GCOR Rules Qualification (GRQ)

Correct: Under 14 CFR Part 306, the Secretary of Transportation is authorized to provide insurance or reinsurance only when it is determined that such coverage cannot be obtained on reasonable terms and conditions from commercial insurance companies authorized to do business in the United States.

Correct: Under Department of Transportation regulations, U.S. air carriers are required to maintain accident liability insurance and must provide evidence of this coverage by filing OST Form 6410 with the DOT’s Office of Aviation Analysis.

Correct: Under 14 CFR Part 205, maintaining liability insurance is a mandatory condition for an air carrier to hold economic authority. If this coverage lapses, the Department of Transportation has the power to suspend that authority, which effectively prevents the carrier from legally operating even if the aircraft are technically airworthy.

Incorrect: The strategy of issuing an Airworthiness Directive is incorrect because those are specifically used under Part 39 to address mechanical or design deficiencies in aircraft products. Choosing to re-register aircraft in an experimental category is not a valid solution for an insurance lapse, as experimental certificates are restricted to specific purposes like research and development. Opting for a complete re-certification as a private carrier is a misunderstanding of the enforcement process, as insurance violations lead to the suspension of existing authority rather than a forced change in the type of operation.

Takeaway: U.S. air carriers must maintain continuous liability insurance to keep the economic authority required for legal flight operations.

Correct: 14 CFR Part 239 requires air carriers holding certificates of public convenience and necessity that operate scheduled passenger service to report data regarding freight loss and damage claims. This reporting ensures the Department of Transportation can monitor how carriers manage cargo-related insurance liabilities and process claims for the shipping public.

Correct: Under 14 CFR Part 264, non-premium insurance is available for operations conducted under a contract with a federal agency, provided that the agency agrees to indemnify the Secretary of Transportation against all losses covered by the insurance.

Correct: Under 14 CFR 25.853, transport category airplanes with a passenger seating capacity of 20 or more must meet specific standards for the rate of heat release and smoke emission for major cabin components like ceiling and sidewall panels. These requirements, detailed in Appendix F of Part 25, are designed to increase cabin survivability during a fire by limiting the speed of fire spread and maintaining visibility for evacuation.

Incorrect: The strategy of requiring automated water-based suppression systems behind cabin panels is not a standard regulatory requirement for interior certification. Assuming that larger transport aircraft only need to meet horizontal burn tests is a misunderstanding of the more stringent vertical and heat release standards applied to these vessels. Opting to use manufacturer service letters as the sole basis for flammability certification is insufficient because major alterations require FAA-approved data to ensure compliance with airworthiness standards.

Takeaway: Transport category airplanes with 20 or more seats must comply with specific heat release and smoke density standards for interior materials.

Correct: Under 14 CFR Part 281, the Secretary of Transportation provides aviation insurance only when the operation is determined to be in the interest of national defense or the national economy and cannot be obtained on reasonable terms from commercial sources.

Incorrect: Relying on the requirement for a continuous airworthiness program is incorrect because maintenance programs are determined by the aircraft’s operating rules, not the insurance program eligibility. The strategy of requiring a specific amount of private secondary market coverage is not a regulatory condition for this federal program. Focusing only on a recent conformity inspection by a manufacturing inspector is a maintenance-related misconception that does not address the operational necessity requirements of the insurance program.

Takeaway: Eligibility for Part 281 insurance is based on the operation’s necessity to U.S. national interests and the unavailability of commercial coverage.

Correct: Under 14 CFR Part 251.4, every air taxi operator is required to provide a written notice to each passenger before they board the aircraft. This notice must clearly state the limits of liability for personal injury or death and for property damage. This regulation ensures that passengers are fully aware of the financial protections and liability limits in place before the flight commences.

Incorrect: The strategy of keeping records available only upon request fails to meet the proactive disclosure requirement mandated by federal regulations. Simply posting a sign at a gate or counter is insufficient because the law requires individual written notice to be provided to each passenger. Relying on a verbal briefing or manual entry is also inadequate as the regulation specifically demands a written format to ensure the passenger has a physical or digital record of the liability limits.

Takeaway: Air taxi operators must provide individual written notice of liability insurance limits to every passenger before boarding under 14 CFR Part 251.

Correct: Under 14 CFR Part 238, the Department of Transportation requires specific forms to evidence liability insurance. U.S. air carriers are mandated to use OST Form 6410, while foreign air carriers must use OST Form 6411 to certify that the required insurance is in effect.

Incorrect: Focusing only on the FAA as the filing recipient ignores the Department of Transportation’s primary role in managing air carrier insurance records. The approach of submitting full policy documents instead of standardized OST forms fails to meet the specific administrative formatting requirements of the regulation. Opting for a six-month update cycle misrepresents the standard requirement to maintain a valid certificate on file without a fixed semi-annual filing schedule.

Takeaway: U.S. and foreign air carriers use distinct OST forms to certify their liability insurance coverage to the Department of Transportation.

Correct: Under 14 CFR 61.31(f), no person may act as pilot in command of a high-performance airplane unless they have received and logged ground and flight training from an authorized instructor in a high-performance airplane and received a one-time endorsement in the pilot’s logbook. This training must ensure the pilot is proficient in the operation and systems of the airplane.

Correct: Under 14 CFR Part 13 and FAA enforcement policy, the Letter of Investigation (LOI) is the standard formal notification used to inform a certificate holder that they are under investigation. It outlines the specific facts of the case and provides the individual with a chance to present their version of events or provide mitigating information before the FAA decides on a final enforcement path.

Incorrect: The strategy of issuing a Notice of Proposed Certificate Action is incorrect because this document typically follows the investigation phase rather than initiating it. Opting for an emergency suspension is a measure reserved for immediate threats to aviation safety and is not the standard first step for a routine investigation into a past inspection. Choosing to file a complaint with the NTSB is a misunderstanding of the process, as the NTSB serves as an appellate body for certificate actions rather than the agency that conducts the initial investigation or issues civil penalties.

Takeaway: The Letter of Investigation is the primary formal notification used by the FAA to initiate an enforcement investigation against a certificate holder.

Correct: According to 14 CFR Part 286, the Secretary of Transportation may provide non-premium insurance if the operation is determined to be necessary for national defense or foreign policy and commercial insurance cannot be obtained on reasonable terms.

Incorrect: Relying solely on a clean enforcement record under Part 13 does not meet the statutory requirements for government-provided insurance coverage. Simply verifying registration and airworthiness certification under Part 47 is a standard requirement for all operations but does not trigger insurance eligibility. The strategy of providing a financial bond is a method of self-insurance that is distinct from the non-premium insurance program authorized by the Secretary.

Correct: 14 CFR Part 137 requires that aircraft used in agricultural operations be maintained in an airworthy condition. If the aircraft is in the restricted category, modifications must still be supported by approved data such as a Type Certificate, Supplemental Type Certificate, or FAA Form 337. The IA must verify that any alterations to the dispensing system or airframe comply with the approved data for that specific aircraft’s certification basis to ensure it remains in a condition for safe operation.

Incorrect: Relying solely on an owner’s logbook entry is insufficient because the IA is legally responsible for verifying that the aircraft meets its type design or a properly altered state. Simply conducting a field test for 50 hours does not constitute approved data for a permanent modification during an annual inspection. Opting to require a new standard category certificate is incorrect because agricultural aircraft often operate under restricted category certificates which allow for specific modifications that standard category aircraft might not permit.

Takeaway: IAs must verify that all modifications on agricultural aircraft comply with approved technical data regardless of the aircraft’s operational category.

Correct: According to 14 CFR Part 43, Appendix A, repairs to primary structural members like wing spars are classified as major repairs. These require FAA-approved data—such as a Supplemental Type Certificate (STC) or data from a Designated Engineering Representative (DER)—and must be documented on FAA Form 337 to meet return-to-service requirements.

Incorrect: Treating the restoration of a primary load-bearing structure as a minor repair is incorrect because Part 43 specifically identifies spar repairs as major. Relying on a field oversight inspection request is not a substitute for the required approved technical data and documentation. Categorizing structural repair as preventive maintenance is a violation of the regulations, as preventive maintenance is restricted to the specific list of simple tasks found in Part 43 Appendix A.

Takeaway: Major repairs to primary structures require FAA-approved data and the completion of Form 337 for a legal return to service.

Correct: The Secretary of Transportation has the authority to provide insurance or reinsurance when commercial insurance cannot be obtained on reasonable terms and conditions. This program supports operations that are necessary for the foreign policy or national security interests of the United States.

Incorrect: Restricting the availability of insurance only to Department of Defense charters in active combat zones is too narrow. The program covers a broader range of national interest operations. The strategy of linking eligibility to insurance cancellations caused by registration category changes is incorrect. This program is not intended to solve individual administrative insurance issues. Assuming that coverage is automatically granted to all certificated air carriers is a misconception. Operators must specifically apply and demonstrate the lack of available commercial coverage.

Correct: Under 14 CFR Part 205, air carriers are required to demonstrate financial responsibility for potential accidents by filing OST Form 6410 with the Department of Transportation. This form certifies that the carrier maintains the mandatory liability insurance coverage required to hold and exercise their operating authority.

Correct: Under 14 CFR 77.9, any construction or alteration that exceeds 200 feet above ground level at its site requires the proposer to notify the FAA. Section 77.7 requires this notice to be filed using FAA Form 7460-1 at least 45 days prior to the start of the project to allow for an aeronautical study.

Correct: Under 14 CFR Part 218, any wet lease from a foreign entity to a U.S. air carrier requires express approval from the Department of Transportation. This process ensures the lessor has sufficient insurance coverage and that the U.S. carrier retains operational control, preventing unauthorized foreign air transportation.

Correct: Under 14 CFR Part 193, the FAA Administrator may protect voluntarily submitted information from disclosure if they determine that the information is needed for safety or security, and that making the information public would discourage people from providing it in the future. This protection is designed to encourage the free flow of safety data that the FAA would not otherwise receive through mandatory reporting channels.

Incorrect: The strategy of limiting protection only to remediated violations is incorrect because Part 193 is intended to foster a broad reporting culture rather than just addressing specific enforcement actions. Focusing on mandatory reporting requirements like Airworthiness Directives is inaccurate because Part 193 specifically excludes information that is required to be submitted by statute or regulation. Relying solely on a proprietary marking or the Privacy Act is insufficient because the FAA must formally designate the specific type of information as protected based on its impact on safety and the likelihood of future voluntary submissions.

Takeaway: Part 193 protects voluntarily submitted safety data from disclosure when the FAA determines that public release would discourage future reporting.