Required Aircraft Documents: The ARROW Checklist, What "Airworthy" Means, and What's NOT Required Aboard
- Nathan Hodell
- Dec 17, 2025
- 12 min read
Updated: 12 hours ago
Before an aircraft can legally fly, certain documents have to be on board — and knowing exactly which ones, why each matters, and what makes an aircraft "airworthy" is fundamental knowledge every pilot is expected to have cold. It's also a guaranteed ramp-check and checkride topic. The classic memory aid is ARROW, but the details behind it trip up a lot of pilots: what "airworthy" actually requires, why a standard airworthiness certificate never expires, what the "O" really covers, and — a common trap — which documents are NOT required to be in the airplane at all.
This post covers the required aircraft documents in practical depth: the ARROW acronym mapped correctly, the data plate as a separate identification requirement, what makes an aircraft airworthy (certificate plus condition plus inspections), what the operating limitations actually include, the radio license nuance, and the documents people wrongly think must be aboard.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
The ARROW Acronym
The memory aid pilots use for the documents required on board is ARROW:
A — Airworthiness Certificate
R — Registration Certificate
R — Radio Station License (for international operations)
O — Operating Limitations (POH/AFM, placards, markings, and supplements)
W — Weight and Balance data
The regulatory basis:
These requirements come from the federal aviation regulations (14 CFR)
The specifics are in regulations like 91.9 (operating limitations) and 91.203 (airworthiness and registration certificates aboard)
Each item must be present, current, and legible
ARROW is the way pilots remember the set
A note on the acronym:
ARROW covers the paperwork required aboard
The aircraft data plate (a permanent identification item) is also required but isn't part of the acronym
We'll cover the data plate separately below
Learn ARROW first, then remember the data plate as an additional identification requirement
A — Airworthiness Certificate
The airworthiness certificate is issued by the FAA and certifies the aircraft is of a type approved for flight and in a condition for safe operation.
Where it's kept:
Must be displayed in the aircraft where it's legible to passengers or crew
Usually near the cabin entrance or in the cockpit
It must be visible (unlike some documents that just need to be aboard)
This "displayed" requirement is specific to the airworthiness certificate
The two types of airworthiness certificates:
Standard airworthiness certificate:
For normal, utility, acrobatic, commuter, and transport category aircraft
Printed on white paper
The typical certificate for most aircraft
Does NOT expire on its own
Special airworthiness certificate:
For experimental, light-sport, restricted, limited, and provisional aircraft
Printed on pink paper
Has specific operating limitations
May have expiration or renewal conditions
Why a standard certificate doesn't "expire":
A standard airworthiness certificate remains valid indefinitely
BUT only as long as the aircraft is maintained and inspected per the regulations
The certificate's validity is CONDITIONAL on airworthiness being maintained
Let the required inspections lapse, and the aircraft is no longer airworthy (even though the certificate paper is still there)
Why it matters:
Without a valid airworthiness certificate, the aircraft cannot be legally flown
Regardless of how well it performs mechanically
The certificate is the FAA's statement that the aircraft type is approved and (with maintenance) safe
It's the foundation of legal flight
What "Airworthy" Actually Means
The airworthiness certificate leads to a concept pilots must understand: what makes an aircraft airworthy.
The two-part definition: An aircraft is airworthy when:
It conforms to its type certificate (and any supplemental type certificates and airworthiness directives) — it's in its approved configuration
It's in a condition for safe operation — the actual mechanical/physical condition
Both parts are required:
Conformity: the aircraft matches its approved design (no unapproved modifications, all ADs complied with)
Condition: the aircraft is mechanically safe (wear, damage, function)
Both must be true for the aircraft to be airworthy
The certificate alone doesn't make it airworthy — the condition and inspections do
The pilot's responsibility:
The pilot in command is responsible for determining the aircraft is airworthy before flight (91.7)
This includes the required documents AND the inspection status AND the aircraft's condition
The pilot must discontinue the flight if the aircraft becomes unairworthy
Airworthiness is a preflight determination, not just paperwork
The inspections that keep it airworthy:
Annual inspection: every 12 calendar months (all aircraft)
100-hour inspection: every 100 hours if operated for hire or flight instruction for hire
Transponder: every 24 calendar months (91.413)
Pitot-static system: every 24 calendar months for IFR (91.411)
ELT: inspected every 12 calendar months; battery replacement per regulation
Airworthiness Directives (ADs): complied with as required
The memory aid for inspections — AV1ATE (or similar):
A — Annual (12 calendar months)
V — VOR check (30 days, for IFR)
1 — 100-hour (if for hire)
A — Altimeter/pitot-static (24 calendar months, IFR)
T — Transponder (24 calendar months)
E — ELT (12 calendar months)
Documents make it legal to fly; inspections keep it airworthy
R — Registration Certificate
The registration certificate proves the aircraft is legally registered with the FAA.
What it shows:
The aircraft registration number (the N-number / tail number)
The registered owner
The make, model, and serial number
Where it's kept:
Must be aboard the aircraft
Doesn't have to be "displayed" like the airworthiness certificate, just present
Available for inspection
The expiration point:
Aircraft registration must be renewed (currently every 7 years under the FAA's system, though the renewal period has changed over time)
An expired registration means the aircraft is not legally registered
A temporary registration is issued during certain transfers
Keep the registration current
Why it matters:
Like a car's registration, it ties the aircraft to its legal owner
An aircraft without valid registration is not authorized for flight
The registration connects the aircraft to the FAA's records
Required aboard for every flight
R — Radio Station License (International Only)
The radio station license authorizes the aircraft's radio transmitting equipment — but the requirement is narrower than many pilots think.
When it's required:
For INTERNATIONAL operations (flights outside the United States)
Issued by the FCC (not the FAA)
Required when operating internationally
NOT required for purely domestic U.S. flights
The domestic exception:
For flights within the United States, an aircraft radio station license is NOT required
The FCC eliminated the domestic aircraft radio license requirement
Domestic flights operate radios without the license
This is why the "R" is often noted as "international only"
The aircraft vs. operator license:
The aircraft radio station license (for the aircraft's radios) — international
A restricted radiotelephone operator permit (for the operator) — also for international
Both relate to international operations
Domestic flights need neither
Why it matters:
For international flights, the license ensures compliance with international radio regulations
Crossing borders requires it
For domestic-only pilots, it's not a factor
Know it's required if you'll fly internationally
O — Operating Limitations (More Than Just the POH)
The "O" is broader than most pilots realize — it's not just the POH, but all the operating limitations, and they come in several forms.
What "Operating Limitations" includes:
The POH/AFM (Pilot's Operating Handbook / Aircraft Flight Manual)
Placards and markings in the cockpit (airspeed limits, weight limits, etc.)
Instrument markings (the airspeed indicator arcs, redlines, etc.)
AFM supplements (for installed equipment/STCs)
Any combination of these that conveys the operating limitations
The POH/AFM:
Contains manufacturer-approved procedures, performance, and limitations
Normal and emergency procedures
Performance charts
Aircraft limitations (weights, speeds, load factors)
The authoritative source for how the aircraft must be flown
Placards and markings:
Physical placards in the aircraft convey limitations
Airspeed indicator markings (arcs and redlines)
Weight and CG placards
These ARE operating limitations (part of the "O")
Why placards count:
For older aircraft without a full AFM, the placards and markings ARE the operating limitations
The regulation (91.9) requires operating limitations to be available, which placards partly satisfy
The "O" isn't only a book — it's the whole set of limitations
Missing or illegible placards can be an airworthiness issue
AFM supplements:
When equipment is added (via STC), a supplement is added to the AFM
These supplements are part of the operating limitations
They must be aboard if applicable
Installed avionics often come with flight manual supplements
Why it matters:
Pilots are legally required to comply with the operating limitations
The limitations come from the POH/AFM, placards, and markings together
All must be present and legible
The "O" is the complete set of how the aircraft must be operated
W — Weight and Balance Data
The weight and balance data shows the aircraft's empty weight, CG, and loading limits.
What it includes:
The aircraft's empty weight and empty-weight CG
The approved CG limits (the envelope)
Equipment list
Enough information to compute the loaded weight and CG
The current weight and balance:
Must reflect the aircraft's CURRENT equipment configuration
When equipment is added or removed, the weight and balance is revised
The current data (not just the original) must be aboard
An outdated weight and balance (not reflecting modifications) is a problem
Where it's kept:
Aboard the aircraft
Often in the POH or as a separate document
Available for computing each flight's loading
Must be the current revision
Why it matters:
Improper weight and balance seriously affects performance and controllability
Loading outside the CG envelope can make the aircraft unstable or uncontrollable
The data lets the pilot verify safe loading for each flight
An out-of-CG aircraft is dangerous (as covered in stability discussions)
The Data Plate: A Separate Requirement
Beyond ARROW, the aircraft identification data plate is required — but it's a permanent fixture, not paperwork.
What it is:
A fireproof metal plate permanently affixed to the aircraft
Typically near the tail or on the fuselage
Contains the aircraft's identifying information
Cannot be removed (unlike paper documents)
What it includes:
Aircraft manufacturer (builder)
Model designation
Serial number
Sometimes additional information
Why it's required:
It permanently identifies the aircraft
Ties the physical airframe to its records
Used for maintenance, registration, and regulatory compliance
A permanent, tamper-resistant identification
Why it's separate from ARROW:
ARROW covers the documents/paperwork required aboard
The data plate is a permanent identification fixture
Both are required, but the data plate isn't "carried" — it's attached
Remember it as an additional identification requirement
What Is NOT Required to Be Aboard
A common trap — and frequent checkride question — is what does NOT need to be in the aircraft. Knowing this is as important as knowing what does.
Maintenance records / logbooks:
The aircraft and engine maintenance logbooks are NOT required to be aboard
They're kept by the owner/operator (usually NOT in the airplane)
Carrying them risks losing the only records
The inspection status must be current, but the logbooks stay on the ground
(An exception: certain records may be needed for specific ferry or special operations)
Why logbooks stay on the ground:
The logbooks are the permanent maintenance history
Losing them (theft, fire, crash) would be a major problem
Only the CURRENT inspection status matters for the flight (verifiable before departure)
The records themselves stay safe with the owner
Proof of inspections:
The inspections must be current (annual, 100-hour, etc.)
But the PROOF is in the logbooks (on the ground)
The pilot verifies the inspection status before flight
The logbook entries don't ride along
The pilot's certificate and medical (personal documents):
These are required for the PILOT (personal documents), not "aircraft documents"
The pilot carries their certificate, medical, and photo ID
These are separate from the aircraft's ARROW documents
Don't confuse pilot documents with aircraft documents
The distinction that matters:
Aircraft documents (ARROW + data plate): required ABOARD the aircraft
Maintenance logbooks: required to be CURRENT, kept on the ground
Pilot documents (certificate, medical, ID): carried by the pilot
Knowing what stays on the ground is key
Consequences of Missing Documents
Why having the correct documents matters practically.
Legal consequences:
Flying without required documents violates the regulations
Can result in enforcement action (certificate suspension, fines)
The aircraft may be grounded
A ramp check that finds missing documents is a problem
The ramp check:
FAA inspectors can conduct ramp checks
They verify the required documents (ARROW), airworthiness, and pilot credentials
Missing or expired documents are violations
Having everything current makes a ramp check smooth
The airworthiness connection:
Missing documents can mean the aircraft isn't legal to fly
Expired registration, missing airworthiness certificate, etc.
Even a mechanically perfect aircraft is grounded without the paperwork
Documents are part of legal airworthiness
The professional standard:
Checking documents is part of a thorough preflight
Professional pilots verify the documents are present and current
It's a habit that prevents problems
Part of being a responsible pilot
The Preflight Document Check
How to actually verify the documents before flight.
The routine:
Verify all ARROW documents are present
Check the airworthiness certificate is displayed and legible
Confirm the registration is current (not expired)
Verify the POH/AFM and weight and balance are aboard and current
Check placards and markings are legible
Verifying airworthiness (inspections):
Confirm the annual is current (12 calendar months)
Confirm the 100-hour if operating for hire
Check transponder, pitot-static (if IFR), ELT
These are verified via the logbooks (before flight) — remember the logbooks stay on the ground, so check them during preflight planning or at the hangar
The legibility requirement:
Documents must be legible (readable)
Faded or damaged documents can be a problem
Ensure everything is readable
Replace illegible documents
Making it a habit:
A quick document check before flight
Part of the standard preflight
Prevents ramp-check issues and ensures legality
Professional discipline
Common Misconceptions
"The maintenance logbooks must be in the airplane."
No — the logbooks stay with the owner (on the ground). Only the inspection STATUS must be current, verified before flight. Carrying the logbooks risks losing them.
"ARROW includes the data plate."
The data plate is required but isn't part of the ARROW acronym. ARROW is the paperwork; the data plate is a permanent identification fixture.
"A standard airworthiness certificate expires."
It doesn't expire on its own — it remains valid as long as the aircraft is maintained and inspected. Let inspections lapse and the aircraft is unairworthy, but the certificate itself doesn't have an expiration date.
"The 'O' is just the POH."
The operating limitations include the POH/AFM, placards, instrument markings, and AFM supplements — all together.
"Every aircraft needs a radio station license."
Only for international operations. Domestic U.S. flights don't require an aircraft radio station license.
"The pilot's certificate is an aircraft document."
No — the pilot's certificate and medical are personal documents carried by the pilot, separate from the aircraft's ARROW documents.
Final Thoughts
Having the correct documents on board isn't just regulatory box-checking — it's about safety, accountability, and professionalism. The ARROW acronym captures the paperwork required aboard: Airworthiness certificate, Registration, Radio license (international), Operating limitations, and Weight and balance. Add the permanently affixed data plate, and remember that the maintenance logbooks stay on the ground while their inspection status must be current.
Understanding what "airworthy" means — conforming to the type design AND in a condition for safe operation, kept current by the required inspections — is the deeper knowledge behind the documents. A quick, disciplined document check before every flight ensures a smooth ramp inspection, avoids delays, and supports safe, legal flight operations.
On the Written Test and Checkride
Required documents appear consistently on tests and checkride orals (and a document check is part of the practical). The most commonly tested topics:
The ARROW acronym and what each letter is
What makes an aircraft airworthy
The required inspections (annual, 100-hour, transponder, pitot-static, ELT)
What's NOT required aboard (maintenance logbooks)
Standard vs. special airworthiness certificates
The radio license (international only)
Quick Reference
ARROW (documents required aboard):
A — Airworthiness Certificate (displayed)
R — Registration Certificate
R — Radio Station License (international only)
O — Operating Limitations (POH/AFM, placards, markings, supplements)
W — Weight and Balance data (current)
Plus: Data Plate
Permanently affixed metal plate
Manufacturer, model, serial number
Required but not part of ARROW
Airworthiness Certificate:
Standard (white): normal/utility/acrobatic/etc., doesn't expire on its own
Special (pink): experimental/LSA/restricted, may have limitations
Valid only while maintenance/inspections are current
Must be DISPLAYED (legible to occupants)
What "Airworthy" Means:
Conforms to type certificate (+ ADs, STCs)
AND in condition for safe operation
Both required
PIC determines airworthiness before flight (91.7)
Required Inspections (AV1ATE):
A — Annual (12 calendar months)
V — VOR (30 days, IFR)
1 — 100-hour (if for hire)
A — Altimeter/pitot-static (24 months, IFR)
T — Transponder (24 months)
E — ELT (12 months)
Registration:
Tail number and owner
Aboard (not displayed)
Renewed periodically (currently 7 years)
Radio License:
International operations only (FCC)
NOT required domestically
Operating Limitations ("O"):
POH/AFM
Placards and markings
Instrument markings (arcs, redlines)
AFM supplements (STCs)
Weight and Balance:
Current empty weight and CG
CG limits (envelope)
Must reflect current equipment
NOT Required Aboard:
Maintenance logbooks (kept on the ground; status must be current)
Proof of inspections (in logbooks, verified before flight)
Pilot's certificate/medical (personal documents, carried by pilot — not "aircraft documents")
Key Principle:
ARROW is the paperwork required aboard — Airworthiness certificate, Registration, Radio license (international), Operating limitations, and Weight and balance — plus the permanently affixed data plate. An aircraft is airworthy when it conforms to its type design AND is in safe condition, kept current by the required inspections. The maintenance logbooks are NOT required aboard (they stay on the ground); only their current status matters.
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Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.