CERTIFICATION
a. Generally. All civil aircraft are required to be operated by pilots certificated under FAR Part 61, Certification: Pilots And Flight Instructors. FAR Part 61 prescribes the requirements for issuing pilot certificates and ratings, the conditions under which those certificates and ratings are necessary, and the privileges and limitations of those certificates and ratings.
b. Domestic Aircraft. Pilots operating civil aircraft of U.S. registry are required to have in their personal possession a current pilot certificate issued to them under FAR Part 61. U.S.-registered aircraft may be operated in a foreign country with a pilot license issued by that country.
c. Foreign Aircraft. Foreign aircraft may be operated in the U.S. by pilots who have in their personal possession current pilot certificates issued under FAR Part 61 or a pilot license issued to them or validated for them by the country in which the aircraft is registered.
d. Medical Certificate. Pilots operating U.S.-registered civil aircraft are required to have in their personal possession an appropriate current medical certificate issued to them under FAR Part 67, Medical Standards and Certification. FAR Part 67 prescribes the medical standards for issuing medical certificates. A Third Class Medical Certificate is required for Private Pilot certification. A Second Class Medical Certificate is required for Commercial Pilot certification. A First Class Medical Certificate is required for Airline Transport Pilot Certification.
e. Instrument Rating. Pilots operating civil aircraft under instrument flight rules or in weather conditions less than the minimums prescribed for Visual Flight Rules are required to hold an Instrument Rating or an Airline Transport Pilot Certificate appropriate for the aircraft flown.
a. Generally. Government aircraft operations that are no longer eligible for public aircraft status must now meet the civil airworthiness standards for certification of aircraft. This includes the aircraft's engines and propellers as well as the aircraft as a whole. A civil aircraft must have a current airworthiness certificate to operate in the National Airspace System. Additionally, all civil aircraft must meet the following requirements:
(1) The aircraft must have an effective U.S. registration certificate on board during all operations as required by FAR Section 91.203.
(2) An appropriate and current airworthiness certificate must be displayed in accordance with FAR Section 91.203(c). An airworthiness certificate is effective as long as the maintenance, preventative maintenance, and alterations are performed in accordance with FAR Parts 21, 43, and 91, as appropriate, and the aircraft is registered in the United States.
(3) The aircraft must have been inspected in accordance with FAR Section 91.409 within the preceding 12-calendar months.
(i) If the government agency plans to use a progressive inspection program, it must submit a written request to the FAA. The request must be sent to the FSDO having jurisdiction over the area in which the applicant is located and the applicant must be able to meet the requirements identified in FAR Section 91.409(d).
(ii) Large airplanes, turbojet multiengine airplanes, turbopropeller-powered multiengine airplanes, and turbine-powered rotorcraft must have a program approved that meets the requirements of FAR Section 91.409(e).
(4) All maintenance and required inspections must have been completed by a person authorized under FAR Sections 43.3 and 43.7. Additionally, the maintenance and inspections performed must be recorded in accordance with FAR Sections 43.9 and 43.11. FAR Part 43 prescribes the rules governing the maintenance, preventative maintenance, rebuilding, and alteration of civil U.S.-registered aircraft.
(5) Any alterations to the aircraft must have been accomplished and returned to service by an appropriately certified and authorized person under FAR Part 43.
(6) Aircraft operations for compensation or hire must be performed in accordance with the appropriate Air Operations Certificate, e.g., FAR Part 125, 135, etc.
b. Type Certification. Prior to airworthiness certification, the type design must be certificated by the FAA. Section 603(c) of the Federal Aviation Act of 1958 makes a type certificate a prerequisite for issuance of airworthiness certificates. Each government operator who wishes to determine the eligibility of its aircraft for civil operations must contact the responsible geographic Aircraft Certification Office (ACO) for assistance in seeking either:
(1) design approval for aircraft that have been type certificated in the past; or
(2) type certification approval of aircraft that have been operated in the past under public aircraft status without a type certificate.
c. Aircraft Previously Type Certificated. If the aircraft was originally built to an FAA type certificate, the Aircraft Certification Office will review the type certificate data and make a comparison with the aircraft's current design and condition.
(1) The applicant should provide the FAA Aircraft Certification Office with the technical information to assist in the following:
(i) a review of type design for any engineering changes or modifications;
(ii) a review of replacement parts and technical data on the replacement parts;
(iii) a review of applicable Airworthiness Directives (AD);
(iv) a review of previous operating regimes;
(v) if needed, application of later regulatory amendments or special conditions for any changes found necessary to establish current airworthiness standards for safe design.
(2) The applicant must provide accurate records of any changes from the approved type design that are necessary to establish the current design. The applicant should update all maintenance manuals as necessary. If there has been a substantial change in the type design, e.g., in the configuration, power, power limitations, speed limitations, or weight that have proven so extensive that a substantially complete investigation of compliance with the applicable regulations is required, the owner will be required to apply for a new type certificate.
d. Aircraft with No Prior Certification. It may be difficult to obtain type certification of aircraft that have no history of civil certification. However, if a government operator wishes to apply for type certification, it should file an application for a type certificate on FAA Form 8110.12. The applicant must submit the application and all type design data for the aircraft, including the aircraft's engines and propellers, to the Aircraft Certification Office in its geographic area for approval. The application form must be accompanied by a three-view drawing and available basic data so that a preliminary regulatory certification basis may be established. The applicable airworthiness certification regulations, i.e., FAR Part 23, 25, 27, 29, 33, 35, etc., will be those that are in effect on the date of application for the certificate, unless otherwise noted in the regulations. The applicant must submit the type design, test reports, and computations necessary to show that the product to be certificated meets the applicable airworthiness, aircraft noise, fuel venting, and exhaust emission requirements of the FAR. Upon examining the data and test reports, participating in testing, and inspecting the prototype aircraft, the Administrator must be able to find that the type design in fact complies with the above-mentioned regulations.
e. Airworthiness Certification. An operator of an aircraft that has been operated in public aircraft status cannot obtain a standard airworthiness certificate or return the aircraft to civil operations without showing that the aircraft meets all the criteria for that airworthiness certificate as prescribed by the regulations. Making that showing may be difficult when the aircraft has not been maintained, altered, or inspected in accordance with the FAR. In order to receive a standard airworthiness certificate, the operator should show that the aircraft has been maintained according to the manufacturer's instructions, and that any modifications to the aircraft either were removed or approved by the FAA. Before a standard airworthiness certificate can be issued, the applicant must show that:
(1) The aircraft conforms to its approved type design and is in condition for safe operation.
(2) Any alterations were accomplished in accordance with an approved supplemental type certificate (STC) or other FAA approved data, such as a field approval as reflected by the issuance of an FAA Form 337, Major Repair or Alteration.
(3) All applicable AD's have been complied with.
(4) If altered while in another category, the aircraft continues to meet, or has been returned to, its approved type design configuration and is in a condition for safe operation.
f. Procedures for Obtaining Certificate. Applicants interested in obtaining an airworthiness certificate must follow the following procedures.
(1) Applicants are required to submit a properly executed Application for Airworthiness, FAA Form 8130-6, and any other documents called for in FAR Parts 21 and 45 for certification. An applicant may obtain an FAA Form 8130-6, "Application for Airworthiness" from the local Manufacturing Inspection district office (MIDO) or FSDO. The applicant must have completed and signed the appropriate sections prior to submitting it to the FAA.
(2) The applicant is required to make available for inspection and review the aircraft, aircraft records, and any other data necessary to establish conformity to its type design.
(3) The applicant must properly register the aircraft in accordance with FAR Part 47, Aircraft Registration.
(4) The applicant is also required to show that the aircraft complies with the noise standards of FAR Sections 21.93(b), 21.183(e), Part 36, or Part 91, as appropriate. This may be demonstrated through the use of data. Also, the applicant is required to show that the aircraft's fuel venting and exhaust emission systems comply with the requirements of FAR Part 34. In addition, the applicant must show the aircraft meets the applicable passenger emergency exit requirements of FAR Section 21.183(f) and SFAR No. 41.
(5) During the course of the certification process, the FAA will review records and documentation to the extent necessary to establish that:
(i) All of the required records and documentation are provided for the aircraft; i.e., an up-to-date approved flight manual, a current weight and balance report, equipment list, maintenance records, FAA-accepted Instructions for Continued Airworthiness (ICAW) and/or FAA-acceptance maintenance manual(s) (MM), and any other manuals required by FAR Sections 21.31, 21.50, 23.1529, 25.1529, 27.1529, 29.1529, 33.4, and 35.4. These documents must be in the English language.
(ii) The applicant should ensure that the appropriate markings are present in accordance with FAR Part 45. The applicant should make available the Type Certificate Data Sheets (TCDS), aircraft specification, or aircraft listing that is applicable.
(iii) The inspection records and technical data should reflect that the aircraft conforms to the type design, and all required inspections, including those provided for in FAR Section 21.183(d)(2), which provides for a 100-hour inspection, as described in FAR Section 43.15 and Appendix D. The applicant must also show that the tests the aircraft has been subjected to have been satisfactorily completed, the records completed, and reflect no unapproved design changes.
(iv) The aircraft has been flight tested, if required. If it has not been flight tested, the FAA may issue a special airworthiness certificate as provided for in FAR Sections 21.35 and 21.191(b). The flight test must be recorded in the aircraft records in accordance with FAR Section 91.417(a)(2)(i) as time in service as defined in FAR Part 1. Aircraft assembled by a person other than the manufacturer (e.g., a dealer or distributor) must have been assembled and, when applicable, flight tested in accordance with the manufacturer's FAA-approved procedures.
(v) Large airplanes, turbojet, cheap replica watches or turbopropeller multiengined airplanes must comply with the inspection program requirements of Subpart C of FAR Part 91 or other FAR referenced therein. A supplemental structural inspection program is also required for certain large transport category airplanes. Reference AC 91-56, Supplemental Structural Inspection Program for Large Transport Category Airplanes.
(6) Inspection of the aircraft. Aircraft submitted by the applicant for inspection will be inspected for the following:
(i) The nationality and registration marks and identification plate should be displayed and marked in accordance with FAR Part 45. The information presented should agree with the application for airworthiness certification.
(ii) All equipment, both required and optional, should be properly installed and listed in the aircraft equipment list.
(iii) Instruments and placards should be located in the appropriate places, installed, and properly marked in the English language.
(iv) All applicable AD's must have been complied with and appropriately recorded.
(v) The aircraft should conform to its approved U.S. type certificate and should be in a condition for safe operation.
(vi) All aircraft systems should have been satisfactorily checked for proper operation. The operation of the engine(s) and propeller(s) should be checked in accordance with the aircraft manufacturer's instructions.
Additional Aircraft Maintenance Requirments under Part 135
Part 135 operators are responsible for establishing methods acceptable to the Administrator for compliance with the additional maintenance requirements of Title 14 of the Code of Federal Regulations (14 CFR) part 135, § 135.421 for certain air carriers and commercial operators. Advisory Circular 135-7B provides information related to other regulatory maintenance requirements applicable to part 135 aircraft type certificated (TC) for nine or less passenger seats.