The above statement is in my Pilots Operating Handbook. I can understand the "Airplanes Flight Manual" and the "Weight & Balance" sheet but why an "Aircraft Equipment List" and a Repair & Alteration Form" (FAA Form 337). Thanks George

George I believe the key items are the AFM, Weight and Balance data and other "required supplements". For instance if you add a GPS there may be a supplement that says it must be in the cockpit assessable to the PIC. It's not realistic for a pilot to just whip out a 500 page Garmin manual in flight but there you go...

As far as the equipment list... normally that is part of an AFM. For instance our Cirrus aircraft (operated 135) have an equipment list in Section 2 (Limitations) of the AFM. My PA-30 has an equipment list as part of the Weight and Balance data and it's just a few sheets of 8.5x11 paper.

Regarding the 337s... I have seen varied angles on this. I do not believe carrying 337s around is regulatory but I'm quite open to being told I'm wrong. I fly a Cessna 340A and that aircraft does have a copy of every 337 in the binder with the AFM and in the Maint Records. For our Cirrus and for my Comanche they are just in the Maint records (and we have had detailed FAA ramp checks of the Cirrus and related records due to 135 status for what it's worth). I believe 337s just go in the maint records but if the 337 contains any data that affects the way the plane is operated then perhaps those or those sections should be added so the Pilot has all the data. Also if the 337 affects weight and balance that new weight and balance data needs to be in the AFM.

Just my 2-cents.

- Charles

Thanks for the answer Charles. It looks like I have some updating to do. George

Seems to me that back in the last century when I took ground school I was taught the acronym ARROW for those items I needed in the aircraft per FAA regulation. That would be Airworthiness Cert., Registration, Radio Station License, Operating Limitations, and Weight and Balance. If this has changed it wasn't well publicized.

Don

George you are essentially correct but years ago one "R" disappeared from that equation. The radio station license is only required for flights outside the US. That said I think this is a case of the "devil is in the details". For instance the equipment list is typically part of the AFM (POH) or Weight and Balance data (part of AROW). I do not believe 337s need to be carried. However, equipment installed under 337 may have a POH Supplement and that then legally becomes part of the POH/AFM.

- Charles

Actually the comment on ARROW was mine and the one R has gone away in the US. But we often fly to Mexico and Canada so for us it hasn't. That said in all the years we have been going and coming never once have we been asked for the RSL. Only the Airworthiness, Registration, and in Mexico proof of insurance.

Don

 

337s must be caried for any modifiecation that changes the performance profile or weight and balance of the aircraft. This means any item that ups gross weight, or changes the weight and balance envelope in any way (Robertson Kit for example), as well as any mod that claims a certified performance increase (most speed mods are not certified to increse performance, just claimed to not detract from performance, but a Rayjay turbo mod would fall under this), or any extended range fuel not factory installed (field installed tip tanks, nacelle fuel etc.). So the answer is, yes you need certain 337s in the AFM. The safe way to be is if some fed on a ramp check could see a change from the original configuration of the aircraft, you should probably have documentation that that change was approved...ie. a 337.
-Zach

It was interesting in the April AOPA in the Letters to the Editor, a retired FAA inspector said you can politely decline a Ramp Check (unless there was an airspace violation cited). The editors did not challenge that statement. In the same issue near the end of the magazine, there was an article about ramp checks. In that article, they stated the FAA Inspector can not ground an airplane.

True, an aviation safety inspector can not ground an airplane, but they can point out deficiencies, and if you as pilot in command, who is the responsible party to ensure airworthiness of any aircraft you fly, endeavour to go fly before any of the items cited are fixed, then you will probably not have a pilots licence for very long. In short, the inspector doesnt ground the airplane, you do!

Zach