Blow out static port

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).

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