Determining Airworthiness on a Check Ride

Aircraft airworthiness is a critical part of every practical test. Applicants must show the examiner that the aircraft is airworthy on paper during the ground portion and airworthy by preflight inspection before takeoff. Many applicants have memorized AVIATE-A and AROW, but are not familiar enough with the logs to demonstrate that they can truly verify airworthiness.

Applicants should be prepared to produce originals or facsimiles of the airworthiness certificate, registration, weight and balance information, and POH/AFM. Aircraft manufactured after March 1979 must have an FAA-approved POH specific to the aircraft’s N-number and serial number.

Required Inspections and Records

Pitot-static and transponder tests are commonly discussed during check rides. The transponder receives altitude information from the pitot-static system through an encoder. These tests are typically completed together and are required every 24 months. For VFR operations, only the transponder check is required.

ELT inspections are required annually, just like the annual inspection. The ELT inspection is often documented during the annual. It is common to see the ELT battery due date recorded, but no reference that the ELT was tested in accordance with 14 CFR 91.207.

Flying Beyond Inspection Dates

Occasionally, applicants attempt to use an aircraft with a transponder inspection beyond the 24-month requirement, reasoning that the test airport does not require a transponder under 14 CFR 91.215. This is not acceptable. If the equipment has not been verified as required, there is no assurance the transponder is reporting altitude accurately.

You also cannot simply turn the transponder off, because 14 CFR 99.13 requires the transponder to be turned on during operations in the United States. A non-functional or inaccurate transponder creates safety concerns for ATC and other ADS-B In equipped aircraft. It also demonstrates poor aeronautical decision-making and a willingness to cut corners at the expense of safety. Examiners are required to evaluate ADM and judgment.

Airworthiness Directives

Aircraft owners and operators are required to keep a log of all applicable Airworthiness Directives, including the current status of each AD, the method of compliance, the date and aircraft time when complied with, and for recurring ADs, when the next action is due. This requirement comes from 14 CFR 91.417 and 43.9. This record is commonly called an AD compliance report.

If you do not know where the AD compliance report is or how to read it, you cannot prove airworthiness. This report is usually updated at every annual inspection and must be signed by the A&P with their certificate number.

The AD Verification Process

Verifying AD compliance takes time. If done manually, the process requires collecting ADs for the airframe, engine, propeller, avionics, and any installed STCs using serial numbers and FAA resources. Many maintenance facilities use subscription software to streamline this process, but even then, the logs must still be reviewed to determine which ADs apply and whether they have been properly complied with.

Once verified, the AD record is often printed in a spreadsheet-style format, signed by the A&P, and placed in the maintenance records. It should be updated at least annually to account for new or revised ADs. While the FAA does not define a specific date for “recent,” annual updating is common accepted practice. Without this reference, a pilot cannot verify airworthiness in a reasonable amount of time.

AD logbook entries must contain the AD number, method of compliance, date and aircraft time when complied with, and for recurring ADs, when the next compliance action is due. Blanket entries such as “All ADs complied with this date” do not meet the requirement and cannot be used to prove compliance.

Recommendations for Applicants

• Tab the engine, airframe, and propeller inspection entries for quick reference.
• Locate the AD compliance report and understand how to use it.
• Identify recurring ADs and verify them in the maintenance logs.
• Spot check one or two non-recurring ADs from the compliance list against the maintenance records.

Preflight Still Matters

Airworthiness also requires a proper preflight inspection. Applicants should know what they are looking for and use a checklist. Examiners may ask practical questions during preflight to confirm the applicant understands how to inspect the aircraft and evaluate its condition.

• How large of a nick in the propeller is acceptable?
• What are you checking on the nose strut?
• What do the magnetos, starter, and alternator look like?
• Are there loose antennas or flat spots on the tires?
• Is the windshield clean?
• How was the stall warning horn tested?
• Which way should the elevator and ailerons move during control checks?
• If the trim tab moves one direction, which way will the aircraft respond?
• How was fuel quantity verified?

Common Errors

• Planning to look up ADs on the FAA website during the check ride.
• Relying on a blanket maintenance entry stating all ADs were reviewed and complied with.
• Using an old or missing AD compliance report.
• Missing the POH front page with aircraft identifier for aircraft manufactured after March 1979.
• Using an airworthiness certificate or registration that is missing, torn, or illegible.
• Finding the annual inspection in one logbook but not checking the others.
• Not understanding how the control surfaces work.
• Being unable to identify airframe or engine components or explain how to inspect them.

Airworthiness is not just a memory exercise. On a check ride, you must be able to prove it with documents, logs, and a competent preflight inspection.

Strong preparation in this area shows sound judgment, attention to detail, and respect for operational safety. Those are exactly the qualities an examiner is looking for.