Aircraft, Equipment, and Operational Requirements & Limitations (General)

Objective

The commercial helicopter pilot applicant will demonstrate comprehensive understanding of aircraft, equipment, and operational requirements and limitations for FAA practical testing in accordance with 14 CFR part 61 and the Commercial Pilot Helicopter Airman Certification Standards (ACS). Upon completion, the applicant will correctly identify aircraft airworthiness requirements for practical testing, determine MEL/inoperative equipment compliance under 14 CFR 91.213, demonstrate proper use of automation and electronic flight bags, explain approved training device usage and limitations, establish view limiting device procedures, and articulate single-engine versus multiengine helicopter testing requirements. Completion standards are evaluated per ACS task CH.XIV.I.

Content

Introduction

As a commercial helicopter pilot applicant, you’re preparing for a practical test that differs significantly from your private pilot checkride. The commercial practical test evaluates not just your flying ability, but your understanding of professional operational requirements and limitations. Today we’re covering the regulatory framework and equipment standards that govern your checkride—knowledge that also applies to your future commercial operations.

Think of this lesson as your “pre-flight inspection” for the practical test itself. Just as you wouldn’t launch without verifying airworthiness, you can’t show up for your checkride without understanding what aircraft, equipment, and documentation the FAA requires.

Aircraft Requirements for Practical Tests (14 CFR 61.45)

Regulatory Foundation

14 CFR 61.45 establishes specific aircraft requirements for practical tests. For commercial helicopter applicants, the aircraft must:

• Be of U.S. registry unless otherwise authorized by the FAA Administrator
• Be in airworthy condition and comply with the applicable airworthiness requirements
• Have fully functioning dual controls (except where the aircraft’s design characteristics make dual controls unnecessary)
• Be capable of performing all Areas of Operation required for the practical test

What “Airworthy” Means for Your Checkride

An airworthy helicopter meets two criteria:

1. Conformity to type certificate — the aircraft matches its approved design
2. Safe for flight — the aircraft is in condition for safe operation

This requires:

• Current annual or 100-hour inspection (100-hour required if used for hire or flight training per 14 CFR 91.409)
• Current airworthiness certificate displayed in the aircraft
• Current registration certificate
• All Airworthiness Directives (ADs) complied with
• Required equipment per 14 CFR 91.205 and helicopter-specific requirements in 91.207(b)
• Proper weight and balance documentation available

Commercial-Specific Considerations

Unlike your private checkride, the commercial practical test emphasizes precision maneuvers and commercial operational scenarios. Your aircraft must be capable of demonstrating:

• Confined area operations
• Maximum performance takeoffs and landings
• Autorotations (requires single-engine helicopter for this task)
• Steep approaches
• Any special equipment operations you’re seeking privileges for (external loads, if applicable)

Inoperative Equipment and MEL Operations (14 CFR 91.213)

The Commercial Pilot’s Dilemma

Here’s a scenario every commercial pilot faces: You arrive at the heliport for your checkride and discover the digital clock is inoperative. Can you still take the test? Understanding 14 CFR 91.213 is essential.

The Decision Process for Inoperative Equipment

For helicopters operating under 14 CFR part 91 without an approved Minimum Equipment List (MEL), follow this process:

1. Is the equipment required by 14 CFR 91.205 or 91.207? If yes, the aircraft is not airworthy—no flight.

2. Is the equipment required by the aircraft’s equipment list or Kinds of Operations Equipment List (KOEL)? If yes—not airworthy.

3. Is the equipment required by an Airworthiness Directive? If yes—not airworthy.

4. Is the equipment required by the Type Certificate Data Sheet or Rotorcraft Flight Manual? If yes—not airworthy.

If the answer is “no” to all four questions, the equipment may be inoperative if:

• Removed and the cockpit control placarded “INOPERATIVE”
• Deactivated and placarded “INOPERATIVE”
• Left in place if determined not to constitute a hazard

Critical Consideration for Practical Tests

Even if 91.213 permits flight with inoperative equipment, you must ask: Does this interfere with practical test requirements?

Examples:

• Inoperative intercom system: Cannot conduct practical test—evaluator must communicate with you
• Inoperative GPS in a helicopter with GPS-only navigation: Cannot demonstrate pilotage/dead reckoning adequately
• Inoperative carburetor heat in a piston helicopter: May preclude certain Tasks requiring carburetor ice management demonstration
• Inoperative airspeed indicator: Cannot meet ACS performance standards that reference airspeed

Risk Management: Before scheduling your checkride, verify all equipment necessary for demonstrating required Tasks is operative. If you discover inoperative equipment on checkride day, consult with your instructor and the designated examiner before attempting the test.

Approved MEL Operations

Some helicopters operated under part 91 have FAA-approved MELs. If your checkride aircraft has an approved MEL:

• Follow MEL procedures exactly
• Ensure placarding matches MEL requirements
• Verify any required maintenance actions have been completed within MEL timeframes
• Confirm no MEL item would prevent demonstrating required ACS Tasks

Flight Simulation Training Devices (FSTDs) and Aviation Training Devices (ATDs)

Understanding the Training Device Hierarchy

The FAA recognizes different types of training devices, each with specific capabilities and limitations:

Flight Simulation Training Devices (FSTDs) — 14 CFR Part 60

FSTDs are sophisticated simulators qualified under 14 CFR part 60. These include:

• Full Flight Simulators (FFS): Highest fidelity, full motion, full visual systems
• Flight Training Devices (FTD): Varying levels, some motion and visual systems

For commercial helicopter practical tests:

• FSTDs can be used for all or part of a practical test only within an FAA-approved training program (14 CFR 141 school or approved part 142 training center)
• You cannot use an FSTD for a checkride if you trained under 14 CFR part 61 (independent training)
• The FSTD must be specifically qualified for the helicopter type and the Tasks being evaluated
• Part 60 provides objective qualification standards ensuring device fidelity

Aviation Training Devices (ATDs)

ATDs are less sophisticated and are subject to important limitations:

• Cannot be used for practical tests under any circumstances
• Cannot be used for 14 CFR 61.58 proficiency checks
• Cannot be used for the flight portion of a 14 CFR 61.57 flight review
• Each ATD receives an FAA Letter of Authorization (LOA) valid for 60 calendar months
• The LOA specifies allowable pilot time credit and associated limitations
• Maximum credit: 2.5 hours toward instrument currency (61.57) or 10 hours toward instrument rating requirements (61.65)

Why This Matters for Commercial Applicants

If you used ATD time to meet commercial pilot aeronautical experience requirements (14 CFR 61.129):

• Maximum 50 hours in an approved ATD or FSTD may be credited
• You must provide the ATD manufacturer’s current LOA to the evaluator
• The evaluator will verify the LOA authorizes the time you’re claiming
• Training must have been with an authorized instructor

Automation Management Requirements

Modern Helicopter Cockpits

Commercial helicopters increasingly feature sophisticated avionics and automation systems. The ACS requires applicants to demonstrate competency with available automation.

Systems You May Encounter

1. Autopilot Systems

   • Single-axis (yaw only) through four-axis (pitch, roll, yaw, collective)
   • Altitude hold, heading hold, navigation tracking modes
   • Hover stabilization systems
   • Understanding mode awareness and autopilot limitations

2. Avionics and Systems Displays

   • Glass cockpit primary flight displays (PFD)
   • Multifunction displays (MFD)
   • Engine indication and crew alerting systems (EICAS)
   • Synthetic vision systems (SVS)
   • Traffic advisory systems (TAS/TCAS)

3. Flight Management Systems (FMS)

   • Navigation database management
   • Flight plan programming and modification
   • Vertical navigation (VNAV) capabilities
   • Integration with autopilot

Automation Management Skills

You must demonstrate:

• Pre-flight: Verifying software currency, database dates, system status
• Configuration: Properly setting up systems for the flight phase
• Mode Awareness: Understanding which automation mode is active and what it controls
• Monitoring: Cross-checking automation performance against expected results
• Intervention: Recognizing automation errors or malfunctions and taking appropriate action
• Workload Management: Using automation to reduce workload during high-task periods

Think Analogy: Autopilot as Copilot

Treat your autopilot like a brand-new copilot. You’re the pilot-in-command—you set the heading, you decide when to engage or disengage, and you monitor everything they do. A good PIC never assumes the copilot is doing it right; they verify. Same with automation.

Risk Management in Automation

Common automation pitfalls:

• Mode confusion: Not knowing which mode is active
• Over-reliance: Failing to maintain basic aircraft control skills
• Complacency: Not monitoring automated systems adequately
• Database errors: Using expired or incorrect navigation databases
• Distraction: Spending excessive time “heads-down” programming systems

During your checkride, the evaluator expects you to:

• Use automation when appropriate to reduce workload
• Maintain proficiency in manual flight
• Demonstrate mode awareness
• Properly manage transitions between automated and manual flight

Electronic Flight Bag (EFB) Operations

What is an EFB?

An Electronic Flight Bag is an electronic display system (typically a tablet or dedicated device) that displays aeronautical charts, approach plates, airport diagrams, weight and balance calculations, weather information, and other aviation data.

EFB Classifications

• Class 1 (Portable): Commercial tablet (iPad, Android tablet) with aviation apps
• Class 2 (Portable with mounting): Portable device with certified mounting hardware
• Class 3 (Installed): Permanently installed, may require supplemental type certificate

Most commercial helicopter training uses Class 1 EFBs.

EFB Knowledge Requirements

You must understand:

• How to verify chart and database currency
• Battery management and backup power
• What happens if the EFB fails during flight
• Required paper chart backups (14 CFR 91.503 doesn’t apply to part 91 operations, but professional practice suggests carrying backup charts)
• EFB approval status and any operational limitations

EFB Risk Management

During your checkride, demonstrate:

• Pre-flight verification: Current databases, sufficient battery charge
• Backup planning: Paper charts or secondary EFB available
• Thermal management: EFBs overheat in direct sunlight—know your mounting location limitations
• Mounting security: Device secured and doesn’t obstruct flight controls or vision
• Appropriate use: Not allowing EFB to become distraction during critical flight phases

Practical Application

If using an EFB during your checkride:

• Brief the examiner on your EFB setup and backup plan
• Demonstrate efficient chart selection and navigation
• Show database currency (aeronautical data cycle current for date of test)
• Explain what you would do if the EFB failed during the cross-country portion
• Use it as a professional tool, not a crutch

View Limiting Device Requirements (14 CFR 61.45(d)(2))

Regulatory Requirement

When a practical test involves maneuvering solely by reference to instruments, 14 CFR 61.45(d)(2) requires the applicant to provide an appropriate view limiting device acceptable to the Administrator (the designated examiner).

What Qualifies as “Appropriate”

The view limiting device must:

• Prevent the applicant from having visual reference outside the aircraft
• Not restrict the evaluator’s ability to see and avoid other traffic (critical risk management item)
• Be suitable for the helicopter’s cockpit configuration
• Allow quick donning and removal

Acceptable devices:

• Purpose-built aviation view limiting devices (hood or foggles)
• Some examiners accept certain configurations of standard sunglasses with side shields (rare in helicopters due to need for thorough vision restriction)

Unacceptable:

• Anything that restricts the evaluator’s vision
• Devices that cannot be quickly removed in emergency
• Makeshift solutions that don’t reliably prevent outside visual reference

Briefing and Procedures

Risk Management: Before the instrument portion of your practical test, you and the evaluator must establish and brief a procedure for donning and removing the view limiting device.

This briefing should cover:

1. When to don the device: “I’ll tell you ‘don the hood’ when we reach the practice area and I’ve cleared the area”
2. Acknowledgment protocol: “Acknowledge when the hood is on and you’re ready to begin”
3. Emergency removal: “If I say ‘remove the hood’ or ‘your controls,’ immediately remove it and take control”
4. Normal removal: “At the end of each maneuver, I’ll say ‘remove the hood’ before we reposition”
5. Your responsibility: “Under the hood, you fly the aircraft solely by instruments. I maintain visual lookout for traffic”

Commercial Helicopter Instrument Work

For the commercial helicopter practical test, you’ll demonstrate:

• Straight-and-level flight by instruments (ACS CH.X.A)
• Recovery from unusual attitudes by instruments (CH.X.B)

These maneuvers require precise attitude and altitude control using only flight instruments. Practice with your hood extensively before the checkride to ensure comfort and proficiency.

Single-Engine vs. Multiengine Helicopter Requirements

Single-Engine Helicopter Requirement for Autorotations

14 CFR 61.45 and the ACS explicitly require: The applicant must provide a single-engine helicopter for autorotation Tasks.

Why? Autorotations in multiengine helicopters differ fundamentally from single-engine autorotations:

• Multiengine helicopters may have category A certification allowing continued flight after engine failure
• Autorotation characteristics differ due to weight, rotor inertia, and configuration
• Training value of autorotations is best demonstrated in single-engine helicopters

Required single-engine helicopter autorotation Tasks (ACS Area XI):

• Straight-in autorotation (CH.XI.A)
• Autorotation with turns (CH.XI.B)
• Power recovery from autorotation (CH.XI.C)

Multiengine Helicopter Additional Requirements

If you bring a multiengine helicopter to your practical test, you must demonstrate all standard Tasks plus additional multiengine-specific Tasks.

Multiengine-specific Tasks include:

• Powerplant failure during hover in ground effect (CH.XI.D)
• Powerplant failure during flight (CH.XI.E)
• Category A operations procedures (if applicable)
• Single-engine operations and limitations
• Systems knowledge specific to multiengine configurations

Practical Considerations

Many commercial applicants train in single-engine helicopters (Robinson R44, Schweizer 300C, Bell 206) due to:

• Lower operating costs
• Availability for training
• Sufficient capability for required Tasks
• Meeting autorotation requirements without needing a second aircraft

If you’re considering a multiengine helicopter checkride:

• Ensure you have access to both single-engine and multiengine helicopters for test day
• Prepare for additional multiengine Tasks
• Understand this extends checkride duration and complexity
• Verify your insurance covers both aircraft for practical test use

Commercial Privileges and Testing Implications (14 CFR 61.133)

Why This Matters

After passing your commercial helicopter practical test, you’ll hold privileges under 14 CFR 61.133 to:

• Act as PIC of a helicopter for compensation or hire
• Carry persons or property for compensation or hire

Your practical test evaluates whether you meet the professional standards required for these privileges.

Testing to Professional Standards

The commercial ACS has tighter tolerances than private:

These tighter standards reflect the precision required for commercial operations—aerial tours, external load work, utility operations, EMS, and flight training all demand consistent, professional performance.

Pre-Checkride Verification Checklist

30 Days Before

• Verify aircraft annual/100-hour inspection currency through checkride date
• Review aircraft logbooks for AD compliance
• Confirm all required equipment operative
• If using EFB, verify current database subscriptions

7 Days Before

• Confirm aircraft insurance covers practical test operations
• Gather required documents: airworthiness certificate, registration, operating handbook, weight & balance
• Test all avionics and automation systems
• Verify view limiting device availability and condition
• If claiming ATD time, obtain copy of manufacturer’s LOA

Day Before

• Weather briefing for checkride date
• Aircraft pre-flight inspection
• Review inoperative equipment (should be none)
• Charge EFB and backup devices
• Pack required materials: documents, view limiting device, charts (paper or electronic)

Checkride Morning

• Thorough pre-flight inspection
• Verify fuel quantity for entire practical test (plan 3-4 hours of flight time plus reserves)
• Document any new discrepancies immediately
• Brief examiner on automation equipment and EFB use
• Establish view limiting device procedures

Summary

Aircraft, equipment, and operational requirements form the foundation of a valid practical test. As a commercial helicopter pilot, you must understand:

1. 14 CFR 61.45 aircraft requirements: Airworthy, properly equipped, capable of all required Tasks
2. 14 CFR 91.213 inoperative equipment: Decision process and practical test implications
3. Training device limitations: FSTDs vs. ATDs and when each can be used
4. Automation management: Professional use of autopilot, avionics, and FMS
5. EFB operations: Currency, backups, and risk management
6. View limiting devices: Proper procedures and safety briefings
7. Single-engine requirement: Autorotation Tasks require single-engine helicopter
8. Multiengine additions: Additional Tasks if using multiengine helicopter

Remember: The evaluator isn’t trying to trick you. They’re verifying you understand the regulatory framework that governs professional helicopter operations. Arrive prepared, with a properly equipped aircraft and thorough knowledge of these requirements, and you demonstrate the professional judgment expected of a commercial helicopter pilot.

Schedule

Total Ground Time: 3.0 hours

Equipment

Required References

• 14 CFR Part 61 (current edition)
• 14 CFR Part 91 (current edition)
• 14 CFR Part 60 (FSTD qualification standards)
• FAA-S-ACS-16, Commercial Pilot Helicopter Airman Certification Standards (current version)
• FAA-H-8083-21B, Rotorcraft Flying Handbook
• FAA-H-8083-25, Pilot’s Handbook of Aeronautical Knowledge (Chapter 9: Flight Manuals and Other Documents)
• Rotorcraft Flight Manual for primary training aircraft
• Sample ATD Letter of Authorization (LOA)

Training Materials

• Sample airworthiness certificate (for examination)
• Sample aircraft registration certificate
• Example aircraft logbook pages showing annual inspection, AD compliance
• Inoperative equipment placard examples
• Sample Minimum Equipment List (MEL) excerpt
• Training helicopter’s equipment list and KOEL
• View limiting device (hood or foggles)
• Electronic flight bag (tablet with aviation apps) for demonstration
• Sample weight and balance documentation

Visual Aids

• 14 CFR 91.213 decision flowchart (inoperative equipment)
• Training device comparison chart (FFS, FTD, ATD capabilities and limitations)
• Automation system mode awareness diagram
• Pre-checkride verification checklist (printed handout)
• ACS performance tolerances comparison chart (private vs. commercial)
• Multiengine helicopter additional Task list

Demonstration Equipment

• Helicopter cockpit (or detailed cockpit diagram) showing:
  • Automation controls (autopilot panel)
  • Avionics displays
  • Required equipment per 91.205/91.207
  • EFB mounting location
  • Instrument panel for view limiting device demonstration

Supplementary Materials

• AC 120-76D, Authorization for Use of Electronic Flight Bags
• AC 61-136B, FAA Approval of Aviation Training Devices
• Current navigation database cycle dates reference
• Insurance certificate example showing practical test coverage

Instructor Actions

1. Begin with practical scenario: “You wake up on checkride morning, drive to the airport, and discover the external air temperature gauge in your Robinson R44 is reading ERR. Can you take your commercial checkride today? Let’s build the knowledge to answer that question confidently.”

2. Present 14 CFR 61.45 aircraft requirements systematically: Use the Rotorcraft Flight Manual to show required equipment, then reference 14 CFR 91.205 day VFR requirements and 91.207 helicopter-specific requirements (emergency locator transmitter, if required). Demonstrate the concept of “capable of performing all Areas of Operation” by relating it to ACS Area listings.

3. Teach 14 CFR 91.213 using the flowchart method: Write the four questions on the whiteboard. Present three scenarios (inoperative clock, inoperative airspeed indicator, inoperative passenger headset jack) and walk through each decision point. Emphasize: “Even if legally flyable, ask whether it prevents demonstrating required ACS Tasks.”

4. Clarify FSTD vs. ATD distinction with emphasis: “This is critical: You cannot use an ATD for your commercial checkride, period. FSTDs are only usable within approved 141 or 142 programs. Since most of you are part 61 students, your checkride will be in an actual helicopter.” Show a sample ATD LOA and explain the 60-month validity and time credit limitations.

5. Demonstrate automation management using available helicopter or detailed diagram: If using an actual helicopter, demonstrate autopilot engagement/disengagement, mode selection, and disconnect procedures. Emphasize mode awareness: “Before you touch any autopilot button, verbalize what you expect to happen. After you press it, verify the mode engaged. This is professional habit.”

6. Conduct EFB demonstration: Using a tablet with ForeFlight or similar app, show database expiration date verification, chart selection, and battery level check. “The number one EFB failure mode is thermal shutdown in direct sunlight. Where’s your mounting location? Can you shade it? What’s your backup?”

7. Practice view limiting device procedures: Have the student don and remove the hood while you narrate the proper briefing: “I say ‘don the hood,’ you acknowledge and put it on. I maintain visual clearing. If I say ‘remove the hood’ or if you hear urgency in my voice, immediately remove it and look outside. During your checkride, you and the examiner will brief this same procedure.”

8. Explain single-engine autorotation requirement clearly: “Even if you train primarily in a Bell 407 or Airbus H125, you must bring a single-engine helicopter for autorotation Tasks. This usually means renting an R44 or similar just for that portion. Budget and schedule accordingly.”

9. Present multiengine additional requirements: Using ACS Area XI, show the difference between single-engine Task requirements (XI.A, XI.B, XI.C) and multiengine additions (XI.D, XI.E). “Bringing a multiengine helicopter doesn’t reduce requirements—it adds to them. You’ll demonstrate everything a single-engine applicant does, plus multiengine-specific Tasks.”

10. Review commercial vs. private ACS tolerances: Display the comparison chart showing altitude (±100 vs. ±200), heading (±10° vs. ±20°), and airspeed (±5 vs. ±10 kts). “These tighter tolerances reflect professional standards. Your passengers and clients expect consistency and precision—the ACS measures whether you can deliver it.”

11. Walk through pre-checkride verification checklist chronologically: Start at 30 days out and progress to checkride morning. “Discovering an overdue inspection the night before your checkride is expensive and embarrassing. Verify early, verify often.”

12. Facilitate scenario-based discussion: Present situations requiring application of multiple concepts: “Your primary training helicopter’s GPS fails three days before your checkride, but the airport FBO has an identical helicopter available with an approved MEL. The MEL allows GPS inoperative for 10 days with specific procedures. Can you use this helicopter for your checkride? What questions should you ask?”

13. Address automation philosophy: “Automation is a tool, not a test of your worth. Use it professionally during your checkride. If the helicopter has a two-axis autopilot, demonstrate it during cruise portions. But be ready to hand-fly any maneuver smoothly. The evaluator wants to see you manage all available resources—including yourself.”

14. Emphasize examiner’s role: “The designated examiner isn’t adversarial. They want you to succeed. They’re verifying you meet FAA standards for commercial privileges. Showing up with proper aircraft, equipment, and knowledge demonstrates professional judgment before you even start the engine.”

15. Conclude with confidence-building summary: “You already hold a private pilot certificate—you’ve passed a practical test before. This checkride evaluates whether you’ve reached commercial-level precision and professional judgment. Understanding these aircraft and equipment requirements is fundamental professional knowledge. Master this, and you demonstrate you’re ready for commercial privileges.”

Student Actions

1. Actively participate in scenario discussions: When instructor presents the inoperative equipment scenario, work through the 14 CFR 91.213 flowchart verbally, explaining reasoning at each decision point.

2. Take detailed notes on 14 CFR 61.45 requirements: Create a personal checklist of aircraft airworthiness items to verify before scheduling practical test.

3. Practice the 91.213 decision process: Using instructor-provided scenarios, independently work through whether equipment can be inoperative, writing out the four-question analysis for each scenario.

4. Examine sample aircraft documents: Review the sample airworthiness certificate, registration, and logbook pages. Identify annual inspection date, AD compliance entries, and next due dates.

5. Study ATD Letter of Authorization: Read the sample LOA completely, identifying validity period, allowable time credits, and specific limitations. Prepare questions about how this applies to meeting 14 CFR 61.129 experience requirements.

6. Demonstrate EFB currency verification: Using provided tablet or personal EFB, navigate to database settings and verify expiration dates. Explain to instructor what database cycle is current and when it expires.

7. Practice automation system operation: If in actual helicopter, under instructor supervision, engage and disengage autopilot (if installed), select different modes, and explain what each mode controls. If using diagram, trace through mode selection logic and explain expected aircraft response.

8. Don and remove view limiting device: Practice smooth donning and removal while seated in helicopter or training environment. Develop efficient technique that doesn’t require fumbling or extended heads-down time.

9. Conduct briefing rehearsal: With instructor acting as examiner, brief the view limiting device procedures as you would on checkride day, covering when to don, acknowledgment protocol, and emergency removal.

10. Compare ACS tolerances: Study the private vs. commercial performance standards chart. For each parameter (altitude, heading, airspeed), identify the commercial standard and commit it to memory.

11. Create personal pre-checkride checklist: Based on instructor-provided template, develop a customized timeline covering 30 days to checkride morning, including specific items for your training helicopter.

12. Research training helicopter equipment: Using the Rotorcraft Flight Manual for your primary training helicopter, identify all installed automation (autopilot, GPS, avionics), note any inoperative items, and determine their impact on practical test capability.

13. Calculate checkride fuel requirements: Using your helicopter’s fuel consumption rate, plan for 3.5 hours of flight time plus day VFR reserves. Determine if additional fuel stop is needed during cross-country portion.

14. Prepare questions about multiengine requirements: If considering multiengine helicopter for practical test, write specific questions about additional Tasks, scheduling two aircraft, and cost implications.

15. Verbalize understanding of completion standards: Explain to instructor the specific ACS CH.XIV.I requirements and how you’ll demonstrate compliance during the oral and flight portions of the practical test.

Completion Standards

The student demonstrates satisfactory understanding and application of aircraft, equipment, and operational requirements and limitations per ACS CH.XIV.I when they can:

Knowledge Standards

1. Explain 14 CFR 61.45 aircraft requirements for practical tests, including airworthiness criteria, dual control requirements, U.S. registry requirements, and capability to perform all required Areas of Operation.

2. Apply the 14 CFR 91.213 decision process for inoperative equipment without an approved MEL, correctly answering all four questions (required by 91.205/91.207, required by equipment list/KOEL, required by AD, required by TCDS/RFM) and explaining placarding/deactivation requirements.

3. Determine whether inoperative equipment interferes with practical test requirements, analyzing specific scenarios and identifying which ACS Tasks cannot be demonstrated with given equipment inoperative.

4. Differentiate between FSTDs and ATDs, correctly stating that practical tests can be accomplished in FSTDs only within FAA-approved training programs (14 CFR part 141 or 142), and that ATDs cannot be used for practical tests, 61.58 proficiency checks, or 61.57 flight review flight portions.

5. Describe ATD Letter of Authorization requirements, explaining the 60-month validity period, pilot time credit allowances, and the requirement to provide a copy to the evaluator when claiming ATD time toward aeronautical experience.

6. Explain automation management expectations, identifying installed systems (autopilot, avionics displays, FMS) and describing appropriate use including mode awareness, monitoring, and professional integration during practical test.

7. Articulate EFB knowledge requirements, including verification of database currency, battery management, backup planning, and risk management for portable electronic flight bag failures.

8. State view limiting device requirements per 14 CFR 61.45(d)(2), explaining that the device must prevent applicant’s visual reference outside the aircraft but not restrict the evaluator’s ability to see and avoid traffic.

9. Identify single-engine helicopter requirement for autorotation Tasks (ACS CH.XI.A, B, C), explaining that these Tasks cannot be demonstrated in multiengine helicopters.

10. List additional multiengine helicopter Tasks required if applicant brings multiengine helicopter to practical test, including powerplant failure during hover IGE (CH.XI.D) and powerplant failure during flight (CH.XI.E).

Risk Management Standards

11. Assess inoperative equipment for practical test interference before checkride date, developing mitigation plan (defer checkride, repair equipment, or use alternate aircraft) if necessary.

12. Verify view limiting device suitability, ensuring device prevents applicant’s outside visual reference without restricting evaluator’s vision, and confirming quick-removal capability for emergencies.

13. Establish and brief view limiting device procedures with evaluator before flight, covering donning signal, acknowledgment protocol, emergency removal procedure, and normal removal between maneuvers.

Skill Standards

14. Demonstrate automation management by