FAR 91.213 Explained: Can You Fly With Broken Equipment? A Student Pilot’s Guide

FAR 91.213 Explained: Can You Fly With Broken Equipment? A Student Pilot’s Guide

By J.R. Stanton, CFI

The Question Every Student Pilot is Eventually Asked

“Can You still fly if something’s broken?”

This question comes up constantly—during training flights, stage checks, and especially on checkrides. And the regulation that governs the answer is FAR 91.213.

If you’re a student pilot, this rule matters more than you think. Even though you’re not yet acting as PIC, examiners expect you to understand how PIC decision-making works, and FAR 91.213 is a cornerstone of that mindset.

A Real Scenario (Why This Regulation Exists)

I remember preflighting a trainer early one morning before a solo cross-country. Everything looked normal—until I noticed the landing light wouldn’t turn on.

My first instinct was panic.
Is this a maintenance issue? Is the airplane grounded? Am I about to cancel the flight?

My instructor didn’t answer immediately. Instead, he asked:

“What does FAR 91.213 say?”

That moment changed how I thought about regulations. FAR 91.213 isn’t about memorizing lists—it’s about making a legal, defensible decision.

What FAR 91.213 Actually Covers

FAR 91.213 governs operation of aircraft with inoperative instruments or equipment.

In plain English, it answers this question:

Under what conditions can an aircraft be legally flown when something isn’t working?

This regulation applies to Part 91 operations and assumes the aircraft does not have a Minimum Equipment List (MEL)—which is the case for most training aircraft.

The FAR 91.213 Decision Process (Step by Step)

Examiners love this regulation because it tests how you think. The FAA expects you to walk through a logical sequence, not guess.

Step 1: Is the Aircraft Equipped With an MEL?

MEL stands for Minimum Equipment List. Most training aircraft are not equipped with one.

If there is an MEL, you must follow it exactly.
If there is no MEL, continue.

Step 2: Is the Equipment Required by Any Regulation?

Ask yourself:

  • Is it required by FAR 91.205 (required equipment for day/night VFR)?

  • Is it required by the aircraft’s type certificate or POH/AFM?

  • Is it required by an airworthiness directive (AD)?

  • Is it required for the kind of operation (night, IFR, etc.)?

If the answer is yes, the aircraft is not airworthy.

Step 3: Is the Equipment Required for Safety?

This is where judgment comes in.

Even if something is not explicitly required, FAR 91.213 prohibits flight if the inoperative item would make the aircraft unsafe.

This is why two pilots can look at the same issue and reach different—but defensible—conclusions.

Step 4: Properly Deactivate and Placard

If the equipment is:

  • Not required, and

  • Not needed for safe operation

Then it must be:

  • Deactivated or removed (this may require the help of maintenance technicians), and

  • Placarded “INOPERATIVE”

Only then may the aircraft be flown legally.

Common Student Pilot Examples

Broken Landing Light

  • Day VFR? Usually legal

  • Night VFR? Required → aircraft is grounded

Inoperative VOR

  • VFR only? Often legal

  • IFR flight? Required → not legal

Inoperative Turn Coordinator

  • Not always explicitly required under day VFR

  • But many instructors argue it affects safe operation

This is where examiners want to hear your reasoning, not just “yes” or “no.”

Why FAR 91.213 Is a Checkride Favorite

On a checkride, this regulation is rarely asked as:

“What does FAR 91.213 say?”

Instead, it’s framed like this:

“You show up for your flight and notice something isn’t working. Walk me through your decision.”

The examiner is evaluating:

  • Your understanding of airworthiness

  • Your ability to apply regulations logically

  • Whether you’d make a safe PIC decision

Memorized answers fail here. Structured thinking passes.

What Student Pilots Should Take Away

Even though you’re not PIC yet, FAR 91.213 teaches you how PICs think.

It reinforces three core FAA principles:

  1. Airworthiness is conditional

  2. Not everything broken grounds an airplane

  3. Safety and legality must both be satisfied

Understanding this regulation early will make:

  • Oral exams easier

  • Checkrides smoother

  • Real-world flying far less stressful

Final Thoughts

FAR 91.213 isn’t about loopholes—it’s about responsibility. The FAA isn’t asking pilots to be mechanics or lawyers. It’s asking them to slow down, think critically, and justify their decisions.

That morning with the broken landing light?
The flight went on—legally, safely, and confidently—because we followed the regulation instead of guessing.

That’s exactly what the FAA wants you to do.

By J.R. Stanton, CFI

Learning regulations like these doesn’t have to be overwhelming. 

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