Inoperative Equipment

The overall reason we conduct a preflight inspection is to verify everything on the airplane is both present and working. We check fluids, tire and strut inflation, look for damage and wiggle things like ailerons and rudders to ensure theyre working as they should. Once were satisfied the airplane is ready to fly, we mount up and launch. But what if we find a piece of equipment thats not working? Can we still fly?

Joseph E. (Jeb) Burnside

Monday, May 16, 2016 at 12:00 AM ET

Verified

Key Takeaways:

Flying with inoperative equipment requires a comprehensive assessment based on regulations (primarily FAR 91.213, 91.205, 91.207) and aircraft documentation (POH/AFM, MEL, ADs, supplements).
If the equipment is not legally required for the intended flight conditions, it must be placarded as inoperative and disabled.
Ultimately, beyond legal compliance, the Pilot in Command must make a safety-focused decision, considering the operational necessity of optional equipment and overall flight conditions.

See a mistake? Contact us.

The overall reason we conduct a preflight inspection is to verify everything on the airplane is both present and working. We check fluids, tire and strut inflation, look for damage and wiggle things like ailerons and rudders to ensure they’re working as they should. Once we’re satisfied the airplane is ready to fly, we mount up and launch. But what if we find a piece of equipment that’s not working? Can we still fly?

The quick answer is it depends on the equipment that’s broken and the conditions of the planned flight. To help us make the correct determination, one that is both legal and safe, there are some regulations to follow and some paperwork to check. If the failed equipment isn’t required by regulation or the airplane’s documentation, it’s likely we can fly but we may need one more piece of paper to make it all legal.