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#21
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"Kevin Chandler" wrote in message ...
One additional thing I thought of is..... Why do ground schools teach all of the rules of when you can test the ELT ( first 5 minutes of each hour ) if you are not authorized to test it? Anyone else find this curious? Kevin 'cuz that's what the aim says: 6-2-5: b. Testing. 1. ELT's should be tested in accordance with the manufacturer's instructions, preferably in a shielded or screened room or specially designed test container to prevent the broadcast of signals which could trigger a false alert. 2. When this cannot be done, aircraft operational testing is authorized as follows: (a) Analog 121.5/243 MHz ELT's should only be tested during the first 5 minutes after any hour. If operational tests must be made outside of this period, they should be coordinated with the nearest FAA Control Tower or FSS. Tests should be no longer than three audible sweeps. If the antenna is removable, a dummy load should be substituted during test procedures. (b) Digital 406 MHz ELT's should only be tested in accordance with the unit's manufacturer's instructions. (c) Airborne tests are not authorized. you can do this test, but this doesn't satisfy the requirement of 91.207(d), which includes a test of the "crash sensor". the ai must do this test (i think he drops it on the floor or something). anyway, that's my take, fwiw. g_a |
#22
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"Ron Natalie" wrote
You're making requirements that don't exist in the regulations. As for changing internal batteries in things not designed to be easily accessible, that is covered by the initial phrase in 43xA.c "Preventive maintenance is limited to the following work provided it does not involve complex assembly operations." Those distinctions always make me chuckle. One man's complex is another man's simple. (Kind of like the distinction they make between major and minor alterations). For instance I changed the internal battery in my NorthStar M2 GPS. Given my skills I did not find this particularly complex, although many would. (The battery was soldered into a board that couldn't be removed without also removing dozens of screws, cables, connectors, etc). Yet I still usually err on the side of caution. For example I would be perfectly legal changing my brake pads, but in my airplane I find this complex (given my skills - or lack thereof So I feel more comfortable relegating this task to my mechanic. ~Paul |
#23
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gross_arrow wrote: snip You do not have to drop it. I good swing of the unit in the correct direction will set it off. you can do this test, but this doesn't satisfy the requirement of 91.207(d), which includes a test of the "crash sensor". the ai must do this test (i think he drops it on the floor or something). anyway, that's my take, fwiw. g_a |
#24
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gross_arrow wrote: you can do this test, but this doesn't satisfy the requirement of 91.207(d), which includes a test of the "crash sensor". the ai must do this test (i think he drops it on the floor or something). Not mine. You move it rapidly in the direction in which it faces when in the airplane and stop it against some object. I just smack the thing against my other hand. George Patterson A man who carries a cat by the tail learns something that can be learned no other way. |
#25
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"G.R. Patterson III" wrote in message ...
gross_arrow wrote: you can do this test, but this doesn't satisfy the requirement of 91.207(d), which includes a test of the "crash sensor". the ai must do this test (i think he drops it on the floor or something). Not mine. You move it rapidly in the direction in which it faces when in the airplane and stop it against some object. I just smack the thing against my other hand. George Patterson A man who carries a cat by the tail learns something that can be learned no other way. i _knew_ i should have put the smiley in...... g_a |
#26
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Russell Kent wrote in :
Is the ELT ground tied to the plane's ground? :-) It is in my Piper Arrow. It uses the airplane's ground both for the antenna groundplane, and also as a return path for the remote switch. In fact, if you unhook the fuselage antenna from the ELT then the remote switch no longer works. [Questionable design, but that's the way it came from Piper.] ----------------------------------------------- James M. Knox TriSoft ph 512-385-0316 1109-A Shady Lane fax 512-366-4331 Austin, Tx 78721 ----------------------------------------------- |
#27
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"Ron Natalie" wrote in
: I'll argue two things here. First, for TSO-91c ELT's the instructions for the continued maintenance are spelled out specifically in the manual, including how to change the batteries. There's no requirement to do the G switch test (nor any overriding need to do so). That only has to be done every 12 months. Very true. More specifically, the ELT battery life limit has been around for many decades. The G-switch test requirement is what, 10 years old? However, even if such testing were required, I argue the the owner-pilot is still authorized to return it to service. After I replace my main aircraft battery you can be danged sure I'm going to test it before returning the aircraft to service. I think we all agree that you can clearly test the ELT (within the other limits set forth as to when and how such testing should be done). I would recommend it. Unfortunately, my reading (and this is purely my reading, nothing I have seen from the FAA) is that this testing does NOT replace the required yearly test of the ELT. That, it would appear, must be done by an A&P and or IA. You're making requirements that don't exist in the regulations. As for changing internal batteries in things not designed to be easily accessible, that is covered by the initial phrase in 43xA.c "Preventive maintenance is limited to the following work provided it does not involve complex assembly operations." Lots of the Part 43.13 regs have that "complex assembly" phrase. I have never seen a definitive statement on what that means. To my mother it should probably include changing batteries in a flashlight. But I replace surface mount components on multilayer PCB's all the time. Pulling the cover of my ELT (six screws) and one molex connector hardly constitutes "complex" in my book. I would love for the definition of complex assembly to be "assemblies involving tools and techniques not familiar to the operator" - but somehow that seems entirely too reasonable. Has anyone ever seen an FAA definition? ----------------------------------------------- James M. Knox TriSoft ph 512-385-0316 1109-A Shady Lane fax 512-366-4331 Austin, Tx 78721 ----------------------------------------------- |
#28
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You mean prior to the incident/accident? {;-) Jim "James M. Knox" shared these priceless pearls of wisdom: - -I would love for the definition of complex assembly to be "assemblies -involving tools and techniques not familiar to the operator" - but -somehow that seems entirely too reasonable. Has anyone ever seen an FAA -definition? Jim Weir (A&P/IA, CFI, & other good alphabet soup) VP Eng RST Pres. Cyberchapter EAA Tech. Counselor http://www.rst-engr.com |
#29
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Quote:
I am the former commander of the Air Force Coordination Center (AFRCC) and I now work for ACR Electronics. As already implied, you can't test the 406 MHz ELT at the top of the hour like the 121.5 without getting a call from the AFRCC. When I left active duty, a small group of us got together and came up with a testing site that allows you test the 406 ELT like you did with the 121.5 called 406Link.com. We recently launched a new website called 406Test.com which satisfies the requirement for initial and annual testing of the ELT. Plus, it doesn’t require any expensive ELT testing equipment. If you want to make sure the 406 MHz ELT is installed correctly and the ELT is transmitting to the satellites use www.406Test.com service. You receive a confirmation SMS text message when you perform a self test of an installed 406 ELT, seconds after you perform the test. By using the service you know (1) that the beacon is transmitting with enough power, (2) the antenna is working and properly installed and (3) the satellites have picked up the signal. Also, you don’t need a screen room because you do it onboard the aircraft. If you have any questions please contact me. |
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