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As pilots, we are required to understand the regulations that apply to our flight and ground operations. While most of us learned the appropriate rules during flight training, it’s easy to forget the ones we don’t use every day—and sometimes even misremember the ones we do use. The regulations outlined below tend to be overlooked by pilots and are worth a refresher.

An Overview of the Regulations

When most of us started learning about regulations, we were often sent to our favorite pilot shop, catalog, or website to purchase a FAR/AIM book or app. The most popular versions are compiled by our friends at ASA. These books are excellent, but they’re often out of date by the time they arrive for study. ASA’s solution is a digital update service that emails changes to pilots who’ve signed up. Failing to sign up means no updates will be received.

While many of us refer to these as “FAR/AIM” books, the “FARs” are actually Title 14 of the Code of Federal Regulations (14 CFR). NTSB regulations fall under 49 CFR. The AIM—Aeronautical Information Manual—is advisory in nature and separate from the regulations, though it’s commonly bundled in printed and digital reference materials. The AIM is updated every six months.

Failure to Report a Motor Vehicle Action

14 CFR §61.15 pertains to alcohol- and drug-related offenses. Embedded within it is 14 CFR §61.15(e), which states:

A written report of each motor vehicle action must be submitted to the FAA.

Each person holding a certificate issued under this part shall provide a written report of each motor vehicle action to the FAA, Civil Aviation Security Division (AMC-700), P.O. Box 25810, Oklahoma City, OK 73125, not later than 60 days after the motor vehicle action. The report must include:

1. The person’s name, address, date of birth, and airman certificate number;

2. The type of violation that resulted in the conviction or administrative action;

3. The date of the conviction or administrative action;

4. The State that holds the record of conviction or administrative action;

5. A statement of whether the action resulted from the same incident or arose out of the same circumstances as a previously reported motor vehicle action.

14 CFR §61.15(f) outlines the consequences of failing to comply:

(f) Failure to comply with paragraph (e) of this section is grounds for:

1. Denial of an application for any certificate, rating, or authorization issued under this part for up to 1 year after the date of the motor vehicle action; or

2. Suspension or revocation of any certificate, rating, or authorization issued under this part.

It’s important to note that motor vehicle action has a specific meaning, as defined earlier in the regulation. It’s not a speeding ticket or basic moving violation—it specifically involves operation of a vehicle under the influence of alcohol or drugs:

(c) For purposes of paragraphs (d), (e), and (f), a motor vehicle action means:

1. A conviction for operating a motor vehicle while intoxicated or impaired by alcohol or drugs;

2. Cancellation, suspension, or revocation of a license for such conduct;

3. Denial of an application for a license for such conduct.

Change of Address

14 CFR §61.60 requires:

The holder of a pilot, flight instructor, or ground instructor certificate who has changed their permanent mailing address may not, after 30 days from that date, exercise the privileges of the certificate unless the holder has notified the FAA in writing of the new permanent mailing address…

In the chaos of a move, this requirement can be easy to overlook—especially for those who fly infrequently. Fortunately, the FAA makes this easier than the regulation suggests. In addition to mailing in the change, pilots can update their address online. While the regulation doesn’t require it, pilots can also request updated certificates showing the new address for a nominal fee (currently $2 per certificate).

Handling Right-of-Ways

Balloons have the right-of-way over all other aircraft.

Whether flying VFR or IFR, pilots must follow right-of-way rules when approaching other aircraft, as conditions permit. See and avoid is the golden rule.

Some pilots remember right-of-way rules in terms of maneuverability. While the regulation doesn’t explicitly mention that concept, it’s easy to see why when reading 14 CFR §91.113:

• Distress: An aircraft in distress has the right-of-way over all other air traffic.

• Same category: When converging at approximately the same altitude, the aircraft to the right has the right-of-way.

• Different categories:

  1. Balloons have the right-of-way over all other aircraft.

  2. Gliders have the right-of-way over airships, powered parachutes, weight-shift-control aircraft, airplanes, powered-lift, and rotorcraft.

  3. Airships have the right-of-way over powered parachutes, weight-shift aircraft, airplanes, powered-lift, and rotorcraft.

  4. Aircraft towing or refueling others have right-of-way over all other engine-driven aircraft.

Two more situations to consider:

• Head-on: Each pilot shall alter course to the right.

• Overtaking: The overtaken aircraft has right-of-way; the overtaking aircraft shall alter course to the right and pass well clear.

Finally:

• Landing: Aircraft on final approach or landing have right-of-way, but may not force another aircraft off the runway. The aircraft at the lower altitude has the right-of-way when approaching to land—but may not cut in front of another aircraft already established on final.

Right-of-way isn’t just about legalities—it’s also about courtesy and judgment. Cutting off another aircraft just to assert right-of-way is unsafe and unprofessional.

Minimum Safe Altitudes

Minimums don’t apply when necessary for takeoff or landing.

Most pilots can recite the minimum safe altitudes defined in 14 CFR §91.119 for flights over congested and non-congested areas. As a reminder, those are:

• (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 many pilots forget, however, is the altitude requirement listed before these more specific minimums:

• (a) Anywhere:
  An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

In practical terms, this means that even if you’re technically meeting the altitude requirements in (b) or (c), you still may be in violation if you’re not high enough to glide to a safe emergency landing without endangering people or property below. In some situations, 1,000 feet AGL might not be sufficient, and pilots should plan accordingly.

Helicopters, powered parachutes, and weight-shift-control aircraft have exceptions under paragraphs (b) and (c), but they are not exempt from paragraph (a). All aircraft must be operated at an altitude that allows a safe emergency landing without causing undue hazard—regardless of airspace or environment.

All of these minimums apply during flight except when necessary for takeoff or landing.

ATC Light Signals

While light signals are commonly tested during training, they’re easy to forget over time—especially if they’re relegated to a kneeboard placard that gets replaced by an EFB.

14 CFR §91.125 outlines these signals:

Fuel Requirements

Fuel requirements may be the most commonly overlooked or misjudged regulation—often cited in accident reports.

• VFR (14 CFR §91.151): Must have enough fuel to fly to the intended landing point plus 30 minutes (day) or 45 minutes (night) at normal cruising speed, considering wind and weather.

• IFR (14 CFR §91.167): Must have enough fuel to:

  1. Fly to the intended destination,

  2. Then to the alternate (if required),

  3. Then continue flying for 45 minutes.

The regulation outlines when an alternate is required.

Many pilots consider these minimums too thin and plan for an extra hour of fuel. If you’ve ever landed with only 30 minutes of fuel remaining, you know how unsettling that can be.

Note: the VFR requirement applies to fuel at the start of the flight—not during it. It doesn’t account for headwinds, delays, or poor leaning technique. A thoughtful pilot should always have a plan for unanticipated fuel burns. It’s better to stop and refuel than to stretch a bad plan.

Conclusion

These are just a few of the many rules pilots need to know—but they are among the most commonly overlooked, particularly by VFR pilots. If it’s been a while, take time to review the regulations that apply to the kind of flying you do most often.

Quiz: Are You Up to Speed on These Overlooked Regulations?

According to 14 CFR §61.15, what type of offense must be reported to the FAA within 60 days?

A speeding ticket

A DUI or other alcohol-/drug-related offense

A failure to stop at a red light

Correct! Wrong!

How many days does a pilot have to report a change of permanent mailing address to the FAA?

10 days

30 days

60 days

Correct! Wrong!

Which aircraft has the right-of-way under 14 CFR §91.113?

Balloon

Rotorcraft

Glider

Correct! Wrong!

In flight, what does a flashing red light signal from ATC indicate?

Give way to other aircraft

Return for landing

Airport unsafe—do not land

Correct! Wrong!

What is the minimum fuel requirement for a daytime VFR flight?

To destination plus 30 minutes

To destination plus 45 minutes

To alternate plus 30 minutes

Correct! Wrong!

What does 14 CFR §91.119(a) require regarding altitude anywhere, regardless of location?

Maintain 500 feet AGL at all times

Stay at least 1,000 feet above the highest obstacle

Maintain an altitude that allows an emergency landing without undue hazard

Correct! Wrong!

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