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#12
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Yes. Sometimes its temping to write a one line answer, then you have to
remember that this is a newsgroup Of course its the recertifying that is important not the opening, but I think that is obvious. Yes, if you don't have an IFR cert for your plane its not important. Its been a very long time since I've run across a plane without a current IFR cert. All FBOs like to do instrument flying in their clubs planes, and us owners like to fly IFR. Now, if I still had my Aeronca, I might agree with you more. -Robert |
#13
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Jim, you know more than I do. I've owned airplanes for over 10 years
now and never knew there was a difference between an avionics shop and an "instrument repair facility". Anytime something is wrong in my panel I just call Nat at Airborne Electronics at SAC. I've always called him an avionics shop, perhaps he's really an "instrument repair facility". The appropriate reg has been quoted twice now on this thread so I won't requote it. -Robert, CFI |
#14
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Some large A&P shops will have one guy who is certified to work on
avionics ("instrument repair" according to RST). However, most shops use roving instrument guys who come by once or so a week. The certification necessary to work on avionics is different than the A&P certification. I have run into this with aircraft owner's that are working on their private tickets. Most don't realize that they need to have a transponder inspection every 24 months for VFR flying. An A&P cannot perform this test and most IA's don't mention this at annual because they don't consider it their business. -Robert |
#15
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OK, let's get this out in the open and done with.
Where is the regulation on what it means for an individual to be "certified" to work on avionics or "certified" to work on instruments? All the beer you can drink at Oshkosh (at one sitting) for the right answer. Jim "Robert M. Gary" wrote in message oups.com... Some large A&P shops will have one guy who is certified to work on avionics ("instrument repair" according to RST). |
#16
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RST Engineering wrote:
Where is the regulation on what it means for an individual to be "certified" to work on avionics or "certified" to work on instruments? The tech can be FAA certified as an "A" of the A&P, ie Airframe, the work signoff comes from the Repair Station itself who oversees/approves it... FAA Certified aviation repair stations: FAA Air Agency Certificate Instruments are divided into 4 Classes, 1 (Mechanical), 2 (Electrical), 3 (Gyroscopic), & 4 (Electronic) Accessory Class 2 = Electrical Accessory Class 3 = Electronic Radio Class 1: Communications Equipment Radio Class 2: Navigational Equipment There is also a Limited Airframe rating for the Repair Station. JAA has JAR Acceptance Certificates All the beer you can drink at Oshkosh (at one sitting) for the right answer. So the short answer is, there isn't one... Will it have a Root in it? |
#17
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I won't provide the correct answer because:
a) You couldn't afford 'All the beer I can drink' and b) If a correct answer exists, I have no idea what it is. Wait a minute! The correct answer is: "I don't know" "RST Engineering" wrote in message ... OK, let's get this out in the open and done with. Where is the regulation on what it means for an individual to be "certified" to work on avionics or "certified" to work on instruments? All the beer you can drink at Oshkosh (at one sitting) for the right answer. Jim "Robert M. Gary" wrote in message oups.com... Some large A&P shops will have one guy who is certified to work on avionics ("instrument repair" according to RST). |
#18
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Thanks for the info.
I will be careful when I try to blow out the static ports. Now I have to try something to prevent the larvea to block them. The pitot is just a piece of bended tube under the wing, no problem there. The ports are two small holes on both sides of the fuselage just behind the cockpit. To cover them and attach something to it that makes it clear that they are covered will become a challenge. -Kees |
#19
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In this case "certified" is a colloquial term meaning "authorized by
the FAA". An A&P (or even an A ) is not necessary. However, you do need to have specific radio training (even if you already have an A). The FSDO issues the authorizations to repair radios based on a demonstration of the required tools and manuals etc. The actual person doing the work may or may not hold an FAA repairman's certificate of any kind (although, in theory he could hold an A&P). Most people who are authorized to perform avionics work are so busy doing that, they have no reason to be A&Ps at the same time. The FAA generally refers to avionics guys as "avionics technicians". Here are some common FAA authorizations (as taken from a particular shop)... Radio Class I and II Limited Radio Various Transponders Various DMEs Limited Instrument King HSI Indicator KG525A King Attitude Indicator KG102A Autopilot - S-Tec Model 40, 50, and 60 Limited Airframe Radio and Instrument Install Return to Service authorization Limited Specialized Service Static System, Altimeter, and Transponder certifications Here are some references for you. http://www3.ccps.virginia.edu/career...aftMechs.shtml "In contrast to mechanics or repairmen, avionics technicians don't necessarily need FAA certification, although this will probably change once the FAA revises its certification process. Avionics technicians usually need other types of certifications from one or more of these associations: the National Association of Radio and Telecommunications Engineers, Inc., the International Society of Certified Electronics Technicians, or the Electronics Technicians Association. Avionics technicians who service transmitting equipment--radios or radar--must also hold a license from the Federal Communications Commission." http://www.faa.gov/avr/afs/mechanicbasic.cfm "Do I need any other certificate to work on avionics equipment? If you have an airframe certificate you don't need any other certificate, but you must be **properly trained and qualified** and have the proper tools and equipment. You can even work on avionics equipment without a certificate if you have avionics repair experience from the military or from working for avionics manufacturers and related industries." Most avionics guys have an FAA repairman certificate as well. Of course, certain items such as autopilots require "type certificates" in which the tech must prove to the FAA he has the specific tools to work on that make/model of autopilot he wants to work on before the FSDO issues the approval for that make/model of autopilot. -Robert |
#20
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Robert M. Gary wrote:
Legally, if you disconnect the lines they must be recertified by an avionics shop. Not even an A&P can disconnect static lines. Only if you intend to fly IFR. |
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