FAR 91.200 section

[PCL_128]

Every single piece of equipment onboard an aircraft must be operating in order to be legal for any flight, IFR or VFR. The only way you may operate an aircraft with inop equipment is if it has been placarded "INOP" and an entry made in the aircraft logbook. When the next inspection rolls around, the inop equipment must either be fixed or permanently removed with another entry made in the logbook.

Even if you are going on a VFR flight, if there is an inoperative VOR receiver in the aircraft that is not placarded, you are flying illegally. You can look at 91.213 for all the details.

P.S. Of course the rules are slightly different when operating using an MEL.

 

[Buzo]

When the next inspection rolls around, the inop equipment must either be fixed or permanently removed with another entry made in the logbook.

This is incorrect, the item can be further deferred. Items can remain placarded during and after an inspection.

 

[PCL_128]

This is incorrect, the item can be further deferred. Items can remain placarded during and after an inspection.

I got into it with the Fort Lauderdale FSDO about that a couple of years ago. After talking to several of the inspectors down there I kept getting the answer that the equipment must be either removed or repaired during the inspection. Don't know what Ok City would say, but the FSDO was pretty adament about it.

 

[Buzo]

I don't know, 91.405 makes it pretty clear that they can be deferred longer. It is the same thing our FSDO POI and our DOM say.

 

[Buzo]

91.405 refers to part 91.213(d)(2). 91.213(d)(2) talks about operations that don't have MEL's.

I am not refering to items required under 91.205 or items required under the type cert. I am talking about items that are standard equip or additional. If an airplane comes with an autopilot, and it is does not work it can be disabled while remaining in the airplane and still be legal after an annual if it is placarded inop.

So you remove it, placard it, or fix it

Pretty much what I was saying. I may not be an IA, but that doesn't mean I don't work closely with the one my club uses. Being an IA also doesn't make you an expert, just like a CFI or ATP isn't an expert.

 

[midlifeflyer]

I don't recall the number of the AC but I will get it artwork tomorrow.

It's AC 91-67 available at
www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/MainFrame?OpenFrameSet

This can be a very complex issue. I deal with it every day, and the AC has a good flow chart that encompasses all these scenarios.

Actually, I have a minor nit with the flowchart in the AC. It has you move from whether it is required by POH equipment list in turn to whether it is required by the Type Certificate for the airplane (if you can find it) to whether it's required by AD to whether it's required by 91.205 (or the other operational rules) to removing and placarding it if applicable.

Then, (3 hours later if you've managed to find the type certificate) the pilot decides if it's safe to fly without it.

I tend to start with whether I think it's safe to fly without it, regardless of whether it's technically legal or not, then to 91.205 etc (since it's the shortest list and most of us were =required= to memorize TOMATO FLAMES and FLAPS) before proceeding to the more detailed stuff.