PIF 07-02
SAFETYGRAM
As we move into the New Year, I want to take a look at airworthiness. What must be accomplished and documented before an aircraft is airworthy? What information must be available and where is it located? These types of questions are among the first things an examiner will ask on a checkride, and a good review of the requirements is helpful for us all.
What certificates and documents
are required to be aboard the aircraft for a person to operate a civil
aircraft? We all have heard the AROW
acronym and most pilots can spell out what the four items are. A quick look at the Pilots Handbook of
Aeronautical Knowledge (FAA-H-8083-25) gives a good description of each
document required.
The first item is the Airworthiness
certificate. A representative of the
FAA issues the airworthiness certificate after the aircraft has been inspected,
is found to have met the requirements of 14 CFR part 21, and is in condition
for safe operation. The airworthiness
certificate must be “displayed at the cabin or cockpit entrance so that it
is legible to passengers or crew.” (§91.203(b)) How tattered and worn can the airworthiness
certificate be before it is no longer legible?
In addition, there must be an
effective U.S. Registration certificate issued to the aircraft’s
owner, the second duplicate copy (pink) of the Aircraft Registration
Application as provided for in part 47.31(b), or a registration certificate
issued under the laws of a foreign country.
Of note, the “pink” copy may be used for a period not to exceed 90 days
and the aircraft cannot be operated outside of the
The
next requirement is referred to as the Owners manual in
the acronym. The term used to identify this document in §91.9 is the Airplane
Flight Manual. The airplane flight
manual is the document developed by the manufacturer and approved by the FAA. It is specific to make, model, and serial
number. Each aircraft has its own
Airplane Flight Manual. Realize the
generic information manual for sale at the aero club cannot be substituted for
the required manual. In addition, if the
Airplane Flight manual is published with the title of Pilot’s Operating
Handbook, there must be a statement on the title page indicating that sections
of the document are FAA-approved as the Airplane Flight Manual.
The Weight and Balance/Equipment
List rounds out the list. It
includes all the information required by the FAA to calculate the weight and
balance of the aircraft. Remember, if
any listed equipment is removed or if new equipment is added, the list must be
updated to accurately reflect the equipment that is actually present in the aircraft,
and the weight and balance must be updated as well.
AIRWORTHINESS
REQUIREMENTS
In
addition to having all the equipment and instruments listed in 14 CFR part
91.205 (might be a good idea to refresh the memory about this stuff), aircraft are required to have an annual
inspection within the preceding 12 calendar months. In addition to the annual, aero club aircraft
are subject to 100-hour inspections as well. These inspections must be properly
documented in the aircraft, engine, and propeller logbooks. If any inspection has not been accomplished
the aircraft may not be operated (except with a ‘ferry’ permit issued by the
FAA). All Airworthiness directives (ADs) must be complied with and compliance must be
documented in the applicable logbook.
While the FAA gives an allowance of 10 hours while enroute
to a place the inspection can be done, be advised that any AD associated with
the inspection may not be over flown.
Bottom line; don’t over fly 100-hour inspections.
OK, so the aircraft has had an
annual and a 100-hour inspection, it is good to go right? Not quite.
There are other specific inspection requirements to go along with the
big two. First, the ELT must be
inspected within 12 calendar months of the last inspection, and the batteries
must be replaced when 50 percent of their useful life has expired or when
transmitter has been is use for more than 1 cumulative hour. Next, each static pressure system, altimeter
instrument, and automatic pressure altitude reporting system must be inspected
within the preceding 24 calendar months to operate under IFR in controlled
airspace. Finally, each transponder must
have been inspected within the preceding 24 Calendar months or it may not be
used.
One final note, even if all
inspections have been complied with and all required documents are on the
aircraft, the final check on airworthiness comes during the preflight
inspection. The required equipment must
be operational for the flight, not just at inspection time. The aircraft must be within its weight and
balance limits and have the performance necessary to operate on the given
flight. If any information is missing or
any required equipment is inoperative, the airplane is not airworthy at that
time. The final decision rests with the
pilot in command. Know what must work
and what may be placarded ‘inop’, know the
maintenance status, and know where to find the information. Hope you all have a Happy New Year and…
Justin L. Hoover
Chief Flight Instructor
USAFA Aero Club