![]() Thanks Steve, dgapilot, for your thoughts.ĭGApilot, you make an interesting point which I wonder isn't the truth. If the installation requirement doesn’t exist, there can’t be a test requirement! If FAA decides to change 91.207 to require TSO-C126, then we would be required to test the 406 capability, but until then, there is no requirement to install a 406 ELT (even though FCC has prohibited the manufacture and sale of new TSO-C91A elts). TSO-C91 is for older 121.5 elts, so the test requirement only apply to that least common denominator. So, if we look at 91.207, it requires an ELT that is “approved” but the lowest requirement is TSO-C91 for old installations. My next question: which is better 3point or wheel landing? :) ![]() On the other hand, I saw a post from Mike Busch somewhere on line saying that an A&P needs to do the elt inspection and you can't call it PM. And to be serious, an elt inspection isn't an overhaul we are talking about and doesn't affect safety of flight. All PM starts with some basic inspection and assessment of issues that require PM, pilots do walk-arounds inspecting for airworthiness before every flight, and we all do VOR checks, so it doesn't seem true to say pilots can't make any inspections. And, when I look at 91.207, it doesn't necessarily say "who" has to test the elt. So, Steve what's your process? Look at it for corrosion/fit, check the battery expiration, shake it, press test and listen on 121.5 and pull a report from ? Curious how A&Ps are doing this now.ĭGApilot, to your point, I am not sure I can rely on ACK for FAR interpretation, but they seem to share your view they said the test procedure they outline in the manual satisfies the FAA requirements and can be done by an owner/operator with a logbook entry. ![]() So after $300 and a month trying to get it signed off, it made me think whether there is a better way so I can avoid this fiasco next year. They said they have seen a few reports of problems like this with A&Ps using these cheap testers and a that A&Ps need to be using an expensive COSPAS-SARSAT compliant tester They provided me with documentation and authorization to return to service. They had me send it back they and tested it on their rig and found that it worked flawlessly. So, I called ACK since the elt was basically brand new. He uses a cheap DIY 406 tester ($600) someone is out there selling, and my ELT failed (according to him). In my case, the avionics shop said it emitted on 121.5 just fine, but he said that isn't sufficient for 406 elts. The avionics shop I could get into seemed a little confused when I asked for an ELT check, but said okay. I needed to get an IFR cert done so he said just ask the avionics shop to check it. When I picked it up he said he completed the annual but didn't have time to do the ELT check (which isn't a required item for an annual) and also said he didn't have the batteries for these wierd E-04 ACK ELTS. How this started for me was I went to a new A&P this year for an annual. Thanks Steve, you laid out the other line of thinking. Who: So I have seem arguments that only a certified A&P can do an "aircraft inspection." If pressing the test button suffices, why can't I sign the log book and say I pressed the button and it turned green? And, owners can sign the 30 day VOR "tests." So, I am not sure it is completely true that no inspections are allowed by pilots. ![]() I talked to the guys at ACK (manufacturer) and they said the e-04 has an internal systems test and that is an FAA compliant "test." I am sure there will be different opinions, but for those of you that have a 406 what are you doing? Is it still part of your annual? How's you A&P doing the test? I assume all our A&Ps didn't run out an by an expensive 406 test rig.Ģ. He has a test rig where he tests the 406, but that's a pain especially when all the avionics guys are backlogged with ADS-B 2020. If you have 406, you need to test it to say the equipment is functioning as designed. How: My avionics guy said listening on 121.5 isn't sufficient any more. For me this use to be a cheap Annual Inspection free-bee add-on (replace the batteries, listen on 121.5, done). So, how does that work nowadays with 406 ELTs. As pilots we learned that an ELT needs to be inspected every 12 months or 1/2 battery life. Hello, I have an ELT inspection question. Storage Temperature: -55C TO +85C Crash Activation: 4.5 FpS +.Duty Cycle ≥ 45% Power At Terminal 50 Ω Load:. ![]()
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