Source: http://en.wikibedia.ru/wiki/Federal_Aviation_Regulations
Timestamp: 2018-11-19 20:29:22
Document Index: 196970029

Matched Legal Cases: ['art 23', 'art 25', 'art 27', 'art 29', 'art 91', 'art 45', 'art 47', 'art 1', 'art 23', 'art 23', 'art 23', 'art 25', 'art 25', 'art 25', 'art 4', 'art 25', 'art 27', 'art 29', 'art 91', 'art 107', 'art 107', 'ART 107']

Federal Aviation Regulations Wikipedia
2 Regulations of interest
2.2 Part 23
2.3 Part 25
2.4 Part 27
2.5 Part 29
2.6 Part 91
2.6.1 Section 91.3(b)
2.6.2 Temporary flight restrictions
2.6.3 Two-way radio communications failure
2.7 Private, commuter, and commercial operations
Part 45 – Identification and Registration Marking
Part 47 – Aircraft Registration
Regulations of interest[]
Many other FARs depend on definitions, which are found in Part 1.1[2]
Part 23[]
Part 23 contains airworthiness standards required for issuance and change of type certificates for airplanes in these categories :[3]
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.[4] 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 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.[5]
Part 25[]
A rather important section of this part, is the 121 - climbing guaranteed with one engine out for multi-engine aircraft.
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.
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.[6]
Part 27[]
Part 29[]
Part 91[]
Section 91.3(b)[]
Temporary flight restrictions[]
The pertinent sections of the FAR (14 CFR Sections 91.137, 91.138, 91.139, 91.141, 91.143, 91.145, 99.7)[7][8] 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 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 10-nautical-mile (18.5 km) 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 election).[9]
TFRs are deeply unpopular with pilots in the general aviation sector. Large Presidential TFRs frequently close off not only the airport Air Force One is using but nearby airports as well.[10] Others, including the Transportation Security Administration, argue that they are necessary for national security.[11]
The responsibility for screening requests for TFR and for subsequent granting or denying them, lies with the FAA's Office of System Operations Security.[12]
Two-way radio communications failure[]
The altitude advised by ATC to be expected in a further clearance.[13]
Private, commuter, and commercial operations[]
Part 107 (FAA sUAS Part 107) specifies regulations to fly under the Small UAS Rule, or small unmanned aircraft systems in the National Airspace System (NAS). Small unmanned aircraft systems (sUAS) are those that weigh less than 55 pounds. [14]
Maintenance[]
Charter[]
^ "FAA sUAS PART 107: THE SMALL UAS RULE" (PDF). faa.gov. Retrieved October 9, 2018.