Aircraft insurance for personal aircraft is not legally required by any part of the US FARs, nor to my knowledge is it required by any state government, though I'm only familiar with New York in that regard. (As you'll note from the Wikipedia page you linked to, not all states require automobile insurance either, though most do now...)
Aircraft insurance is most directly comparable to marine insurance.
It's generally required by:
As far as I know, most (or all) airplane owners purchase insurance that covers liability, if nothing else. Good idea or not, is aircraft insurance legally required in the US, in the way that automobile insurance is required?
Typically, a pilot will have airplane insurance (or renter's insurance, if flying un-owned aircraft), car insurance, home insurance, life insurance and then for good measure purchase an "umbrella"-type insurance (usually up to $1MM). Have there been cases where this wasn't enough insurance, or the pilot thought he or she was insured but there was something unforeseen that rendered his insurance policies ineffective of shielding him or her from liability? This question is specific towards American pilots, in this case if would be for an "average" person, owning/flying a small single-engine
much does an engine overhaul cost? Insurance hangar etc.. It would be great to also get some typical costs and ranges, since some element are more predictable than others. Obviously the costs will vary based on individual aircraft and location, as well as over time, but I'm looking for information that would help someone make the buy/rent decision. Prices can also vary geographically. I'm asking for the structure of the costs to start making a plan for cost analysis and diligence. For example, with an IFR aircraft, what costs are involved with keeping it current?
also expect to be required to be certified with a specific level for the skydiving. Bonus points if you can answer that too. I have seen this question about how much it cost to learn to fly...What are the steps needed to become a pilot that can transport skydivers? I'm more specifically interested in the situation in Europe, France. I would expect lessons / certifications, then more certification to accept passengers, then more certifications to be allowed to carry skydivers and let them jump. Also, medical examination, books, insurance, fees... How much would it cost? I'm more
Transportation Safety Board (NTSB) office when: ... (10) Airborne Collision and Avoidance System (ACAS) resolution advisories issued either: (i) When an aircraft is being operated... or is there any guidance to say when the report is required? I.e. is it anytime that we get an RA (even if we visually have the aircraft in sight), only if we actually respond to an RA, or is it if the two...So when a pilot is flying along and suddenly hears a "Climb... Climb..." Resolution Advisory (RA) from ACAS/TCAS, we are trained to immediately climb to avoid a collision with another aircraft
This is a snippet from the KESC RNAV 36 approach. It's a real procedure, I didn't photoshop it except to add highlighting. Let's say I was in the position that the blue aircraft is in (roughly 10 miles from WOKOL bearing approximately 320), and I had been cleared to WOKOL for the RNAV 36. I am assuming ATC did not explicitly tell me to do a procedure turn. What am I supposed to do when I get... when it is not required by the procedure, but must inform air traffic control and receive clearance to do so. If an instrument plate contains errors, am I still required to comply with them?
FAR Part 91, Appendix G, Section 2 says: (c) Altitude-keeping equipment: All aircraft. To approve an aircraft group or a nongroup aircraft, the Administrator must find that the aircraft meets the following requirements: ... (2) The aircraft must be equipped with at least one automatic altitude control system that controls the aircraft altitude Note that it does not say that it must be engaged, or even operative. Simply "equipped", and also that this is to approve an aircraft for RVSM. From what I can find, there is no operational requirement for the autopilot
Is a checkride which is required in order to qualify a pilot for 121 or 135 operations itself conducted under Part 91 or Part 121/135 rules? For instance, is a first class medical required in order to be PIC for the line check required by 135.299 or is only a second class medical required? I understand that in order to act as PIC of a Part 121/135 flight you need a current first class medical, but what about for the checkride?
After September 11th, the FAA required all Part 135 air carrier flights to prefix their registration number with a "T" and use the "Tango November" prefix on the radio. Every once in a great while (about once to twice a year) I still hear someone doing this, but surely there are more 135 flights than this. Is it (or was it ever) required to use the "T" prefix for Part 135 flights?
to another airport that is within 25 nautical miles from the airport where the student pilot normally receives training The student must be endorsed with something along the lines of: I certify that (First name, MI, Last name) has received the required training of section 61.93(b)(1). I have determined that he/she is proficient to practice solo takeoffs and landings at (airport name). The takeoffs and landings at (airport name) are subject to the following conditions: (List any applicable conditions or limitations.) Emphasis on the word TO, in (1). I interpret this as "You must