Unfortunately I’m based at a towered airport so it’s a $500 bill every 2 years…
Unfortunately I’m based at a towered airport so it’s a $500 bill every 2 years…
Unless you're very rich, DON'T EVER take an airplane in to a shop for IFR cert unless you're absolutely certain there are no leaks in the static or pitot system
+1 to the syringe method.
I test prior to the IFR cert. I have found that the technician always “discovers” leaks - sometimes, it is the test equipment and how well it seals. If you walk in knowing you meet specs, you can avoid an expensive hunt.
Unfortunately I’m based at a towered airport so it’s a $500 bill every 2 years…
Maybe all you guys that think we overcharge should open your own business, go get a repair station license from the FAA (which took over a year to get and a huge investment in time writing manuals & meetings along with annual audits from them), rent a facility to work out of, invest 30K plus in state of the art test equipment, spend another 1.5K every year for equipment certification then spend 2-3 hrs actually doing the work.
So, how much would be fair price for this service now?
Oh yea, and like our fearless leader Doug, trying to make a living at the same time in this 'hobby'.
that's the way it often is with things in general. The consumer doesn't see or understand the underlying costs, time, and stressors. It's hard to place value on something you don't see or know.
Unfortunately I’m based at a towered airport so it’s a $500 bill every 2 years…
I don’t think any reasonable person can complain too much about the cost of this service; rather, the real complaint is, outside of legal issues, ‘Is this service actually necessary for modern airplanes?’. I can recall (and they’re still out there) cavity tube based transponders that would routinely drift off frequency, mechanical encoders that could have parts stick or fail, etc. I’m sure this would be a bureaucratic nightmare, but I’d like to see longer inspection intervals for digital solid state transponders, same for altitude devices, etc. Or maybe even ‘repair as needed’ based on FAA radar surveillance data, etc.
Except in places like where I fly (North East Florida) where GPS jamming happens once in a while. Then your fancy-dancy GPS is worthless. Hence the GPS outage NOTAMS that exist.Some day the FAA will accept modern technology https://www.gps.gov/systems/gps/performance/accuracy/
and that procedure will disappear like the Mark 12.
It's also hard to value something when you have too much information. The internet lets us see what the rates are at many locations across the country all at the same time. Armed with only that information, it's hard to not want to pay the lowest price when it's available, even if that lowest price has local conditions that allow it to be lower that don't apply where you are.
Are pitot-static signoffs by qualified persons required everywhere?
I should know the answer........... but that was obviously one of my brain cells that recently committed suicide!
For static system checks, install a simple tap somewhere in the static system, tape off both static ports and use a small plastic syringe to (carefully) pull a vacuum on the altimeter at the tap. The max allowed leak rate is 100 ft/min. when the alt reads 1000' AGL. Pitot leakage checks are similar.
https://www.youtube.com/watch?v=DN-74HluxC0
Unless you're very rich, DON'T EVER take an airplane in to a shop for IFR cert unless you're absolutely certain there are no leaks in the static or pitot system
With experimental aircraft can the owner/Light Sport Repairman certificate holder legally perform this test (which I do each annual) and apply it to the 24 month IFR check? I have purchased a GPS175, plan to install in February, and thought I could perform this certification myself. The transponder check I knew would need to be done elsewhere but since I already perform this syringe method of static-pitot check it could be used.
Does the -175 tap into the static system? If no, not sure why it would be relevant?
Note to Claude from the English police: biannual = every 6 months; biennial = every 2 years.
Just going by the '24 month transponder/static/pitot check' rule for IFR. GPS175 is new to me and all IFR flight experience is in club/rental DA40s equipped with 430W and 530W. I understand that VOR checks will not be necessary (or possible) with GPS175 but assumed that information the unit receives from other avionics relies on static/pitot therefore the 24 month check would still be required. Is this not true?
The 24 month checks are there to confirm your altimetry meets a specification and that it is properly broadcast via the transponder. It has nothing to do with navigation equipment that may use that same info for other purposes.
So no, P-S check not required if you install a GPS unit.
Thanks! Liking my GPS175 decision even more!
You don't need an IFR GPS like the GPS 175 to fly IFR.
Not sure I understand this comment. To fly IFR mustn't the aircraft be properly equipped per 91.205(d)?
Not sure I understand this comment. To fly IFR mustn't the aircraft be properly equipped per 91.205(d)?
Yes, it must. The way I believe 91.205(d) is interpreted is that you can still file and fly IFR with just NAV equipment like VORs and ILS.
The reg says "navigation equipment suitable for the route to be flown..."
Regarding Walt's post;. "So no, P-S check not required if you install a GPS unit.",
I have been flying behind a pair of Skyviews for many years using my Apollo SL-30 Nav-Com as my IFR navigation source. I plan to add the GPS-175 gps navigator to my panel. Does this mean I can stop doing the ever increasing $$ of the pitot/static test every 2 years?
13. Altimetry Devices
(amended 2007/12/30)
(a) Altimeters and other Altimetry devices installed in aircraft operating under Instrument Flight Rules, or under visual flight rules in Class B and C Airspace or Class C and D Airspace that is designated as "Transponder Airspace" shall be calibrated at intervals not exceeding 24 months, to the parameters and tolerances outlined in Appendix B of Standard 571, or to equivalent standards acceptable to the Minister.
(amended 2007/12/30)
(b) For the purpose of this section, the term "altimetry devices" includes any air data computer, or other barometric device, providing a flight crew station, or an auto pilot, or automatic pressure altitude reporting system, or altitude alerting system with altitude data derived from static pressure.
(amended 2007/12/30)
14. Air Traffic Control (ATC) Transponders
ATC Transponders, including any associated altitude sensing reporting mechanisms, where installed, shall be tested every 24 months, in accordance with Appendix F of Chapter 571 of the Airworthiness Manual.
(amended 2000/12/01)
Unfortunately I’m based at a towered airport so it’s a $500 bill every 2 years…
That seems pretty high. I get my pitot static and transponder done for $350 every 2 years for IFR.