Wow! Thanks for that amazing piece! I can see why many people who aspire to be GA pilots get put off by the volume of technical requirements - or tragically fail to comply with them and pay the price along the way. You do an amazing job putting this information out here - thank you again.
An important Regulation I also include with 91.213 is 91.405 (c) which requires that any INOP equipment/instruments found & documented in the Maintenance logs are to be inspected, repaired or replaced at the next required inspection.
I remember when some guys backed up to a 172 with a pickup truck. They dented the trailing edge of the rudder in about two inches. To get the aircraft to their IA some 50 miles away, they decided to fly the plane without having a mechanic inspect the aircraft and possibly issue a ferry permit. They claimed "I'm the PIC, I get to say the aircraft is airworthy"! -- So... who can tell me if they had the authority to declare the aircraft as airworthy? Why? Why not?
Part 1 on MELs is not correct. You CANNOT use an MEL without a specific letter of authorization from the FAA. Please read 91.213 (a)(2). The Master MEL you referenced on the FAA website is not to be used for flight: it is to be used to develop a specific MEL for your specific fleet to be approved by the FAA in your specific LOA.
Also it’s worth noting that if you have an approved MEL with your proper LOA, the MEL supersedes all the other steps. Which is the thinking behind why you have to apply to use one with your aircraft.
From my understanding you check that the item is not required in 91.213 (tomatoflames acronym), the koel for the aircraft and finally AD’s, is that correct?
@@Blash1 You're leaving out the Type Certificate Data Sheet(TCDS) as per example given in a C172 with carburetor heat. If the aircraft was type certified with that system or equipment it must be operational. Also Supplemental Type Certificates(STC's) need to be considered which in the example given was avionics. This can also apply to any other "aftermarket" to use a common expression, modifications done to an airframe, engine or propeller, i.e. you install a STOL kit or put VG(Vortex Generators) on the lifting surfaces.
@@Blash1 and the VFR-Day Type Certificate. If it’s required by any of those, it may not be inoperative and placarded. It’s spelled out in 14 CFR 91.213 (d)(2)(i-iv).
Wow! Thanks for that amazing piece! I can see why many people who aspire to be GA pilots get put off by the volume of technical requirements - or tragically fail to comply with them and pay the price along the way. You do an amazing job putting this information out here - thank you again.
THANK YOU for highlighting the TCDS. I’ve had an EGT gauge out in my 1960 PA-24-250 since I bought it. Not part of the TCDS, not a problem.
An important Regulation I also include with 91.213 is 91.405 (c) which requires that any INOP equipment/instruments found & documented in the Maintenance logs are to be inspected, repaired or replaced at the next required inspection.
It was working when I took off. :)
I remember when some guys backed up to a 172 with a pickup truck. They dented the trailing edge of the rudder in about two inches. To get the aircraft to their IA some 50 miles away, they decided to fly the plane without having a mechanic inspect the aircraft and possibly issue a ferry permit. They claimed "I'm the PIC, I get to say the aircraft is airworthy"! -- So... who can tell me if they had the authority to declare the aircraft as airworthy? Why? Why not?
Part 1 on MELs is not correct. You CANNOT use an MEL without a specific letter of authorization from the FAA. Please read 91.213 (a)(2).
The Master MEL you referenced on the FAA website is not to be used for flight: it is to be used to develop a specific MEL for your specific fleet to be approved by the FAA in your specific LOA.
Also it’s worth noting that if you have an approved MEL with your proper LOA, the MEL supersedes all the other steps. Which is the thinking behind why you have to apply to use one with your aircraft.
@@andrewdahlstrom5965 correct. The flow chart should really have the MEL completely separate from all the other steps.
From my understanding you check that the item is not required in 91.213 (tomatoflames acronym), the koel for the aircraft and finally AD’s, is that correct?
@@Blash1 You're leaving out the Type Certificate Data Sheet(TCDS) as per example given in a C172 with carburetor heat. If the aircraft was type certified with that system or equipment it must be operational. Also Supplemental Type Certificates(STC's) need to be considered which in the example given was avionics. This can also apply to any other "aftermarket" to use a common expression, modifications done to an airframe, engine or propeller, i.e. you install a STOL kit or put VG(Vortex Generators) on the lifting surfaces.
@@Blash1 and the VFR-Day Type Certificate. If it’s required by any of those, it may not be inoperative and placarded. It’s spelled out in 14 CFR 91.213 (d)(2)(i-iv).
Just eyeball it. Plane look good? Then let’s go fly 😎