Blow out static port

You'll need to disconnect the instruments or they'll be damaged! Get
a bicycle pump and blow it out with that air pressure.

On 2 May 2005 01:01:30 -0700, wrote:

Hi group,

There are larve in my static ports again.
The problem is that I do not have compressed air to blow them out.
I was thinking about using CO2 cartridges like they use for emergency
tire repairs. Or maybe a bicycle pump will do the job.
My concern is the max pressure I can use before I damage something.
I know that I have to de-couple the static lines from the instruments.

I'm going to try to build something to block the ports.
The ports are about 1/8"dia. and 1/4" deep. A pin will do the job but
I'm afraid that even a small remove-before-flight flag will pull them
out in some wind.

-Kees.

Disconnect the lines! I had a pitot/static test done (that IFR test)
a couple years ago and the moron didn't understand how to do it (a
student learning under the direction of the A&P who was someplace
else) and cost me $3K to replace/repair and re-install everything.
And since I can't prove it, my loss.

As for keeping this from happening again...the classic tennis ball
solution -- slice it open about an inch, slip over the pitot tube.

I knew a guy that did this with his pitot system, and unfortunately
found out there was a junction somewhere difficult to get to in the
middle of his wing (that came disconnected when he tried to blow out the
pitot tube). There was much swearing.


Blanche wrote:
Disconnect the lines! I had a pitot/static test done (that IFR test)
a couple years ago and the moron didn't understand how to do it (a
student learning under the direction of the A&P who was someplace
else) and cost me $3K to replace/repair and re-install everything.
And since I can't prove it, my loss.

As for keeping this from happening again...the classic tennis ball
solution -- slice it open about an inch, slip over the pitot tube.

Legally, if you disconnect the lines they must be recertified by an
avionics shop. Not even an A&P can disconnect static lines.

Really? I'm not doubting that you found this provision somewhere, but I
don't recall it. Mind giving a chapter and verse?

And I think that if the provision exists, the "certification" (again,
chapter and verse) would be by an instrument repair facility, not an
avionics facility.

Jim



"Robert M. Gary" wrote in message
ps.com...
Legally, if you disconnect the lines they must be recertified by an
avionics shop. Not even an A&P can disconnect static lines.

On Mon, 2 May 2005 12:48:53 -0700, "RST Engineering"
wrote:

Really? I'm not doubting that you found this provision somewhere, but I
don't recall it. Mind giving a chapter and verse?

I would think that any A&P can open the system, but if they do and the
aircraft wants to fly IFR I think they'd be subject to shipping it
over to a proper facility to do an AST.

91.411(a)(2) - "Except for the use of system drain and alternate
static pressure valves, following any opening and closing of the
static pressure system, that system has been tested and inspected and
found to comply with paragraph (a), appendices E and F, of part 43 of
this chapter; ..."

43(e)(1) "Test by an appropriately rated repair facility in
accordance with the following subparagraphs." does seem to support
that it has to be a repair station, but what's the practical
difference between an avionics shop and repair station?

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

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).

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?

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).