How has FAR 61.57 changed over the years?
I referenced historical FARs from 2013, 1993, 1988, and 1969. Here's what I found:
Why yes, it has, and the history along with the preambles and lots of other good information is available on the FAA's Regulatory Guidance Library.
Click the image and then click on Historical CFR and then By Part and follow the tree to 61.57 to see the history:
More details are available here: How can I see the revision history of a particular FAR?
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?
If an autobrake setting is chosen prior to touchdown, but after touchdown and nosewheel compression (i.e. after the autobrake has engaged) a different setting is required, is it safe to change the setting during the roll-out? What happens when the setting is changed in this manner? I know application of manual brakes disables the autobrake. Does the autobrake immediately match the new deceleration requested?
What is the policy for ATC towers to notify aircraft the frequency they broadcast and monitor on has changed? How do they do it, if radio isn't available (because they just changed their frequency)?
For instance, I don't remember paragraph 61.51(e)(iii) at all from way back when I studied it to determine when I could log PIC time. I'm fairly certain that it has been added since then (actually, there was no sport pilot license back then so I know that it has at least been changed), but I would like to know when it was changed and what the changes were. At the bottom of the reg, it includes this: [Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61-103, 62 FR 40897, July 30, 1997; Amdt. 61-104, 63 FR 20286, Apr. 23, 1998; Amdt. 61-110, 69 FR 44865, July 27, 2004; Amdt. 61-124, 74
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). ...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
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?
how Airbus and Boeing made their design decisions, but rather see if there has been performed a study on what interface is preferred by pilots, eventually differentiating among private/commercial pilots...Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection of the stick will command a certain rate, releasing it will make the system maintain the current attitude. See the Airbus Normal control law. direct control: a deflection of the yoke will directly
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?
Primary target: An aircraft not reporting mode-C, the only thing the controller has is the return on the radar. When a controller reports a primary target as traffic to other aircraft, the controller does not have the altitude of the target. Given this, I conclude that ATC radar does not have the altitude (angle-up) to the target, and only provides azimuth. So then without the altitude, how does the radar-system know where to put the target laterally on the screen? Example, a radar picks up a target that is 10 miles from the station. If the target is 0 AGL, the proper position would be 10
For fun I want to build a flight simulator at home. What are my options from most basic toy environment to more realistic set-up. Great if you can give for each solution a basic indication of cost (s...