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Required Aircraft Inspections – Pilot Training TV LIVE!

by Jason Schappert

Another great live episode of Pilot Training TV In this weeks episode we discuss required aircraft inspections which greatly compliments last weeks episode of required aircraft documents

Text Transcript

Welcome to Pilot Training TV, 100% live program that we are doing. If you guys have any questions,you can find me on Twitter at MzeroA. Shoot me an email at [email protected] or if you’re watching this live right now on PilotTraining.TV, you can go ahead and ask your questions in there in the chat. Few rules about the chat, no spamming, no foul language, nothing like that or you’re gonna get booted unfortunately.
Today’s Pilot Training TV is gonna be short and to the point. What we’re talking about is: aircraft inspections. So we’re going to be talking about what aircraft inspections must be done for your aircraft to maintain airworthiness. Again, you guys got any questions: Jason at M0a.com, Twitter, Facebook… the chat on PilotTraining.TV, whatever it takes to get in touch with me… if you want, I’ll answer your questions once we get done with our quick lesson. So I’m getting up from behind the desk and let’s go ahead and get right to it.

With aircraft inspections, we have an acronym as if we don’t have enough acronyms already in aviation. Alright. We have an acronym called AVIATES and this one makes sense. A-V-I-A-T-E-S. And again I’m really working hard on my handwriting, sorry if I screwed up. So what are we talking about? Required aircraft inspections and watch this.

The first A in there is our ADs. What exactly is an AD? Our ADs are our Airworthiness Directives. These are things that are issued by the FAA. As an owner of a 150, this is from 1975 and I still get ADs. Like there’s some problem with the rudder, and they’re worried about the stall/spin characteristics of the 150 not being able to recover with the rudder getting stuck. They issued an AD. This is like.. this is from 1975 and all those years later, they’re just figuring the stuff out, I guess? Who knows? But they issue these ADs for you to inspect certain things in your aircraft and most of this is mandatory… must be complied with.

After our ADs, what about our VOR? How often does our VOR need to be checked? Every 30 days. But is a VOR required for just a VFR flight? No. VOR, this is IFR only. You still need to know it and it is a required aircraft inspection. However, it just happens to be IFR only. The I in our acronym, obviously enough, stands for inspections. What am I talking about? There are two types of inspections. There’s our 100-hour inspection and our annual inspection that need to be done. When does a 100-hour need to be done? Now, an 100-hour only need to be done if your aircraft is flown for compensation or for hire. So, as a flight instructor, my aircraft needs to have a 100-hour inspection done on it. I’m flying my plane for profit, essentially. Now, here’s the best question, you can get this on your checkride. Can a 100-hour take the place of an annual? And the answer is no. However, the annual can take the place of a 100-hour. So you’re a savvy flight instructor, you would have hopefully have your annual coming up when your 100-hour is coming up too. That’s when you’ll kill two birds with one stone because they’re both very similar.. just the workload is entirely different. They check the same things in your annual as in your 100-hour. Okay? And that’s for our inspections.

Our ‘A’ is our altimeter. How often does our altimeter need to be inspected? This is every 24 calendar months. What’s a calendar month? A calendar month is the last day of that month. If I had my altimeter inspected August 9th, it would be due next year by August 31st. It’s a calender month. We don’t go by years.

Next one, transponder. That’s another 24 calender months. So pretty easy to remember that, altimeter and transponder, it’s 24 calendar months. What about the E in our acronym? What else needs to be inspected? Our ELT. Our emergency location transmitter. What’s our ELT do? If we get into a jam, if we have an accident, that ELT is going to set off search and rescue to come and find us. The ELT needs to be inspected every 12 calendar months so basically at each annual. Anyway, that’s already covered. So each annual, your ELT needs to be inspected.

What’s our last one, our S down here. This is our static system, our pitot-static system. Again, 24 calender months. So we have 3 24-calendar months, it should be easy to remember. Our static system, checking our static instruments, the pitot-static side of things, the pitot tube in addition to the static port also needs to be inspected, and that’s to be done every 24 calendar months.

So there’s our acronym AVIATES. Our ADs, our VOR inspections — the 100-hour and annual — our altimeter, our transponder, our ELT and our static system. Again, if you guys have any questions on this: Jason at MzeroA.com, hit me up on Twitter, Facebook or on PilotTraining.TV where you can find the live stream to this in addition to the chat where you can get access to me, instantly get a question up on the desk.

So I’m go ahead and wrap it up here. A question we did have come in via Twitter was, “How do we fill up a NAV log?” I appreciate the question. How on earth do we fill up the navlog flight planning process? Let me tell you that is the million dollar question. I actually have a video coming out, it’s not about filling out the navlog but it’s gonna go over the flight planning process a little bit. It’s gonna be rough though.
If you really want to get all you can out of learning to fly, you need to check out the Online Ground School. Inside the Online Ground School, we sat down all live via a webinar and calculated everything, and filled out an entire navlog. In fact, inside the Online Ground School, you get access to my personal navlogs that only students here in Ocala that fly with me actually get. So you get a lot of cool stuff in addition to… I’ll show you how fill them out. It’s really sweet stuff. You really need to check out my Online Ground School for the live elements, the 120 HD videos. I’m not gonna ramble about it too much though, I’m pushing too hard. This is not what the show is for.

But, if you want to get the most out of your flight training, you need to be inside the online ground school. I mean, from the bottom of my heart, I want you to succeed so much. I’m very sincere about what I do. Any more questions then? No more questions? With that guys, I’m going to let you guys go back to enjoying your evening. If you’re curious about the next live show on PilotTraining.TV, you can check it out, it’s 100% live. Check out everything I have to offer, I have a ton of stuff out there.

Guys, I really appreciate all you do. I’m so thankful for you guys just leaving the kind comments, the comments of encouragement. It really keeps me going, keeps me pumping out these videos for you guys. As you can imagine, it’s a lot of work. I want to do it because I’m really passionate about helping you guys and creating better pilots.

Remember, a good pilot is always learning. Catch you guys next week.

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  • Slabash

    Jason, Could you do a program on what to inspect and what needs service behind each airplane inspection panel of a typical single engine airplane.  Thanks

  • J3cubing

    The altimeter needs to be “checked” every year, does that mean bench check or sent off for certification and error amount?  Or just turn the knob, see movement, and near field elevation?  For VFR flight only.

  • Dptaylor

    I sense your passion and kindness, thanks.  It’s so much easier to remember the the acronym when you know why.

  • http://www.facebook.com/profile.php?id=1211040184 Mark Chin

    Appendix E to Part 43—Altimeter System Test and Inspection
    “No person may operate an airplane, or helicopter, in controlled airspace under IFR unless—
    (1) Within the preceding 24 calendar months, each static pressure
    system, each altimeter instrument, and each automatic pressure altitude
    reporting system has been tested and inspected and found to comply with
    appendices E and F of part 43 of this chapter”

    So do I understand a static/pitot test is not required for VFR flight?

  • MrTBshaw

    That is correct. The pitot-static check is only required for IFR operations, but most avionics shops tend to try to group the transponder test and pitot static system tests together because most transponders sold now are capable of transmitting pressure altitude. Transponder- Requires an inspection if used, even in VFR.

  • MrTBshaw

    That is correct. The pitot-static check is only required for IFR operations, but most avionics shops tend to try to group the transponder test and pitot static system tests together because most transponders sold now are capable of transmitting pressure altitude. Transponder- Requires an inspection if used, even in VFR.

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