Ramp inspection requirements - Charts

Mike,

I believe that you are correct.

Ron

It's true that there is no specific requirement for any kind of charts for Part 91 operations.  In fact, the word "Charts" does not appear in the regulations at all until you get to subpart F (Large and Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft).  That being said, the FAA would have the option of applying 91.13 (careless and reckless operation) and 91.103 (preflight action) to any pilot who does not have current charts on board.

Cheers!

Joe

Joe, thanks. 

 You said, "the FAA would have the option of applying 91.13 (careless and reckless operation) and 91.103 (preflight action) to ANY pilot who does not have current charts on board."  I couldn't figure out why you wrote that, until I tried and failed  to open the attachment to my first post.  You couldn't read it either, could you?

I see a helo in your avatar.  Here's a typical helo instructor mission - hover practice at the corner of the ramp at home field.  Literally.  Home field.  Not an airport, not a designated heliport.   Another typical helo mission - on a flatbed to the jobsite, fire up to set powerline towers fifty miles from nowhere, flatbed home.  The inspector who wrote 91.13 or 91.103 for no charts on board might have to write a REAL long explanation on those.

In case the attachment doesn't open for others, below is the text:

Part 91 VFR Aeronautical Chart Requirements

FAA Order 8900.1 tells Inspectors conducting a Part 91 ramp inspection to determine if pertinent and current aeronautical charts are available. It also tells the Inspector to check the radio station license, which isn't a valid requirement for domestic operations. So. If that's not true, is the rest? Must an aviator carry current aeronautical charts for every VFR flight?

Break that question down to component parts:

1. What is a chart? Electronic flight bags may count as charts. Check A/C 91-78 if in doubt. Charts need not be printed.

2. What is an aeronautical chart? Many states issue charts as a convenience for aviators. A/C 61-84 paragraph 4.a (1) recommends using those charts. Beware, some state-issued charts carry a disclaimer, "not for navigation." Acceptable aeronautical charts include:

a. World Aeronautical Chart (WAC) - Covers land areas at a standard size and scale for navigation by moderate speed aircraft and aircraft operating at high altitudes.

b. Sectional Chart - Designed for visual navigation of slow to medium speed aircraft.

c. Joint Operations Graphics Air (JOG-A) - Supports tactical and other air activities including low altitude visual navigation.

d. Operational Navigation Chart (ONC) - Designed for medium altitude (2000' to 25,000' AGL) high-speed visual and radar navigation. In the absence of TPCs, ONCs also satisfy enroute visual and radar navigation requirements for low altitude operations.

e. Tactical Pilotage Chart (TPC) - Designed for very low-altitude (below 500' AGL) through medium-altitude high-speed visual and radar navigation.

f. Jet Navigation Charts (JNC) - Designed for high-altitude computer assisted radar navigation/bombing by strategic aircraft.

g. VFR Terminal Area Charts - Depict Class B airspace.

3. What is a current aeronautical chart? Most state charts carry a year of issue and have no specific expiration date, revision date, or method to update. Most aeronautical charts carry an expiration date, but some like the ONC do not and thus do not expire until replaced. Even a chart with an expiration date is usually NOT current until that expiration date. The National Geospatial-Intelligence Agency issues the Chart Updating Manual (CHUM) in electronic or print versions, and FAA's Aeronav Services team issues VFR Chart Update Bulletins. A chart which has not been updated might NOT be current, regardless of the printed expiration date.

4. Must an aviator carry current aeronautical charts for every VFR flight? No.

a. CFR PT 91.103 requires that each pilot in command shall become familiar with all available information before beginning a flight, lists specific information which must be included, and does not include current VFR charts - obviously because there are other ways to get the information needed.

b. A/C 61-84B Paragraph 4.a (1) says basic preflight preparation includes using current navigational charts on which pilots can mentally review their intended route of flight.

c. A/C 61-84B Paragraph 4.a (2) recommends (not requires) aviators carry appropriate and current aeronautical charts on all cross-country flights, but is silent concerning charts for local flights.

d. A/C 61-84B Paragraph 4.a (2) also notes that having the information in current charts available will enhance the PIC’s ability to safely complete the flight. "Having available the information in current charts” is not the same as carrying the charts. Kneeboard cards, strip charts, rote memorization, there are many methods of having the information available.

e. CFR PT 91.503.a.3 requires current, pertinent aeronautical charts for all large and turbine-powered multiengine airplanes.

f. CFR PT 91.1033.a.3 requires at least one set of pertinent aeronautical charts for all fractional ownership program aircraft.

h. CFR PT 93.95 and 93.351 require charts for VFR flight by all operators of all aircraft in designated airspace, specifically because charts are not required by CFR for some operators in most airspace.

5. Is it a violation to carry expired charts? NO, it is a violation to USE expired charts WHEN the operation requires current, pertinent aeronautical charts. It is not a violation to carry expired charts which are not used for required navigation.

Condensed version - FAA Advisory Circulars recommend charts for cross-country flights but are silent on local flights. FAR Part 91 does not require pertinent current and appropriate charts for small piston-powered single-engine airplanes that are not fractionally owned. FAR Par t 93 does require charts in two designated airspace areas. Thus by the letter of the regs, a VFR pilot operating an individually-owned light piston-powered ASEL (or any aircraft other than an airplane) in airspace where charts are not specifically required may do so without any nav charts on board, and if charts are carried, they need not be current.

Did I say don’t carry charts? NO, I DID NOT!!!!!!!!!!! It is NOT SMARTto fly with outdated charts or no charts at all.  Any problem that could have been avoided with current charts might result in an FAA accusation of careless and reckless operation.

IF I MISSED AN FAR THAT REQUIRES CHARTS ON ALL FLIGHTS, PLEASE TELL ME!

my direct email is cdrmuetzel@juno.com

Mike

Nope, don't think you missed a thing.  I have done a similar search (as have others I have spoken to) and have not been able to come up with any specific regulatory requirement for charts (current or not) except for the references you mention in your post.

All that being said, I'd rather avoid the hassle and just carry a danged chart!  It's well worth the $10 bucks or so (unless you like long arguments with FAA inspectors).  As per your highlighted note in your post, I recommend pilots carry current charts on their flights.  Makes life so much easier in so many ways.

Cheers!

Joe

Good post Mike...like so much of our part 91 flying you can not and there is not a single place you can go to read exactly the rule or guidance to give you the answer you are looking for...as is often the case when an FAA Inspector is asked a question the answer is, "it depends".   If I were out ramping a pilot who was locally based and just finished a flight in the traffic pattern, I wouldn't  ask him to see current charts, but if the aircraft had just landed from a flight from California (I'm in Michigan) then I might.  Remember you do have to do what ever it takes to become familiar with the flight you are about to take.

Dan

Thank you, Joe and Dan.

I guess I'm just a rebel.  Bottom line, I'm not going to carry stuff that's not required just because somebody might ask to see it.  If I don't need current aeronautical charts, I don't need to produce charts, so I won't carry them. 

If I'm rampchecked and asked for them, I guess I'll ask to see the FAR that requires me to have them.  Because next they'd have to be current, with CHUM data entered, plus the NOTAM data transcribed - give a pencilpusher an inch, they'll take a nautical mile. 

EAA includes an Aeroplanner subscription flight planning etc service which generates a Trip-Tick.  I've used it many times for out-of-area flights that kiss the edge of several Sectional charts.  It's a lot better than a cockpit full of "fold it this way then that way" accordians.  Their airport data is also printable.  Several other sources of electronic data are also available, including the iFly GPS with annual subscription for unlimited chart updates.

DO have current nav info available, and check NOTAMS and TFRs before EVERY flight!!!!!!!!!!!!

Mike, 

What is CHUM data?

I guess I am a freedom rebel also, yesterday I bought my 5th pilot logbook. I got it at Walmart instead of buying a "real" pilot logbook from the airplane store. The Walmart notebook  has a nice cover and a pen holder with an inside pocket, all for $3.

I don't think there is any FAR that requires an "aviation approved" logbook, some of which cost $79+shipping . Should last my lifetime, unlike the previous four smaller logs that quickly filled.

Bill

Bill,

I used CHUM generically to refer to both the Chart Update Manual and the VFR Chart Update Bulletins. If your chart is over 56 days from issue date, expect it MIGHT be out of date, so check CHUM or VFR Chart Update Bulletins before flight.  If you're obsessive/compulsive, that is.  Most people I know never heard of CHUM.

http://www.naco.faa.gov/index.asp?xml=naco/online/chart_bulletins

https://www1.nga.mil/ProductsServices/Aeronautical/ChartUpdatingManual/Pages/default.aspx

I think you're right about logbooks.  No CFR14 requirement that your data must be kept in a particular format.  Comply with CFR 14.61.(b) and you're fine.  I've never heard of an approved logbook.

Anybody have a CFR reference that requires a PMA on a logbook?

Nope, no such thing as an "approved" logbook.  Pilots are not even required to log everything, or anything except minimum currency requirements and flight reviews, and any experience you plan to apply toward a future rating or certificate.  If you don't want to log it you don't have to!  And if you do, you can do it on bar napkins if you want, so long as you can produce the required records.

Cheers!

Joe

an update to my previous post.  our  taxes already buy you charts that are posted on an FAA website for download

http://aeronav.faa.gov/index.asp?xml=aeronav/applications/VFR/chartlist_sect

Yes that is an excellent website.  Downloadable Enroute Low Level, TAC and Sectionals, not to mention TERPs all of which store very nicely on a laptop or tablet.

http://www.faa.gov/air_traffic/flight_info/aeronav/faq/#q2f 

Looks like it doesn't "depend" - they just aren't required. 

What is the FAA policy for carrying current charts?

The term "charts" is not found in the FAA's Part 91 regulations (other than for large and turbine-powered multiengine airplanes in 91.503[a]). The specific FAA regulation, FAR 91.103 "Preflight Actions," states that each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. What is not specifically addressed in the regulation is a requirement for charts. You should always carry a current chart for safety's sake. An expired chart will not show new frequencies or newly constructed obstructions, some of which could be tall enough to be a hazard along your route of flight.

The only FAA/FAR requirements that pertain to charts are:
• Title 14 CFR section 91.503[a] (Large and Turbojet powered aircraft)
• Title 14 CFR section 135.83 (Air Carriers-Little Airplane)
• Title 14 CFR section 121.549 (Air Carrier-Big Airplanes)

The FAA has rendered interpretations that have stated the foregoing. The subject of current charts was thoroughly covered in an article in the FAA's July/August 1997 issue of FAA Aviation News. That article was cleared through the FAA's Chief Counsel's office. In that article the FAA stated the following:
1. "You can carry old charts in your aircraft." "It is not FAA policy to violate anyone for having outdated charts in the aircraft."
2. "Not all pilots are required to carry a chart." "91.503..requires the pilot in command of large and multiengine airplanes to have charts." "Other operating sections of the FAR such as Part 121 and Part 135 operations have similar requirements."
3. ..."since some pilots thought they could be violated for having outdated or no charts on board during a flight, we need to clarify an important issue. As we have said, it is NOT FAA policy to initiate enforcement action against a pilot for having an old chart on board or no chart on board." That's because there is no regulation on the issue.
4. ..."the issue of current chart data bases in handheld GPS receivers is a non-issue because the units are neither approved by the FAA or required for flight, nor do panel-mounted VFR-only GPS receivers have to have a current data base because, like handheld GPS receivers, the pilot is responsible for pilotage under VFR.
5. "If a pilot is involved in an enforcement investigation and there is evidence that the use of an out-of-date chart, no chart, or an out-of-date database contributed to the condition that brought on the enforcement investigation, then that information could be used in any enforcement action that might be taken."

If you, as an FAA Safety Inspector, Designated Pilot Examiner, Flight Instructor, or other aviation professional are telling pilots something other than the foregoing then you are incorrect.

It may be legally or not required to have certain charts on board for flights.

But what is the practical and safe need for them? Making your flights safely is a whole lot more important than trying to outmaneuver the FAA on some regulation, it seems to me.

I keep a few charts in my plane, all the time. I try to have a current sectional, and I have several wac charts, as well as the state chart. I keep the expired one until I have the new one. Very little changes on most charts that expire, so that if I have a current seciotnal I might have an older wac. I usually keep a set of the expired ones at home, if I am plannig a trip. I buy specific current ones if I am going to Oskhosh, etc.

I subscribe to the NOAS ifr charts for my area for enroute and approach charts for my state. I almost never fly IFR , but if I ever do, or if there was an emergency, I want to have these, and I'd prefer the latest as these do change some.

I keep an airport guide in my plane, so I have landing info like runway data, but also where motels are etc. 

I don't see any pride or advantage in avoiding flying without a chart at all. I weighs nothing, takes up little space, and has critical info like elevations, unicom, vor, runway data, etc.

If you never go anywhere away from you home base, you may get by on just a sectional, but you are missing some fun and interest that comes from seeing our country by air.

Bill, the reason i posted in the first place is that some folks get all legalistic about this charts stuff.  You make good points about safety and sensibility.  But you also said, "I try to have..." and "I keep the expired one..." which implies you, along with thousands of other Pt91 aviators, sometimes fly with expired flight information documents in your aircraft.  and that's what prompted me to bring it up.

"i got violated for having an expired chart"  "well I got violated for having an expired database in my panel-mount loran"  "well I got violated for having an expired database in my handheld GPS"  "well, i'll never get violated because i never carry charts at all" 

the stupid stuff i've heard about this junk!  first off, ramp checks are few and far between in Pt91 flying to out-of-mainstream airports.  but we hear horror stories about demonic FAA compliance inspectors.  well, maybe i'm blessed, but the FAA folks i've dealt with over the last four decades are NOT out of control.  fear of a ramp check is a lousy motivator.  aviators comply with the regs because we know they are written in blood after lawsuits.  nobody wants to do something dumb. 

don't believe the horror stories!  preflight prudently.  use the resources available, like aeroplanner and the FAA website.  carry appropriate info for the planned flight and have a good alternative for when the plan sours.  go forth and do good works!

Bill, you, Ron Dillard, Joe Norris, Larry Martin, and I all agree with the July/August 1997 issue of FAA Aviation News and the FAA's Chief Counsel's office.  No legal requirement for charts in Part 91 ops EXCEPT as delineated in Part 93.   And it's better to fly with an out-of-date chart updated by handwritten notes than with no chart at all.

No, I don't get a verbal briefing unless I can't get one any other way.  Duat.com is thorough, quicker, and documents that i received a proper brifing.  dtn.com/dtnaviation/common/link.do?contentId=400099&parentId=500001 is a great visual supplement to that.  And aeroplanner.com (included in your EAA membership benefits) allows printing out a triptick of current charts.   No scribbles; neat, clean, complete, organized briefing printouts.

You and I disagree that flying VFR with an out of date (non-annotated) chart  isn't much of a safety concern.  Every so often the FAA commissions a new tower or something, and if it is on the current chart, FSS probably won't mention it in your telephone briefing.  And that's just the non-lethal type of tower, there are others going up out there every day:

Your mileage may vary.

Mike it is good to have current charts. However as for some new tower, well first of all, I usually fly high enough above the ground where I would miss a tower. There are many at 500' AGL, , quite a few at 1000' AGL, and even a few over 1000 feet AGL. But there are not many over 2000 feet, may be a few. I just came back from Boulder today , most of the way at 14,500, max at 16,000 and last part at 12,500. Not too many towers up there. When I go to Texas it would usually be at 9500 min or 11,500 at least, Same going to Osh. If I went in my Cub it would be lower.

Next, I mostly fly in good vfr weather, not in that  grey stuff in in the North East that some people call air. I once flew up to New York and literally was navigating by looking behind me to see where I had come from, couldn't see much ahead. The visiblity today in Western , Colorado is probably at least 75 miles, maybe twice that. So if there is a tower sticking up a half mile AGL or so, I hope I can see it and that it is marked as it should be.Any obstacle that is going to be up 2000 feet over the ground is not going to pop up overnight. It takes awhile to build. And it will likely be marked on one of my current charts. If I have a current sectional , but a WAC that expired in Dec 2010, I don't see the safety issue if the WAC doesn't show the tower.

And if you really think I am wrong about this, let's try something. We will both look at our next sectional and at our just expired one, and see how many new really tall towers have popped up on the new one?

If I was going to fly really low, below 1000 feet, AGL or certainly below 500 AGL and if the visibliity was poor and if I was going to fly into an area that I was not famiilar with, then I would probably scan the chart more for obstacles, like towers. Or go on an IFR flight plan, but it would not be that low.

And by the way, other airplanes are not on the chart, a pilot must look out the window for them when in VMC, and they are perhaps harder to see than a tower.

Another thing to try to be safer is if you are flying low where obstacles are a factor, is to use the MEF ( think that is what it is called) Maximum Elevation Figure. It is the figure given on the sectional for the highest elevation for anything in a certain sector. So it is better not to fly low and to scud run, but if you do , if you  stay higher than the MEF altitude , you are protected from hitting any towers or other things on the ground. If the figure is 2200 and you fly at 2500 you at least have that protection in that sector.

Scud running is certainly giving up some of the safety margin, bu there are times when it may work out ok. For instance if you have good visibility, perhaps 7 miles , but are under an overcast so that the ceiling is 3000 feet, you might be ok below the ceiling,and especially if you know the area and terrain.

If you get a ceiling so low that you are below the MEF figures , then you are really depending on being able to see any obstacle in time to dodge it. Maybe not so hard in something slow like a Cub.

Flying really low , below MEF and in poor visibility is not good at all.

As for briefing, I am not good with computers,and don't find DUAT very usefull. It may be quicker, but I don't like to rush a flight and I'd rather talk to a person by phone so I can ask questions, not just take printed out data.

The best computer briefing that I have seen is WSI service. Unlike DUAT which is a lot of printed data, WSI also has photos so you can actually see where the weather problems are and where it is clear. Also you don't have to register or log in to use WSI when it is provided by the FBO, as it is here.

Bill, thank you for re-proving the basic points. 

primary is - Pt 91 VFR not-for-hire, no charts are required except as listed in Pt 93.

secondary is - an out-of-date chart with updating annotations is better than no chart at all.

however -

if your chart is out of date, the MEF on that chart may be out of date.

many PICs routinely and safely conduct flights which require that max enroute altitude does not exceed the MEF in weather that meets VMC minimums.  EVERY flight has two portions below MEF.

how about we stop there, because we don't want to perpetuate misconceptions and prejudices by debating whose judgement is better than whose and which hangar-flying story is more scary, OK?  that's how i got goaded into this in the first place - misconceptions, opinions, and tall tales.  just the facts, ma'm - Pt 91 VFR not-for-hire, no charts are required except as listed in Pt 93.