A transponder is required above 10K whether you're talking to ATC or not. In addition, I doubt that you'll get ATC to provide flight following to a non-transponder aircraft.
Yes, of course. JOOC in your experience does ATC generally authorize that for piston powered FLIBs in the flatlands or do they/you just tell the requester to stay below 10,000 MSL if the airplane is already down there.
(i.e. following the roads) down lower.
JOOC, how literal is that 2500 AGL limit. I've always taken AGL boundaries to be relative to the sector MSA (minus the 1000/2000 offset). Doesn't make sense that you'd be in violation of the hemispheric altitude rule by flying westbound at 9000 MSL while crossing a series of small ridges and valleys where the terrain altitude varied from 5000 to 7000 MSL and I'd think the same reasoning would apply to the 10,000 MSL transponder requirement. Then again the FAA has proven that common sense is not a requirement for rule interpretation.
Never seen it legally tested.
Contact tower before you enter the Class C airspace, and tell them you are landing to get the transponder repaired, should be no problem, they know there is a repair station on the field, and probably do this 5 times a week.
How would YOU interpret it. Let's say you've got a transponderless airplane and you want to fly through an area of the northern Rockies with undulating terrain that varies between 8000 and 12,000 MSL crossing no stretch lower than 9500 for more than 5 miles. Would you feel legal flying at 13,000 MSL the whole way (day CAVU light winds etc. and you're using oxygen)?
That may work. It also may not. While the reg says you can make the request "at any time," the reg does not guarantee your request will be granted "at any time." Phone ahead in case there are restrictions unless you're willing to orbit outside until they're ready to take you.
Probably. ATC won't have any IFR traffic below 14,000 in that area (2000 above the highest obstruction, etc), so there won't be any conflicts with IFR traffic. I doubt anyone would notice. Might also check the L-charts to see what the MEA's are there, and stay below them if they're lower, although if I'm in brown space, I wouldn't worry at all.
Oh, humbug. ATC has their own issue, and if they're busy at that time, the repair stations concerns will not be ATC's concerns.
OK, folks, if you go to PAE, take Tom's advice. Anywhere else, please listen to mine.
The people with whom you actually need to speak are in the TRACON downstairs, but the tower should be able to transfer the call or give you the correct number.
Since the aircraft is still airworthy for VFR flight, there is no need for a ferry permit or your mechanic's "authorization" for a VFR flight to the avionics shop unless there are other issues besides an expired altimeter/static system check.
I'm sure I'd be in violation of several FARs, but that's honestly how I would do it. I don't recommend my method, but I bet lots of other folks would do the same thing.
Shhhhh!!!Unless I knew the transponder was inaccurate, I would fly it to the avionics shop.
