FAR 61.57 (a) requires that one must make 3 takeoffs and landings within the preceding 90 days in order to carry passengers.
Does a "crash landing" count for the 61.57 currency? By "crash landing" I mean a landing on which an incident/accident occurs under the NTSB definitions.
For example, if I'm in the circuit to gain 61.57 currency, and on my 3rd landing attempt, I crash the aircraft into a tree well short of the runway. Would I then be allowed to go rent another aircraft and carry a passenger?
As far as I can find, the FAA doesn't define the term landing so it could be argued either way. The "typical" definition of landing is:
1: an act or process of one that lands; especially : a going or bringing to a surface (as land or shore) after a voyage or flight
That definition doesn't say that it has to be "controlled" or that the airplane has to be usable again! Even if you decide that it wasn't a "successful landing", you could always get your third landing later if you are still allowed to fly, and then carry the passengers.
So this brings us to the second part of your question: Are you allowed to fly after an accident?
Since you had an accident (as defined by 49 CFR 830) you must immediately notify the NTSB of the accident. Once you do that, you have 10 days to file the required report.
At this point, you still have a valid pilot license and can legally fly another airplane.
Chances are however, that you will be receiving a certified letter from the local FSDO requiring a reexamination in order to keep your license because your competence has been called into question. If you don't call them to make an appointment, they will start the process to suspend your certificate. During this time, you can also continue to fly because you still have a valid license.
The FAA can also use their emergency authority to immediately suspend your license if they feel that it is warranted. This can be appealed to the NTSB board if you feel that it isn't justified, and they have up to five days to respond. At this point you are not allowed to fly pending the response from the board.
This, and a lot more information can be found on AOPA's FAA Enforcement Webpage.
FAR 61.57 (a) requires that one must make 3 takeoffs and landings within the preceding 90 days in order to carry passengers. Does a "crash landing" count for the 61.57 currency? By "crash landing" I mean a landing on which an incident/accident occurs under the NTSB definitions. For example, if I'm in the circuit to gain 61.57 currency, and on my 3rd landing attempt, I crash the aircraft into a tree well short of the runway. Would I then be allowed to go rent another aircraft and carry a passenger?
Advisory Circular AC 61-136 which outlines the approval and limitations of flight training devices seems to contradict 14 CFR 61.57(c). To what extent can I use an AATD for instrument currency... and BATDs are governed by FAR 61.4(c) and are authorized for specific purposes and can be used in the same manner at a Flight Training Device instead of a Aviation Training Device as long as they have an approve Letter of Agreement (LOA) from the administrator. This leads me to believe that an AATD qualifies for FAR 61.57(c)(2) not FAR 61.57(c)(3).
When I learned to fly helicopters, I of course spent significant time learning about and practicing autorotations. The CFI at my school, who had around 15,000 hrs (that's right, fifteen thousand!) said a few times that practice, knowledge and currency are vital — but as long as you got the entry right (following which you can fly to the ground) and executed at least a decent attempt... might not get to use the machine again, and you might spend some time in hospital, you would live to fly another day. I am assuming a reasonable place on dry land is available to finally come to rest
My initial thought is that night currency satisfies daytime currency, but what gives me pause is FAR 61.57(a)(2) notes that a non-current pilot is allowed to conduct day VFR or day IFR flights without passengers to obtain currency. There is no mention of night flight being allowed. This seems to imply that day flights are required for daytime currency.
An answer to another question on Aviation.SE asks about the historical development of FAR 61.57. How has FAR 61.57 changed over the years?
Part 135 instrument currency in a Jet aircraft requiring two pilots, requires both pilots to be instrument current. But how about the same situation for a Part 91 flight? Does the SIC need to have his 6 approaches with tracking, intercepting, holding etc... in the last 6 months?
FAR 61.57 says that you need to have completed three takeoffs and landings to a full stop in order to carry passengers at night. However, you only need three touch-and-gos in order to carry passengers during the day. Why the difference? Is there some rationale for this? Are full-stop landings considered safer during the night?
) Category D: Speed 141 knots or more but less than 166 knots. (5) Category E: Speed 166 knots or more. So an aircraft category never changes because it is always Vref at max landing weight. What...FAR 91.3 says: Aircraft approach category means a grouping of aircraft based on a speed of VREF, if specified, or if VREF is not specified, 1.3 Vso at the maximum certificated landing weight. VREF, Vso, and the maximum certificated landing weight are those values as established for the aircraft by the certification authority of the country of registry. The categories are as follows
I've never seen a 727's aft stairs open, but presumably, based on an Wikipedia image and common sense, they do reach the ground when the aircraft is on the ground. Furthermore, (as I understand... during landing, they would impact the ground during landing and, given the pitch, do more than scrape the ground and cause damage to the aircraft. However, DB Cooper's jump left the aft stairs open, and (as far as I can tell) it seems that the landing was uneventful besides the stress of having a hijacker potentially on board (although it's quite understandable if no one made any record of it, given
If I were to redo my avionics to only include a WAAS GPS unit and two comm radios, would anything prevent me from operating IFR? 14 CFR 91.205(d) only states that my airplane must have: (2) Two-way radio communication and navigation equipment suitable for the route to be flown. I'm aware that this is not the most bulletproof way to fly hard IFR. In this case, assume that the aircraft is primarily used for currency/proficiency and the occasional light IFR flight.