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5 Answers

TAA with inop equipment

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Commercial Pilot, FAA Regulations

Can hours flown in a TAA with inop autopilot be logged as hours be flown in a TAA?

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5 Answers



  1. Mark Kolber on Oct 10, 2019

    Sure hope so since understanding and handling failure modes is an extremely important with the new tech.

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  2. Kris Kortokrax on Oct 10, 2019

    I’m not sure I agree.

    There is no provision in 61.51 regarding logging time spent in a TAA.

    The only requirement to log TAA time would be in 61.129 which allows TAA time to count toward the complex requirement. The reference shows up under dual training. I would think the intent is for the trainee to receive instruction on using the PFD, MFD and autopilot. If the autopilot is inoperative, how could one logically receive instruction on the use of the autopilot?

    I agree that failure modes should be taught, but that can be done with the autopilot in an operative condition.

    The question from the OP seems to indicate that the autopilot is inoperative, but doesn’t mention how long it has been inoperative. One would think that if it became inoperative during a given flight, it would be repaired in a timely manner and not continue in an inoperative state.

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  3. Mark Kolber on Oct 10, 2019

    I do agree with you, Kris. I was thinking in terms of a temporarily inop autopilot.

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  4. CarsonAviation on Oct 12, 2019

    There have been several FAA interpretations over the years that generally say that if an item is required, then it has to work. One of these specifically calls out the clock requirement for instrument flight. Many pilots fly around with those clip-on timers on their yokes and the FAA letter specifically called these out and said those don’t count– the timer has to be a permanently installed part in the panel, and it has to work.

    Based on that logic, I wouldn’t risk logging time in an INOP aircraft. If the required parts don’t work, then it’s not a TAA aircraft and you shouldn’t be logging it as such.

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  5. Craig on Oct 12, 2019

    I think this gets a little hazy because of the language used in the FARs that cover required equipment vs the equipment that makes an aircraft a TAA. Under FAR 91.205, the FAA specifically indicates that in addition to the requirement that the aircraft “contains the instruments and equipment” is also requires that “those instruments and items of equipment are in operable condition.” FAR 91.129 reads “includes the following installed components” but makes no statement that the autopilot must specifically be in operable condition, probably because it’s not required by FAR 91.205. As an example, FAR 91.213, which covers MELs, discusses equipment that is “installed” but inoperable.

    Even if the autopilot was operable, one wouldn’t necessarily use the autopilot each flight that he/she flew the TAA either, does that mean that time does not count as TAA time? Basically, I think the FAA wants the trainee to know how to operate the integrated systems. It’s probably especially critical for one to know how to operate the autopilot if it’s going to be used to fly instrument approaches. I’d be interested to see something more definitive on the topic.

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