ASA Private Pilot Oral Exam Guide

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, speak, write, 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. Passed the required knowledge and practical tests.

What privileges and limitations apply to a private pilot? (14 CFR 61.113)

No person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command 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 pro rata share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport

expenditures, or rental fees.

c. May act as PIC of a charitable, nonprofit, or community event flight described in 14 CFR §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 expenditures, 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 salesman 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 14 CFR §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, provided they meet the requirements of 14 CFR §21.190.

Explain the statement "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 his or her proportional share of the flight's operating expenses with the 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 pro rata (proportional) share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport expenditures or rental fees.

Note: The regulation applies to "the operating expenses of a flight," and does not allow for the sharing of fixed or long term operating costs of the airplane

with passengers.

To act as a required pilot flight crewmember of a civil aircraft, what must a pilot have in his/her 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 14 CFR §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 an airman certificate, medical certificate, authorization, or license required by 14 CFR 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 local 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 pilot-in-command of such an airplane? (14 CFR 61.31)

A high-performance is an airplane with an engine of more than 200 horsepower. To act as PIC of a high-performance 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 have 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 (ASEL) require specific training and logbook endorsements from an appropriately rated flight instructor? (14 CFR 61.31)

High-Altitude Airplane—No person may act as pilot-in-command 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 pilot-in-command of a tailwheel airplane unless that person has received and logged flight training from an authorized instructor in a tailwheel airplane and received an endorsement in the person's logbook from an authorized instructor who found the person proficient in the operation of a tailwheel airplane. The training and endorsement is not required if the person logged pilot-in-command time in a tailwheel airplane before April 15, 1991.

What is the definition of a complex airplane, and what must you do to act as pilot-of-command of such an airplane? (14 CFR 61.1, 14 CFR 61.31)

A "complex airplane" is defined as an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller; including airplanes equipped with a full-authority digital engine control (FADEC). To act as pilot-in- command 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 have 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 airmen, define the terms: "Category," "Class," and "Type." (14 CFR Part 1)

Category—a broad classification of aircraft; i.e., airplane, rotorcraft, glider, etc.

Class—a classification of aircraft within a category having similar operating characteristics; i.e., single-engine land, multi-engine land; etc.

Type—a specific make and basic model of aircraft including modifications that do not change its handling or flight characteristics; i.e., DC-9, B-737, C- 150, etc.

What are the requirements to remain current as a private pilot? (14 CFR 61.56, 61.57)

TLDR: BFR and in order to take pax: 3 landings in preceding 90 days, must be full stop if tailwheel, and also at night.

a. Within the preceding 24 months, 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 and class and, if a type rating is required, of the same type.

• if the aircraft is a tailwheel airplane, the landings must have been made to a full stop in an airplane with a tailwheel.

• if operations are to be conducted during the period beginning 1 hour after sunset and 1 hour before sunrise, with passengers on board, the PIC 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 type (if a type is required), of aircraft to be used.

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're 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 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)

TLDR: Yes, can log PIC if you are sole manipulator but may not act as PIC.

Yes, 14 CFR 61.51 governs the logging of pilot-in-command (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."

Note: This means you can log PIC time, but you cannot act as PIC. For a pilot to act as PIC, he or she must be properly rated in the aircraft and authorized to conduct the flight which would include having the required endorsements for complex and high performance airplanes as required by 14 CFR 61.31.

Explain the difference between being "current" and being "proficient." (FAA-H-8083-2, FAA-P-8740-36)

TLDR: current = legally in the clear, proficient = actually in the clear

Being "current" means that a pilot has accomplished the minimum FAA regulatory requirements within a specific time period so he or she can exercise the privileges of their certificate. It means that you're "legal" to make a flight, but 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 must have a wide range

of knowledge and skills. Being proficient is not about just being "legal" in terms of the regulations, but is 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)

Professional pilots live by the numbers, and so should you. 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 can "probably" deal with the conditions you face at any given time. A written set of personal minimums also make it easier to explain tough cancelation or diversion decisions to passengers who are, after all, trusting their lives to your aeronautical skill and judgment.

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 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 control measure, but instead as a hazard with high risk potential. Discipline is the key to success.

If a pilot changes his/her permanent mailing address and fails to notify the FAA Airmen Certification branch of the new address, how long may the pilot continue to exercise the privileges of his/her 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)

TLDR: is qualified in the class/cat/type and is a required crewmember for that type

A person may log second-in-command (SIC) time only for that flight time

during which that person:

a. Is qualified in accordance with the SIC requirements of 14 CFR §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 instrument rating (if an instrument rating is required for the flight) for the aircraft being flown, and more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is being conducted.

To exercise the privileges of a private pilot certificate, what medical certificate is required, and how long is it valid? (14 CFR 61.23)

TLDR: 3rd class, 60 months if under 40, 24 months if over 40

You must hold at least a third-class medical certificate. The medical certificate expires at the end of the last day of:

a. The 60th month after the month of the date of examination shown on the certificate, if on the date of your most recent medical examination you were under the age of 40.

b. The 24th month after the month of the date of examination shown on the certificate, if on the date of your most recent medical examination you were over the age of 40.

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 61.53, 91.17, FAA-H-8083-25)

TLDR: It depends. Best not to since most antihistamines can cause drowsiness effects.

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 (OTC) drugs, antihistamines and decongestants, have the potential to cause noticeable adverse side effects, including drowsiness and cognitive deficits. 14 CFR 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 (AME) before flying.

Where can you find a list of the medical conditions that may disqualify you from obtaining a medical certificate? (14 CFR Part 67, FAA-H-8083- 25)

TLDR: CFR Part 67 and 61 respectively.

The standards for medical certification are contained in 14 CFR Part 67 and the requirements for obtaining medical certificates can be found in 14 CFR Part 61.

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)

Personal minimums checklist! https://www.aopa.org/-/media/Files/AOPA/Home/Pilot-Resources/Personal-Mins-Contracts/Personal-Minimums-Contract-VFR.pdf

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)

No, as a private pilot I am not allowed to be compensated for my flying in any way. I may only share operating costs with passengers, and only when there is a common purpose for the flight.

For a person under the age of 40, when will a third class medical certificate issued on March 15, 2016 expire?

The last day of validity would be March 31st 2020 in this case. 60 calendar months since under the age of 40.

What are some examples of general medical conditions that are temporarily disqualifying? (AIM 8-1-1, 14 CFR 61.53)

Anemia, acute infections, peptic ulcer, etc. Pilots who do not meet medical standards may still be qualified under special issuance provisions or the exemption process. This may require that either additional medical information be provided or practical flight tests be conducted.

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)

Depends, only if it results in an "administrative action" i.e. your license is suspended. In most cases, yes.

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)

The certificate is not invalid, but you must go through another BFR in order to be able to exercise PIC privileges again.

Are there any other activities a pilot can accomplish that can be

substituted for a flight review? (14 CFR 61.56)

TLDR: checkride, proficiency award program (WINGS), CFI renewal, some others irrelevant to me like military flights.

A person who has, within the period specified in paragraph (c) of this section, passed any of the following need not accomplish the flight review required by this section:

(1) A pilot proficiency check or practical test conducted by an examiner, an approved pilot check airman, or a U.S. Armed Force, for a pilot certificate, rating, or operating privilege.

(2) A practical test conducted by an examiner for the issuance of a flight instructor certificate, an additional rating on a flight instructor certificate, renewal of a flight instructor certificate, or reinstatement of a flight instructor certificate.

(e) A person who has, within the period specified in paragraph (c) of this section, satisfactorily accomplished one or more phases of an FAA-sponsored pilot proficiency award program need not accomplish the flight review required by this section.

(f) A person who holds a flight instructor certificate and who has, within the period specified in paragraph (c) of this section, satisfactorily completed a renewal of a flight instructor certificate under the provisions in § 61.197 need not accomplish the one hour of ground training specified in paragraph (a) of this section.

What regulatory requirements must be met prior to a pilot acting as PIC of an aircraft towing a glider? (14 CFR 61.69)

100 hours PIC TT + 3 tows with instructor + endorsement to tow gliders + current

What documents are required on board an aircraft prior to flight? (14 CFR 91.203, 91.9)

TLDR: AR(R)OW + compass deviation card + your own documents

A irworthiness Certificate (14 CFR 91.203)

R egistration Certificate (14 CFR 91.203)

R adio Station License (if operating outside of U.S.; an FCC regulation)

O perating Limitations—AFM/POH and supplements, placards, markings (14 CFR 91.9)

W eight and balance data (current)

Compass Deviation Card (14 CFR 23.1547) External Data Plate/Serial Number (14 CFR 45.11)

Exam Tip: During the practical test your evaluator may wish to examine the various required aircraft documents (ARROW) during the preflight inspection, as well as the currency of any aeronautical charts, EFB data, etc. on board the aircraft. Prior to the test, verify that all of the necessary aircraft documentation, on-board databases and charts are current and available.

What is an airworthiness certificate? (FAA-H-8083-25)

TLDR: issued by the FAA to say this aircraft meets design certifications.

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 condition for safe operation. Under any 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. A standard airworthiness certificate remains valid as long as the aircraft meets its approved type design, is in a condition for safe operation and maintenance, preventative maintenance, and alterations are performed in accordance with 14 CFR parts 21, 43, and 91. Special ones are valid for 24 months.

What is the difference between standard and special airworthiness certificates? (FAA-H-8083-25)

TLDR: Standard for normal category aircraft while special for restricted, LSA, etc

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 conform to its type certificate yet is in a condition for safe operation. Additionally, this certificate is issued to operate a primary category kit-built 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)

TLDR: no, valid as long as type design maintained, maintenance and alterations performed according to regulations.

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 performed in accordance with 14 CFR Parts 21, 43, and 91.

Where must the airworthiness certificate be located? (14 CFR 91.203, FAA-H-8083-19)

Must be visible/legible to pax or crew. At cabin or cockpit entrance.

For an aircraft to be considered airworthy, what two conditions must be met? (FAA-H-8083-19)

TLDR: must conform to type design and be in condition for safe operation

The aircraft must conform to 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) (STC) and field-approval alterations.

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)

TLDR: checking Mx logs and preflight inspection

a. For type design, a pilot must determine that the maintenance, preventive maintenance, and alterations have been performed in accordance 14 CFR 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 operation, 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 condition exists or inoperative instruments or equipment are found, the pilot uses the guidance in 14 CFR 91.213 for handling the inoperative equipment.

What records or documents should be checked to determine that the owner or operator of an aircraft has complied with all required inspections and airworthiness directives? (14 CFR 91.405)

TLDR: Aircraft, engine, and propeller logbooks to show the aircraft has been approved for service.

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)

TLDR: airworthiness certificate, registration, regular Mx, compliance with ADs, ensure Mx properly logged, notifying FAA for changes in ownership or address, radio license if operating outside the USA.

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 operation of that

aircraft.

e. Notify the FAA Civil Aviation Registry immediately of any change of permanent mailing address, or of the sale or export of the aircraft, or of the loss of citizenship.

f. Have a current FCC radio station license if equipped with radios, including emergency locator transmitter (ELT), if operated outside of the United States.

What are "airworthiness directives"? (FAA-H-8083-25)

TLDR: official announcements made by the FAA pertaining to the unsafe conditions affecting specific makes/models of airplanes which need to be complied with in order for those airplanes to remain airworthy.

An airworthiness directive (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, and specifies the conditions under which the product may continue to be operated. ADs are regulatory in nature, and compliance is mandatory. It is the aircraft owner's or operator's responsibility to ensure compliance with all pertinent ADs.

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 ADs 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 that have an affected product installed will be sent an emergency AD.

Exam Tip: ADs and recurring ADs—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 test.

What is a type certificate data sheet? (FAA-H-8083-30)

TLDR: when a new aircraft or critical part of an aircraft is certified the TCDS lists the specs and conditions under which the airworthiness of said part was determined.

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, etc.

What is a supplemental type certificate? (FAA-H-8083-3, FAA-H- 8083-30, AC 21-40)

TLDR: essentially an approval for a design modification to an already approved type certificate.

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 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)

TLDR: confirms registration with the FAA registry, issued to the owner and must be in aircraft at all times.

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.

18. Does an aircraft's registration certificate have an expiration date? (14 CFR 47.31, 47.40)

TLDR: expires after 36 cal months (i.e. 3 years)

Yes. A Certificate of Aircraft Registration issued in accordance with 14 CFR §47.31 expires three years after the last day of the month in which it was issued. A temporary certification of registration is valid for no more than 90 days after the date the applicant signs the application.

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)

TLDR: Reqd placards and markings are primarily found in the TCDS or aircraft specification, and also in the POH "Limitations" section or as directed by an AD.

The principle source of information for identifying the required Airplane Flight Manuals, 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)

TLDR: INOP tags, allowed maneuvers, Va, compass calibration. For markings: Vfe, ASI markings, fuel/oil openings, etc

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 performed on an aircraft? Include inspections for IFR. (14 CFR 91.409, 91.171, 91.411, 91.413, 91.207)

TLDR: AAV1ATE: annual (12 months), ADs (as reqd), VOR equipment (30 days; IFR only), 100 hr (if for hire or instruction), altimeter (24 months; IFR only), Transponder (24 months), ELT (12 months).

A Annual inspection within the preceding 12 calendar months (14 CFR 91.409)

A Airworthiness directives and life-limited parts complied with, as required (14 CFR 91.403, 91.417)

V VOR equipment check every 30 days (for IFR ops) (14 CFR 91.171) 1 100-hour inspection, if used for hire or flight instruction in aircraft CFI

provides (14 CFR 91.409)

A Altimeter, altitude reporting equipment, and static pressure systems tested and inspected (for IFR ops) every 24 calendar months (14 CFR 91.411)

T Transponder tests and inspections, every 24 calendar months (14 CFR 91.413)

E Emergency locator transmitter, operation and battery condition inspected every 12 calendar months (14 CFR 91.207)

Exam Tip: Be prepared to locate all of the required inspections, ADs, life- limited parts, etc. in the aircraft and engine logbooks and be able to determine when the next inspections are due. Create an aircraft status sheet that indicates the status of all required inspections, ADs, life limited, parts, etc.

and/or use post-it notes to tab the specific pages in the aircraft and engine logbooks. Write the due date of the next inspection on the post-it note.

What is an "annual" inspection and which aircraft are required to have annual inspections? (FAA-H-8083-25)

TLDR: a thorough inspection required to be done every 12 calendar months. All certified aircraft.

An annual inspection is a complete inspection of an aircraft and engine, required by the regulations and is required to be accomplished every 12 calendar months on all certificated aircraft. Only an A&P technician holding an Inspection Authorization can conduct an annual inspection.

What aircraft are required to have 100-hour inspections? (FAA-H- 8083-25, 14 CFR 91.409)

TLDR: any aircraft < 12500 lbs carrying passengers for hire, or any aircraft that is being used for hire or for flight instruction.

a. All aircraft under 12,500 pounds (except turbojet/ turbopropeller- powered multi-engine airplanes and turbine powered rotorcraft), used to carry passengers for hire.

b. Aircraft used for flight instruction for hire, when provided by the 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)

TLDR: both are required

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)

TLDR: other than frequency: the authorization to perform one. APs with inspection authorization may perform annual, while any AP can perform a 100 hr. In practice it is the same inspection.

The main difference is who is allowed to perform these inspections. Only an A&P mechanic with an Inspection Authorization can perform an annual inspection. 100-hour inspections may be performed by any A&P mechanic (no IA required). 14 CFR Part 43, Appendix D ("Scope and Detail of Items to be Included in Annual and 100-Hour Inspections") contains a list of items to be checked during inspections.

If an aircraft has been on a schedule of inspection every 100 hours, under what condition may it continue to operate beyond the 100 hours without a new inspection? (14 CFR 91.409)

TLDR: only to fly to somewhere to get that inspection done, and for a maximum of 10 hours, these extra count towards the time to next inspection.

The 100-hour limitation may be exceeded by not more than 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 to a location where the inspection can be performed? (FAA-H-8083-25)

TLDR: Yes, but must request a special flight permit from local FSDO with the caveat that all ADs are complied with already.

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)

TLDR: allow an aircraft to fly under conditions where it would normally not be allowed by the regulations in place, for extenuating circumstances. Flying to repairs, delivering, flight testing, evacuation, etc.

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)

TLDR: You apply for them from the FSDO or DAR

If a special flight permit is needed, assistance and the necessary forms may be obtained from the local FSDO 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)

TLDR: The PIC

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 un-airworthy, mechanical, electrical, or structural conditions occur.

What regulations apply concerning the operation of an aircraft that has had alterations or repairs which may have substantially affected its operation in flight? (14 CFR 91.407)

TLDR: must be approved by qualified person before return to service and also flown by at least a PPL and logged the test flight.

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 onboard? (14 CFR 91.213, AC 91-67)

TLDR: Yes, as long as the equipment is not legally required for the flight and the inoperative equipment is labeled as such and disconnected/disabled. Otherwise, a special permit may be obtained.

Yes, under specific conditions. 14 CFR 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 14 CFR 91.213(a) or -

b. Operation of an aircraft without a MEL under 14 CFR 91.213(d)

Exam Tip: Know this regulation well—unfamiliarity with 14 CFR 91.213 is a common weakness of applicants at all levels. You must demonstrate that you know this regulation and how to apply it.

What limitations apply to aircraft operations conducted using the deferral provision of 14 CFR 91.213(d)? (FAA-H-8083-25)

TLDR: if PIC finds non-working equipment pre-flight they can cancel flight, fix issue before flying, or legally defer repair. In-flight issues means deferring not an option, so you must follow the POH procedures.

When inoperative equipment is found during 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 AFM/POH 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), AC 91-67, FAA-H-8083-25)

TLDR: reference 91.205 (if also no KOEL) to see if that equipment is required for my flight, if so: cancel flight, if not, placard it INOP and pull breaker for it. Depending on the equipment, it may be wise to cancel the flight altogether, even if technically legal.

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 Operations Equipment List (KOEL)" for the type of flight operation being conducted?

c. Are the inoperative instruments or equipment required by 14 CFR §91.205, §91.207 or any other rule of 14 CFR Part 91 for the specific kind of flight 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 (by an A&P) from the aircraft, or deactivated and placarded "Inoperative."

Note: See Appendix 3 for further explanation of this regulation.

Exam Tip: If an instrument or equipment item is inoperative in your aircraft, be able to explain how you will determine if the aircraft is airworthy and legal for flight.

What are Minimum Equipment Lists? (AC 91-67)

TLDR: a list specific to the aircraft of what can be broken in the aircraft and it still be fine/legal to fly.

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; e.g., BE-200, N12345. The FAA-approved

MEL includes only those items of equipment that the FAA deems may be inoperative and still maintain an acceptable level of safety with appropriate conditions and limitations.

Note: Do not confuse an MEL with the aircraft's equipment list. They are not the same.

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)

TLDR: check to see if position lights are listed on the MEL for my particular kind of flight. If they are not, the flight is not legal. If they are, then follow the instructions on the MEL on what must be done in order to operate with them being inoperative.

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 provisions of the MEL, the pilot would leave the position lights switch OFF, open the circuit breaker (or 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, non-turbine-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) is 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 day flight? (14 CFR 91.205)

TLDR: ATOMATOF(F)LAMES.

A nticollision light system—aviation red or white for small airplanes certificated after March 11, 1996

T achometer for each engine

O il pressure gauge for each engine

M anifold pressure gauge (for each altitude engine, i.e. turbocharged)

A ltimeter

T emperature gauge for each liquid-cooled engine

O il temperature gauge for each air-cooled engine

F uel gauge indicating the quantity in each tank

F lotation gear—if operated for hire over water beyond power-off gliding distance from shore

L anding gear position indicator, if the airplane has retractable gear

A irspeed indicator

M agnetic direction indicator

E mergency locator transmitter (if required by 14 CFR 91.207)

S afety belts (and shoulder harnesses for each front seat in aircraft manufactured after 1978)

What instruments and equipment are required for VFR night flight? (14 CFR 91.205)

TLDR: FLAPS + day VFR

For VFR flight at night, all the instruments and equipment for VFR day flight are required, plus the following:

F uses—one spare set or three fuses of each kind required accessible to the pilot in flight

L anding light—if the aircraft is operated for hire

A nticollision light system—approved aviation red or white

P osition lights—(navigation lights)

S ource of electrical energy—adequate for all installed electrical and radio equipment

Who can perform maintenance on an aircraft? (FAA-H-8083-25)

TLDR: only qualified mechanics authorized by the FAA, or the manufacturer.

FAA-certificated A&P mechanic, an A&P mechanic with Inspector Authorization, an appropriately-rated FAA-certificated repair station, or the aircraft manufacturer.

Define "preventive maintenance." (FAA-H-8083-25, 14 CFR Part 43, AC 43-12)

TLDR: small Mx items which can be performed by the pilot (min. PPL) themselves. Things like changing a tire, bulb, oil changes, wheel bearing lubrication, most liquid refills, etc. Things you're allowed are given in Part 43 Appendix A Paragraph C of the FAR/AIM.

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. 14 CFR Part 43 Appendix A identifies typical preventive maintenance operations which include such basic items as oil changes, wheel bearing lubrication, hydraulic fluid (brakes, landing gear system) refills.

Exam Tip: Know where to look in the regulations for items approved for preventive maintenance: 14 CFR Part 43, Appendix A, Paragraph C— Preventive Maintenance.

What logbook entry information is required of the person performing preventive maintenance? (FAA-H-8083-25, 14 CFR 43.3)

TLDR: Name, certificate #, date, description of work, signature, and type of certificate.

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 pilot's name, signature, certificate number, and type of certificate held.

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)

Yes, provided the appropriate actions as per the MEL, KOEL are taken (or as per regs placard inop and pull the breaker).

How can a pilot determine if all applicable airworthiness directives have been complied with for his/her airplane? (FAA-H-8083-25, 14 CFR 91.417)

TLDR: check logbook to ensure open ADs have been complied with. Make it a part of your flight planning/preflight to see if there are open ADs.

Compliance with Airworthiness Directives (ADs) involves an appropriate logbook entry. Examine the aircraft logbooks, or have someone competent in the subject matter—an aircraft mechanic, for example—to determine if applicable ADs have been complied with.

Explain how you will "deactivate" an item or system that has become

inoperative in your airplane. Can you deactivate any item or system in the airplane? What is required? (FAA-H-8083-25, AC 91-67)

Turning it off, placarding it inop, and either removing the relevant circuit breaker or having an A&P disconnect and remove the inoperative equipment. Refer to MEL or KOEL if available for instructions on how to deactivate.

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)

None, according to ARROW the POH/AFM is one of the required items in the airplane for it to legally be able to fly.

Are the AFM Supplements required to be onboard the airplane? (FAA-H-8083-25)

Yes, per 91.9.

As PIC, you have the responsibility for determining whether your aircraft is in a condition for safe flight. When flying rental aircraft, how can procedures regarding discrepancy records or "squawk" sheets, affect the total risk of a flight? (FAA Safety Briefing)

It is my responsibility to ensure everything is in safe condition. If I find items on the squawk sheets, I would pay careful attention to those items in particular to make sure the issue is non-recurring and has indeed been addressed, otherwise, it would factor well into my no-go decision.

You have just completed the first leg of a long cross-country and 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)

Yes, per the preventative maintenance guidelines a pilot may add oil themselves without requiring a mechanic, as I have done plenty of times before.

What are Special Airworthiness Safety Bulletins (SAIB)? Are they regulatory? (FAA-H-8083-25)

Just an information tool which supplies safety information, tips, pertinent information to members of the aviation community that is non-regulatory. Basically stuff that while it may be an AD, is not critical enough to be issued as such.

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 it be performed by a licensed mechanic (A&P)? (14 CFR Part 43, Appendix A, Paragraph C - Preventive Maintenance)

Yes, Part 43 App A (c) (1) states the repair or replacement of a landing gear tire falls under the preventative Mx allowed to be performed by a PPL, however as I have absolutely zero experience doing this myself, I wouldn't mess with it without learning the process from somebody more qualified first.

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)

Overflying by 10 hours is allowed if enroute to somewhere where the inspection can take place, but the 100 hour inspection must occur at most every 100 hours, so the time you overflew past the due time does also count towards the next one, meaning the next one is due at 3,402.5 hours.

State the general characteristics in regard to the flow of air around high and low pressure systems in the Northern Hemisphere. (AC 00-6)

Low Pressure—inward, upward, and counterclockwise

High Pressure—outward, downward, and clockwise

If your route of flight takes you towards a low-pressure system, in general, what kind of weather can you expect? What if you were flying towards a high-pressure system? (AC 00-6)

TLDR: Very generally: towards LP -- rising air therefore clouds, preciiptation, and bad Wx. Towards HP -- descending air i.e. cloud/fog dissipation and good Wx.

A low-pressure system is characterized by rising air, which is conducive to cloudiness, precipitation and bad weather. A high-pressure system is an area of descending air which tends to favor dissipation of cloudiness and good weather.

Describe the different types of fronts. (AC 00-6)

TLDR: Cold-- dense cool air replacing warm air mass, snowplows the warm wair upwards, fast moving, sudden temp drop, rapid cloud formation, more severe Wx.

Warm-- warm air mass replacing cold air, slow-moving, high humidity, fog and clouds expected to form ahead of it, with some precipitation.

Occluded-- when a cold front catches up to warm front. Cold front occlusion when cold-front air is colder then air ahead of the warm front, this implies mix of warm- and cold-front Wx, vs warm front occlusion which is the opposite, and implies unstable, more severe Wx with thunderstorms, rain, and fog.

Stationary-- what happens when the forces of two air masses are relatively equal, persists for days, mix of cold- and warm-front Wx.

Cold front—occurs when a mass of cold, dense, and stable air advances and replaces a body of warmer air.

Occluded front—A frontal occlusion occurs when a fast-moving cold front catches up with a slow-moving warm front. Two types: cold front occlusion and warm front occlusion.

Warm front—The boundary area formed when a warm air mass contacts and flows over a colder air mass.

Stationary front—When the forces of two air masses are relatively equal, the boundary or front that separates them remains stationary and influences the local weather for days. The weather is typically a mixture of both warm and cold fronts.

What are the general characteristics of the weather a pilot would encounter when operating near a cold front? A warm front? (FAA-H-

8083-25)

TLDR: cold-- more severe Wx phenomena like thunderstorms, towering clouds, poor visibility. Warm-- poor visibility, moderate precipitation, low ceilings.

Cold Front—As the front passes, expected weather can include towering cumulus or cumulonimbus, heavy rain accompanied by lightning, thunder and/or hail; tornadoes possible; during passage, poor visibility, winds variable and gusting; temperature/dew point and barometric pressure drop rapidly.

Warm Front—As the front passes, expected weather can include stratiform clouds, drizzle, low ceilings and poor visibility; variable winds; rise in temperature.

Note: The weather associated with a front depends on the amount of moisture available, the degree of stability of the air that is forced upward, the slope of the front, the speed of frontal movement, and the upper wind flow.

What is a "trough"? (AC 00-6)

TLDR: opposite of crest/ridge, an area of minima with respect to pressure, i.e. an elongated area of low pressure which implies rising air and therefore cloudiness and precipitation

A trough (also called a trough line) is an elongated area of relatively low atmospheric pressure. At the surface when air converges into a low, it cannot go outward against the pressure gradient, nor can it go downward into the ground; it must go upward. Therefore, a low or trough is an area of rising air. Rising air is conducive to cloudiness and precipitation; hence the general association of low pressure and bad weather.

What is a "ridge"? (AC 00-6)

TLDR: conversely to a trough, an area of maxima with respect to pressure, associated with descending air and therefore good Wx with dissipation of clouds and fog.

What are the standard temperature and pressure values for sea level? (AC 00-6)

15 C and 1013 hPa (or 60 F and 29.92 inHg)

What are "isobars"? (AC 00-6)

TLDR: sections or cuts of equal pressure on a Wx chart.

An isobar is a line on a weather chart which connects areas of equal or constant barometric pressure.

If the isobars are relatively close together on a surface weather chart or a constant pressure chart, what information will this provide?(AC 00-6)

TLDR: Rapidly changing pressure over a small distance i.e. steep pressure gradient. Expect high wind speeds as air moves from areas of high pressure to low pressure

The spacing of isobars on these charts defines how steep or shallow a pressure gradient is. When isobars are spaced very close together, a steep pressure gradient exists which indicates higher wind speeds. A shallow pressure gradient (isobars not close together) usually means wind speeds will be less.

What causes the winds aloft to flow parallel to the isobars? (AC 00-6)

The coriolis force.

Why do surface winds generally flow across the isobars at an angle?

Because of surface friction.

At what rate does atmospheric pressure decrease with an increase in altitude? (AC 00-6)

TLDR: this is called the pressure lapse rate, generally 1 inHg every 1000 ft is the standard lapse rate.

1" Hg per 1,000 feet.

What does "dew point" mean? (AC 00-6)

TLDR: the dew point is the temperature the surrounding atmosphere reaches its water saturation point and any excess water must condense in the form of clouds/fog.

Dew point is the temperature to which a sample of air must be cooled to attain the state of saturation.

When temperature and dew point are close together (within 5°), what type of weather is likely? (AC 00-6)

TLDR: foggy, cloudy Wx with risk for carb ice.

Visible moisture in the form of clouds, dew, or fog. Also, these are ideal conditions for carburetor icing.

What factor primarily determines the type and vertical extent of clouds? (AC 00-6)

The stability of the atmosphere.

Explain the difference between a stable atmosphere and an unstable atmosphere. Why is the stability of the atmosphere important? (FAA-H- 8083-25, AC 00-6)

TLDR: stable air mass means little to no vertical movement, while unstable means vertical air movement likely and turbulent. Stable = less turbulent but hazy, unstable = better visibility but more turbulent. Instability of the air mass is what leads to dangerous Wx phenomena like extensive vertical clouds and thunderstorms.

The stability of the atmosphere depends on its ability to resist vertical motion. A stable atmosphere makes vertical movement difficult, and small vertical disturbances dampen out and disappear. In an unstable atmosphere, small vertical air movements tend to become larger, resulting in turbulent airflow and convective activity. Instability can lead to significant turbulence, extensive vertical clouds, and severe weather.

List the effects of stable and unstable air on clouds, turbulence, precipitation and visibility. (AC 00-6)

TLDR: stable air-- low turbulence, poor visibility, flat cloud bottoms and low precipitation. Unstable air-- high turbulence, high visibility, fluffier more vertically extended clouds, and higher chance of precipitation.

When significant precipitation is occurring at the surface, how thick can you expect the clouds to be? (AC 00-6)

TLDR: Quite.

Significant precipitation usually requires clouds to be at least 4,000 feet thick. The heavier the precipitation, the thicker the clouds are likely to be.

During your preflight planning, what type of meteorological information should you be aware of with respect to icing?

TLDR: During preflight planning, check for forecasts of freezing temperatures, cloud types, and AIRMETs/SIGMETs indicating potential icing conditions.

a. Location of fronts—A front's location, type, speed, and direction of movement.

b. Cloud layers—The location of cloud bases and tops, which is valuable when determining if you will be able to climb above icing layers or descend beneath those layers into warmer air; reference PIREPs and area forecasts.

c. Freezing level(s)—Important when determining how to avoid icing and how to exit icing conditions if accidentally encountered.

d. Air temperature and pressure—Icing tends to be found in low-pressure areas and at temperatures at or around freezing.