Checkride: Airworthiness and systems operations

Airplane systems are no different. Part of becoming a private pilot requires an understanding of how equipment failures might affect your flight, and what a pilot can do about them. The airman certification standards (ACS) deal with these topics during three tasks: airworthiness requirements, operation of systems, and systems and equipment malfunctions.

During the ground portion of the practical test, sometimes referred to as the oral exam, questions pertaining to required aircraft documents and any associated expiration dates can be expected. Designated pilot examiners (DPEs) will ask applicants to bring the aircraft maintenance logbooks to the test, and from these you will be asked to present and discuss the several required maintenance inspection entries for your aircraft. You’ll also need to demonstrate your general understanding of airworthiness directives and address any that are applicable to your aircraft. Unfortunately, it is not uncommon for the aircraft logbook inspection task to become ponderous as the applicant struggles to locate and decipher these foreign-looking documents. Don’t be that guy. Since you know with certainty that you’ll be required to present these documents, reduce your checkride stress by confidently knocking this one out of the park.

Know that certain maintenance actions covered under preventive maintenance may be performed by the pilot. A few examples include tire repair and/or replacement, adding hydraulic fluid, battery servicing, replacing oil or fuel filters, or updating avionics databases. Also be aware that following such work completed by a pilot, that pilot is required to make an aircraft logbook entry specifying the date; description of the work performed; and the pilot’s name, signature, and pilot certificate type and number.

Although, according to regulations, all instruments and equipment are required to be operational before flight, the FAA has adopted the minimum equipment list (MEL) concept, permitting flight with inoperative nonessential equipment. But bear in mind that this flexibility also comes with additional restrictions and responsibilities. Make sure you can differentiate between FAR-required—versus optional—equipment, for day and night visual (VFR) operations. Without access to this basic knowledge, a pilot would not know whether deferred maintenance for a specific component failure would be acceptable.

When an item deemed not essential for safe flight is found to be inoperative during the preflight, that item must be deactivated or removed and placarded “Inoperative” prior to flight. To test that knowledge, many examiners will develop scenario-based questions that address the various options a pilot has when an equipment failure is discovered during the preflight, as opposed to an in-flight component failure. Also, when deferral is not an option, knowledge of the special flight permit needed to ferry the airplane to a maintenance facility and how that permit is obtained would be essential. In addition, although not commonly used, some FAR Part 91 operators are authorized by the FAA to use an approved MEL for that specific aircraft. However, be aware that once issued, use of the FAA-approved MEL then becomes mandatory for that operator.

At the airplane, you’ll need to present the DPE with the required aircraft documents as you complete your preflight inspection. You may also be asked how you would handle a specific anomaly discovered during your preflight. Once airborne, the examiner will simulate various equipment or system failures, permitting you to describe and demonstrate your subsequent actions—including your use of appropriate checklists. That’s when general system knowledge and checklist usage becomes an essential foundation for sound decision-making skills. As a general rule for in-flight irregularities, consider your available options and opt for the lower-risk solution to bring the flight to a safe conclusion, which often means landing at the nearest suitable airport.

Whatever airplane you bring to your test, become thoroughly familiar with all of its systems and equipment as described in the pilot’s operating handbook (POH) for both normal and abnormal operations. Although you won’t have to discuss all of the systems in your airplane during your test, the ACS specifies that you will be asked to describe and/or demonstrate the operation of at least three of them, including the use of appropriate checklists associated with those systems. Be prepared.

Bob Schmelzer is a Chicago-area designated pilot examiner, a United Airlines captain, and a Boeing 777 line check airman. He has been an active Gold Seal flight instructor since 1972.