FAR stands for Federal Aviation Regulations, the set of rules that govern virtually every aspect of aviation in the United States. These regulations are codified under Title 14 of the Code of Federal Regulations (CFR) and carry the full force of federal law. They cover everything from who can fly an airplane to how that airplane must be maintained, and they apply to every pilot, airline, mechanic, and aircraft operating in U.S. airspace.
Where FARs Come From
The Federal Aviation Act of 1958 created what was then called the Federal Aviation Agency, giving it authority to issue and enforce regulations and minimum standards for manufacturing, operating, and maintaining aircraft. The agency adopted its current name, the Federal Aviation Administration (FAA), in 1967 when it became part of the Department of Transportation. The FARs are the primary tool the FAA uses to carry out that mission.
Technically, the FAA prefers the term “Title 14 of the Code of Federal Regulations” rather than “FARs,” but pilots, flight schools, and the broader aviation community still use “FAR” almost universally. You’ll often see references like “FAR Part 91” or “14 CFR Part 91,” and they mean the same thing.
How FARs Are Organized
The regulations are divided into numbered “Parts,” each addressing a specific area of aviation. Some of the most commonly referenced include:
- Part 1: General definitions used throughout all other Parts.
- Part 43: Rules for aircraft maintenance, preventive maintenance, rebuilding, and alteration. Only qualified individuals may perform maintenance work, and they must follow the manufacturer’s approved methods and techniques.
- Part 61: Pilot certification requirements, covering everything from student pilots through airline transport pilots, plus flight instructor and ground instructor certificates.
- Part 91: General operating and flight rules that apply to all aircraft operating within the United States, including waters within 3 nautical miles of the coast.
- Part 121: Rules for scheduled air carriers and large aircraft operations, including domestic, flag (international), and supplemental flights.
- Part 135: Rules for commuter and on-demand (charter) operations, typically involving smaller aircraft.
Pilot Certificates Under Part 61
Part 61 is the section most student pilots encounter first. It lays out the requirements for earning each level of pilot certificate: student pilot, sport pilot, recreational pilot, private pilot, commercial pilot, and airline transport pilot. Each certificate comes with specific privileges and limitations, and Part 61 spells out the flight hours, knowledge tests, and practical exams needed to earn them.
The regulations also define aircraft category ratings that can be placed on a pilot certificate, including airplane, rotorcraft, glider, lighter-than-air, powered-lift, powered parachute, and weight-shift-control aircraft. A pilot certified for airplanes, for example, would need additional training and a new rating to legally fly a helicopter.
General Flight Rules Under Part 91
Part 91 contains the operating rules that apply to nearly every flight in the U.S. These cover altitude restrictions, right-of-way rules, equipment requirements, weather minimums for visual and instrument flight, and much more. One of the most fundamental principles in Part 91 is that the pilot in command is directly responsible for, and is the final authority over, the operation of the aircraft. That means a pilot can deviate from any rule in an emergency if safety demands it, though the FAA may ask for an explanation afterward.
Commercial Operations: Part 121 vs. Part 135
If you’ve ever flown on a major airline, that flight operated under Part 121 rules. These are the most stringent regulations in the system, covering scheduled domestic and international passenger service as well as supplemental (charter) operations using large aircraft. Domestic operations are scheduled flights within the 48 contiguous states, while flag operations are scheduled flights that go beyond those borders.
Part 135 covers smaller-scale commercial flying. Commuter operations under Part 135 involve scheduled service with limitations on aircraft size and type. On-demand operations, the category that includes most charter flights, allow departure times and locations to be negotiated directly with the customer rather than published on a set schedule. A certificate holder with on-demand authority can also conduct limited scheduled operations.
Aircraft Maintenance Under Part 43
Part 43 ensures that every aircraft with a U.S. airworthiness certificate is maintained to a consistent standard. The rules apply to airframes, engines, propellers, appliances, and component parts. No one may perform maintenance on a covered aircraft unless they hold the appropriate authorization, and all work must follow manufacturer-approved techniques or methods the FAA has accepted as equivalent. This applies equally to a small Cessna at a local airport and a foreign-registered airliner operating in the U.S. under Part 121 or 135.
FARs vs. the AIM
Pilots often study the FARs alongside a companion publication called the Aeronautical Information Manual (AIM). While the two are frequently sold as a single book, they have very different legal standing. FARs are federal law, and violating them can result in enforcement action. The AIM, by contrast, is an advisory document. It contains recommended practices, explanations of air traffic procedures, and safety guidance, but it does not carry the force of law. That said, the AIM reflects many of the same principles found in the FARs, and ignoring its guidance can still create problems if an incident occurs.
What Happens When You Violate a FAR
The FAA’s enforcement system has real teeth. When a pilot, mechanic, or operator violates a regulation, the FAA can pursue several types of action. Certificate suspensions of a fixed number of days serve as discipline and a warning to others. Suspensions of indefinite duration prevent someone from exercising their certificate privileges until they demonstrate they meet the required standards again. In the most serious cases, the FAA revokes a certificate entirely, determining that the holder is no longer qualified.
Financial penalties are also on the table. The FAA can impose civil penalties of up to $100,000 against individuals and up to $1,200,000 against companies. In practice, many cases are resolved through settlements that may involve a lower penalty amount or a compromise order. Some cases that begin as certificate suspensions or revocations are ultimately resolved through payment of a civil penalty instead.
How U.S. FARs Relate to International Standards
The International Civil Aviation Organization (ICAO) sets global aviation standards, and U.S. regulations generally align with them, but not perfectly. The FAA publishes a list of specific differences. For example, after a loss of cabin pressurization, U.S. rules require descent to 14,000 feet within four minutes, while ICAO sets the threshold at 13,000 feet. The U.S. allows certain turbojet aircraft to be certificated for single-pilot operations, which ICAO does not. Air traffic control phraseology also differs in several ways: U.S. controllers do not use conditional clearances like “line up behind” a preceding aircraft, a practice permitted under ICAO procedures.
These differences matter most for pilots flying internationally. In some cases, a pilot whose experience was logged under U.S. rules that don’t satisfy ICAO standards will receive an airline transport pilot certificate with a limitation noting that fact.