FAA Regulations and Flight Rules
Keeping Yourself Legal and Reminders of Good Airmenship
By ARC Racer and CFII Juliet Lindrooth
There are hundreds of FAA regulations related to pilots and aircraft. For your convenience, we have listed below highlights of many regulations that are of interest for air racing; however, this is not intended to be a comprehensive list. In addition, this is not an official FAA server, so the subset of regulations provided here are not the official regulations. You can not rely on them being complete, accurate or up to date. The rule headings with partial rule text below the initial list are links for the eCFR for the complete and current version of each rule.
Aviation rules and regulations are ever-changing. To stay legal, in compliance, and aware, refer to the full text of the Code of Federal Regulations.
Federal Aviation Regulations (FARs)
61.3 Requirement for certificates, ratings, and authorizations.
61.51 Pilot logbooks.
61.56 Flight Review.
61.57 Recent flight experience: Pilot in command.
91.9 Civil aircraft flight manual, marking, and placard requirements.
91.13 Careless or reckless operation.
91.103 Preflight action.
91.111 Operating near other aircraft.
91.113 Right-of-way rules: Except water operations.
91.117 Aircraft speed.
91.119 Minimum safe altitudes.
91.121 Altimeter settings.
91.123 Compliance with ATC clearances and instructions.
91.125 ATC light signals.
91.141 Flight restrictions in the proximity of the Presidential and other parties.
91.145 Management of aircraft operations in the vicinity of aerial demonstrations and major sporting events.
91.151 Fuel requirements for flight in VFR conditions.
91.155 Basic VFR weather minimums.
91.159 VFR cruising altitude or flight level.
91.205 Powered civil aircraft with standard category U.S. airworthiness certificates.
91.207 ELT's (Also in AIM 6-2-5)
91.211 Supplemental oxygen.
91.213 Inoperative instruments and equipment.
91.215 ATC transponder and altitude reporting equipment and use.
91.225(f) Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment and use.
91.711 Special rules for foreign civil aircraft.
61.3 Requirement for certificates, ratings, and authorizations.
(a) Required pilot certificate for operating a civil aircraft of the United States. No person may serve as a required pilot flight crewmember of a civil aircraft of the United States, unless that person:
(1) Has in the person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization—
(i) A pilot certificate issued under this part and in accordance with §61.19;
(ii) A special purpose pilot authorization issued under §61.77;
(iii) A temporary certificate issued under §61.17;
(iv) A document conveying temporary authority to exercise certificate privileges issued by the Airmen Certification Branch under §61.29(e); or
(v) When operating an aircraft within a foreign country, a pilot license issued by that country may be used.
(2) Has a photo identification that is in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. The photo identification must be a:
(i) Driver's license issued by a State, the District of Columbia, or territory or possession of the United States;
(ii) Government identification card issued by the Federal government, a State, the District of Columbia, or a territory or possession of the United States;
(iii) U.S. Armed Forces' identification card;
(iv) Official passport;
(v) Credential that authorizes unescorted access to a security identification display area at an airport regulated under 49 CFR part 1542; or
(vi) Other form of identification that the FAA Administrator finds acceptable.
(b) Required pilot certificate for operating a foreign-registered aircraft within the United States. No person may serve as a required pilot flight crewmember of a civil aircraft of foreign registry within the United States, unless--
(1) That person's pilot certificate or document issued under §61.29(e) is in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate; and
(2) Has been issued in accordance with this part, or has been issued or validated by the country in which the aircraft is registered.
(c) Medical certificate:
(1) A person may serve as a required pilot flight crewmember of an aircraft only if that person holds the appropriate medical certificate issued under part 67 of this chapter, or other documentation acceptable to the FAA, that is in that person's physical possession or readily accessible in the aircraft. Paragraph (c)(2) of this section provides certain exceptions to the requirement to hold a medical certificate.
(2) A person is not required to meet the requirements of paragraph (c)(1) of this section if that person --
(xiii) is exercising the provileges of a student, recreational or private pilot certificate for operations conducted under the conditions and limitations set forth in § 61.113(i) and holds a U.S. driver's license.
In short, the pilot in command of the airplane while operating the airplane for the purposes of flight must carry with them 3 things.
-
A pilot certificate
-
Medical certificate, if applicable
-
Photo ID (e.g., driver's license, passport, military ID)
(a) Training time and aeronautical experience. Each person must document and record the following time in a manner acceptable to the Administrator:
(1) Training and aeronautical experience used to meet the requirements for a certificate, rating, or flight review of this part.
(2) The aeronautical experience required for meeting the recent flight experience requirements of this part.
There is no requirement to carry your logbooks with you. It's best to keep them in a safe place. Make copies of them or keep an electronic logbook. You also are only required to log hours toward ratings and currency requirements (e.g., landings to carry passengers). For the purposes of ARC, copies of the relevant pages of your logbook are acceptable.
(a) Except as provided in paragraphs (b) and (f) of this section, a flight review consists of a minimum of 1 hour of flight training and 1 hour of ground training.
(c) Except as provided in paragraphs (d), (e), and (g) of this section, no person may act as pilot in command of an aircraft unless, since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, that person has—
(1) Accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor and
(2) A logbook endorsed from an authorized instructor who gave the review certifying that the person has satisfactorily completed the review.
(d) A person who has, within the period specified in paragraph (c) of this section, passed any of the following need not accomplish the flight review required by this section:
(1) A pilot proficiency check or practical test conducted by an examiner, an approved pilot check airman, or a U.S. Armed Force, for a pilot certificate, rating, or operating privilege.
(2) A practical test conducted by an examiner for the issuance of a flight instructor certificate, an additional rating on a flight instructor certificate, renewal of a flight instructor certificate, or reinstatement of a flight instructor certificate.
(e) A person who has, within the period specified in paragraph (c) of this section, satisfactorily accomplished one or more phases of an FAA-sponsored pilot proficiency award program need not accomplish the flight review required by this section.
(f) A person who holds a flight instructor certificate and who has, within the period specified in paragraph (c) of this section, satisfactorily completed a renewal of a flight instructor certificate under the provisions in §61.197 need not accomplish the one hour of ground training specified in paragraph (a) of this section.
This means that in the last 2 years you must have been reviewed by a CFI and had a logbook endorsement stating such. What counts? Instrument proficiency check, flight review, WINGS completion, simulator checkride, any checkride given for the purposes of a new rating and so on. Just make sure you have the CFI endorsement.
61.57 Recent flight experience: Pilot in command.
(a) General experience.
(1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days, and—
(i) The person acted as the sole manipulator of the flight controls; and
(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel.
(2) For the purpose of meeting the requirements of paragraph (a)(1) of this section, a person may act as a pilot in command of an aircraft under day VFR or day IFR, provided no persons or property are carried on board the aircraft, other than those necessary for the conduct of the flight.
And what about night?
b) Night takeoff and landing experience.
(1) Except as provided in paragraph (e) of this section, no person may act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise, and—
(i) That person acted as sole manipulator of the flight controls; and
(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required).
If you have not landed an airplane 3 times in the last 90 days (and bounces don't count, sorry), you MUST do 3 takeoffs and landings in order to carry passengers. If you're doing them at night, make it a full stop each time. If you're not current, but comfortable, just go out and do your landings and then you're good to go.
91.9 Civil aircraft flight manual, marking, and placard requirements.
(a) Except as provided in paragraph (d) of this section, no person may operate a civil 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.
(b) No person may operate a U.S.-registered civil aircraft—
(1) For which an Airplane or Rotorcraft Flight Manual is required by §21.5 of this chapter unless there is available in the aircraft a current, approved Airplane or Rotorcraft Flight Manual or the manual provided for in §121.141(b); and
(2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof.
Make sure your required manuals are on board and that all of your required placards are in place.
91.13 Careless or reckless operation.
No person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another.
This is the all-encompassing regulation. Start from the courtroom and work backwards. Can you justify your actions in the interest of the safe operation of your aircraft? If the answer is "no," then don't do it.
Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include—
(b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:
(1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and
(2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.
In addition to a proper preflight of your aircraft, know the operating limitations and performance of YOUR particular airplane. Remember that the performance data in your manual is with a new airplane, flown by a test pilot in optimal conditions. Your actual airplane may not perform as well, nor will you. Give yourself a buffer.
91.111 Operating near other aircraft.
(a) No person may operate an aircraft so close to another aircraft as to create a collision hazard.
(b) No person may operate an aircraft in formation flight except by arrangement with the pilot in command of each aircraft in the formation.
For the purposes of the dual Flyby, the FAA waiver covers paragraph (b) as long as you follow the procedures in the K-07 Flyby Instructions for each Flyby location, the K-08 Dual Flybys procedures, and the Flyby briefing at the Start. You must announce a dual Flyby, and your intentions after the Flyby to let other traffic know what you're doing. Remember the airplane you are overtaking has the right-of-way and paragraph (a) always applies.
91.113 Right-of-way rules: Except water operations
(b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear.
(c) In distress. An aircraft in distress has the right-of-way over all other air traffic.
(d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. If the aircraft are of different categories— (parts omitted)
(e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.
(f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear.
(g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft.
(a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 mph).
(b) Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots (230 mph). This paragraph (b) does not apply to any operations within a Class B airspace area. Such operations shall comply with paragraph (a) of this section.
(c) No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph).
If you're flying a fast airplane, know your speed limits. And always, watch out for the faster airplanes.
91.119 Minimum safe altitudes.
Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.
What is a congested area? The yellow charted area on a sectional is a charting depiction of how the city would look at night. It has nothing to do with how a judge has interpreted a congested area in the past, and legal opinion wins. Use good judgment.
What is other than congested areas? Open areas, not cities or towns. Section 91.119(a) is again the all-encompassing rule here. Remember, can you justify your actions in court? The ARC gets waivers from § 91.119(b) and (c), but not from (a), for the flybys during race days ONLY.
(a) Each person operating an aircraft shall maintain the cruising altitude or flight level of that aircraft, as the case may be, by reference to an altimeter that is set, when operating—
(1) Below 18,000 feet MSL, to—
(i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft;
(ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this section, the current reported altimeter setting of an appropriate available station; or
(iii) In the case of an aircraft not equipped with a radio, the elevation of the departure airport or an appropriate altimeter setting available before departure; or
Keeping an accurate altimeter setting is important at all times. It can mean the difference between flying through some airspace or not. Or getting disqualified because you flew too low on a flyby.
91.123 Compliance with ATC clearances and instructions.
(a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory.
(b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised.
(c) Each pilot in command who, in an emergency, or in response to a traffic alert and collision avoidance system resolution advisory, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible.
(d) Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency, shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC.
(e) Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar air traffic control purposes.
If you choose to use 'flight following' or are in a positive control airspace (Class B, C or D), you must follow any and all ATC clearances, unless that clearance will cause an emergency or an emergency exists. Participating in the race does not allow you to fly through Class B, C, or D airspace without contacting ATC.
ATC light signals have the meaning shown in the following table:
|
Color and type of signal |
Meaning with respect to aircraft on the surface |
Meaning with respect to aircraft in flight |
|
Steady green |
Cleared for takeoff |
Cleared to land. |
|
Flashing green |
Cleared to taxi |
Return for landing (to be followed by steady green at proper time). |
|
Steady red |
Stop |
Give way to other aircraft and continue circling. |
|
Flashing red |
Taxi clear of runway in use |
Airport unsafe—do not land. |
|
Flashing white |
Return to starting point on airport |
Not applicable. |
|
Alternating red and green |
Exercise extreme caution |
Exercise extreme caution. |
Carry this chart with you if you plan to operate at towered airports.
91.141 Flight restrictions in the proximity of the Presidential and other parties.
91.143 Flight limitation in the proximity of space flight operations
In all cases, a TFR (Temporary flight restriction) is issued via NOTAM. Please check NOTAMs before every leg. Any TFR could pop up at any time, not just a presidential one. A quick phone call to FSS gets it on the "tape". 1-800-992-7433.
91.151 Fuel requirements for flight in VFR conditions.
(a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed—
(1) During the day, to fly after that for at least 30 minutes;
Remember, when you are racing, your fuel burn will be much higher. So that means you need to carry enough fuel to fly to your airport at race power setting and then for 30 minutes more at normal cruise speed and normal fuel burn. Safest practice would be to calculate that 30 mins at race power setting. This will give you an extra buffer. If you need to land short or land off field, the race is over for you.
91.155 Basic VFR weather minimums.
(a) Except as provided in paragraph (b) of this section and §91.157, no person may operate an aircraft under VFR when the flight visibility is less, or at a distance from clouds that is less, than that prescribed for the corresponding altitude and class of airspace in the following table:
|
Airspace |
Flight visibility |
Distance from clouds |
|
Class B |
3 statute miles |
Clear of Clouds. |
|
Class C |
3 statute miles |
500 feet below.
|
|
Class D |
3 statute miles |
500 feet below.
|
|
Class E: |
||
|
Less than 10,000 feet MSL |
3 statute miles |
500 feet below.
|
|
At or above 10,000 feet MSL |
5 statute miles |
1,000 feet below.
|
|
Class G: |
||
|
1,200 feet or less above the surface (regardless of MSL altitude) |
||
|
For aircraft other than helicopters: |
||
|
Day, except as provided in §91.155(b) |
1 statute mile |
Clear of clouds. |
(c) Except as provided in § 91.157, no person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet.
(d) Except as provided in § 91.157 of this part, no person may take off or land an aircraft, or enter the traffic pattern of an airport, under VFR, within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport—
(1) Unless ground visibility at that airport is at least 3 statute miles; or
(2) If ground visibility is not reported at that airport, unless flight visibility during landing or takeoff, or while operating in the traffic pattern is at least 3 statute miles.
(e) For the purpose of this section, an aircraft operating at the base altitude of a Class E airspace area is considered to be within the airspace directly below that area.
In order to fully grasp this regulation, you must know what airspace you're flying in. Most of our Flybys are at uncontrolled airports. What does that mean to you and what are the VFR visibility and cloud clearance requirements for that airport? What type of airspace is this uncontrolled airport? Is it G or E and how can you tell the difference? For Flybys, the ARC weather minimums are 1,000-foot ceilings and 3 statute miles visibility. However, if the FAR is more restrictive, you must follow the FAR.
91.159 VFR cruising altitude or flight level.
Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating an aircraft under VFR in level cruising flight more than 3,000 feet above the surface shall maintain the appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC:
(a) When operating below 18,000 feet MSL and—
(1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude + 500 feet (such as 3,500, 5,500, or 7,500); or
(2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude + 500 feet (such as 4,500, 6,500, or 8,500).
East is odd + 500 ft, and west is even + 500 ft. But this does not begin until 3,000 ft AGL. So from the surface to 3,000 ft AGL, fly wherever you want while adhering to § 91.119 and cloud clearance requirements. And remember, it's magnetic course, not your magnetic heading.
91.205 Powered civil aircraft with standard category U.S.. airworthiness certificates.
(a) General.
Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those instruments and items of equipment are in operable condition.
(b) Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are required:
(1) Airspeed indicator.
(2) Altimeter.
(3) Magnetic direction indicator.
(4) Tachometer for each engine.
(5) Oil pressure gauge for each engine using pressure system.
(6) Temperature gauge for each liquid-cooled engine.
(7) Oil temperature gauge for each air-cooled engine.
(8) Manifold pressure gauge for each altitude engine.
(9) Fuel gauge indicating the quantity of fuel in each tank.
(10) Landing gear position indicator, if the aircraft has a retractable landing gear.
(11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made.
(13) An approved safety belt with an approved metal-to-metal latching device, or other approved restraint system for each occupant 2 years of age or older.
(14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness or restraint for each front seat. For small civil airplanes manufactured after December 12, 1986, an approved shoulder harness or restraint system for all seats. Shoulder harnesses installed at flightcrew stations must permit the flightcrew member, when seated and with the safety harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph—
(i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and
(ii) A front seat is a seat located at a flight crewmember station or any seat located alongside such a seat.
(15) An emergency locator transmitter, if required by §91.207.
Just make sure you have all of the required equipment installed and working before you show up for the ARC Airplane Safety Check.
91.207 Emergency locator transmitters (Also in AIM 6-2-5)
(a) Except as provided in paragraphs (e) and (f) of this section, no person may operate a U.S.-registered civil airplane unless—
(1) There is attached to the airplane an approved automatic type emergency locator transmitter that is in operable condition for the following operations, except that after June 21, 1995, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations:
(b) Each emergency locator transmitter required by paragraph (a) of this section must be attached to the airplane in such a manner that the probability of damage to the transmitter in the event of crash impact is minimized. Fixed and deployable automatic type transmitters must be attached to the airplane as far aft as practicable.
(c) Batteries used in the emergency locator transmitters required by paragraphs (a) and (b) of this section must be replaced (or recharged, if the batteries are rechargeable)—
(1) When the transmitter has been in use for more than 1 cumulative hour; or
(2) When 50 percent of their useful life (or, for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval.
The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter and entered in the aircraft maintenance record. Paragraph (c)(2) of this section does not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.
(d) Each emergency locator transmitter required by paragraph (a) of this section must be inspected within 12 calendar months after the last inspection.
Make sure as part of your annual inspection, the ELT gets inspected and checked, and the battery replaced (if required).
(a) General. No person may operate a civil aircraft of U.S. registry—
(1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;
(2) At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and
(3) At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen.
It's always good to bring along supplemental oxygen. Don't wait for signs of hypoxia to set in before you use it. Some people need it at lower altitudes than others, some can go to 12,500 before they use it. Your health, fitness levels, diet, age and other factors will determine your personal need for O2. Use it freely. It's cheap insurance.
91.213 Inoperative instruments and equipment.
(a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met:
(d) Except for operations conducted in accordance with paragraph (a) or (c) of this section, a person may takeoff an aircraft in operations conducted under this part with inoperative instruments and equipment without an approved Minimum Equipment List provided—
(1) The flight operation is conducted in a—
(i) Rotorcraft, non-turbine-powered airplane, glider, lighter-than-air aircraft, powered parachute, or weight-shift-control aircraft, for which a master minimum equipment list has not been developed; or
(ii) Small rotorcraft, non-turbine-powered small airplane, glider, or lighter-than-air aircraft for which a Master Minimum Equipment List has been developed; and
(2) The inoperative instruments and equipment are not—
(i) Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations under which the aircraft was type certificated;
(ii) Indicated as required on the aircraft's equipment list, or on the Kinds of Operations Equipment List for the kind of flight operation being conducted;
(iii) Required by §91.205 or any other rule of this part for the specific kind of flight operation being conducted; or
(iv) Required to be operational by an airworthiness directive; and
(3) The inoperative instruments and equipment are—
(i) Removed from the aircraft, the cockpit control placarded, and the maintenance recorded in accordance with §43.9 of this chapter; or
(ii) Deactivated and placarded "Inoperative." If deactivation of the inoperative instrument or equipment involves maintenance, it must be accomplished and recorded in accordance with part 43 of this chapter; and
(4) A determination is made by a pilot, who is certificated and appropriately rated under part 61 of this chapter, or by a person, who is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft.
An aircraft with inoperative instruments or equipment as provided in paragraph (d) of this section is considered to be in a properly altered condition acceptable to the Administrator.
So, if it's not required and it's broken, remove it or deactivate AND placard it inop. If required, have your mechanic appropriately deactivate or fix it.
91.215 ATC transponder and altitude reporting equipment and use.
(a) All airspace: U.S.-registered civil aircraft.
For operations not conducted under part 121 or 135 of this chapter, ATC transponder equipment installed must meet the performance and environmental requirements of any class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude reporting capability) as appropriate, or the appropriate class of TSO-C112 (Mode S).
(b) All airspace.
Unless otherwise authorized or directed by ATC, no person may operate an aircraft in the airspace described in paragraphs (b)(1) through (b)(5) of this section, unless that aircraft is equipped with an operable coded radar beacon transponder having either Mode 3/A 4096 code capability, replying to Mode 3/A interrogations with the code specified by ATC, or a Mode S capability, replying to Mode 3/A interrogations with the code specified by ATC and intermode and Mode S interrogations in accordance with the applicable provisions specified in TSO C-112, and that aircraft is equipped with automatic pressure altitude reporting equipment having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude information in 100-foot increments. This requirement applies—
(1) All aircraft. In Class A, Class B, and Class C airspace areas;
(2) All aircraft. In all airspace within 30 nautical miles of an airport listed in appendix D, section 1 of this part from the surface upward to 10,000 feet MSL;
(c) Transponder-on operation.
...while in the airspace as specified in paragraph (b) of this section or in all controlled airspace, each person operating an aircraft equipped with an operable ATC transponder maintained in accordance with § 91.413 shall operate the transponder, including Mode C equipment if installed, and shall reply on the appropriate code or as assigned by ATC, unless otherwise directed by ATC when transmitting would jeopardize the safe execution of air traffic control functions.
(d) ATC authorized deviations.
Requests for ATC authorized deviations must be made to the ATC facility having jurisdiction over the concerned airspace within the time periods specified as follows:
(1) For operation of an aircraft with an operating transponder but without operating automatic pressure altitude reporting equipment having a Mode C capability, the request may be made at any time.
(2) For operation of an aircraft with an inoperative transponder to the airport of ultimate destination, including any intermediate stops, or to proceed to a place where suitable repairs can be made or both, the request may be made at any time.
Make sure your transponder is working, inspected, and on if you are in any airspace other than G
91.225 Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment and use.
(f) ...each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times unless...
(2) Otherwise directed by ATC when transmitting would jeopardize the safe execution of air traffic control functions.
91.711 Special rules for foreign civil aircraft.
(a) General. In addition to the other applicable regulations of this part, each person operating a foreign civil aircraft within the United States shall comply with this section.
(b) VFR. No person may conduct VFR operations which require two-way radio communications under this part unless at least one crewmember of that aircraft is able to conduct two-way radio communications in the English language and is on duty during that operation.
Since we welcome and do have Racers from other countries, please take the time to read this entire section. We deleted the non-pertinent information for the race only. However, there is some important IFR information that might apply while flying to and from the race. Also, if you are new to flying in the U.S., please read our regulations and understand them. In a lot of cases, our VFR/IFR rules are different from other countries.
Aeronautical Information Manual (AIM)
Chapter 2 Aeronautical Lighting and Other Airport Visual Aids
Chapter 3 Airspace
Chapter 4 Air Traffic Control
Chapter 5 Air Traffic Procedures
Chapter 6 Emergency Procedures
Chapter 7 Safety of Flight
Chapter 8 Medical Facts for Pilots
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