14 CFR § 91.7
Civil aircraft airworthiness
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What does 14 CFR § 91.7 require?
14 CFR 91.7 is THE foundational airworthiness rule for general aviation. No civil aircraft may be operated unless airworthy. The PIC (Pilot in Command) personally determines airworthiness before each flight and must discontinue flight if unairworthy conditions occur. Airworthiness has TWO components: (1) the aircraft conforms to its FAA type certificate, AND (2) it's in safe operating condition. Both required. Missing one ADs, expired inspections, or unaddressed maintenance discrepancies make the aircraft unairworthy. Operating an unairworthy aircraft is one of the most-cited FAA enforcement actions.
Regulation text (summary)
No person may operate a civil aircraft unless it is in an airworthy condition. The pilot in command is responsible for determining whether the aircraft is in condition for safe flight and shall discontinue the flight when unairworthy conditions occur. Airworthiness requires both a valid type certificate (the aircraft conforms to FAA-approved design) AND the aircraft being in safe operating condition (no defects affecting safe flight).
Read full regulation at eCFR.govWho must comply with 14 CFR § 91.7?
All operators of civil aircraft: Part 91 general operations (private, business, recreational), Part 121 air carriers, Part 135 commuter and on-demand operators, Part 137 agricultural operators. The PIC is personally responsible for airworthiness determination on each flight regardless of who owns or maintains the aircraft.
What happens if you violate 14 CFR § 91.7?
FAA civil penalties under 49 U.S.C. 46301(a), as adjusted at 14 CFR 13.301 for violations on or after December 30, 2024, run up to $75,000 per violation for a certificate holder or operator that is not a small business concern and up to $17,062 per violation for an individual or small business concern; an airman serving as an airman faces up to $1,875 per violation. Suspension or revocation of airman certificate possible. Most significant exposure: civil liability after an accident involving an unairworthy aircraft. Enforcement actions tracked in the FAA Enforcement Information System.
Penalty: Up to $75,000 per violation for a person other than an individual or small business concern, up to $17,062 per violation for an individual or small business concern, and up to $1,875 per violation for an airman serving as an airman, under 49 U.S.C. 46301(a) as adjusted for violations occurring on or after December 30, 2024. 14 CFR 13.301
Penalty schedule read from the cited source on 2026-09-09.
How to comply (implementation checklist)
- 1Establish written pre-flight inspection procedure for the PIC.
- 2Maintain a current AD compliance log for each aircraft.
- 3Track inspection dates: annual (12 calendar months), 100-hour (for-hire operations), transponder (24 months), altimeter (24 months).
- 4Document maintenance in the aircraft's maintenance logbooks per 14 CFR 43.9.
- 5For inoperative equipment, follow 14 CFR 91.213 (MEL or aircraft-specific procedures).
- 6Train PICs on airworthiness determination, including ADs, recent maintenance review, and visual pre-flight.
- 7Maintain an Airworthiness Certificate (FAA Form 8100-2) in the aircraft.
- 8Maintain the Aircraft Registration in the aircraft.
- 9For commercial operations, follow Part 121 or 135 maintenance program requirements (more rigorous than Part 91).
Common misinterpretations
- Misinterpretation: 'My A&P signed off recently, it's airworthy.' Reality: Airworthiness is the PIC's responsibility under 14 CFR 91.7(b) on each flight. A recent A&P signoff doesn't relieve the PIC's pre-flight responsibility to confirm airworthiness, including reviewing current ADs, recent maintenance, and visual pre-flight inspection.
- Misinterpretation: 'Minor maintenance discrepancies are okay.' Reality: A discrepancy affecting safe flight makes the aircraft unairworthy. The line between 'inoperative' (covered by MEL or 91.213 procedures) and 'unairworthy' is precisely defined. When in doubt, the PIC must not operate.
- Misinterpretation: 'Annual inspection is the airworthiness check.' Reality: The annual inspection (14 CFR 91.409) is one component. Airworthiness also requires current Airworthiness Directives compliance (14 CFR 39), 100-hour inspections for some operations, recurring inspections for specific systems (transponder under 91.413, altimeter under 91.411), and operational ADs throughout the year.
How FileFlo handles 14 CFR § 91.7
FileFlo files the records this section calls for, reads the dates off them, and tracks each one against its renewal. Where a record this section needs is missing or out of date, the gap is named with the citation in your audit binder.
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Frequently asked questions
What does 'airworthy' mean under 14 CFR 91.7?▾
Two components: (1) the aircraft conforms to its FAA-approved type certificate (no unapproved alterations, all current ADs complied with), AND (2) the aircraft is in safe operating condition (no defects affecting safe flight). Both required. Missing either makes the aircraft unairworthy.
Who is responsible for airworthiness determination?▾
The Pilot in Command per 14 CFR 91.7(b). On each flight, the PIC personally determines airworthiness: through pre-flight inspection, review of maintenance records, and review of current ADs. The PIC cannot delegate this responsibility, even if maintenance is performed by others.
What's an Airworthiness Directive (AD)?▾
A legally enforceable rule issued by the FAA under 14 CFR 39 to correct unsafe conditions in aircraft, engines, propellers, or appliances. Operators must comply with applicable ADs. Operating without AD compliance makes the aircraft unairworthy.
What's the difference between Part 91 and Part 135 airworthiness?▾
14 CFR 91.7 is the general airworthiness rule applying to ALL operators. Part 135 (commuter/on-demand) operators have additional maintenance program requirements under 14 CFR Part 135 Subpart J. Part 121 (air carriers) have even more rigorous programs under Subpart L. The basic 91.7 airworthiness obligation underlies all operations.
What if equipment is inoperative but not safety-critical?▾
14 CFR 91.213 governs operations with inoperative instruments and equipment. Aircraft with an approved Minimum Equipment List (MEL) follow that document. Aircraft without an MEL follow the Standard Operating Procedure under 91.213(d), which permits operations only if the inoperative equipment is not required by 91.205 (basic IFR/VFR equipment), is not required by the aircraft's equipment list, is not required by 14 CFR 91 or operating rules, is not required by an AD, and is placarded.
What's the penalty for operating an unairworthy aircraft?▾
FAA civil penalties under 49 U.S.C. 46301(a), as adjusted at 14 CFR 13.301 for violations on or after December 30, 2024, run up to $75,000 per violation for a certificate holder or operator that is not a small business concern and up to $17,062 per violation for an individual or small business concern; an airman serving as an airman faces up to $1,875 per violation. Suspension or revocation of airman certificate possible. Most significant exposure: civil liability after an accident involving an unairworthy aircraft.
Related regulations
Sources + reviewer
Primary source: eCFR.gov: 14 CFR § 91.7
Reviewed by Chad Griffith (Founder + CEO, FileFlo) on