Pilot qualifications / Airwothiness Flashcards
(162 cards)
1
Q
Show me in the FAR/AIM where the training requirements for commercial pilot certification are listed.
A
The 61.120s. Specifically: 61.123 (eligibility), 61.125 (aeronautical knowledge),
61.127 (flight proficiency), and 61.129 (aeronautical experience, i.e. flight time
requirements)
2
Q
What document contains the testing standards for commercial pilot certification?
How do you know your copy is current?
A
Commercial ACS.
The latest version is posted on
FAA.gov. My copy matches.
3
Q
For a commercial add-on checkride, show me in the ACS how you would determine which tasks an examiner is required to include on the practical test?
A
Locate and explain the
“Additional Rating Task Table.”
4
Q
Is there an age requirement to be a commercial pilot? If so, what is it?
A
Yes, 18.
5
Q
Let’s say that after you pass your commercial checkride, you stop flying . . . the training just becomes too expensive. 10 years pass before you see a job listing online for a pilot position where, in exchange for a salary, you would be on call each week to fly the owner of a CE-182 (230hp) to various destinations around the country, day and night. You would be his employee, and most of the flying would be single-pilot IFR.
As a commercial pilot, are you eligible to apply for this position?
Under what FAR Part would this operation fall?
A
Sure, this is Part 91 flying.
It’s a typical corporate pilot job. But I couldn’t start flying/acting as PIC until I’m current and properly endorsed.
Part 91.
6
Q
If you get hired, can you immediately start flying?
What do you have to do legally
before you can start flying in this position?
A
No
Get current and properly endorsed: Accomplish a flight review and an IPC. If carrying passengers, 3 takeoffs and landings; those landings must be to a full stop if carrying passengers at night or in a tail wheel. I also need a current 2nd class medical (or 1st), as well as a high performance endorsement.
7
Q
Do you have to log these currency flights? Or is it enough that you’ve completed them?
A
Must be logged.
8
Q
Are you required to log any other type of flight time?
A
Yes, flight time used to qualify for a
checkride
9
Q
Could you accept the job if you did not have an instrument rating?
Why not?
What if the flights involved
carrying cargo only, no passengers?
A
No
Without an instrument rating I could only fly passengers during the day within 50nm. This job requires flying passenger(s) farther than 50nm and at night
Then an instrument rating would not be necessary, because the 50nm/night restriction only applies to passenger-carrying operations
10
Q
If you owned the CE-182, and provided you are current and proficient, could you post on Facebook that you would be willing to fly your friends to certain destinations for $?
A
No, that’s holding out and would make the operation common carriage.
11
Q
What do you mean by holding out?
A
In this case, advertising. Specifically, holding out means: extending a willingness to transport persons or property from place to place for
compensation. It’s the defining feature of common carriage
12
Q
What’s common carriage?
A
Flying for hire that involves holding out.
13
Q
What’s private carriage for hire?
A
Flying for hire that does not involve holding out
14
Q
Why can airlines and charter operations do this but you can’t?
A
They have commercial operator certificates, namely 121 or 135 certificates (akin to business licenses).
15
Q
If you took the job as the CE-182 corporate pilot, what are some things you would want to keep an eye out for to ensure you weren’t part of an uncertificated, illegal common or
private carriage operation?
A
Make sure that the owner/operation isn’t selling seats or cargo space. And just generally, the flights shouldn’t be generating revenue (on the contrary, the flights should be costing the owner or the business money). Passengers should be
traveling for related purposes. The aircraft/operation shouldn’t be engaged in too many contracts, and not short-term contracts. And as stated before, no holding out.
16
Q
If you were a commercial pilot and also a flight instructor, could you buy a plane and advertise on Facebook that you are willing to provide flight instruction for a certain hourly fee?
A
Yes, this is one of the 119.1(e) exceptions.
17
Q
What do you mean by “119.1(e) exceptions”?
What are some examples?
A
This regulation lists types of operations that permit common carriage without an operator certificate.
1) flight instruction
2) non-stop air tours (conducted within a
25-sm radius from the departure airport after first obtaining an LOA from the FAA and complying with the rest of the myriad provisions surrounding air tours.
3) ferry or training flights
4) aerial work operations including: crop dusting, seeding, spraying, bird
chasing, banner towing, aerial photography, and firefighting
5) nonstop parachute jump flight conducted within 25 sm of the departure airport. (And there are a few more
extremely obscure examples listed under 119.1e).
18
Q
When is a 125 certificate required?
A
It is a commercial operator certificate that is required for large aircraft even when common carriage is not involved. Specifically, it is required when the plane’s max payload exceeds 6000lbs or has a passenger seating capacity of 20 or more.
19
Q
When is a high performance endorsement required?
A
When one of the engines is rated at
more than 200hp.
20
Q
How do you know that a type rating is not required for the CE-182?
A
The CE-182 doesn’t have a max t/o weight of more than 12,500lbs, is not a turboJET, and the Administrator doesn’t require it.
21
Q
Let’s say you have your commercial multi-engine and single-engine ratings. Are you
Passenger-current in the CE-182 if you have done 3 landings in the previous 90 days in a PA-44?
A
No, passenger currency is class-specific. I’d only be current in multi-engine land
airplanes, in that case.
22
Q
You said that in order to carry passengers at night, 3 night landings are required. When exactly do these landings have to occur?
And that’s in order to carry passengers during what time frame?
Can the landings be stop-and-go’s, or must they be full-stop-taxi-backs?
A
The period from one hour after sunset to one hour before sunrise
Same time frame: one hour after sunset to an hour before sunrise
Stop-and-go’s are permitted.
23
Q
Who is permitted to conduct a flight review?
How often must a pilot complete a flight review?
24 calendar months from what? I.e. what starts the 24 month clock?
Last pilot checkride, or do flight instructor checkrides start the clock, too?
Does an IPC count?
Do airline pilots have to do flight reviews as well?
A
A CFI or other person designated by the
administrator. The CFI must have his/her instructor rating in the class of airplane in which the flight review is being conducted.
Every 24 calendar months
Either the last flight review or the last checkride
Any checkride, CFI rides count, too
No
Generally no. Their routine 121 and 135 proficiency checks count instead.
24
Q
Say you take your last checkride on 1/22/20. By what date will you need to complete your flight review (or take another checkride) if you intend to stay current?
If you go beyond that date without completing the flight review, what happens?
A
1/31/22
I could not exercise the privileges of my pilot certificate(s), I could not act as PIC.
25
Can you still log PIC time if you’ve exceeded the 24 month window without a flight review/checkride?
Yes, if I’m the sole manipulator of the controls and rated in that class of
airplane; however, I cannot act as PIC because I’m not current, so there must be another pilot onboard who is appropriately rated/endorsed/current acting as PIC.
26
Say you’ve gone more than 24 calendar months without a flight review or a checkride, how do you get current so that you can act as PIC again?
What happens if you don’t pass a flight review?
Does this get entered into IACRA?
Does this failure go on your record?
Complete a flight review
I don’t get the endorsement, and the flight
is logged like any other training flight.
No
No, it’s not even considered a failure. I just didn’t earn the endorsement.
27
If you pass a flight review, are you required to log it?
Yes, for currency.
28
What does a flight review consist of, at a minimum?
At a minimum, 1 hour of ground and 1
hour of flight training. The ground must (at least) cover the current general operating and flight rules of part 91. The flight must include a review of the maneuvers and procedures that, at the discretion of the person giving the review, are necessary for the pilot to demonstrate safe exercise of the pilot certificate.
29
You are a private pilot with single-engine land and multi-engine land ratings. If you
complete a flight review in the SE, are you also current in the ME?
Yes, once I do a flight
review in any aircraft that I’m rated to fly, I am now current (flight-review wise) in all the other aircraft in which I’m rated.
30
If you have a helicopter rating, as well as airplane single-engine and multi-engine land ratings, and you accomplish a flight review in a helicopter, are you current in single-engine and multi-engine land airplanes as well?
Yes
31
Is a current medical certificate required in order to receive a flight review?
For obscure questions like this about flight reviews, where can you go to get answers?
No. But in this case the person conducting the flight review needs to be able to act as PIC.
AOPA’s flight review guide. There are FAQs in the back
32
When is a current medical certificate required?
When exercising the privileges of my pilot certificate, so when acting as PIC on a flight.
33
What class medical certificate are you required to have to take this commercial checkride?
3rd class for the flight, provided it is in an airplane and not in a simulator (in which case no medical is required).
34
So we’ve talked about what you have to do to be current legally, how about in terms of proficiency? Remember, this position involves flying a CE-182, and you trained in a CE-172
I would be sure to do additional training in a CE-182 until I’m proficient in that
particular model
35
When can you log PIC time?
Generally, when the pilot is 1) rated in the aircraft, and 2) sole manipulator of the controls. Additionally, solo students, flight instructors providing instruction, and safety pilots acting as PIC while the other pilot is wearing a view limiting device can also log PIC.
36
When can you log night time?
End of evening civil twilight to the beginning of morning civil twilight, as published in the American Air Almanac. (Avcams.faa.gov has a good civil twilight calculator, located under the “More” drop down menu.)
37
And while we’re at it, when must the navigation/position lights be on?
Sunset to sunrise,
same as the tower beacon.
38
You passed your exam for your first class medical on 1/5/2020. What is the last day that the medical certificate itself is valid?
What if you were 40 or older when you
took the exam?
1/31/2025
1/31/2022.
39
Now tell me the expiration dates of your first, second, and third class privileges, assuming you are under age 40
1st class privileges expire 1/31/2021. 2nd class privileges expire 1/31/2021. 3rd class privileges expire 1/31/2025
40
What if you took your exam when you were 40 or older? Now what are the expiration dates for each of your privileges?
1st class privileges expire 7/31/2020. 2nd class privileges expire 1/31/2021. 3rd class privileges expire 1/31/2022.
41
If you took your 1st class medical exam one day before turning 40, are you still entitled to 12 calendar months of 1st class privileges even after your 40th birthday? Or, when you turn 40, do the privileges revert down to 6 months?
Privileges correspond to (are locked in
at) one’s age at the date of the exam, so my privileges would still be valid for 12 calendar months.
42
You are 41 years old and passed your 1st class medical exam 8 months ago. What class privileges do you have now?
For how much longer?
Then what?
2nd.
4 more months
12 more calendar months of 3rd class.
43
If the day after passing your medical exam you come down with some ailment that would have been disqualifying had you had the condition prior to receiving your medical, are you still allowed to act as PIC?
No. Medicals are self-regulating per 61.53.
44
Where could you go to find a list of all the standards necessary to qualify for each class of medical?
FAR Part 67
45
If an aspiring pilot has a disqualifying condition in their past like, say, epilepsy, or a history of substance abuse, does that mean that she cannot qualify for a medical certificate and therefore can never become a pilot?
No, she could apply for a Special Issuance or a Statement of Demonstrated Ability (SODA)
46
How would you go about applying for a special issuance or a SODA?
The PHAK says to contact the local FSDO, which would presumably provide guidance on how to apply to the
FAA Federal Air Surgeon.
47
What is the difference between a Special Issuance and a SODA?
(State of Demonstrated Ability)
The former is for potentially progressive conditions and comes with a valid period, so it must be renewed periodically; the latter is for static conditions (like poor vision in one eye, loss of limb, color
blindness, etc) and only expires if the underlying condition worsens. SODAs are granted once the applicant demonstrates proficiency despite the condition.
48
What class or classes of medical are permitted after receiving a special issuance or SODA?
Any. The SI or SODA will specify which class of medical the pilot is eligible for
49
If you just want to fly small planes recreationally, is there a better option than going to an AME to get a medical certificate?
Yes, BasicMed.
50
What is BasicMed, and how does it work?
BasicMed allows pilots who just fly
recreationally to bypass the medical certificate/AME process, and instead see their normal physician.
51
What is required to fly under BasicMed?
Hold a U.S. driver’s license, have held a medical certificate at some point after July 14, 2006, print out the basicMed exam checklist and bring to any physician to fill out (do this every 48 months), then take an online BasicMed self examination course (every 24 calendar months), then keep the filled-out exam checklist
and the BasicMed Online Course Certificate of Completion in your logbook
52
Must a pilot flying under basic med carry her logbook with the online course certificate of completion when she acts as PIC on a flight?
Does anything need to get submitted to the FAA?
No
No
53
Can a commercial pilot fly under BasicMed?
No, not when flying for hire.
54
What are some of the aircraft and operating limitations involved with operating under BasicMed?
Can’t fly for hire, no flights above 18,000ft or faster than 250 kts, can’t fly
aircraft with max t/o weights greater than 12,500lbs or certified for more than 7 occupants, and no more than 6 passengers on any flight.
55
As a commercial pilot, what personal documents must you carry every time you fly while acting as PIC?
Pilot certificate, government photo ID, medical cert. (Only solo student
pilots must carry their logbooks as well.)
56
For the government ID, could you use a birth certificate or a Social Security card?
Why not?
How about a passport?
No.
No photo.
Yes, it has a photo.
57
When flying a high performance airplane, do you need to bring your logbook containing the high performance endorsement?
No
58
Talk to me about proficiency vs currency
The former concerns safety, the latter deals with legality.
59
Why is it important to be able to distinguish between proficiency vs currency?
It’s important to recognize that just because I’m current, it doesn’t mean I’m proficient, and vice versa
60
One of your friends has a dad who is a pilot, and he owns a PA-44-180. Your friend says he’ll pay you and cover all the expenses if you fly him to Vegas in his dad’s plane. Could you accept this arrangement?
What medical class would
you need?
What FAR part are you operating under for this flight?
On the day of the flight your friend shows up with a companion who you find out is paying your friend in order to join. He said he needed to go to Vegas for business and figured this was cheaper than buying a last-minute airline ticket. Can you proceed with the flight?
As long as it is contractually clear that he or his dad has operational control and that I am his agent with him assuming all liability in the event of my negligent actions or inactions (LOI: Fabian 2007). Regardless, I would still be wise to get
the FSDO’s approval before continuing with this sort of flight.
2nd, I’d be flying for hire and therefore using my commercial certificate’s
privileges
91
No, this is selling seats and would require an operator certificate.
61
After getting your commercial pilot certificate, your mom says that she’ll cover all the expenses and buy you lunch if you’re willing to rent a plane and fly the two of you to Sedona for lunch? Can you accept?
Why not?
What if the two of you agree to split the flight-related expenses?
No
I cannot secure/provide the aircraft
and receive compensation; I would clearly have operational control in this scenario
Still technically no if she buys me
lunch, this would be seen as compensation. If I pay for my own meal, however, then I could go ahead with the flight. I could even do this with a private certificate.
62
A lady walks into the training center and tells the manager that she’s looking for a
commercial pilot to fly her around to business meetings in her Turbo PA-44-180. You get recommended, your having just passed your CMEL checkride with flying colors. You ask whether she has an Operator Certificate and she says no. Can you accept?
She tells you that all the flights will be single pilot IFR. So you will be acting as PIC on these flights. Take me through all the requirements to act as PIC in this scenario
Yes, this is Part 91 corporate flying. I would certainly want to gain some experience in the aircraft first, though, because I haven’t flown the turbo-prop version of the PA-44 before.
’ll need a complex endorsement, which I would already have if I took my CMEL ride in a PA-44. A type rating is only required if the plane were a turboJET (in this case it’s turbocharged), and the high performance endorsement is for aircraft with an engine rated for more than 200hp, so no additional endorsements are required. I will need to have done 3 landings in the previous 90 days IN A MULTI-ENGINE AIRPLANE per 61.57 because I’ll be carrying a passenger. These landings will need to be accomplished at night to a full stop if any of these for-hire flights will take place at night. I’ll need a current 2nd class medical, because I’ll be flying for
hire and thus using those privileges. I’ll need a flight review or have passed checkride within the preceding 24 calendar months. And I’ll need to be instrument current, so 6 approaches plus holding procedures/intercepting/tracking courses within the preceding 6
months.
63
Define “airworthy.”
A plane is airworthy if it conforms to its original type design or properly
altered state, and is in a condition for safe flight.
64
Specifically, what goes into keeping an airplane airworthy?
Proper documents onboard,
inspections complied with, instruments and equipment either operating or properly deactivated and placarded inoperative.
65
Who is primarily responsible for maintaining an aircraft in an airworthy condition?
The owner/operator.
66
Who is responsible for keeping and maintaining proper maintenance records of the airplane?
Owner/operator
67
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?
The PIC. The PIC is responsible for determining that the plane is airworthy and safe before flights
68
What aircraft documents must be onboard when the plane is being operated?
Choose your own acronym. 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.
Suppliment
Placards
Airworthiness certificate
Registration certificate
Radio station license
Operating limitation
Weight and balance
69
Is the mx binder required to be onboard?
No, not per the regs. Per ATP policy, yes
70
Do the regs require the airworthiness certificate, the registration certificate, or both, to be visible to occupants?
Just the airworthiness certificate.
71
Where are these certs displayed in your aircraft?
Front pocket by the pilot seat in the 172.
Baggage compartment in the PA44.
72
For how long is an airworthiness certificate valid?
For as long as the aircraft is in an
airworthy condition and remains registered in the U.S.
73
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?
Just the one tail number.
74
What needs to occur before an airplane can receive its airworthiness certificate?
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.
75
Do registration certificates expire?
How often?
Yes
Every 7 years or 84 months
76
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 84 months?
The registration doesn’t
list every renewal date, only the original issuance date and then the next expiration date.
77
Is the registration the FAA’s statement of who owns title to the plane?
No. Says as much right on the certificate
78
Other than expiring, what else would cause the registration to no longer be valid?
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,
6) 30 days have elapsed since the death of the holder of the certificate.
79
For how long are temporary registration certificates valid?
90 days
80
How do you know it’s temporary?
Says so on the registration certificate. The older ones are pink.
81
Any limitations associated with temporary registrations?
Because the plane isn’t fully
registered they are valid for domestic flights only.
82
How would you go about registering your plane?
Online application on FAA.gov or get a
paper application from the FSDO.
83
What aircraft document becomes required only when flying outside the U.S.?
Radio Station License
84
Is this document for the plane, the pilot, or both?
The Radio Station License is required for
the plane
the Radio Operators Permit is required for the pilot
85
How would a pilot intending to fly internationally get one of these?
Do you have to pass a test first?
FCC.gov
No, just fill in some basic info and pay a fee.
86
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.
87
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
88
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.
89
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.
90
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.
91
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.
92
What section of the POH/AFM typically contains the official w+b?
Section 6.
93
What section of the AFM/POH contains the equipment list?
Section 6.
94
Where does the requirement to have the w+b and equipment list onboard come from?
Section 8 of the POH/AFM.
95
It is an ATP requirement to calculate w+b prior to every flight. Is it a regulatory requirement as well?
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.
96
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
97
What is a “negligible” weight change?
1lb or less if the airplane’s empty weight is less than 5,000lbs.
98
If an aircraft has an MEL, does the MEL need to be carried onboard every time the plane is operated?
Is each MEL only valid for one airplane?
Yes
Yes, just like the POH/AFM
99
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.
100
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.
101
Where must the avionics guide be stowed on the airplane?
Like with the POH/AFM, it must
be accessible to the crew
102
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).
103
Which inspections are only required for IFR flights?
VOR and the Static/Altimeter/Mode C
inspections.
104
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.
105
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.
106
What is an Airworthiness Directive?
Airworthiness Directives (ADs) 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.
107
What FAR Part establishes the FAA’s authority to release and enforce ADs?
Part 39.
108
What are the categories of ADs? Describe them.
1) Emergency
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.
109
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.
110
Who is responsible for complying with an AD?
The owner/operator.
111
Are AD compliance records required to be kept?
What records, specifically?
Yes.
What records, specifically? 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.
112
Show me how you verified that all of your aircraft’s ADs have been complied with.
113
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 the 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.
114
What is a Special Airworthiness Information Bulletin (SAIB), and how is it different from an AD?
Is compliance with a SAIB mandatory?
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 do not meet the criteria for airworthiness directive (AD) action under Part 39. Sometimes SAIBs eventually become ADs, though.
No, they’re just advisory.
115
What is a Service Bulletin (SB), and how is it different from an AD?
Is compliance with an SB mandatory?
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.
Only if accompanied by an AD.
116
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
117
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).
118
If an Annual was completed on January 1, 2020, when is it next due?
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?
How?
If you had been carrying passengers, could they fly back with you?
What about the rest of your crew?
1/31/2021
Get a special flight permit.
Through the local FSDO or from a Designated Airworthiness Representative (DAR)
No
If they’re required crew, then yes.
119
Other than overflying an Annual, what are some other scenarios that would require a special flight permit?
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.
120
Other than “required crew only,” what are some other typical limitations on special flight permits?
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 that it’s safe for the flight;
ADs must be in compliance.
121
Let’s say you bought a plane and flew it only recreationally. Is a 100-hour inspection required?
No.
122
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
123
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.
124
Here at ATP, is a 100-hour inspection required? After all, your IP isn’t really providing the plane, the flight school is
Yes. The FAA has ruled that if the flight school provides the plane and the instructor, a 100-hour is required
125
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.
126
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.
127
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?
It’s an early-model CE-172 with small tanks, I’ll need to make a fuel stop. Is that
permitted?
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?
Yes, you can overfly a 100-hour by up to 10 hours
Yes
At 200 hours.
128
What should you verify before overflying a 100-hour inspection for mx?
Verify that you won’t be overflying an AD.
129
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.
130
What information must be included in inspection mx log entries - i.e. what specifically are 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.”
Date
Inspection type
Certified
Signature and certificated number
131
How often must the ELT be inspected?
How often must the ELT battery be replaced or recharged?
Every 12 calendar months
Every 1 hour of cumulative use
or when its half-life has been reached
132
Who establishes the half-life date?
Where is this listed?
The manufacturer
On the ELT itself and in the mx log
Note: In some of the mx binders, the ELT inspection and confirmation of battery life are listed under their respective FAR regs only: 91.207(d) for the inspection (aka the
“functional”), 91.207(c) for the battery.
133
Under what circumstances can the plane be operated without an ELT?
These exceptions are listed under 91.207(f). Two examples: training operations within 50 nm, as well as when the ELT has been removed for mx . . . as long as it’s within 90 days of the removal
date
134
Do our aircraft have 121.5 ELTs or 406 ELTs?
What’s the difference?
406, although they broadcast on 121.5 as
well.
121.5 are analog 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.
135
If the 121.5 ELT must be tested, when should this test be conducted so as not to confuse ATC and/or other aircraft?
Where is the ELT located in the airplane, and why?
First 5 minutes of the hour, and no more than 3 sweeps
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.
136
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.
137
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).
138
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.
139
What is the definition of preventative mx?
Simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations.
140
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?
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, 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.
No, adding oil and adding air to tires is considered general/basic upkeep, like washing the windshield.
141
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.
142
Is an mx log entry required after performing preventative mx?
What info must be included?
No
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.
143
What do the following abbreviations in the mx logs stand for?
NA
S/N
P/N
P/CW
O/H
A/C
I/A/W
Not Applicable
Serial Number
Part Number
Previously Conplied with
Overhaul
Aircraft
In accordance with
144
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 (Type Certificate Data Sheet) 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.
145
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.
146
Can the 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
16 inspection thereafter (per both 91.405(c) as well as the Peri-Aircraft Electronics Legal Interpretation - 2018).
147
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 initially 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.
148
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.)
149
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 Operation and maintenance procedures and operate the plane in accordance with the MEL. The MEL is now
considered a supplemental type certificate.
150
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)?
How about less restrictive?
Yes
No
151
What 4 parts comprise an MEL?
The MMEL,
Preamble,
Letter of Authorization,
Procedures Document (aka O and M procedures).
152
What do the “O” and “M” signify?
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 personnel, clearly) must be accomplished before beginning operation with the listed item of equipment inoperative.
153
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.
154
What if the inop instrument or equipment isn’t listed on the MEL?
Can’t fly
155
What is meant by “repair interval categories”?
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.
156
Does the MEL need to be onboard when the plane is being operated?
Yes
157
Is an MEL tail number specific or type specific?
Tail Number
158
What if the inoperative equipment is required by 91.205, would you still refer to your plane’s MEL?
Yes
159
If the plane is sold, does the MEL transfer with the plane?
No
160
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.
161
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
162
Specifically, when is an STC required?
(Supplemental Type Certificate)
For major alterations to the airframe or systems,
provided the alteration is not covered by AC43.13-2
