Is standard equipment on a comprehensive equipment list required for airworthiness?

[SpiceWeasel]

Yeah, I wasn't clear. It was in reference to NEF, CIP, and CDL. I'm gonna have to look again, but I may be wrong about compliance on part 91 legs with those as well.

I'll save you the trouble. You're wrong - just because a leg you are operating is not 135 or 121 doesn't mean that you can magically disregard inoperative instruments and equipment.

I hope you are just joking with us.

As an edit: I can't stand the mentality of carrying broken items for ANY reason. If it's broken, put it in the book. Doesn't matter if its fleet launch, go home leg, overnight leg, what have you. Put it in the dang book and let MX do their job and defer it or fix it.

 

[Tommay85]

I'll save you the trouble. You're wrong - just because a leg you are operating is not 135 or 121 doesn't mean that you can magically disregard inoperative instruments and equipment.

I hope you are just joking with us.

As an edit: I can't stand the mentality of carrying broken items for ANY reason. If it's broken, put it in the book. Doesn't matter if its fleet launch, go home leg, overnight leg, what have you. Put it in the dang book and let MX do their job and defer it or fix it.

Easy man, I wasn't sure you could USE CIPs, CDLs, or NEFs, on part 91 legs in the field to defer anything. Over the phone, away from maintenance specifically. Which is true for CDLs for 135 and 91.

I looked anyway and our manuals only mention part 135 in all of the verbage, and the opspec doesn't mention any operating regulations, but perhaps it's implied to be allowed to be used since part 91 is less restrictive in general.

Regarding MELs, the categories seem to still apply with one time extensions available to certain B and C items. Other items have some over-flight allowances as well. I'm not seeing anything regarding not applying category limits to part 91 legs in my manuals or 135.179.

 

[Fixtur]

I dug into this static wick question:

91.213(d)(2)(i) says "Part of the VFR-day type certification instruments and equipment prescribed in the applicable
airworthiness regulations under which the aircraft was type certificated"

Since most of the GA airplanes we fly are certified under Part 23, we go there to see if it's required.

23.867 says "Electrical bonding and protection against lightning and static elec-
tricity."
(a) The airplane must be protected against catastrophic effects from lightning.
(b) For metallic components, compliance with paragraph (a) of this section may be shown by—
(1) Bonding the components properly to the airframe; or
(2) Designing the components so that a strike will not endanger the airplane.

Since the aircraft was designed and manufactured with a certain amount of static wicks and bonding straps to satisfy this requirement, they are all required by the type certificate. Missing static wicks = not airworthy.

 

[MidlifeFlyer]

I dug into this static wick question:

91.213(d)(2)(i) says "Part of the VFR-day type certification instruments and equipment prescribed in the applicable
airworthiness regulations under which the aircraft was type certificated"

Since most of the GA airplanes we fly are certified under Part 23, we go there to see if it's required.

23.867 says "Electrical bonding and protection against lightning and static elec-
tricity."
(a) The airplane must be protected against catastrophic effects from lightning.
(b) For metallic components, compliance with paragraph (a) of this section may be shown by—
(1) Bonding the components properly to the airframe; or
(2) Designing the components so that a strike will not endanger the airplane.

Since the aircraft was designed and manufactured with a certain amount of static wicks and bonding straps to satisfy this requirement, they are all required by the type certificate. Missing static wicks = not airworthy.

Yup. Not relevant to this topic, but this is the reason the Diamond Eclipse is not certified for IFR flight.

 

[Roger Roger]

I dug into this static wick question:

91.213(d)(2)(i) says "Part of the VFR-day type certification instruments and equipment prescribed in the applicable
airworthiness regulations under which the aircraft was type certificated"

Since most of the GA airplanes we fly are certified under Part 23, we go there to see if it's required.

23.867 says "Electrical bonding and protection against lightning and static elec-
tricity."
(a) The airplane must be protected against catastrophic effects from lightning.
(b) For metallic components, compliance with paragraph (a) of this section may be shown by—
(1) Bonding the components properly to the airframe; or
(2) Designing the components so that a strike will not endanger the airplane.

Since the aircraft was designed and manufactured with a certain amount of static wicks and bonding straps to satisfy this requirement, they are all required by the type certificate. Missing static wicks = not airworthy.

Most part 23 aircraft list a permissible number of missing static wicks. CAR 3 aircraft are much more murky and in many cases didn't even have static wicks to start with.