What kind of OAT gauge is required for GA Aircraft?

[shneetzel]

Can you please help..... The digital OAT on my Grumman just declared itself INOP. I have been teaching my neighbor to fly in it and he has an FAA checkride scheduled this week. Can I just jam a Costco/Target car OAT/Compass in there or tape a thermometer to the canopy (just kidding) and call it good or do I need to order an FAA TSO overpriced under stocked part?​

Thanks in advance,
- r

 

[minitour]

91.205

 

[PropsForward]

91.205 does not list an OAT, so you can placcard it INOP and fly away, if you as PIC determine it is safe to do so....

 

[Ralgha]

91.205 does not list an OAT, so you can placcard it INOP and fly away, if you as PIC determine it is safe to do so....

As long as the airplanes equipment list doesn't say it's required. You also have to write in the logbook that you've found it airworthy.

 

[Singlecoil]

What if the examiner asks him to compute his True Airspeed? Or asks him what is range is under the current conditions?

 

[PropsForward]

As long as the airplanes equipment list doesn't say it's required. You also have to write in the logbook that you've found it airworthy.

Logbook entry is only required by 91.213(d)(3) if maintenance is required to deactive it. If it is already deactivated (broke), then all you need to do is placard it. And a pilot using Part 43 Appendix A to perform this maintenance (if allowed) is a real can of worms worthy of it's own Thread.

 

[PropsForward]

What if the examiner asks him to compute his True Airspeed? Or asks him what is range is under the current conditions?

I personally would start with the winds aloft which does give temp, and go from there, but...

You are right, taking an aircraft to a checkride that is not 100% is just setting yourself up for a whole line of questioning (and better be prepared with a solid line of answers and reasoning).

I wonder if anyone has ever gone to an instrument checkride with an inoperative DG just for theory testing sake...

 

[minitour]

...I wonder if anyone has ever gone to an instrument checkride with an inoperative DG just for theory testing sake...

ummmm....if you're gonna operate under IFR.....


that said, how about a DG that precesses like 10 degrees in 3 minutes? Does that count? If so: he didn't really say anything and I just kept on top of resetting..."thank you maintenence!"

-mini

 

[PropsForward]

ummmm....if you're gonna operate under IFR.....


that said, how about a DG that precesses like 10 degrees in 3 minutes? Does that count? If so: he didn't really say anything and I just kept on top of resetting..."thank you maintenence!"

-mini

yeah, DG precession is a real Bioch. I have had some that precess at only about 1° per 1-2 min. and it is a pain in the butt to keep up with. I have gotten to the point that if it precesses like this, I just ground it and take another airplane. It is not worth the hassle of making "s" turns for 400 miles...

 

[Ralgha]

Logbook entry is only required by 91.213(d)(3) if maintenance is required to deactive it. If it is already deactivated (broke), then all you need to do is placard it. And a pilot using Part 43 Appendix A to perform this maintenance (if allowed) is a real can of worms worthy of it's own Thread.

91.213(d)(4)A determination is made by a pilot, who is certificated and appropriately rated under part 61 of this chapter, or by a person, who is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft.

If you don't record the determination in the maintenance records, and something comes into question, you'll get burned.