Editing Federal Aviation Regulations (section)

== Regulations of interest ==
The FARs have tens of thousands of separate sections, many used by large numbers of researchers on any given day. A few of the regulations particularly relevant to laypersons, to political issues, or of historical interest are listed here.

=== Part 1 ===
Many other FARs depend on definitions, which are found in Part 1.1<ref>{{cite web |work= ELECTRONIC CODE OF FEDERAL REGULATIONS |title= Title 14: Aeronautics and Space PART 1 – Definitions |publisher= U.S. Government Publishing Office |url= http://www.ecfr.gov/cgi-bin/text-idx?SID=5322094d58036e143135918076f83a7d&mc=true&node=se14.1.1_11&rgn=div8}}</ref>

=== Part 21 ===
This part prescribes:
*(1) Procedural requirements for issuing and changing:
**(i) Design approvals;
**(ii) Production approvals;
**(iii) Airworthiness certificates;
**(iv) Airworthiness approvals;
*(2) Rules governing applicants for, and holders of, any approval or certificate specified above
*(3) Procedural requirements for the approval of articles.

=== Part 23 ===
Part 23 contains airworthiness standards required for issuance and change of type certificates for airplanes in these categories:<ref>{{cite web |work= ELECTRONIC CODE OF FEDERAL REGULATIONS |title= Title 14: Aeronautics and Space PART 23—AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES, §&nbsp;23.3 Airplane categories |publisher= U.S. Government Publishing Office |url= http://www.ecfr.gov/cgi-bin/text-idx?SID=685dc1ae97ae3f5e5569e47880fab01e&mc=true&node=pt14.1.23#se14.1.23_13}}</ref>

* nine or less passengers, 12,500 pounds or less [[maximum takeoff weight|MTOW]]
** normal: nonacrobatic operation (bank angle < 60°)
** utility: limited acrobatic operation (60° < bank angle < 90°)
** acrobatic: no restrictions
* commuter category: multiengine airplanes, 19 or less passengers, 19,000 pounds or less MTOW, nonacrobatic operation (bank angle < 60°)

In 2016 the FAA proposed a new system of performance-based airworthiness standards instead of prescriptive design requirements. The familiar weight and propulsion classifications of small airplane regulations would be replaced by performance and risk-based standards for aircraft weighing less than 19,000 pounds and seating 19 or fewer passengers.<ref>{{cite news |url= https://www.nbaa.org/ops/safety/20160314-faa-proposes-new-part-23-airworthiness-certification-standards.php |title= FAA Proposes New Part 23 Airworthiness Certification Standards |date= March 14, 2016 |publisher= National Business Aviation Association}}</ref> On August 30, 2017, a revised Part 23 ruling went into effect, changing the aircraft classifications. The new passenger classifications are: Level 1, seating for 0 to 1 passenger; Level 2, 2 to 6; Level 3, 7 to 9; Level 4, 10 to 19. Speed classifications are: low speed, Vc or Vmo equal to or less than 250 knots [[Calibrated airspeed|CAS]] and equal to or less than Mmo 0.6 Mach; high speed, Vc or Vmo greater than 250 knots CAS and Mmo greater than 0.6 Mach.<ref>[https://www.aopa.org/news-and-media/all-news/2016/december/16/part-23-reform-faa-releases-final-rule-on-small-aircraft-certification Part 23 Reform: FAA Releases Final Rule on Small Aircraft Certification]</ref>

Prior to August 30, 2017, Part 23 had a large number of regulations to ensure airworthiness in areas such as structural loads, airframe, performance, stability, controllability, and safety mechanisms, how the seats must be constructed, oxygen and air pressurization systems, fire prevention, escape hatches, flight management procedures, flight control communications, emergency landing procedures, and other limitations, as well as testing of all the systems of the aircraft.

It also determined special aspects of aircraft performance such as stall speed (e.g., for single engine airplanes – not more than 61 knots), rate of climb (not less than 300&nbsp;ft/min), take-off speed (not less than 1.2 x [[v speeds|V<sub>S1</sub>]]), and weight of each pilot and passenger (170&nbsp;lb for airplanes in the normal and commuter categories, and 190&nbsp;lb for airplanes in the acrobatic and utility categories).

The [[Cessna 177]], [[Cirrus SR20]] and [[Piper PA-34 Seneca]] are well-known airplanes types that were certified to standards set out in FAR Part 23.

Most of the Federal Aviation Regulations, including Part 23, commenced on February 1, 1965. Prior to that date, airworthiness standards for airplanes in the normal, utility and acrobatic categories were promulgated in Part 3 of the US Civil Air Regulations. Many well-known types of light airplane, like the [[Cessna 150]] and [[Piper Cherokee]] are certified to these older standards, even though they remained in production after 1965.

=== Part 25 ===

This part contains airworthiness standards for airplanes in the [[transport category]]. The [[Boeing 737]] and later types, and [[Airbus A300]] series, are well-known airplane types that were certified according to standards set out in FAR Part 25. Transport category airplanes are either:
* Jets with 10 or more seats or a [[maximum takeoff weight]] (MTOW) greater than {{convert|12,500|lb|kg|0}}; or
* Propeller-driven airplanes with greater than 19 seats or a MTOW greater than {{convert|19,000|lb|kg|0}}.

This Part is organized into six subparts, to specify design criteria for each of
* A – General
* B – Flight
* C – Structure
* D – Design and Construction
* E – Powerplant
* F – Equipment

For example, Part 25, Subpart D has section headings for
* General
* Control Surfaces
* Control Systems
* Landing Gear
* Floats and Hulls
* Personnel and Cargo Accommodations
* Emergency Provisions
* Ventilation and Heating
* Pressurization
* [[Fire Protection]]
* Miscellaneous

Most of the Federal Aviation Regulations, including Part 25, commenced on February 1, 1965. Prior to that date, airworthiness standards for airplanes in the [[transport category]] were promulgated in Part 4b of the US Civil Air Regulations which was in effect by November 1945. Effective August 27, 1957, Special Civil Air Regulation (SR) 422 was the basis for certification of the first turbine-powered transport airplanes, such as the Boeing 707, the Lockheed Electra, and the Fairchild 27. SR 422A became effective July 2, 1958, and was superseded by SR 422B, effective August 29, 1959. Only a few airplanes were certified under SR 422A, such as the Gulfstream I and the CL-44. First generation turbine-powered transport category airplanes such as the DC-8, DC-9, and B-727, were originally certified under SR 422B. SR 422B was recodified with minor changes to 14 CFR part 25, which became effective February 1965.<ref>{{Cite web |url=http://fsims.faa.gov/PICDetail.aspx?docId=8900.1,Vol.4,Ch3,Sec1_SAS |title=Airplane Performance and Airport Data |access-date=October 19, 2016 |archive-date=October 19, 2016 |archive-url=https://web.archive.org/web/20161019211247/http://fsims.faa.gov/PICDetail.aspx?docId=8900.1,Vol.4,Ch3,Sec1_SAS |url-status=dead }}</ref>

=== Part 27 ===
This part contains airworthiness standards for rotorcraft in the normal category. Rotorcraft up to 7,000&nbsp;lb [[Maximum takeoff weight]] and 9 or fewer passengers are type certified in this part.

Examples of rotorcraft certified in this part are the Robinson R44, [[Schweizer 300]] and the [[Bell 429]].

=== Part 29 ===
This part contains airworthiness standards for rotorcraft in the [[transport category]]. Rotorcraft with more than {{convert|7000|lb|kg|abbr=on}} [[maximum takeoff weight]] and 10 or more passengers are type certified in this part. Rotorcraft with more than {{convert|20000|lb|kg|abbr=on}} [[maximum takeoff weight]] must be certified to additional Category A standards defined in this part.

=== Part 91 ===
Part 91 defines a '''Part 91 Operator'''.<ref>{{cite web |url=http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=7a7c1aafb1ed13f92b2f7b6f0e003c70&rgn=div5&view=text&node=14:2.0.1.3.10&idno=14 |title=Electronic Code of Federal Regulations |publisher=ecfr.gpoaccess.gov |access-date=March 10, 2010 |archive-url=https://web.archive.org/web/20121006121628/http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&rgn=div5&view=text&node=14:2.0.1.3.10&idno=14 |archive-date=October 6, 2012 |url-status=dead }}</ref> These are the regulations that define the operation of small non-commercial [[aircraft]] within the [[United States]], however, many other countries defer to these rules. These rules set conditions, such as weather, under which the aircraft may operate.<ref>{{cite web |url=http://www.businessaviationcounsel.com/pages/aviation-topics/the-myth-about-single-purpose-entities/ |title=The Dilemma of Single Purpose Entities |work= Business Aviation Lawyer|author= Stewart H. Lapayowker, P.A. |access-date=March 10, 2010 }}</ref>

==== Section 91.3(b) ====

This regulation states that the pilot-in-command is the party directly responsible for, and is the final authority as to, an aircraft being operated.

Additionally, this regulation states that in an emergency requiring immediate action, the pilot-in-command may deviate from any regulation contained within Part 91 to the extent required to handle the emergency.

==== Temporary flight restrictions ====
[[File:Flight restriction.gif|thumb|Example of a presidential TFR surrounding [[Charleston, South Carolina]]]]

The pertinent sections of the FAR (14 CFR Sections 91.137, 91.138, 91.139, 91.141, 91.143, 91.145, 99.7)<ref>{{cite web|url=http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/22432 |title=FAA AC 91-63C – Temporary Flight Restrictions (TFRs/TFR) |publisher=[[Federal Aviation Administration]] |website=FAA.gov |date=May 20, 2004 |access-date=September 16, 2012}}</ref><ref>{{Cite news | url=http://www.faa.gov/pilots/safety/notams_tfr/media/tfrweb.pdf | title=TFR: Airspace Obstacles and TFR Trivia. A Pilot's Guide to Understanding Restrictions in Today's National Airspace System | first=Michael W. | last=Brown | date=November–December 2003 | access-date=May 5, 2011}}</ref> describe '''temporary flight restrictions''' ('''TFR'''). A TFR is a geographically-limited, short-term, airspace restriction, typically in the [[United States]]. Temporary flight restrictions often encompass major sporting events, natural disaster areas, air shows, space launches, and [[President of the United States|Presidential]] movements. Before the [[September 11, 2001 attacks]], most TFRs were in the interest of safety to flying aircraft with occasional small restrictions for Presidential movements. Since 9/11, TFRs have been routinely used to restrict airspace for 30 nautical miles around the President, with a {{convert|10|nmi|km|1|adj=on}} radius [[no-fly zone]] for non-scheduled flights. They are also available to other high-profile figures such as presidential and vice-presidential candidates (though not all do so, as Senator [[John Kerry]], who did not ask for any TFR during the [[2004 United States presidential election|2004 election]]).<ref>{{cite web
  | title = No TFRs for Kerry campaign
  | publisher = Aircraft Owners and Pilots Association Online
  | date = August 3, 2004
| url = http://www.aopa.org/whatsnew/newsitems/2004/040803kerry.html
  | access-date = August 23, 2008
| url-status = dead
  | archive-url = https://web.archive.org/web/20081202075816/http://www.aopa.org/whatsnew/newsitems/2004/040803kerry.html
  | archive-date = December 2, 2008
}}</ref>

TFRs are deeply unpopular with pilots in the [[general aviation]] sector. Presidential TFRs are nearly 70 miles in diameter, and frequently close off not only the airport [[Air Force One]] is using but nearby airports as well. Others, including the [[Transportation Security Administration]], argue that they are necessary for national security.<ref>{{cite web
  | last = Thurber
  | first = Matt
  | title = Meet Big Brother
  | work = Aviation Maintenance
  | publisher = Access Intelligence, LLC
  | date = February 1, 2003
| url = http://www.aviationtoday.com/am/issue/columns/notebook/27.html
  | access-date = August 23, 2008
| archive-date = August 8, 2008
| archive-url = https://web.archive.org/web/20080808120815/http://www.aviationtoday.com/am/issue/columns/notebook/27.html
  | url-status = dead
  }}</ref> TFRs can also be instituted for special military operations, such as with the [[2023 Chinese balloon incident]], where the FAA put into place one of the largest airspace restrictions in U.S. history, with an area approximately twice the size of Massachusetts and more than five times the restricted airspace surrounding Washington, D.C.<ref name="Largest TFRs">{{cite news |last1=Liptak |first1=Kevin |last2=Mattingly |first2=Phil |last3=Bertrand |first3=Natasha |last4=Muntean |first4=Pete |last5=Liebermann |first5=Oren |title=Inside Biden's decision to 'take care of' the Chinese spy balloon that triggered a diplomatic crisis |url=https://www.cnn.com/2023/02/04/politics/china-spy-balloon-tick-tock/index.html |access-date=February 6, 2023 |publisher=CNN |date=February 5, 2023 |archive-url=https://web.archive.org/web/20230206004130/https://www.cnn.com/2023/02/04/politics/china-spy-balloon-tick-tock/index.html |archive-date=February 6, 2023 |url-status=live }}</ref>

The responsibility for screening requests for TFR and for subsequent granting or denying them, lies with the FAA's Office of System Operations Security.<ref>{{Cite news | url=http://www.faa.gov/news/safety_briefing/2011/media/MayJun2011.pdf | title=We're on a Mission: Taking the Mystery Out of Temporary Flight Restrictions | author=James Williams | issue=May/June 2011 | journal=FAA Safety Briefing | publisher=[[FAA]] | pages=16–18 | access-date=May 5, 2011}}</ref>

==== Two-way radio communications failure ====

'''Section 91.185''' of the Federal Aviation Restrictions deals with loss of [[radio communications]] while in [[flight]].
If a loss of radio communications were to be encountered during [[visual flight rules|VFR]] conditions, or if VFR conditions are encountered after loss of communication with the ground and other aircraft, the pilot of the aircraft shall continue the flight under VFR and land as soon as practicable.
If, however, the failure occurs in [[instrument flight rules|IFR]] conditions and/or the VFR conditions are not forthcoming, the pilot should continue under the following conditions:
:* '''Route''' – The pilot will follow:
::* The route assigned in the last contact with [[air traffic control|ATC]] before loss of communication, or, if being [[radar]] vectored, continue direct to the radar fix specified in the vector clearance;
::* In the absence of an assigned route, the pilot will follow the route advised by ATC;
::* In the absence of an ATC assigned or advised route, the pilot will follow the route set down in the flight plan.

:* '''Altitude''' – The pilot will continue at the highest of the following altitudes or flight levels:
::* The altitude assigned in the last contact with ATC before loss of communication;
::* The minimum altitude for IFR operations;
::* The altitude advised by ATC to be expected in a further clearance.<ref>{{cite web|url=http://www.risingup.com/fars/info/part91-185-FAR.shtml |title=Federal Aviation Regulation Sec. 91.185 – IFR operations: Two-way radio communications failure. |publisher=Risingup.com |access-date=September 26, 2010}}</ref>