Aircraft Airworthiness Inspection Flashcards
7 cards from real ASI practice questions. Tap to flip, then mark Knew It or Still Learning — missed cards come back until you master them.
Read the first 7 Aircraft Airworthiness Inspection flashcards as text
An ASI is inspecting a Part 121 air carrier aircraft and finds that a structural repair was accomplished using a Designated Engineering Representative (DER)-approved repair scheme. Is this acceptable?
Answer: Yes — DER-approved data is FAA-accepted data and is an approved method for major repairs
DERs are authorized by the FAA to approve technical data on the FAA's behalf, making DER-approved repair schemes valid FAA-accepted data for major repairs.
When examining an aircraft's weight and balance records, an ASI finds no record of a weight and balance check after multiple STC modifications. What is the primary airworthiness concern?
Answer: The aircraft may be operating outside its certified center of gravity envelope or maximum gross weight limits
Untracked modifications can shift an aircraft's center of gravity or increase its weight beyond approved limits, which directly affects flight safety and airworthiness.
A certificated A&P mechanic with Inspection Authorization (IA) performs an annual inspection and signs off the aircraft as airworthy. Three days later, the aircraft owner makes a minor repair without returning it for IA sign-off. What is the aircraft's status?
Answer: The airworthiness status is unchanged since the IA's sign-off remains valid after a minor repair by a certificated mechanic
Minor repairs performed by an appropriately certificated mechanic do not void an annual inspection; the aircraft remains airworthy as long as the repair is properly documented.
Under 14 CFR §91.417, how long must aircraft maintenance records for major repairs and alterations be retained by the owner or operator?
Answer: Indefinitely — they must be transferred with the aircraft upon sale
14 CFR §91.417(b) requires records of major repairs and major alterations to be retained and transferred to the new owner upon sale of the aircraft.
An ASI discovers an aircraft operating with a known inoperative autopilot. The aircraft is operated under Part 91 and there is no Minimum Equipment List (MEL). What determines whether the flight is legal?
Answer: The pilot-in-command determines legality based on 14 CFR §91.213 and whether the equipment is required for the specific flight
14 CFR §91.213 provides the regulatory framework for operating with inoperative instruments and equipment under Part 91 without an MEL, placing responsibility on the PIC.
During an inspection of landing gear components, an ASI finds that overhaul was accomplished outside the manufacturer's recommended time limits, but within limits specified by the airline's FAA-approved continuous airworthiness maintenance program (CAMP). Is this finding an airworthiness violation?
Answer: No — an FAA-approved CAMP can establish alternate time limits that supersede manufacturer recommendations
An FAA-approved CAMP may establish maintenance intervals that differ from manufacturer recommendations, and compliance with the approved CAMP satisfies the airworthiness standard.
What is the purpose of the FAA's Continued Airworthiness Notification to the International Community (CANIC) process?
Answer: To inform foreign airworthiness authorities of U.S.-issued ADs so they can issue corresponding mandatory actions
CANIC is the FAA's mechanism to notify foreign civil aviation authorities of U.S. ADs, enabling those authorities to issue corresponding mandatory actions for the affected aircraft on their registry.