Stage I Oral Prep Flashcards
Begin to understand the questions that a CFI may ask you during the final and official Oral Exam.
What are the eligibility requirements for a Private Pilot (Airplane) Certificate? (14 CFR 61.103)
a. Be at least 17 years of age.
b. Be able to read, write, speak, and understand the English language
c. Hold at least a current third-class medical certificate
d. Received the required ground and flight training endorsements
e. Meet the applicable aeronautical experience requirements
f. Pass the required knowledge and practical exams.
What are the requirements to remain current as a private pilot?
(14 CFR 61.56, 61.57)
a. Within the preceding 24 months, a pilot must have accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor and received a logbook endorsement certifying that the person has satisfactorily completed the review.
b. To carry passengers, a pilot must have made, within the preceding 90 days:
- Three takeoffs and landings as the sole manipulator of flight controls of an aircraft of the same category, class, and if required, type.
- If the aircraft is a tailwheel airplane, the landings must have been made to a full stop
- If operations are to be conducted during the period beginning 1 hour after sunset and 1 hour before sunrise, with passengers on board, the pilot-in-command must have, within the preceding 90 days, made at least three takeoffs and three landings to a full stop during that period in an aircraft of the same category, class, and if necessary, type.
You have not kept up with logging each of your recent flights. Are you in violation of any regulation?
(14 CFR 61.51)
No. You are only required to document and record the training and aeronautical experience used to meet the requirements for a certificate, rating, or flight review and the aeronautical experience required for meeting the recent flight experience requirements.
You’re flying in a single-engine, high-performance, complex airplane. You hold a Private Pilot Certificate with an airplane single-engine land rating, but you don’t have a high-performance or complex airplane endorsement. Your friend, who has those endorsements, is acting as PIC for the flight. Can you log PIC time for the time you act as sole manipulator of the controls? Explain.
(14 CFR 61.31, 61.51)
Yes, the FARs (part 61.51) governs the logging of PIC time and states that a sport, recreational, private, commercial, or airline transport pilot may log PIC time for the time during which that pilot is “sole manipulator of the controls of an aircraft for which the pilot is rated or has privileges.”
Explain the differences between being current and being proficient.
(FAA-H-8083-2, FAA-P-8740-36)
Being current means that a pilot has accomplished the minimum FAA regulatory requirements within a specific time period and can exercise the privileges of their certificate. It means that you’re legal to make the flight, but it does not necessarily mean that you’re proficient or competent to make that flight.
Being proficient means that a pilot is capable of conducting a flight with a high degree of competence; it requires that the pilot has a wide range of knowledge and skills. Being proficient is not just about being legal in terms of the regulations but about being smart and safe in terms of pilot experience and proficiency.
How will establishing a personal minimums checklist reduce risk?
(FAA-H-8083-25)
Pre-established numbers can make it a lot easier to come to a smart go/no-go or diversion decision, than would the vague sense that you probably can deal with the conditions you face at any given time. A written set of personal minimums also makes it easier to explain tough cancelation or diversion decisions to passengers who are, after all, trusting their lives with your aeronautical skill and judgement.
The airplane you normally rent has been grounded due to an intermittent electrical problem. You ask to be scheduled in another airplane. During preflight of the new airplane, you discover that it has avionics you’re unfamiliar with. Should you go ahead and depart on your VFR flight? (FAA-H-8083-2)
Pilot familiarity with all equipment is critical in optimizing both safety and efficiency. If a pilot is unfamiliar with any aircraft system, this will add to his/her workload and can contribute to a loss of situational awareness. This level of proficiency, is critical and should be looked upon as a requirement, not unlike carrying an adequate supply of fuel. As a result, pilots should not look upon unfamiliarity with the aircraft and its systems as a risk of control measure, but instead as a hazard with high-risk potential. Discipline is the key to success.
If a pilot’s permanent mailing address changes, and the pilot fails to notify the FAA Airmen Certification branch of the new address, how long may the pilot continue to exercise the privileges of a pilot certificate? (14 CFR 61.60)
30 days after the date of the move.
What flight time can a pilot log as second-in-command time?
(14 CFR 61.51)
A person may log second-in-command time only for flight time during which that person:
a. Is qualified in accordance with the SIC requirements of the FARs (part 61.55) and occupies a crewmember station in an aircraft that requires more than one pilot by the aircraft’s type certificate; or
b. Holds the appropriate category, class, and if necessary, instrument rating, for the aircraft being flown, and the type certification of the aircraft or the regulations under which the flight is being conducted requires more than one pilot.
What privileges and limitations apply to being a private pilot?
(14 CFR 61.113)
No person who holds a private pilot certificate may act as PIC of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as PIC of an aircraft. A private pilot:
a. May act as PIC of an aircraft in connection with any business or employment if it is only incidental to that business or employment and does not carry passengers or property for compensation or hire.
b. May not pay less than the proportional share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport expenses, or rental fees.
c. May act as PIC of a charitable, nonprofit, or community event flight described in the FARs (part 91.146) if the sponsor and pilot comply with the requirements of that regulation.
d. May be reimbursed for aircraft operating expenses that are directly related to search and location operations, provided the expenses involve only fuel, oil, airport expenses, or rental fees, and the operation is sanctioned and under the direction and control of local, state, or federal agencies or organizations that conduct search and location operations.
e. May demonstrate an aircraft in flight to a prospective buyer if the private pilot is an aircraft salesperson and has at least 200 hours of logged flight time.
f. May act as PIC of an aircraft towing a glider or unpowered ultralight vehicle, provided they meet the requirements of the FARs (part 61.69)
g. May act as PIC for the purpose of conducting a production flight test in a light-sport aircraft intended for certification in the light-sport category under the FARs, (part 21.190) provided they meet the requirements of part 61 (part 61.113)
Explain the statement: “A private pilot may not pay less than pro rata share of the operating expenses of a flight.” (14 CFR 61.113)
Pro rata means proportional. The pilot may not pay less than a proportional share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport expenditures, or rental fees.
The annual inspection for your aircraft is now due, and you ask several friends that fly with you regularly to contribute money to help you pay for the inspection. Do the regulations allow for these contributions? (14 CFR 61.113)
No. A private pilot may not pay less than the proportional share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport expenses, or rental fees.
To act as a required pilot flight crewmember of a civil aircraft, what must a pilot have in physical possession or readily accessible in the aircraft? (14 CFR 61.3)
a. A pilot certificate (or special purpose pilot authorization)
b. A photo identification
c. A medical certificate (with certain exceptions as provided in part 61.3)
While you are performing a preflight inspection on your aircraft, an inspector from the FAA introduces herself and says she wants to conduct a ramp inspection. What documents are you required to show the inspector? (14 CFR 61.3)
Each person who holds a pilot certificate, medical certificate, authorization, or license required by part 61 must present it and their photo identification for inspection upon a request from the administrator, an authorized NTSB representative, any federal, state, or law enforcement officer, or an authorized representative of the TSA.
What is the definition of a high-performance airplane, and what must you do to act as PIC of such an airplane? (14 CFR 61.31)
A high-performance airplane is one with an engine of more than 200 horsepower. To act as PIC of a high-performance airplane you must have:
a. Received and logged ground and flight training from an authorized instructor in a high-performance airplane or in a flight simulator or flight training device that is representative of a high-performance airplane and been found proficient in the operation and systems of that airplane.
b. Received and logged a one-time endorsement in your logbook from an authorized instructor who certifies you are proficient to operate a high-performance airplane.
Other than high-performance and complex aircraft, what other types of aircraft (airplane single engine land) require specific training and logbook endorsements from an appropriately rated flight instructor?
(14 CFR 61.31)
High-altitude airplane–No person may act as PIC of a pressurized airplane that has a service ceiling or maximum operating altitude (whichever is lower) above 25,000 feet MSL unless that person has completed the ground and flight training specified and has received a logbook or training record endorsement from an authorized instructor certifying satisfactory completion of the training.
Tailwheel airplane–No person may act as PIC of a tailwheel airplane unless that person has received and logged flight training from an authorized instructor in a tailwheel airplane and received a logbook endorsement from an authorized instructor who found the person proficient in the operation of a tailwheel airplane. (This training and endorsement are not required if the person logged PIC time in a tailwheel airplane before April, 1991.)
What is the definition of a complex airplane, and what must you do to act as PIC of such an airplane?
(14 CFR 61.1, 61.31)
A complex airplane is defined as an airplane that has retractable landing gear, flaps, and a controllable pitch propeller; including airplanes equipped with a full-authority digital engine control (FADEC). To act as PIC of such an airplane, you must have:
a. Received and logged ground and flight training from an authorized instructor in a complex airplane or in a flight simulator or flight training device that is representative of a complex airplane and has been found proficient in the operation and systems of the airplane.
b. Received a one-time endorsement in your logbook from an authorized instructor who certifies you are proficient to operate a complex airplane.
With respect to certification, privileges, and limitations of pilots, define the terms: category, class, and type. (14 CFR Part 1)
Category–A broad classification of aircraft, e.g., airplane, rotorcraft, glider.
Class–A broad classification of aircraft within a category having similar operating characteristics, e.g., single-engine land, multi-engine land.
Type–A specific make and basic model of aircraft including modifications that do not change its handling or flight characteristics, e.g., Boeing 737, Cessna 150, Airbus a350.
What can a pilot do if they develop a condition that prevents them from obtaining a medical certificate?
(14 CFR 61.23)
A Statement of Demonstrated Ability (SODA) may be granted, instead of an authorization, to a person whose disqualifying condition is static or non-progressive and who has been found capable of preforming pilot duties without endangering public safety. A SODA does not expire and authorizes a designated aviation medical examiner to issue a medical certificate of a specified class if the examiner finds that the condition described on its face has not adversely changed.
Spring has finally arrived, and the weather looks great, so you decide to rent an airplane and go fly. The problem is, your allergies are giving you a problem, and you have just taken your medication. Can you still go fly? Explain. (14 CFR 67.401)
(www.faa.gov/ame_guide/pharm/dni_dnf)
The safest rule is not to fly while taking any medication, unless approved to do so by the FAA. Some of the most commonly used over-the-counter drugs, antihistamines and decongestants, have the potential to cause noticeable adverse side effects, including drowsiness and cognitive deficits. The FARs prohibits pilots from performing crewmember duties while using any medication that affects the body in any way contrary to safety. If there is any doubt regarding the effects of any medication, consult an Aviation Medical Examiner before flying. You can also find medications that you should not take before or while flying listed on an FAA published site (www.faa.gov/ame_guide/pharm/dni_dnf)
Where can you find a list of the medical conditions that may disqualify you from obtaining a medical certificate?
(14 CFR 61.53, 91.17, FAA-H-8083-25)
The standards for medical certification are contained in part 67 and the requirements for obtaining medical certificates can be found in part 61.
What requirements must be met to fly under BasicMed?
(14 CFR Part 67, FAA-H-8083-25)
a. Hold a current and valid U.S. driver’s license.
b. Hold or have held a medical certificate issued by the FAA at any point after July 14, 2006
c. Answer the health questions on the Comprehensive Medical Examination Checklist.
d. Get your physical examination by any state-licensed physician, and have that physician complete the Comprehensive Medical Examination Checklist
e. Take a BasicMed online medical education course. Keep the course completion document issued to you by the course provider.
What privileges and limitations apply when flying under BasicMed?
(14 CFR 61.113, AC 68-1)
You can conduct any operation that you would otherwise be able to conduct using your pilot certificate and a third-class medical certificate, except you are limited to:
a. Fly with no more than five passengers.
b. Fly an aircraft that has a maximum takeoff weight of not more than 6,000 pounds.
c. Fly an aircraft that is authorized to carry no more than six occupants (i.e., five passengers plus the pilot)
d. Flights within the United States at an indicated airspeed of 250 knots or less and at an altitude at or below 18,000 feet MSL
e. You may not fly for compensation or hire.
What is required to maintain BasicMed privileges? (AC 68-1)
a. Be sure you have a Comprehensive Medical Examination Checklist that shows that your most recent physical examination was within the past 48 months. Keep the completed, signed Comprehensive Medical Examination Checklist in a safe place.
b. Be sure you are being treated by a physician for medical conditions that may affect the safety of flight.
c. Be sure you have a course completion certificate that was issued by a BasicMed medical training course provider within the past 24 calendar months.
ADDITIONAL STUDY QUESTION
1. One way a pilot can limit exposure to risks is to set personal minimums for items in each risk category (PAVE). Describe the individual minimums you will establish for yourself. (FAA-H-8083-2)
ADDITIONAL STUDY QUESTION
2. As a newly certificated private pilot, you are ready to utilize your certificate. I’m a friend and need you to fly a package to a distant destination. I will pay for the airplane if you accept. Do the regulations allow you to accept the offer?
(14 CFR 61.113)
ADDITIONAL STUDY QUESTION
3. For a person under the age of 40, when will a third-class medical certificate issued on march 15, 2016, expire? (14 CFR 61.60)
ADDITIONAL STUDY QUESTION
4. What are some examples of general medical conditions that are temporarily disqualifying?
(AIM 8-1-1, 14 CFR 61.53)
ADDITIONAL STUDY QUESTION
5. If your driver’s license was recently suspended for driving under the influence of alcohol (DUI) but you have not been actually convicted of the crime, must you report this to the FAA? (14 CFR 61.15)
ADDITIONAL STUDY QUESTION
6. You have allowed over 24 months to lapse since your last flight review. Is your Private Pilot Certificate now invalid? What do you have to do to be legal to fly again?
(14 CFR 61.19, 14 CFR 61.56)
ADDITIONAL STUDY QUESTION
7. Are there any other activities a pilot can accomplish that can be substituted for a flight review?
(14 CFR 61.56)
ADDITIONAL STUDY QUESTION
8. What regulatory requirements must be met prior to a pilot acting as PIC of an aircraft towing a glider?
(14 CFR 61.69)
What documents are required on board an aircraft prior to flight?
(14 CFR 91.203, 91.9)
Airworthiness Certificate
Registration Certificate
Radio Station License (if operating outside U.S)
Operating Limitations - Airplane flight manual/Pilot’s operating handbook and supplements, placards, markings
Weight and Balance data (current)
Compass Deviation Card
External Data Plate/Serial Number
What is an airworthiness certificate?
(FAA-H-8083-25)
An airworthiness certificate is issued by the FAA to an aircraft that has been proven to meet the minimum design and manufacturing requirements and is in condition for safe operation. Under all circumstances, the aircraft must meet the requirements of the original type certificate, or it is no longer airworthy. These certificates come in two different classifications: standard airworthiness and special airworthiness
What is the difference between standard and special airworthiness certificates? (FAA-H-8083-25)
Standard airworthiness certificates (white paper) are issued for normal, utility, acrobatic, commuter, or transport category aircraft. Special airworthiness certificates (pink paper) are issued for primary, restricted, or limited category aircraft and light sport aircraft.
What is an experimental airworthiness certificate?
(FAA-H-8083-25)
A special airworthiness certificate in the experimental category is issued to operate an aircraft that does not have a type certificate or does not comply to its type certificate yet is in a condition for safe operation. Additionally, this certificate is issued to operate a primary category kit-build aircraft that was assembled without the supervision and quality control of the production certificate holder.
Does an airworthiness certificate have an expiration date?
(FAA-H-8083-25)
No. A standard airworthiness certificate remains valid for as long as the aircraft meets its approved type design, is in a condition for safe operation, and the maintenance, preventative maintenance, and alterations are preformed in accordance with Parts 21, 43, and 91.
Where must the airworthiness certificate be located?
(14 CFR 91.203, FAA-H-8083-19)
The certificate must be displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.
For an aircraft to be considered airworthy, what two conditions must be met? (FAA-H-8083-19)
a. The aircraft must comply with its type design (type certificate). This is attained when the required and proper components are installed consistent with the drawings, specifications, and other data that are part of the type certificate. Conformity includes applicable supplemental type certificate(s) and field-approval alterations.
b. The aircraft must be in a condition for safe operation, referring to the condition of the aircraft in relation to wear and deterioration.
Explain how a pilot determines if an aircraft conforms to its approved type design and is in a condition for safe operation. (14 CFR Part 21)
a. For type design, a pilot must determine that the maintenance preventive maintenance, and alterations have been performed in accordance to Parts 21, 43, and 91 and that the aircraft is registered in the U.S. The pilot does this by ensuring that all required inspections, maintenance, preventive maintenance, repairs, and alterations have been appropriately documented in the aircraft’s maintenance records.
b. For safe operations, the pilot conducts a thorough preflight inspection of the aircraft for wear and deterioration, structural damage, fluid leaks, tire wear, inoperative instruments and equipment, etc. If an unsafe conditions exists or inoperative instruments or equipment are found, the pilot uses the guidance in Part 91 (CFR Part 91.213) for handling the inoperative equipment.
What records or documents should be checked to determine that the owner of an aircraft has complied with all required inspections and airworthiness directives?
(14 CFR 91.405)
The maintenance records (aircraft and engine logbooks). Each owner or operator of an aircraft shall ensure that maintenance personnel make appropriate entries in the aircraft maintenance records indicating the aircraft has been approved for return to service.
Who is responsible for ensuring that an aircraft is maintained in an airworthy condition? (14 CFR 91.403)
The owner or operator of an aircraft is primarily responsible for maintaining an aircraft in an airworthy condition.
Describe some of the responsibilities an aircraft owner has pertaining to aircraft documents, maintenance, and inspections of their aircraft.
(FAA-H-8083-25)
Aircraft owners must:
a. Have a current airworthiness certificate and aircraft registration in the aircraft
b. Maintain the aircraft in an airworthy condition including compliance with all applicable Airworthiness Directives.
c. Ensure maintenance is properly recorded.
d. Keep abreast of current regulations concerning the operations of that aircraft.
e. Notify the FAA Civil Aviation Registry immediately of any change of permanent mailing address, the sale or export of aircraft, or loss of citizenship.
f. Have a current FCC radio station license if equipped with radios, including an emergency locator transmitter if operated outside of the United States.
What are airworthiness directives (AD)? (FAA-H-8083-19)
An AD is the medium by which the FAA notifies aircraft owners and other potentially interested persons of unsafe conditions that may exist because of design defects, maintenance, or other causes, to be operated. It is the aircraft owner’s or operator’s responsibility to ensure compliance with all pertinent AD’s.
What are the two types of ADs?
(FAA-H-8083-19)
ADs are divided into two categories: Those of an emergency nature requiring immediate compliance prior to further flight, and those of a less urgent nature requiring compliance within a specified period of time.
When are emergency airworthiness directives issued? (FAA-H-8083-19)
An emergency AD is issued when an unsafe condition exists that requires immediate action by an owner/operator. The intent of an emergency AD is to rapidly correct an urgent safety-of-flight situation. All known owners and operators of affected U.S-registered aircraft or those aircraft that have an affected product installed will be sent a copy of an emergency AD.
On the exam, be capable of finding and explaining the status of all ADs and recurring ADs that exist for your aircraft. Locate and tab prior to the practical exam.
While reviewing the aircraft logbooks, you discover your aircraft is not in compliance with an AD’s specified time or date. Are you allowed to continue to operate that aircraft until the next required maintenance inspection? Do the regulations allow any kind of buffer?
(AC 39-7)
The assumption that AD compliance is only required at the time of a required inspection (e.g., at a 100-hour or annual inspection) is not correct. The required compliance time/date is specified in each AD, and no person may operate the affected product after expiration of that stated compliance time without an Alternative Method of Compliance approval for a change in compliance time.
You determine that you need to fly your aircraft with an expired AD to another airport where a repair facility can do the work required by the AD. How can you accomplish this? (AC 39-7, 14 CFR 21.199)
Unless the AD states otherwise, you may apply to the FAA for a special flight permit following the procedures in Part 21 (14 CFR 21.199)
What is a type certificate data sheet?
(FAA-H-8083-30)
The FAA issues a type certificate when a new aircraft, engine, propeller, etc., is found to meet safety standards set forth by the FAA. The type certificate data sheet (TCDS) lists the specifications, conditions, and limitations under which airworthiness requirements were met for the specified product, such as engine make and model, fuel type, engine limits, airspeed limits, maximum weight, minimum crew.
What is a supplemental type certificate? (FAA-H-8083-3, FAA-H-8083-30, AC 21-40)
A supplemental type certificate (STC) is the FAA’s approval of a major change in the type design of a previously approved type certificated product. The certificate authorizes an alteration to an airframe, engine, or component that has been granted an approved type certificate. Sometimes alterations are made that are not specified or authorized in the type certificate data sheet (TCDS). When that condition exists, an STC will be issued. STCs are considered a part of the permanent records of an aircraft and should be maintained as part of that aircraft’s logs.
What is an aircraft registration certificate? (FAA-H-8083-25)
Before an aircraft can be flown legally, it must be registered with the FAA Aircraft Registry. The Certificate of Aircraft Registration, which is issued to the owner as evidence of the registration, must be carried in the aircraft at all times.
Does an aircraft’s registration certificate have an expiration date?
(14 CFR 47.31, 47.40)
Yes. A Certificate of Aircraft Registration that is in effect on January 23, 2023, expires seven years after the last day of the month in which it is issued, notwithstanding the expiration date on the valid Certificate of Aircraft Registration. The Aircraft Registration Application (pink copy) is valid until the applicant receives the aircraft registration certificate, the application is denied by the FAA, or 12 months have elapsed during which the registration is pending on the aircraft.
Where can you find information on the placards and marking information required to be in the airplane?
(FAA-H-8083-25, AC 60-6, 14 CFR 91.9, 14 CFR 23.1541)
The principle source of information for identifying the required airplane flight manuals (AFM), approved manual materials, markings, and placards is the FAA type certificate data sheet or aircraft specification issued for each airplane eligible for an airworthiness certificate. The required placards are also reproduced in the “Limitations” section of the AFM or as directed by an AD.
What are several examples of placards and markings required in the airplane?
(14 CFR 23.1545 through 23.1567)
Placards–Day-Night-VFR-IFR placard, “Flight Maneuvers Permitted” placard, “Caution Control Lock Remove before Starting,” “Maneuvering Speed,” “Compass Calibration Card,” etc.
Markings–Airspeed indicator markings; cockpit control markings; fuel, oil, and coolant filler openings; etc.
What are the required tests and inspections to be preformed on an aircraft? Include inspections for instrument flight rules (IFR). REMEMBER: AAV1ATE
(14 CFR 91.409, 91.171, 91.411, 91.413, 91.207)
Annual inspection within the proceeding 12 calendar months.
Airworthiness directives and life-limited parts compliance as required.
VOR equipment check every 30 days.
100-hour inspection, if used for hire or flight instruction in aircraft a CFI provides.
Altimeter, altitude reporting equipment, and static pressure systems tested and inspected every 24 calendar months.
Transponder tests and inspections, every 24 calendar months.
Emergency locator transmitter, operation, and battery condition inspected every 12 calendar months
What is an annual inspection, and which aircraft are required to have annual inspections? (FAA-H-8083-25)
An annual inspection is a complete inspection of an aircraft and engine as required by the regulations that is required to be accomplished every 12 calendar months on all certified aircraft. Only an A&P (airframe and powerplant rated) technician holding an inspection authorization (IA) can conduct and annual inspection.
Which aircraft are required to have 100-hour inspections?
(FAA-H-8083-25, 14 CFR 91.409)
a. All aircraft under 12,500 pounds (except turbojet/turbopropeller-powered multiengine airplanes and turbine powered rotorcraft) used to carry passengers for hire.
b. Aircraft used for flight instruction for hire, when provided the by person giving the flight instruction.
If an aircraft is operated for hire, is it required to have a 100-hour inspection as well as an annual inspection? (14 CFR 91.409)
Yes, if an aircraft is operated for hire it must have a 100-hour inspection as well as an annual inspection when due. If not operated for hire, only an annual inspection is required.
What is the difference between an annual inspection and a 100-hour inspection? (14 CFR Part 43)
The main difference is who is allowed to perform these inspections. Only an A&P mechanic with an IA (inspection authorization) can perform and annual inspection. 100-hour inspections may be performed by any A&P mechanic (no IA required). Part 43 provides a list of items that must be inspected for annual and 100-hour inspections.
If an aircraft has been on a schedule of inspections every 100 hours, under what condition may it continue to operate beyond the 100 hours without a new inspection?
(14 CFR 91.409)
The 100-hour limitation may be exceeded by not more that 10 hours while en route to a place where the inspection can be done. The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hours of time in service.
If the annual inspection date has passed, can an aircraft be operated in flight to a location where the inspection can be performed?
(FAA-H-8083-25)
An aircraft overdue for an annual inspection may be operated under a Special Flight Permit issued by the FAA for the purpose of flying the aircraft to a location where the annual inspection can be performed. However, all applicable ADs that are due must be complied with before the flight.
What are special flight permits, and when are they necessary?
(14 CFR 91.213, 14 CFR 21.197)
A special flight permit may be issued for an aircraft that may not currently meet applicable airworthiness requirements but is capable of safe flight. These permits are typically issued for the following purposes:
a. Flying an aircraft to a base where repairs, alterations, or maintenance are to be performed or to a point of storage.
b. Delivering or exporting an aircraft
c. Production flight testing new-production aircraft
d. Evacuating aircraft from areas of impending danger
e. Conducting customer demonstration flights in new-production aircraft that have satisfactorily completed production flight tests.
How are special flight permits obtained? (FAA-H-8083-25)
If a special flight permit is needed, assistance and the necessary forms may be obtained from the local FSDO (Flight Standards District Office) or Designated Airworthiness Representative (DAR).
After aircraft inspections have been made and defects have been repaired, who is responsible for determining that the aircraft is in an airworthy condition? (14 CFR 91.7)
The pilot-in-command of a civil aircraft is responsible for determining whether that aircraft is in a condition for safe flight. The pilot-in-command shall discontinue the flight when unairworthy, mechanical, electrical, or structural conditions occur.
What regulations apply concerning the operation of an aircraft that had alterations or repairs that may have substantially affected its operation in flight? (14 CFR 91.407)
No person may operate or carry passengers in any aircraft that has undergone maintenance, preventative maintenance, rebuilding, or alteration that may have appreciably changed its flight characteristics or substantially affected its operation in flight until an appropriately rated pilot with at least a private pilot certificate:
a. Flies the aircraft
b. Makes an operational check of the maintenance performed or alteration made; and
c. Logs the flight in the aircraft records
Can a pilot legally conduct flight operations with known inoperative equipment on board?
(14 CFR 91.213)
Yes, under specific conditions. Part 91 describes acceptable methods for the operation of an aircraft with certain inoperative instruments and equipment that are not essential for safe flight. They are:
a. Operation of an aircraft with a minimum equipment list (MEL), as authorized by Part 91 (14 CFR 91.213a); or
b. Operation of an aircraft without a MEL under 14 CFR Part 91.123d
What limitations apply to aircraft operations conducted using the deferral provision of 14 CFR 91.213(d)? (FAA-H-8083-25)
When inoperative equipment is found during the preflight or prior to departure, the decision should be to cancel the flight, obtain maintenance prior to flight, or to defer the item or equipment. Maintenance deferrals are not used for inflight discrepancies. The manufacturer’s POH/AFM procedures are to be used in those situations.
During the preflight inspection in an aircraft that doesn’t have a MEL, you notice that an instrument or equipment item is inoperative. Describe how you will determine if the aircraft is still airworthy for flight.
(14 CFR 91.213(d), FAA-H-8083-25)
I will ask myself the following questions to determine if I can legally fly the airplane with the inoperative equipment item:
a. Are the inoperative instruments or equipment part of the VFR-day type certification?
b. Are the inoperative instruments or equipment listed as required on the aircraft’s equipment list or Kinds of Operation Equipment List (KOEL) for the type of flight operation being conducted?
c. Are the inoperative instruments or equipment required by any rule of Part 91 for the specific operation being conducted? (For example, VFR, IFR, day, night.)
d. Are the inoperative instruments or equipment required to be operational by an AD?
If the answer is “Yes” to any of these questions, the aircraft is not airworthy, and maintenance is required before I can fly. If the answer is “No” to any of these questions, then the inoperative instruments or equipment must be removed from the aircraft (by an A&P) or deactivated and placarded INOPERATIVE.
What are minimum equipment lists?
(FAA-H-8083-25)
The minimum equipment list (MEL) is a precise listing of instruments, equipment and procedures that allows an aircraft to be operated under specific conditions with inoperative equipment. The MEL is the specific inoperative equipment document for a particular make and model aircraft by serial and registration numbers (N87HF.) The FAA-approved MEL includes only those items of equipment that the FAA deems may be inoperative and still maintains an acceptable level of safety with appropriate conditions and limitations.
For an aircraft with an approved MEL, explain the decision sequence a pilot would use after discovering the position lights are inoperative.
(FAA-H-8083-25)
With an approved MEL, if the position lights were discovered inoperative prior to a daytime flight, the pilot would make an entry in the maintenance record or discrepancy record provided for that purpose. The item is then either repaired or deferred in accordance with the MEL. Upon confirming that daytime flight with inoperative position lights is acceptable in accordance with the provision of the MEL, the pilot would leave the position lights switch OFF, open the circuit breaker (or do whatever action is called for in the procedures document,) and placard the position light switch as INOPERATIVE.
Explain the limitations that apply to aircraft operations being conducted using an MEL. (FAA-H-8083-25)
The use of an MEL for a small, nonturbine-powered airplane operated under Part 91 allows for the deferral of inoperative items or equipment. The FAA considers an approved MEL to be a supplemental type certificate (STC) issued to an aircraft by serial number and registration number. Once an operator requests an MEL, and a letter of authorization (LOA) issued by the FAA, then the MEL becomes mandatory for that aircraft. All maintenance deferrals must be done in accordance with the terms and conditions of the MEL and the operator-generated procedures document.
What instruments and equipment are required for VFR (visual flight rules) day flight? REMEMBER: A TOMATO FLAMES (14 CFR 91.205)
For VFR flight during the day, the following instruments and equipment are required:
Anti-collision light system–aviation red or white for small airplanes certificated after March 11, 1996.
Tachometer for each engine.
Oil pressure gauge for each engine.
Manifold pressure gauge.
Altimeter.
Temperature gauge for each liquid-cooled engine.
Oil temperature gauge for each air-cooled engine.
Fuel gauge indicating the quantity in each tank.
Flotation gear–if operated for hire over water beyond power-off gliding distance from shore.
Landing gear position indicator, if the airplane has retractable gear.
Airspeed indicator.
Magnetic direction indicator.
Emergency locator transmitter (if required by Part 91.207.)
Safety belts.
What instruments and equipment are required for VFR night flight? REMEMBER: FLAPS (14 CFR 91.205)
For VFR flight at night, all the instruments and equipment for VFR day flight are required, plus the following:
Fuses–one spare set or three fuses of each kind required accessible to the pilot in flight.
Landing light–if the aircraft is operated for hire
Anti collision light system–approved aviation red or white
Position lights (beacon)
Source of electrical energy–adequate for all installed electrical and radio.
Who can perform maintenance on an aircraft? (FAA-H-8083-25)
FAA-certified A&P mechanic, an A&P mechanic with IA (inspection authorization,) an appropriately-rated FAA-certificated repair station, or the aircraft manufacturer.
Define preventative maintenance.
(FAA-H-8083-24, 14 CFR Part 43, AC 43-12)
Preventive maintenance means simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations. Certificated pilots, excluding student pilots, sport pilots, and recreational pilots, may perform preventive maintenance on any aircraft that is owned or operated by them provided that aircraft is not used in air carrier service. Part 43a identifies typical preventive maintenance operations, which include such basis items as oil changes, wheel bearing lubrication, and hydraulic fluid (brakes, landing gear system) refills.
While inspecting the engine logbook of the rental aircraft you are planning to fly, you notice that the engine has exceeded its time between overhaul (TBO). Is it legal to fly this aircraft? (AC 20-105)
Yes. TBO is computed by the engine manufacturer and is a reliable estimate of the number of hours the engine could perform reliably within the established engine parameters and still not exceed the service wear limits for overhaul for major component parts such as the crankshaft, cam shaft, cylinders, connecting rods, and pistons. TBO times are make and model specific and the recommended overhaul times are usually identified in the engine manufacturer’s service bulletin or letter. For Part 91 operations, compliance with the TBO is not a mandatory maintenance requirement.
What logbook entry information is required of the person performing preventive maintenance?
(FAA-H-8083-25, 14 CFR 43.3)
All pilots who maintain or perform preventive maintenance must make an entry in the maintenance record of the aircraft. The entry must include a description of the work, the date of completion of the work performed, and an entry of the pilots name, signature, certificate number, and type of certificate held.
What are several good reasons for aircraft owners to comply with TBO times recommended by the manufacturer? (AC 20-105, check FAA-H-8083-30 for a better explanation on maintenance.)
a. An overhaul at TBO will ensure safety and reliability
b. An engine overhaul at TBO is usually less expensive than one for an engine that has been run an additional 200 or 300 hours.
c. Running the engine past TBO usually accelerates the overall wear of the engine due to bearing movement outside tolerances, loss of productive materials such as planting or nitrating on the cylinder walls, and vibration cause by engine reciprocating parts that have worn unevenly and are now out of balance.
ADDITIONAL STUDY QUESTION
9. During preflight, you discover that one of the position lights (installed equipment) is inoperative prior to a daytime flight. Can you legally conduct the flight?
(14 CFR 91.213(d), FAA-H-8083-25)
ADDITIONAL STUDY QUESTION
10. While en route on a VFR cross-country, you notice that your vertical speed indicator is inoperative during a descent to your first fuel stop. Can you legally continue your cross-country flight? If yes, what actions are required? (FAA-H-8083-25)
ADDITIONAL STUDY QUESTION
11. How can a pilot determine if all applicable airworthiness directives have been complied with for an airplane?
(FAA-H-8083-25, 14 CFR 91.417)
ADDITIONAL STUDY QUESTION
12. Explain how you will deactivate an item or system that has become inoperative in your airplane. Can you deactivate any item or system in your airplane? What is required?
(FAA-H-8083-25)
ADDITIONAL STUDY QUESTION
13. If the AFM for an aircraft you are about to fly is missing, what substitution may be made, if any?
(14 CFR 91.9, FAA-H-8083-25)
ADDITIONAL STUDY QUESTION
14. Are the AFM supplements required onboard the airplane? (FAA-H-8083-25)
ADDITIONAL STUDY QUESTION
15. As PIC, you have the responsibility for determining whether your aircraft is in a condition for safe flight. When flying a rental aircraft, how can procedures regarding discrepancy records or squawk sheets affect the total risk of flight?
(FAA Safety Briefing)
ADDITIONAL STUDY QUESTION
16. You have just completed the first leg of a long cross-country and you notice that the oil level is approaching the one quart low mark. As a private pilot, can you add the quart of oil yourself or is a mechanic required? (14 CFR Part 43)
ADDITIONAL STUDY QUESTION
17. What are Special Airworthiness Safety Bulletins (SAIB)? Are they regulatory? (FAA-H-8083-25)
ADDITIONAL STUDY QUESTION
18. During your preflight inspection, you discover that the left main tire on your aircraft has a large flat spot with nylon cord showing. You wisely decide that this is unacceptable, and the tire should be replaced before flight. Do the regulations allow the pilot to perform this maintenance, or must a licensed mechanic (A&P) perform it? (14 CFR Part 43)
ADDITIONAL STUDY QUESTION
19. A 100-hour inspection was due at 3,302.5 hours. The 100-hour inspection was actually done at 3,309.5 hours. When is the next 100-hour inspection due?
(FAA-H-8083-25)
What are the two categories of airspace in the National Airspace system? (FAA-H-8083-25)
Regulatory and non-regulatory.
Within the two main categories of airspace, what are the four types of airspace? (FAA-H-8083-25)
a. Controlled airspace
b. Uncontrolled airspace
c. Special Use airspace
d. Other airspace
Explain the factors that determine the category and type of airspace an area will have. (FAA-H-8083-25)
The categories and types of airspace are dictated by the complexity or density of aircraft movements, nature of the operations conducted within the airspace, the level of safety required, and national and public interest.
Briefly describe the terms controlled and uncontrolled airspace.
(FAA-H-8083-25)
Controlled airspace–A generic term that covers the different classifications of airspace and defined dimensions within which air traffic control (ATC) service is provided in accordance with the airspace classification. Controlled airspace consists of: Class A, Class B, Class C, Class D, and Class E.
Uncontrolled airspace–Or Class G airspace, is the portion of the airspace that has not been designated as Class A, B, C, D, or E. It is therefore designated uncontrolled airspace. Class G airspace extends from the surface to the base of the overlying Class E airspace. Although ATC has no authority or responsibility to control air traffic, pilots should remember there are visual flight rules (VFR) minimums that apply to Class G airspace.
What is Class A airspace? (AIM 3-2-2)
Generally, that airspace from 18,000 ft MSL up to and including FL600, including that airspace overlying the waters within 12 NM of the coast of the 48 contigous states and and Alaska; and designated international airspace beyond 12 NM of the coast of the 48 contiguous states and Alaska within areas of domestic radio navigational signal or ATC radar coverage, and within which domestic procedures are applied.
Can a flight under VFR be conducted within Class A airspace?
(14 CFR 91.135)
No, unless otherwise authorized by ATC, each person operating an aircraft in Class A airspace must operate that aircraft under instrument flight rules (IFR).
What is the minimum pilot certificate for operations conducted within Class A airspace? (14 CFR 91.135)
The pilot must be at least a private pilot with an instrument rating.
What minimum equipment is required for flight operations within Class A airspace.
(14 CFR 91.135, 91.212, 91.225)
a. A two-way radio capable of communicating with ATC on the frequency assigned.
b. A mode C altitude encoding transponder.
c. ADS-B and TIS-B equipment operating on 1090 MHz ES frequency.
d. Equipped with instruments and equipment required for IFR operations.
How is Class A airspace depicted on navigational charts? (AIM 3-2-2)
Class A airspace is not specifically charted.
What is the definition of Class B airspace? (AIM 3-2-3)
Generally, that airspace from the surface to 10,000 ft MSL surrounding the nation’s busiest airports in terms of IFR operations and passenger aircraft. The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers (some Class B airspaces areas resemble upside down wedding cakes) and is designated to contain all published instrument procedures once an aircraft enters the airspace.
What minimum pilot certification is required to operate an aircraft within Class B airspace?
(14 CFR 91.131)
No person may take off or land a civil aircraft at an airport within a Class B airspace area or operate a civil aircraft within a Class B airspace are unless:
a. The pilot-in-command holds at least a Private Pilot Certificate
b. The pilot-in-command holds a recreational pilot certificate and has met the requirements of Part 61.1 (61.101); or for a student pilot seeking a recreational pilot certificate in Part 61.9 (61.94)
c. The pilot-in-command holds a sport pilot certificate and has met the requirements of Part 61 (61.325)
d. The aircraft is operated by a student pilot who has met the requirements of Part 61.9 (61.94/61.95)
What is the minimum equipment required for operations of an aircraft within Class B airspace?
(14 CFR 91.131, 91.215, 91.225)
a. An operable two-way radio capable of communications with ATC on the appropriate frequencies for that area.
b. A Mode C altitude encoding transponder.
c. ADS-B Out equipment–operating on UAT 978 MHz or 1090 MHz ES frequency.
d. If IFR, and operable VOR or TACAN receiver or an operable and suitable RNAV system.
Before operating and aircraft into Class B airspace, what basic requirement must be met?
(14 CFR 91.131)
Arriving aircraft must obtain an ATC clearance from the ATC facility having jurisdiction for that area prior to operating an aircraft in that area.
What minimum weather conditions are required when conducting VFR flight operations within Class B airspace? (14 CFR 91.155)
VFR flight operations must be conducted clear of clouds with at least 3 SM flight visibility.
How is Class B airspace depicted on navigational charts? (AIM 3-2-3)
Class B airspace is charted on Sectional Charts, IFR En Route Low Altitude, and Terminal Area Charts. A solid shaded blue line depicts the lateral limits of Class B airspace. Numbers indicate the base and top e.g., 100/25, 100/SFC.
What basic ATC services are provided to all aircraft operating within Class B airspace? (AIM 3-2-3)
VFR pilots will be provided sequencing and separation from other aircraft while operating within Class B airspace.
It becomes apparent that wake turbulence may be encountered while ATC is providing sequencing and separation services in Class B airspace. Whose responsibility is it to avoid this turbulence? (AIM 3-2-3)
The pilot-in-command is responsible. The services provided by ATC do not relive pilots of their responsibilities to see and avoid other traffic operating in basic VFR weather conditions, to adjust their operations and flight path as necessary to preclude serious wake turbulence encounters, to maintain appropriate terrain and obstruction clearance, or to remain in weather conditions equal to or better than the minimums required by Part 91.155.
What is the maximum speed allowed when operating inside Class B airspace, under 10,000 feet, and within Class D surface area?
(14 CFR 91.117)
Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 ft above the surface within 4 NM of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots. This restriction does not apply to operations conducted within a Class B airspace area. Such operations shall comply with the below 10,000 ft MSL restriction: “No person shall operate an aircraft below 10,000 ft MSL, at an indicated airspeed of more than 250 knots.”
When operating beneath the lateral limits of Class B airspace, or in a VFR corridor designated through Class B airspace, what maximum speed is authorized? (14 CFR 91.117)
No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots.
What is Class C airspace? (AIM 3-2-4)
Generally, that airspace from the surface to 4,000 ft above the airport elevation MSL surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a number of IFR operations or passenger aircraft.
What are the basic dimensions of Class C airspace? (AIM 3-2-4)
Although the configuration of each Class C airspace area is individually tailored, the airspace usually consists of a 5 NM radius core surface area that extends from the surface up to 4,000 ft above the airport elevation, and a 10 NM radius shelf area that extends from 1,200 ft to 4,000 ft above the airport elevation. The outer area radius will be 20 NM, with some variations based on site specific requirements. The outer area extends outward from the primary airport and extends from the lower limits of radar/radio coverage up to the ceiling of approach control airspace.
In the event of a radio failure while operating an aircraft, to, from, through, or on an airport with an operating control tower, what are the different types and meanings of light gun signals you might receive from an ATC tower? (14 CFR 91.125)
