IFR REQUIREMENTS

[VETE76]

what, if any, avionics has to be TSO for IFR cert. in my
RV7?

[Smilin' Jack]

You asked a good question concerning TSO, Beside the pitot static system check required. I am not sure that any of the equipment has to be TSO'd except the transponder. Or that you are not flying in RVSM airspace.

I'll do some research but the only thing I have seen so far is like I am considering a Skyview package, TSO Transponder Mode S Garmin, GPS in the Skyview package and I would need a backup EFIS display or artifical Horizon,
and a DG, Turn Cordinator, and a mag compass or vertical compass. But if I am anticipating on shooting approaches I have to have a VOR or LOC or some other method of shooting an approach incase the GPS quits or is taken down by the FED's. So then that requires a VOR receiver and head.
All your standard lights are needed too.
I am not even sure about the transponder having to be TSO'd. I am sure there are some avionics guys out there with the answer.

Smilin' Jack

[Brantel]

Strictly talking GPS, NAV and Xponder here:

It is my understanding that nothing has to be TSO'd in your experimental airplane to fly IFR but there are rules about how certain things must meet the TSO standards for their intended purpose. The problem is there is nothing that meets the TSO standards on the market that is not TSO'd....

They got us by the nads....until someone capitalizes on the market available to non-TSO'd navigation sources that meet the standards. It will be a good day for us when someone does this!

[apkp777]

Just looking over the AIM. Ch 1-18-19, to use a GPS for IFR, it "must be approved" I.A.W. T.S.O. C-129. and that the installation be done I.A.W. AC 20-130A.

According to FAR 91.215 Transponders must "meet the performance and environmental requirements" of TSO C74b,c or c112.

[s24789]

Install at least a vor and transponder. The vor is so you meet the legal rules for IFR. The government knows that everyone flies by GPS legal or not. One thing to watch out for though is interference with GPS signals from of emmisions. In the Tampa area it is very frequent to lose GPS reception.

[Bob Axsom]

Originally Posted by s24789

Install at least a vor and transponder. The vor is so you meet the legal rules for IFR. The government knows that everyone flies by GPS legal or not. One thing to watch out for though is interference with GPS signals from of emmisions. In the Tampa area it is very frequent to lose GPS reception.

I have two NAV radios and VOR/LOC/GS instruments with flip-flop frequency capability and all my instrument approaches are flown using those instruments.

Bob Axsom

[craigvince]

None of your equipment is required to be TSO'd.

The transponder must have been manufactured to TSO standards, but doesn't need to have an actual TSO. So, if Dynon says their transponder meets the same requirements as a TSO'd transponder, you can legally fly IFR with it.

There is no requirement to have any specific navigation equipment, as long as the equipment you're using is appropriate for the type of navigation you intend to use. In other words, you could theoretically fly IFR using only a Garmin 420 GPS/Com, for example. No VOR, DME, ADF, etc is required. The previous language in the FAR stating something about "ground based navigation" has been removed to allow GPS as a primary and sole source of navigation.

Remember, we're talking legally here. I'm not suggesting that you should do so. You're the one flying the bird. You decide how much IFR you're willing to fly with as little or much equipment as you have. Personally, I'd want either two separate nav/vor receivers with indicators, or a GPS plus one alternative.

[Walt]

Originally Posted by craigvince

None of your equipment is required to be TSO'd.

The transponder must have been manufactured to TSO standards, but doesn't need to have an actual TSO. So, if Dynon says their transponder meets the same requirements as a TSO'd transponder, you can legally fly IFR with it.

This may be technically correct, however, I doubt you will find anyone to certify your non TSO'd transponder as required by 91.413 (24 month checks). Without the TSO shops are unable to determine if a unit actually meets the TSO.

[Bob Axsom]

Every even numbered year in November I taxi over to Wings Avionics and get my static system, transponder and encoder checked and every month I cross check the two NAV systems with a common antenna against each other reading the racial from the DAK VOR on the ground (135 deg on both yesterday). The transponder is a Terra and it has such a powerful output they have to account for it in the equipment used by them.

Your operating limitations will say something about not being able to fly in IMC until equipment meeting the requirements of some FAA document are complied with. You comply with those requirements and get it documented in the aircraft logs, etc. I believe you are in compliance with the requirements but I do not claim to be an authority on it - I'm just a instrument rated private pilot aircraft builder with a repairman certificate and that's how I do it.

Bob Axsom

[Flying Scotsman]

Originally Posted by Walt

This may be technically correct, however, I doubt you will find anyone to certify your non TSO'd transponder as required by 91.413 (24 month checks). Without the TSO shops are unable to determine if a unit actually meets the TSO.

91.413 says that the transponder has to be inspected every 24 months and found to comply with Appendices E and F of Part 43. Going there, I didn't see anything about the TSO at all, but rather a whole series of "Verify that ________". I could have missed the reference to the TSO, of course.

(a) No persons may use an ATC transponder that is specified in 91.215(a), 121.345(c), or Sec. 135.143(c) of this chapter unless, within the preceding 24 calendar months, the ATC transponder has been tested and inspected and found to comply with Appendix F of part 43 of this chapter; and

(b) Following any installation or maintenance on an ATC transponder where data correspondence error could be introduced, the integrated system has been tested, inspected, and found to comply with paragraph (c), Appendix E, of part 43 of this chapter.

and then, e.g., Appendix F starts like this

The ATC transponder tests required by Sec. 91.413 of this chapter may be conducted using a bench check or portable test equipment and must meet the requirements prescribed in paragraphs (a) through (j) of this appendix. If portable test equipment with appropriate coupling to the aircraft antenna system is used, operate the test equipment for ATCRBS transponders at a nominal rate of 235 interrogations per second to avoid possible ATCRBS interference. Operate the test equipment at a nominal rate of 50 Mode S interrogations per second for Mode S. An additional 3 dB loss is allowed to compensate for antenna coupling errors during receiver sensitivity measurements conducted in accordance with paragraph (c)(1) when using portable test equipment.
(a) Radio Reply Frequency:
(1) For all classes of ATCRBS transponders, interrogate the transponder and verify that the reply frequency is 1090?3 Megahertz (MHz).

and has a laundry list of things to verify.