Airworthiness Flashcards
(110 cards)
1
Q
Define “airworthy.”
A
A plane is airworthy if it conforms to its original type design or properly altered state, and is in a condition for safe flight.
2
Q
Specifically, what goes into keeping an airplane airworthy?
A
Proper documents onboard, inspections complied with, instruments and equipment either operating or properly deactivated and placarded inoperative.
3
Q
Who is primarily responsible for maintaining an aircraft in an airworthy condition?
A
The owner/operator.
4
Q
Who is responsible for keeping and maintaining proper maintenance records of the airplane?
A
Owner/operator.
5
Q
Say you get ramp checked following a flight, and the inspector discovers that a required inspection was not completed. Who is primarily responsible and why?
A
The PIC. The PIC is responsible for determining that the plane is airworthy and safe before flights
6
Q
What aircraft documents must be onboard when the plane is being operated?
A
The required documents: airworthiness certificate, registration certificate, radio station licence (if flying outside the U.S.), POH/AFM and the operating limitations it contains such as the placards, current weight and balance and equipment list, compass deviation card (if required by the POH/AFM), avionics cockpit reference guide (varies a bit for each aircraft, depending on the type of avionics installed), MEL (if the plane has one),and a special flight permit (when required). Some might add “external data plate” to this acronym as well; definitely required, not really a document , though .
7
Q
Is the mx binder required to be onboard?
A
No, not per the regs.
8
Q
Do the regs require the airworthiness certificate, the registration certificate, or both, to be visible to occupants?
A
Just the airworthiness certificate
9
Q
Where are these certs displayed in your aircraft?
A
Front pocket by the pilot seat in the 172. Baggage compartment in the PA44
10
Q
For how long is an airworthiness certificate valid?
A
For as long as the aircraft is in an airworthy condition and remains registered in the U.S.
11
Q
Are airworthiness certificates only valid for their specific tail numbers? Or can they be used for any tail number of the same make and model of airplane?
A
Just the one tail number.
12
Q
What needs to occur before an airplane can receive its airworthiness certificate?
A
A representative of the FAA will inspect the airplane to ensure that it meets the regulatory requirements and is in a condition for safe operation.
13
Q
Do registration certificates expire? How often?
A
Yes. Every 36 calendar months.
14
Q
Our plane’s registration certificate says it was issued on 1/8/2013 and expires 1/31/2022. How does that square with registrations expiring every 36 months?
A
The registration doesn’t list every renewal date, only the original issuance date and then the next expiration date
15
Q
Is the registration the FAA’s statement of who owns title to the plane?
A
No. Says as much right on the certificate.
16
Q
Other than expiring, what else would cause the registration to no longer be valid?
A
1) Registered in a foreign country, 2) registration canceled upon written request of the certificate holder, 3) aircraft totally destroyed or scrapped, 4) ownership transferred, 5) certificate holder loses U.S. citizenship, 5) 30 days have elapsed since the death of the holder of the certificate.
17
Q
For how long are temporary registration certificates valid
A
90 days
18
Q
How do you know it’s temporary?
A
Says so on the registration certificate. The older ones are pink.
19
Q
Any limitations associated with temporary registrations?
A
Because the plane isn’t fully registered they are valid for domestic flights only.
20
Q
How would you go about registering your plane?
A
Online application on FAA.gov or get a paper application from the FSDO.
21
Q
What aircraft document becomes required only when flying outside the U.S.?
A
Radio Station License.
22
Q
Is this document for the plane, the pilot, or both?
A
The Radio Station License is required for the plane, the Radio Operators Permit is required for the pilot.
23
Q
How would a pilot intending to fly internationally get one of these?
A
FCC.gov
24
Q
Do you have to pass a test first?
A
No, just fill in some basic info and pay a fee.
25
Where do you find the list of placards required to be on the airplane?
Back of the Limitations section of the POH/AFM, section 2.
26
If your airplane doesn’t have POH/AFM inside, could you use one from another airplane as long as the make and model are the same?
no
27
How do you know that you are using the correct POH/AFM for your airplane?
Either match the tail number in the POH/AFM with your airplane’s tail number, or match the serial number on the external data plate with the serial number in the POH/AFM.
28
Does every section of the POH/AFM need to be in the airplane when it’s being operated, or technically just the Limitations section?
The full POH/AFM.
29
Let’s say that during your preflight you see the POH/AFM in the baggage compartment. Why is this a problem?
POH/AFM must be accessible to the crew in flight.
30
Which w+b is required to be onboard, the w+b form we fill out prior to each flight, or the official, current w+b in the POH/AFM?
The w+b in the POH/AFM.
31
What section of the POH/AFM typically contains the official w+b?
Section 6.
32
What section of the AFM/POH contains the equipment list?
Section 6.
33
Where does the requirement to have the w+b and equipment list onboard come from?
Section 8 of the POH/AFM.
34
Is doing a W+B required for each flight?
There is no reg that explicitly states this requirement; however, we are required to abide by the limitations in the POH per 91.9, and therefore we must operate the aircraft within the CG envelope. Confirming this necessitates calculating the w+b. Also, 91.103 requires us to calculate takeoff and landing data at our departure/destination airports. Calculating accurate info with the performance charts requires us to first calculate the w+b. So yes, calculating w+b is essentially required.
35
Under what circumstances must the airplane’s official w+b be amended? For instance, if new, heavier avionics get installed, does the official w+b need to be updated?
Yes. Any weight change not considered to be “negligible” must be accounted for on the w+b.
36
What is a “negligible” weight change?
1lb or less if the airplane’s empty weight is less than 5,000lbs.
37
If an aircraft has an MEL, does the MEL need to be carried onboard every time the plane is operated?
Yes
38
Is each MEL only valid for one airplane
Yes, just like the POH/AFM.
39
If some instrument or piece of equipment becomes inoperative during the flight, should you consult the MEL?
No, MELs (as well as 91.213(d)(2) procedures) are not intended to be used in-flight. For in-flight issues, use the checklist and POH/AFM.
40
Where do you look to determine which avionics guide needs to be in the airplane?
Section 8 and/or Section 9 of the POH/AFM. Could be on the KOEL, as well
41
Where must the avionics guide be stowed on the airplane?
Like with the POH/AFM, it must be accessible to the crew.
42
What are the required mx inspections and how often must each be completed?
ADs (as specified), VOR* (30 days), 100-Hour (within 100 hours of the last 100-hour or Annual inspection), Annual (12 calendar months), Transponder (24 calendar months), ELT (12 calendar months, battery recharged or replaced every 1 hour of cumulative use or when half of its useful life has expired), Static System/Altimeter/Mode C reporting system* (24 calendar months).
43
Which inspections are only required for IFR flights?
VOR and the Static/Altimeter/Mode C inspections.
44
What about the Transponder inspection, in the mx binder it’s usually listed on the same page as the other IFR inspections?
It’s usually completed at the same time as the IFR inspections, but technically it’s required for VFR operations as well.
45
Would the VOR check need to be current if you were going to do a local instrument training flight practicing instrument approaches under VFR?
Not legally required, but ensuring the VORs are current and operating properly would show good ADM. Any time you’re using them it’s good practice to ensure they’re working properly and that they’ve been checked within the previous 30 days.
46
What is an Airworthiness Directive?
Airworthiness Directives ( AD s) are legally enforceable regulations issued by the FAA to correct an unsafe condition in a product (Part 39 defines a product as an aircraft, engine, propeller, or appliance). They are similar to car recalls
47
What FAR Part establishes the FAA’s authority to release and enforce ADs?
Part 39.
48
What are the categories of ADs? Describe them.
1) Emergency, and 2) Less-Than-Urgent. The former require compliance prior to flight, whereas the latter must be complied with within specified time frames. You can subdivide those two basic types of ADs into one-time, recurring, and conditional ADs.
49
What is a conditional AD?
An AD that becomes active only under certain conditions, e.g. an AD that is only required after a prop strike.
50
Who is responsible for complying with an AD?
The owner/operator.
51
Are AD compliance records required to be kept?
What records, specifically?
Yes. Refer to 91.417. This regulation requires a record to be maintained that shows the current status of applicable ADs, including the method of compliance; the AD number and revision date, if recurring; next due date and time; the signature; type of certificate; and certificate number of the repair station or mechanic who performed the work. For easy reference, ATP has a sheet with a chronological listing of the pertinent ADs, usually placed toward the front of the maintenance binder.
52
Not every flight school has such easily accessible mx logs. If you were to rent a plane from an FBO, say, how would you verify that the ADs were in compliance?
I would Google “FAA.gov ADs” and search for the make-and-model of plane I’d be flying. This brings up all the relevant ADs. Then I’d ask the owner if I could review the mx records and confirm that those ADs have been properly complied with.
53
What is a Special Airworthiness Information Bulletin (SAIB), and how is it different from an AD?
The FAA issues a SAIB as an information tool to alert, educate, and make recommendations to the aviation community about ways to improve the safety of a product. It is different from an AD in that it contains non-regulatory, non-mandatory information and guidance for safety issues that donot meet the criteria for airworthiness directive (AD) action under Part 39. Sometimes SAIBs eventually become ADs, though.
54
Is compliance with a SAIB mandatory?
No, they’re just advisory.
55
What is a Service Bulletin (SB), and how is it different from an AD?
A SB is a notice from a manufacturer informing the owner/operator of a product improvement. Alert service bulletins are issued when safety is affected. SBs, unlike ADs, are not regulatory – they are issued by the product or aircraft manufacturer, not by the FAA - and therefore they are not mandatory in a legal sense. However, if an alert SB is accompanied by an AD, it becomes mandatory.
56
Is compliance with an SB mandatory?
Only if accompanied by an AD.
57
Other than the time frames, is there a difference between the Annual and 100-hour inspections?
In terms of what must be inspected no, there’s no difference. The only difference concerns who can conduct an Annual and approve the airplane for return to service afterward: an A+P with an Inspection Authorization, aka an IA. A+Ps without their IAs can conduct 100-hour inspections.
58
Is there a difference between how the 100-hour and Annual inspections are logged in ATP’s mx binders?
Most of our Annual inspections (located in the Airframe sections) are signed off with the verbiage “I certify this airCRAFT has been inspected . . . ), whereas the 100-hour inspections state, “I certify this airFRAME has been inspected . . . ). This means that when verifying Annual inspection compliance, it suffices to verify compliance in the airframe section alone. However, in order to verify 100-hour compliance, you must verify that the 100-hour inspection was complied with in every section of the binder (airframe, engine, prop).
59
If an Annual was completed on January 1, 2020, when is it next due?
1/31/2021
60
Say that on 1/31/2021 you fly the plane to some airport and end up getting stuck there overnight due to weather. How do you get the plane back to its base for mx, seeing as more than 12 calendar months have now passed since the last Annual?
Get a special flight permit.
61
How do you get a special flight permit to overfly the annual?, can you carry passengers? can you carry crew? what other scenarios require a flight permit?
Get the SFP Through the local FSDO or from a Designated Airworthiness Representative (DAR).
cant carry passengers
only required crew can join
Can get an SFP for
Flying aircraft to a point for repairs, alterations, maintenance (such as to conduct an overdue annual inspection), or storage; delivering new aircraft to the base of a purchaser or to a storage point; conducting production flight tests; evacuating an aircraft from impending danger; conducting customer demonstration flights in new production aircraft that have passed or completed production flight tests; excess weight operations.
62
what are other limitations of a Special Flight Permit?
Day VMC conditions only; flight must be direct; valid for only the one flight; no overflight of congested areas; mechanic must first inspect the airplane and certify safe for the flight; ADs must be in compliance.
63
Let’s say you bought a plane and flew it only recreationally. Is a 100-hour inspection required?
NO
64
What type of flight operations require a 100-hour inspection
When flying non-crew passengers for hire, as well as when giving flight instruction in an aircraft provided by the instructor.
65
Let’s say that you rent an airplane from a nearby local FBO. You and a fellow-student friend are going to fly around and practice some landings and maneuvers. You examine the mx logs and find that the plane did not have a 100-hour or Annual inspection within the previous 100 hours. Can you fly it?
Yes, I have not been hired for this flight - i.e. this particular flight is not a for-hire operation – nor am I providing flight instruction in a plane I’m providing.
66
What if your friend is a photographer, and he’s going to pay you to fly him around the city so that he can take some aerial shots? Can you fly without the 100-hour?
No, now I’m for-hire and carrying a passenger.
67
Show me in the mx binder 100-hour inspection compliance.
Unlike the procedure for verifying Annual inspections, because the entries for 100-hour inspections generally read “I certify this airFRAME has been inspected . . .” you must also verify in the prop and engine sections that those systems were inspected within the previous 100-hours.
68
My plane needs a 100-hour inspection but it is currently at 98 hours and the repair station is a 5 hour flight away. Can I fly the plane to the station for mx?
Yes, you can overfly a 100-hour by up to 10 hours.
69
It’s an early-model CE-172 with small tanks, I’ll need to make a fuel stop. Is that permitted?
Yes.
70
If this is a brand new plane, and this is the plane’s very first inspection, and the inspection ends up being performed at 103 hours, when will the next 100-hour be due?
At 200 hours.
71
What should you verify before overflying a 100-hour inspection for mx?
Verify that you won’t be overflying an AD.
72
If the plane had had an Annual inspection within the previous 100 hours, would that have substituted/counted for the 100-hour?
Conversely, does the 100-hour count in place of an Annual?
Yes.
No.
73
What information must be included in inspection mx log entries - i.e. what specifically you verifying when you review the binder entries?
43.11: 1) The type of inspection and a brief description of the extent of the inspection. 2) The date of the inspection and aircraft total time in service. 3) The signature, the certificate number, and kind of certificate held by the person approving or disapproving for return to service the aircraft, airframe, aircraft engine, propeller, appliance, component part, or portions thereof. 4) [ . . . ] if the aircraft is found to be airworthy and approved for return to service, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”
74
How often must the ELT be inspected?
Every 12 calendar months.
75
How often must the ELT battery be replaced or recharged?
Every 1 hour of cumulative use or when its half-life has been reached.
76
Who establishes the half-life date for the ELT?
Where is it listed?
The manufacturer.
On the ELT itself and in the mx log.
77
Under what circumstances can the plane be operated without an ELT?
These exceptions are listed under 91.207(f). Two examples: training operations within 50nm, as well as when the ELT has been removed for mx . . . as long as it’s within 90 days of the removal date.
78
Do our aircraft have 121.5 ELTs or 406 ELTs?
406, although they broadcast on 121.5 as well.
79
What’s the difference between 121.5 and 406 ELT?
121.5 are analogue beacons that send a signal to other aircraft and ATC that can be heard when monitoring 121.5. 406 transmitters send digital signals with more precise aircraft identification information.
80
If the 121.5 ELT must be tested, when should this test be conducted so as not to confuse ATC and/or other aircraft?
First 5 minutes of the hour, and no more than 3 sweeps.
81
Where is the ELT located in the airplane, and why?
Toward the back of the tail cone. The regs require this, as the tail cone generally receives the least damage in the event of a crash.
82
What causes the ELT to sound, and how do you know it’s been activated?
Rapid deceleration, such as a crash or an extremely hard landing. Also, the pilot can manually activate it with the switch. Once activated, you’ll hear a loud aural tone in the cabin, and the red light on the ELT switch will blink.
83
Are non-mechanics allowed to conduct any kind of mx on the plane?
Yes, but only preventative mx, and the mx must be performed by a pilot with at least a private pilot certificate (there is also an obscure exception for sport pilots, with added caveats).
84
As a private pilot, could you perform preventative mx on a friend’s plane that you don’t intend to fly?
No, preventative mx must be performed by the owner or operator of the aircraft
85
What is the definition of preventative mx?
Simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations.
86
So if I determine that the mx fits that definition, and as long as I’m at least a private pilot, I can do the mx?
No, the mx needs to be specified on the list of preventive mx in Part 43 Appendix A, paragraph “c.” Anything not on the list is not preventative mx.
87
I don’t see “add oil” or “add air to tires” on in that list, does that mean only mechanics should be doing those tasks?
No, adding oil and adding air to tires is considered general/basic upkeep, like washing the windshield.
88
Just because a particular preventative mx task is listed in Appendix A, and therefore as a private or commercial pilot you are legally permitted to do it yourself, should you?
No, not unless I’ve received some degree of training and feel confident performing the mx task properly.
89
Is an mx log entry required after performing preventative mx?
What info must be included?
yes
Per 43.9: 1) Description of the work, 2) date of completion, 3) name of the person performing the work, 4) signature, cert number, and kind of cert held by the person approving the work.
90
What do the following abbreviations in the mx logs stand for?
```
N/A
S/N
P/N
P/C/W
O/H
A/C
I/A/W
```
```
N/A: Not applicable.
S/N: Serial number.
P/N: Part number.
P/C/W: Previously complied with.
O/H: Overhaul.
A/C: Aircraft.
I/A/W: In accordance with.
```
91
During your preflight you discover that the (insert any instrument or piece of equipment here ) is inoperative. Your aircraft does not have an MEL. Take me through your process for determining whether and how you can continue with the flight.
Follow 91.213(d)(2): Confirm that the inop item is not 1) part of the regulations listed on the TCDS under which the plane was type certificated, 2) indicated as required on the Equipment List, 3) indicated as required on the Kinds of Operations Equipment List, 4) required by 91.205 or any rule of Part 91, or 5) required by an AD. If not required, the item must then be deactivated or removed; this step is almost always accomplished by a mechanic, as pilots are limited to conducting the preventative mx tasks listed in Part 43 Appendix A. Once deactivated, placard the item “inoperative” and make a PIC determination about whether the deactivated equipment/instrument would constitute a hazard. If not, proceed with the flight.
92
So apply that. Say you’re going to be flying VFR in a G1000 CE-172 in weather that is a little marginal; you may have to pick up an IFR clearance at some point. During your preflight you pull the alternate static knob to test it, but you don’t get the typical bump on the static instruments. You figure the alternate static source is probably blocked. What are you going to do? Show me.
1) Confirm that the alternate air source isn’t part of the Part 23 regs listed on the TCDS; however, the CE-172 has an Equipment List that specifies exactly which equipment was required by Part 23 and 91 for certification, so we can go to the Equipment List in section 6 of the POH/AFM instead . . . 2) Check the Equipment List. The line about the alternate static reads 34-04-S ALTERNATE STATIC AIR SOURCE 0501017-1 0.2 15.5. The “S” in “34-04-S” stands for STANDARD, so the equipment is not “indicated as required.” If it were required there would be an “R” there instead. 3) Check the KOEL: The “Alternate Static Air Source” is not required for VFR operations. 4) There is no Part 91 regulation that requires alternate static. 5) Check ATP’s compliance record to see if there is a relevant AD, and/or do an AD search on FAA.gov. No alternate static-related ADs are listed. Nothing about alternate static is listed under preventative mx, so at this point I would have a mechanic inspect the alternate static system and ensure that it’s properly deactivated. Then I’d make sure that the mx log is updated to reflect the mx performed. Then I would put a placard by the alternate static knob that says “INOPERATIVE.” At this point I’d have to make a PIC decision about whether to continue with the flight. Usually an inoperative alternate static wouldn’t be a big deal when flying VFR. But in our case, due to the marginal weather, it sounds like I might have to pick up an IFR clearance. And because the alternate static is required for IFR operations per the KOEL, my PIC decision would be to make a no-go decision.
93
Can an inop alternate static remain inoperative indefinitely?
91.405(c) says that the owner/operator “ shall have any inoperative instrument or item of equipment, permitted to be inoperative by §91.213(d)(2) of this part, repaired, replaced, removed, or inspected at the next required inspection.” So at a minimum, the inoperative item must be inspected at the next inspection (and the mx logs should reflect this), and re-evaluated for safety at every inspection thereafter (per both 91.405(c) as well as the Peri-Aircraft Electronics Legal Interpretation - 2018).
94
What is a Master Minimum Equipment List (MMEL)?
An MMEL is the generic basis (think starting point) from which the owner/operator develops the MEL for his or her specific tail number. The MMEL is originally created by the manufacturer in conjunction with the FAA for a specific type of aircraft. It contains a list of items of instruments and equipment that may be inoperative (under certain conditions, after following specific procedures) on a type of aircraft.
95
What is a Minimum Equipment List (MEL)?
An MEL is a tail number-specific document (derived from the MMEL) listing instruments, equipment, and procedures that allow the aircraft to be operated under specific conditions with inoperative equipment. (It does not include obviously required items such as wings, flaps, rudders, etc.)
96
If you were the owner/operator, how would you go about obtaining an MEL for your airplane?
Schedule an appointment with the FSDO. During the appt an FAA inspector will provide me with the MMEL and ensure that I understand MEL operations and procedures, including how to create the O+M procedures document. Once it is determined that I have an appropriate understanding of this information, the inspector and I will both sign the LOA, which goes in the MEL, and then I’m on my own to create the tail-number specific O+M procedures and operate the plane in accordance with the MEL. The MEL is now considered a supplemental type certificate.
97
Can you create an MEL that is more restrictive than the MMEL (as in, one that requires more equipment to be operating than what’s listed on the MMEL)?
YES
98
Can you create an MEL that is less restrictive than the MMEL (as in, one that requires more equipment to be operating than what’s listed on the MMEL)?
NO
99
What 4 parts comprise an MEL?
The MMEL, Preamble, Letter of Authorization, and Procedures Document (aka O and M procedures).
100
What do the “O” and “M” signify in an MEL?
The “O” indicates that a specific Operations procedure must be accomplished before continuing the flight with the listed item of equipment inoperative. Normally the flight crew accomplishes these “O” procedures. An “M” indicates that a specific Maintenance procedure (conducted by mx personal, clearly) must be accomplished before beginning operation with the listed item of equipment inoperative.
101
Say a position light is inoperative. How would you use the MEL in this case?
I’d look up “Position Light” in the O+M procedures section of the MEL. It will likely state something to the effect of “the item may be inoperative provided the aircraft is not operated at night.” If there is an “O” next to the “Position Light” item (which there would be in this case), then I
can follow the specified operations procedure in order to deactivate the inoperative item. Then I would placard the Position Light switch inoperative and fill out a discrepancy/deferral form. These forms are kept in the MEL so that mx can reference them at the next inspection.
102
What if the inop instrument or equipment isn’t listed on the MEL?
Can’t fly
103
What is meant by “repair interval categories in the MEL?
Each letter, A through D, represents a period of time within which the inoperative item must be repaired. These categories do not apply to Part 91 aircraft.
104
Does the MEL need to be onboard when the plane is being operated?
Yes
105
Is an MEL tail number specific or type specific?
Tail Number
106
What if the inoperative equipment is required by 91.205, would you still refer to your plane’s MEL?
Yes
107
If the plane is sold, does the MEL transfer with the plane
No
108
Other than the legal requirement, why is it important to always placard deactivated instruments and equipment “inoperative”?
It’s a reminder not to rely on the inoperative item. Also, it serves as a warning to other flight crews using the aircraft that might otherwise not be aware that the equipment is inoperative.
109
What is a Supplemental Type Certificate (STC)?
It is a change in type design not great enough to require a new application for a type certificate. An example would be the installation of a powerplant different from what was included in the original type certificate.
110
Specifically, when is an STC required?
For major alterations to the airframe or systems, provided the alteration is not covered by AC43.13-2.
