Is my attitude indicator "inop"?

[RocktheWings]

Went on a flight today in preparation for a checkride tomorrow. Noticed the standby attitude indicator (G1000 C172) took about 10 minutes or so to finally level. I started, did the run up, verified level on the ground, was departing the pattern and noticed it was cocked to the left in a 30* bank (my guess is after the initial turnout). After another 5 minutes or so it slowly came to level, then I sort of forgot about it.

So going through 91.213:

i) Not part of the VFR day type certifciate
ii) Not required for day VFR per KOEL
iii) Not required per 91.205
iv) Not required per AD

Proper steps are to label it inoperative and deactivate it...only I can't deactivate it. So the question is, am I screwed? Since it eventually does come level it seems "ok", but the only reference I can really find about limits is that before IFR flight it should come to level within 5 minutes otherwise it would be considered "unreliable". Not sure if that means it's inoperative though, something that I really don't want to argue with the examiner about. However it's taken 2 months to schedule this so I have a bit of "get there itis" for the checkride. Any guidance?

 

[MauleSkinner]

First off, yes, it’s inop...it’s not reliable enough to use for its intended purpose.

Second, get a mechanic to “deactivate” it and make the appropriate logbook entry.

 

[Ravioli]

Get some of these and write IN-OP on one.

http://www.mypilotstore.com/MyPilotStore/sep/1022

The DPE 'should' understand that since it was just discovered it is not deactivated yet but it is marked an completely obscured.

Also, you said it's your standby. Interesting to hear from the CFI types on the potential implications of that.

 

[MauleSkinner]

Get some of these and write IN-OP on one.

http://www.mypilotstore.com/MyPilotStore/sep/1022

The DPE 'should' understand that since it was just discovered it is not deactivated yet but it is marked an completely obscured.

Also, you said it's your standby. Interesting to hear from the CFI types on the potential implications of that.

The DPE should understand that he decided to wait until after the checkride to comply with 91.213?

As far as the potential implications, it’s a piece of equipment that’s required to be either operational or properly deferred.

 

[Kenny Phillips]

We used to completely cover inop instruments (sometimes with these suction-cup soap holders!

 

[Ravioli]

it’s a piece of equipment that’s required to be either operational or properly deferred.

It's a standby instrument where the primary instrument is not required for Day VFR. There's no wiggle room there? [serious question there]

 

[jesse]

Some FSDOs and DPEs are a lot stricter about this now. I’ve heard lots of rumors in the last year that equipment labeled INOP is not being accepted by examiners in the Denver area. I’ve heard a rumor about it my area as well.

Denver area, they’re saying the equipment either needs to be fixed or removed prior to the check ride. The days of having a bunch of inop things on rental panels are coming to an end.

Yet another reason I am glad I am out of the rental business. I really wouldn’t have been excited about paying to remove the inop ADF and autopilot equipment on some of our aircraft. ADS-B already kills a year of all profit margin on an aircraft. Removing a bunch of complicated crap would kill another year. Bah.

 

[MauleSkinner]

It's a standby instrument where the primary instrument is not required for Day VFR. There's no wiggle room there? [serious question there]

No, there isn’t. Read 91.213.

 

[MauleSkinner]

Some FSDOs and DPEs are a lot stricter about this now. I’ve heard lots of rumors in the last year that equipment labeled INOP is not being accepted by examiners in the Denver area. I’ve heard a rumor about it my area as well.

Denver area, they’re saying the equipment either needs to be fixed or removed prior to the check ride. The days of having a bunch of inop things on rental panels are coming to an end.

I can definitely understand that...long-term (as in, we’ll probably just let it go until the airplane is scrapped) deferrals are far more common than they should be.

Second, many examiners and inspectors are probably no more knowledgeable about how to properly comply with 91.213(d) than most applicants, so removal is the easy answer.

 

[benyflyguy]

Some FSDOs and DPEs are a lot stricter about this now. I’ve heard lots of rumors in the last year that equipment labeled INOP is not being accepted by examiners in the Denver area. I’ve heard a rumor about it my area as well.

Denver area, they’re saying the equipment either needs to be fixed or removed prior to the check ride. The days of having a bunch of inop things on rental panels are coming to an end.

Yet another reason I am glad I am out of the rental business. I really wouldn’t have been excited about paying to remove the inop ADF and autopilot equipment on some of our aircraft. ADS-B already kills a year of all profit margin on an aircraft. Removing a bunch of complicated crap would kill another year. Bah.

My brother went for his PPL check ride in Cali and the DPE saw the ADF was labeled “inop” he apparently flipped it on and played with it and said it is working perfectly fine. Told my brother that “that’s bullsh it”. And he would be calling the flight school when he is done with the ride.