You may need to supply aircraft’s registration certificate. Make sure N-number on certificate matches N-number on aircraft. Also, if you are operating with a temporary certificate, remember that it is only valid for 120 days. The aircraft’s airworthiness certificate will likely be inspected as well. Here again, make sure N-number on certificate matches N-number on aircraft data plate.

Additional aircraft documents that are fair game during a ramp check include operator/flight manual, or operating limitations if aircraft is a homebuilt aircraft, and aircraft’s weight and balance information. For certificated aircraft, weight and balance information should be in manual. For homebuilt aircraft, this information will be contained in aircraft’s operating limitations.

Charts

Since a pilot is required to be familiar with all available information for each flight, an inspector may also ask to see aeronautical charts you intend to use on your flight. Make sure charts you have in aircraft or your flight bag are current and appropriate to your flight. This seems like a "no-brainer", but you would be surprised how many pilots are flying with sectional charts that are several years old or instrument approach plates that are more than 56 days old. From a compliance perspective and, more importantly, from a safety perspective, use current and appropriate charts.

Interacting With The Inspector

During course of ramp check, you can also take initiative and ask inspector questions. Ask inspector why he or she suspects you and what information inspector has that leads to his or her suspicion. You can also ask inspector which FAR's you are suspected of violating.

If answers to these questions indicates that a simple misunderstanding is present, you can certainly try to clarify situation for inspector. However, if it appears that inspector’s issues are more than a simple misunderstanding or if you do not receive adequate responses to your questions, do not volunteer any information to inspector. Remain polite and respectful, but don’t give inspector any more information than is required.

Do not try to argue with inspector. Very rarely will you win an argument with inspector. On contrary, an argument with inspector will usually get you in deeper trouble. You will either provide inspector with information that helps inspector make his or her case against you or you will exhibit a “poor compliance attitude”, or both. Don’t do it. Discretion and respect will serve you better.

Most pilots will never find themselves in a ramp check, due to minimal manpower FAA has available for ramp checks. However, if you find yourself in a ramp check, it is survivable. Hopefully this information, along with right attitude, will get you through it. As always, fly safe and fly smart.

At first glance, these statutes seem to be very broad and all encompassing. However, definitions of “air transportation” and “intrastate air transportation” as defined in 49 USC §40102 limit applicability of these statutes to air carriers. What is an air carrier? It is an individual or business who provides transportation for hire either between two states or within one state using a turbojet aircraft with more than 30 seats. Practically speaking, these definitions limit applicability of this statute to airlines and charter operators who are either flying between states or operating larger, turbojet aircraft.

U.S. Statute 49 CFR §1550.7 is a more specific “catch-all” that applies to aircraft weighing more than 12,500 pounds and where aircraft’s operation is not otherwise subject to statutes and regulations addressed above. This regulation requires that an operator “must conduct a search of aircraft before departure and screen passengers, crewmembers, and other persons and their accessible property (carry-on items) before boarding”, regardless of whether boarding and loading occurs from a sterile area.

Another regulation that affects your ability to carry a firearm on a flight operated by a charter operator is 14 CFR §135.119. Under this regulation “no person may, while on board an aircraft being operated by a certificate holder, carry on or about that person a deadly or dangerous weapon, either concealed or unconcealed. Section 135.119 does not apply to LEO’s or to “Crewmembers and other persons authorized by certificate holder to carry arms”. Thus, although this regulation appears to limit possession of firearms, if charter operator grants you permission, either directly or within its operations specifications, you would be exempt from this regulation and able to carry firearms subject to any other applicable statutes or regulations.

Finally, if you are flying in a private aircraft that is not being operated by a common carrier from one state to another, and no other statutes apply to your flight, you will still be subject to 18 USC §926A regarding interstate transportation of firearms which states that “any person who is not otherwise prohibited by this chapter from transporting, shipping, or receiving a firearm shall be entitled to transport a firearm for any lawful purpose from any place where he may lawfully possess and carry such firearm to any other place where he may lawfully possess and carry such firearm if, during such transportation firearm is unloaded, and neither firearm nor any ammunition being transported is readily accessible or is directly accessible from passenger compartment of such transporting vehicle”.

This statute allows you to transport firearms between states subject to statute’s conditions: that you can lawfully possess firearm at your points of departure and arrival, and firearm is unloaded and inaccessible during trip. However, what if you are a CCW permit holder and you want to carry concealed between states? Well, fortunately 18 USC §927 states that Section 926A does not pre-empt applicable state law. Thus, if you can lawfully carry a concealed weapon in state in which you board aircraft and in state in which you land, you are not subject to unloaded and inaccessible restrictions of Section 926A.

For operations of private aircraft within one state, you will only be subject to laws of state within which you are operating. You will need to review your state’s statutes to determine whether they impose any restrictions on possession of firearms within non-sterile areas of airports. You will also need to be familiar with airports you will be visiting to determine whether each airport has any restrictions (e.g. posting to prohibit concealed carry etc.).

Conclusion

What does all this mean? Well, for majority of people traveling on commercial aircraft, ability to transport firearms on aircraft is severely restricted. In almost all cases, unless you are flying in a private aircraft, carrying firearms with you on an aircraft, either on your person or in your carry-on luggage, is prohibited.

You may still bring firearms and ammunition with you on a flight, but they will need to be unloaded and contained in a locked case within your checked luggage in compliance with your airline or aircraft operator’s policies. Your best bet is to check with your airline or aircraft operator ahead of time to make sure you know and can comply with their policies for transporting firearms. With a little planning and preparation, it can be done.

If you are flying on a charter aircraft that weighs less than 12,500 pounds, you can only carry firearms with operator’s permission and as long as you can lawfully do so at both your departure and arrival airports.

For those of you who fly in private aircraft and carry firearms with you, knowing areas at an airport within which you can and cannot possess a firearm will help you avoid accepting a clearance or taxiing to an area within which possession of firearms is prohibited. So long as you remain outside of airport sterile areas, your possession of firearms will only be subject to laws of state in which you are flying.

As always, fly safe and, especially if you are carrying firearms, fly smart.