Piper18O
Pre-takeoff checklist
My memory may be bad but it seems to me that if you go past the 2 year transponder check, you can still legally fly but you have to shut off the transponder. Is that correct?
As long as you're flying in airspace that doesn't require a transponder you should be good to go. Unless it's ADSB equipped, in which case shutting it off risks getting your certificate revoked...
You can't shut it off, and you can't leave it on.Yes, that is what I was referring to. I thought you used to have to shut the transponder off, but now, you can't shut it off if it is adsb equipped, even though the transponder check is past the 24 month check.
You can't shut it off, and you can't leave it on.
From strictly an FAR equipment perspective, in order to fly with an unserviceable/inoperative part it needs to be placarded and disabled per 91.213 to be legal. If your 91.411 checks are also past due then your flight can only be VFR. If your ADS-B relies on your xspndr to function properly then technically you would need to placard the ADS-B as well to remain under the existing guidance. To fly through xspndr/ADS-B required airspace you would need an ATC exemption for the xspndr and make an ADAPT request for the ADS-B deviation.... at least that is how it was explained to me the last time I inquired with the powers to be.you can still legally fly but you have to shut off the transponder. Is that correct?
From strictly an FAR equipment perspective, in order to fly with an unserviceable/inoperative part it needs to be placarded and disabled per 91.213 to be legal. If your 91.411 checks are also past due then your flight can only be VFR. If your ADS-B relies on your xspndr to function properly then technically you would need to placard the ADS-B as well to remain under the existing guidance. To fly through xspndr/ADS-B required airspace you would need an ATC exemption for the xspndr and make an ADAPT request for the ADS-B deviation.... at least that is how it was explained to me the last time I inquired with the powers to be.
My Transponder certification expired once and my home airport is under Class B airspace with no shop that can do the certification. I got a ferry permit from the FAA which permitted me to fly to a shop that could do the certification. I left the transponder on during the flight. If you wanted to turn the transponder off during the flight, you would need to notify ATC an hour or so before the flight. It was not that difficult to do.
I do the IFR check with the Transponder check and the plane has to be at the shop for them to do the tests. They compare encoder readings with the altimeter readings. Can't do that with just the transponder.Why couldn't your mechanic break out the allen wrench, pull the transponder, and log the change? That's a 2 minute job.
I do the IFR check with the Transponder check and the plane has to be at the shop for them to do the tests. They compare encoder readings with the altimeter readings. Can't do that with just the transponder.
Don't quite follow your point as it applies to the OP. And my reference to VFR was only to 91.411 not 413. But as to removing the xspndr when the ferry permit handled the flight, why go through the added work? If your intent was to beat the 215 requirement you forgot to remove the encoder as well. Or perhaps I'm missing something here?91.413 is pertinent here. It refers to 91.215 a. That’s all airspace and doesn’t differentiate between VFR and IFR. They don’t want you to be potentially broadcasting erroneous info, anywhere, anytime.
Don't quite follow your point as it applies to the OP. And my reference to VFR was only to 91.411 not 413. But as to removing the xspndr when the ferry permit handled the flight, why go through the added work? If your intent was to beat the 215 requirement you forgot to remove the encoder as well. Or perhaps I'm missing something here?
The ferry permit made it legal to fly. Flying the plane out of the DC-SFRA with no transponder and no encoder is possible with advance notice and approval from ATC, but makes it more difficult than my solution.The idea is for your mechanic to remove the Txp and make the log note, making the aircraft legal to fly (I think).
Then, you fly it to the avionics shop (assuming it is outside of Txp required airspace), reinstall the TXP, and have the shop do the transponder/static check.
Already have in with a stratus and ipad on another plane. Can't fly both at once.Adding a tailbeacon seems like just doing the least possible to meet the lowest bar. ADBS in is when you get the benefits of the expense.
The ferry permit made it legal to fly. Flying the plane out of the DC-SFRA with no transponder and no encoder is possible with advance notice and approval from ATC, but makes it more difficult than my solution.
I did this exact thing and dutifully made a log book entry that the local SL FSDO used to suspend my A&P. They even made up a word to violate me with. Reinstalling the transponder is a violation according to the SL FSDO. If you disconnect the connections to remove it is no longer in compliance. You may get away with it in a reasonable FSDO area, just don't try it in Utah.Why couldn't your mechanic break out the allen wrench, pull the transponder, and log the change? That's a 2 minute job.