Ask a DPE

Julie Paasch

Air Hearts-Utah Chapter

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What happens and what should I do if I find something inoperative on the airplane during my check ride?

This is a great question and may come up both on a check ride or if you are on a regular training flight. There are many scenarios that can arise, and it does depend on each operation and what type of aircraft you are flying. Also, in both the Private and the Commercial Airmen Certification Standards (ACS), there are knowledge and risk management areas that applicants can be tested on during their check ride. A good example of this scenario, which happened recently on a Private Pilot check ride I conducted, was when an inoperative position light was found during the preflight. The airplane being used for the check ride was a Cessna 150. In the Code of Federal Regulations (CFR) under Section 91.213, it describes how to handle situations when there is inoperative equipment. In the case of this Cessna 150, there was no Minimum Equipment List for the airplane; therefore, we referred to Paragraph (d) of Section 91.213. There are four different documents that must be reviewed to determine if it is legal to takeoff with inoperative equipment. First, under Section 91.213 Paragraph (d)(2) (i) of the CFR, it states that if the inoperative instruments and equipment are not part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations under which the aircraft was type certified, then a person may take off in an aircraft with inoperative equipment. When we looked up the type certificate data sheet, we did not find the position light listed as required. Second, you must check that the inoperative instruments and equipment are not indicated as required on the aircraft’s equipment list or on the Kinds of Operations Equipment List (KOEL) for the kind of flight operation being conducted. When we looked up the equipment list in the Airplane Flight Manual (AFM), it listed that the position light was only required at night. Since we were performing a day flight, it was not required. Third, check that inoperative instruments and equipment are not required under Section 91.205 of the CFR or any other rule of this part for the specific flight of operation being conducted. This is the acronym many pilots memorize as ATOMATOFLAMES and FLAPS (or something similar). Again, position lights were listed as required equipment at night only. Lastly, make sure the equipment is not required to be operational by an airworthiness directive (AD). For the Cessna 150 there are no AD requirements for the position light. Since the position light is not required, it would then need to be removed or deactivated, placarded, and written in the maintenance log. If all these steps are taken, a determination is made by a pilot who is certificated and appropriately rated under Part 61 in Chapter 1 of the CFR, or by a person who is certificated and appropriately rated to perform maintenance on the aircraft. If they determine that the inoperative instrument or equipment does not constitute a hazard, then it is legal to take off. This is an important step. It may just be a burnt out bulb or it may be something more serious with the electrical system. Unfortunately, for the private pilot applicant, removing the fuse that was connected to both the position light and other lights on the aircraft was a maintenance function. On the day of the check ride, there was no mechanic on the field, which resulted in the applicant discontinuing the check ride and finishing another day. Another option – depending on the situation – is trying to do preventative maintenance to fix the broken item. Just make sure to check in Part 43 of the CFR to determine if it is allowed under preventive maintenance. This is just one scenario of addressing inoperative instruments and equipment. Each airplane is unique, and it’s important to know the process to ensure you are safe to fly when something is broken on an airplane whether you are on a check ride or a training flight. Stay safe!