David Paule
Well Known Member
I recently had my Cessna's transponder replaced with an L-3 Lynx 9000. I wanted to get it done now both because I was worried that the lead time would be too long as we got closer to 2020, and because I wanted to take advantage of the FAA's rebate. You can see the FAA's process here.
Once the installer gave me a date to do the work, I filled out the interactive checklist in Step 2. The FAA sent me a Rebate Reservation Code in an email. I saved it.
Then I took the plane to the shop and a week later, flew it home.
The next thing is to fly a test flight. The requirements are in the FAA's Advisory Circular AC 20-165B, which you can find and download. The description of what to do is on pages 43-45.
It wasn't that hard to plan the flight but I had to think about what I was going to do and what they were asking. When I realized that the climb and approach configurations didn't necessarily require actual climbing or descending, that helped. Still, some of the points were at different altitudes so some of that was included anyway. I changed the order of the test points to simplify the various configuration changes.
I made a test card from that and flew these points, adjusting some altitudes and speeds to suit the conditions. I wanted to stay below oxygen altitudes and had to lower my maximum speed due to turbulence, for example. That might not apply to you, but out here the ground is around 5,000 feet MSL.
After I got home, I went back to the FAA site and opened the 4th tab to fill out the interactive rebate request. Although the questions at first appeared intimidating, the site was actually quite helpful. It narrowed the options based on previous choices. The site seems well-designed; it's good to know that sometimes the FAA can get it right.
Within minutes, I got a confirmation that the flight test and the new equipment I'd had installed were satisfactory. The FAA emailed me an Incentive Code.
Using these and Step 5 on the FAA's site, I filed for the rebate. The next morning, an automatic email from the FAA had arrived, saying that I should expect the rebate in 4 to 6 weeks.
And that was it.
Dave
RV-3B skinning the fuselage now
Once the installer gave me a date to do the work, I filled out the interactive checklist in Step 2. The FAA sent me a Rebate Reservation Code in an email. I saved it.
Then I took the plane to the shop and a week later, flew it home.
The next thing is to fly a test flight. The requirements are in the FAA's Advisory Circular AC 20-165B, which you can find and download. The description of what to do is on pages 43-45.
It wasn't that hard to plan the flight but I had to think about what I was going to do and what they were asking. When I realized that the climb and approach configurations didn't necessarily require actual climbing or descending, that helped. Still, some of the points were at different altitudes so some of that was included anyway. I changed the order of the test points to simplify the various configuration changes.
I made a test card from that and flew these points, adjusting some altitudes and speeds to suit the conditions. I wanted to stay below oxygen altitudes and had to lower my maximum speed due to turbulence, for example. That might not apply to you, but out here the ground is around 5,000 feet MSL.
After I got home, I went back to the FAA site and opened the 4th tab to fill out the interactive rebate request. Although the questions at first appeared intimidating, the site was actually quite helpful. It narrowed the options based on previous choices. The site seems well-designed; it's good to know that sometimes the FAA can get it right.
Within minutes, I got a confirmation that the flight test and the new equipment I'd had installed were satisfactory. The FAA emailed me an Incentive Code.
Using these and Step 5 on the FAA's site, I filed for the rebate. The next morning, an automatic email from the FAA had arrived, saying that I should expect the rebate in 4 to 6 weeks.
And that was it.
Dave
RV-3B skinning the fuselage now