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Aviation Regulatory AI

The aviation regulatory copilot.
Defensible citations only.

Built for aviation attorneys, Part 135 operators, A&Ps, CFIs, pilots, and FAA staff. Every claim cited to 14 CFR, FAA Orders, ACs, ADs, NTSB precedent, or FSIMS — and verified against our corpus before display.

Built by the team behind LawStack.

How the AI answers

Real FAA questions. Real citations. Every one verified.

Q.Under Part 135, what's the maximum flight time for a single-pilot operation in 24 consecutive hours — and what rest is required if you run over?

8 hours in any 24 consecutive hours for a one-pilot crew; 10 hours for two pilots qualified under Part 135.

14 CFR §135.267(b)

14 CFR §135.267(b) — Daily flight-time limits

Except as provided in paragraph (c) of this section, during any 24 consecutive hours the total flight time of the assigned flight when added to any other commercial flying by that flight crewmember may not exceed—

  • (1)8 hours for a flight crew consisting of one pilot; or
  • (2)10 hours for a flight crew consisting of two pilots qualified under this part for the operation being conducted.
Open in eCFR ↗
: “during any 24 consecutive hours the total flight time … may not exceed — (1) 8 hours for a flight crew consisting of one pilot; or (2) 10 hours for a flight crew consisting of two pilots qualified under this part for the operation being conducted.”

Standard rest (§135.267(d)

14 CFR §135.267(d) — Standard rest before planned completion

Each assignment under paragraph (b) of this section must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment.

Open in eCFR ↗
): at least 10 consecutive hours of rest during the 24-hour period preceding planned completion.

If you run over (§135.267(e)

14 CFR §135.267(e) — Rest required after exceeding daily limits

When a flight crewmember has exceeded the daily flight time limitations in this section, because of circumstances beyond the control of the certificate holder or flight crewmember (such as adverse weather conditions), that flight crewmember must have a rest period before being assigned or accepting an assignment for flight time of at least—

  • (1)11 consecutive hours of rest if the flight time limitation is exceeded by not more than 30 minutes;
  • (2)12 consecutive hours of rest if the flight time limitation is exceeded by more than 30 minutes, but not more than 60 minutes; and
  • (3)16 consecutive hours of rest if the flight time limitation is exceeded by more than 60 minutes.
Open in eCFR ↗
), the rest requirement scales:

  • ≤ 30 minutes over → 11 consecutive hours of rest
  • > 30 and ≤ 60 minutes over → 12 hours
  • > 60 minutes over → 16 hours

Longer-window limits (§135.267(a)

14 CFR §135.267(a) — Longer-window flight-time limits

No certificate holder may assign any flight crewmember, and no flight crewmember may accept an assignment, for flight time as a member of a one- or two-pilot crew if that crewmember's total flight time in all commercial flying will exceed—

  • (1)500 hours in any calendar quarter.
  • (2)800 hours in any two consecutive calendar quarters.
  • (3)1,400 hours in any calendar year.
Open in eCFR ↗
): 500 hours/quarter, 800 hours/two consecutive quarters, 1,400 hours/year. Plus at least 13 rest periods of ≥ 24 consecutive hours each per quarter (§135.267(f)
14 CFR §135.267(f) — Quarterly minimum off-duty

The certificate holder must provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each in each calendar quarter.

Open in eCFR ↗
).

Sources14 CFR §135.267 (paragraphs (a), (b), (d), (e), (f)).

Q.When can I file IFR to a destination without naming an alternate — and what fuel reserve applies?

Always carry (14 CFR §91.167(a)

14 CFR §91.167(a) — IFR fuel requirements

No person may operate a civil aircraft in IFR conditions unless it carries enough fuel (considering weather reports and forecasts and weather conditions) to—

  • (1)Complete the flight to the first airport of intended landing;
  • (2)Except as provided in paragraph (b) of this section, fly from that airport to the alternate airport; and
  • (3)Fly after that for 45 minutes at normal cruising speed or, for helicopters, fly after that for 30 minutes at normal cruising speed.
Open in eCFR ↗
) enough fuel for the destination, plus the alternate (if required), plus 45 minutes at normal cruising speed (helicopters: 30 minutes).

Skip the alternateunder the “1-2-3 rule” if all three apply (§91.167(b)

14 CFR §91.167(b) — Alternate-airport waiver (the 1-2-3 rule)

Paragraph (a)(2) of this section does not apply if:

  • (1)Part 97 of this chapter prescribes a standard instrument approach procedure to, or a special instrument approach procedure has been issued by the Administrator to the operator for, the first airport of intended landing; and
  • (2)Appropriate weather reports or weather forecasts, or a combination of them, indicate the following:
    • (i)For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.
    • (ii)For helicopters. At the estimated time of arrival and for 1 hour after the estimated time of arrival, the ceiling will be at least 1,000 feet above the airport elevation, or at least 400 feet above the lowest applicable approach minima, whichever is higher, and the visibility will be at least 2 statute miles.
Open in eCFR ↗
):

  • 1. An instrument approach procedure exists at the destination
  • 2. Ceiling forecast at least 2,000 ft above airport elevation for one hour before through one hour after ETA
  • 3. Visibility forecast at least 3 statute miles during that same window

Helicopter variant (§91.167(b)(2)(ii)

14 CFR §91.167(b)(2)(ii) — Helicopter weather minimums for the waiver

For helicopters. At the estimated time of arrival and for 1 hour after the estimated time of arrival, the ceiling will be at least 1,000 feet above the airport elevation, or at least 400 feet above the lowest applicable approach minima, whichever is higher, and the visibility will be at least 2 statute miles.

Open in eCFR ↗
): ceiling ≥ 1,000 ft above airport elevation, or ≥ 400 ft above the lowest applicable approach minima (whichever is higher), and visibility ≥ 2 SM, at arrival and one hour after.

Sources14 CFR §91.167(a), (b).

Q.Sport Pilot at night — any conditions where it's allowed?

Yes, with a §61.329 endorsement. Without it, a Sport Pilot may not act as PIC at night.

14 CFR §61.315(c)(5)

14 CFR §61.315(c)(5) — Sport Pilot night-flight prohibition

You may not act as pilot in command of an aircraft:

  • (5)At night, except as provided in § 61.329.

(Paragraph (c)(5) of §61.315; the full §61.315(c) lists fifteen restrictions on Sport Pilot operations.)

Open in eCFR ↗
prohibits a Sport Pilot from acting as PIC at night “except as provided in § 61.329.”The carve-out (added by the FAA's 2025 MOSAIC final rule) sets out the pathway:

  • 3 hours of night flight training in the specific category and class (§61.329(a)
    14 CFR §61.329(a) — Night flight training for Sport Pilots

    You may act as pilot in command with a sport pilot certificate during night operations if you:

    • (a)Receive 3 hours of night flight training in the specific category and class from an authorized instructor that includes—
      • (1)Conduct at least one cross-country flight during the flight training under paragraph (a) of this section at night, with a landing at an airport of at least 25 nautical miles from the departure airport, except for powered parachutes; and
      • (2)Accomplish at least 10 takeoffs and 10 landings to a full stop at night;
    Open in eCFR ↗
    )
  • At least one night cross-country with a landing ≥ 25 nm from departure (except powered parachutes) (§61.329(a)(1)
    14 CFR §61.329(a)(1) — Required night cross-country

    Conduct at least one cross-country flight during the flight training under paragraph (a) of this section at night, with a landing at an airport of at least 25 nautical miles from the departure airport, except for powered parachutes; and

    Open in eCFR ↗
    )
  • 10 takeoffs and 10 full-stop landings at night (§61.329(a)(2)
    14 CFR §61.329(a)(2) — Required night takeoffs and landings

    Accomplish at least 10 takeoffs and 10 landings to a full stop at night;

    Open in eCFR ↗
    )
  • Logbook endorsement from an authorized instructor (§61.329(c)
    14 CFR §61.329(c) — Instructor endorsement for night ops

    Receive a logbook endorsement from an authorized instructor certifying that you meet the training requirements in paragraph (a) of this section and are proficient in the operation of the aircraft at night in the category and class which the sport pilot seeks privileges.

    Open in eCFR ↗
    )
  • Either a Part 67 medical certificate or qualification under §61.113(i)
    14 CFR §61.113(i) — Operating without a Part 67 medical (BasicMed)

    A private pilot may act as pilot in command or serve as a required flightcrew member of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the pilot holds a valid U.S. driver's license, meets the requirements of § 61.23(c)(3), and complies with this section and all of the following conditions and limitations:

    • (1)The aircraft is authorized to carry not more than 7 occupants, has a maximum takeoff weight of not more than 12,500 pounds, is operated with no more than 6 passengers on board, and is not a transport category rotorcraft certified to airworthiness standards under part 29 of this chapter; and
    • (2)The flight, including each portion of the flight, is not carried out—
      • (i)At an altitude that is more than 18,000 feet above mean sea level;
      • (ii)Outside the United States unless authorized by the country in which the flight is conducted; or
      • (iii)At an indicated airspeed exceeding 250 knots; and
    • (3)The pilot has available in his or her logbook—
      • (i)The completed medical examination checklist required under § 68.7 of this chapter; and
      • (ii)The certificate of course completion required under § 61.23(c)(3).
    Open in eCFR ↗
     (§61.329(b)
    14 CFR §61.329(b) — Medical pathway for Sport Pilot night ops

    Either hold a medical certificate issued under part 67 of this chapter or meet the conditions of § 61.113(i) and the operation is conducted consistent with this section. Where the requirements of § 61.316 conflict with § 61.113(i), a sport pilot must comply with § 61.316; and

    Open in eCFR ↗
    ) — a driver's-license medical alone is not sufficient for night ops

“Night” is defined in 14 CFR §1.1

14 CFR §1.1 — Definition of "night"

Night means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time.

Open in eCFR ↗
as the period between the end of evening civil twilight and the beginning of morning civil twilight (per the Air Almanac, converted to local time).

Sources14 CFR §61.315(c)(5); §61.329(a), (b), (c); §1.1.

How is this different?

The wedge: a tool that won't pretend to know what it doesn't.

ChatGPTWestlaw / LexisSquawk
Made-up citationsCommon (Mata v. Avianca)NoBlocked by verifier
Aviation-specific corpusNoGeneric legal corpus14 CFR + FAA + NTSB + FSIMS
Refusal when out of corpusGuesses confidentlySearch returns 0 resultsSays “I don’t know”
Audit log per answerNoSearch historyYes — per query
Built forEveryoneBigLaw + corporatesAviation specialists
Who it's for

One corpus. Four tiers of practitioners.

Aviation attorneys

FAA enforcement defense, certificate actions, aircraft transactions.

Replace the part of Westlaw you actually use, at a fraction of the price. Solo and small-firm tiers.

Part 135 / 141 operators

Continuous compliance, AD applicability, MEL/CDL interpretation.

Fleet-level reg tracking and fast answers to ops questions.

A&P / IA mechanics

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Look up applicable ADs by aircraft serial number, get cited interpretations of §43 maintenance regs.

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Currency, checkride prep, ramp checks, BasicMed, Sport Pilot, IPC.

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FAA staff

Inspectors and Flight Standards analysts who already lean on LawStack's FAR/AIM.

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Frequently asked

Plain answers, before you sign up.

How is this different from ChatGPT for aviation questions?
ChatGPT will confidently cite regs and cases that don't exist. The 2023 Mata v. Avianca sanctions case showed what happens when lawyers rely on it. Squawk runs every citation through a verifier against our indexed corpus before display. If a citation doesn't exist, the response is blocked. If we can't ground an answer in our corpus, we say so instead of making one up.
What corpus does it use?
At launch: 14 CFR (the full Federal Aviation Regulations), with every citation verified against the primary text before display. Coming next: FAA Orders (including 8900.1 / FSIMS and 2150.3 Enforcement), Advisory Circulars, the Airworthiness Directives database, NTSB ALJ and Board orders, FAA Chief Counsel Legal Interpretations, and DOT aviation case law. Early-access list gets first look at each addition.
When can I use it?
Beta opens Q3 2026. Early-access list gets in first. Founding-member pricing locks in for the first 12 months.
Who's behind this?
Built by the team behind LawStack — the legal reference app used by solo attorneys, paralegals, law students, and pro se litigants. Squawk is the AI layer on top of the trusted primary-source corpus we've maintained for years.
How much will it cost?
Tiered pricing across pilots/CFIs, Part 135 operators and A&Ps, solo aviation attorneys, and small firms. Plus one-time matter passes for acute events like an FAA Letter of Investigation. Founding-member rates lock in for early-access signups — final pricing confirmed before beta opens.
Will it replace my attorney?
No. Squawk is a research tool for practitioners and an explainer for everyone else. It is not legal advice. Attorneys use it to be faster; non-attorneys use it to be informed.

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