PT20J

It's in the RSA Operation and Service Manual http://www.precisionairmotive.com/servpubs.htm#MAN

Most of your questions seem to start with "why." I don't know why. Maybe someone at ICAO knows why. I just know that if you follow the AFMS and AIM cookbook style, you get the correct result. As several (including me) have noted, it doesn't really seem to matter today in the US whether you enter the PBN/ or CODE/ information. Maybe some with more experience flying IFR around the country will chime in and say that they get RNAV DPs and T-routes automatically when they enter this stuff (I've been off flying seaplanes VFR the last few years). Remember this discussion is only about filling out the ICAO flight plan form. Operationally, you don't need to know any of this stuff. One smart thing that the FAA did was mandate that the only procedures that can show up in a GPS navigator database are the ones it has the approvals to fly. So the rule is that if you can load it, you can fly it. If you find a plate that isn't in the database, it's because the navigator doesn't have approval for it. And, once airborne, the controllers don't care what you've filed -- you are free to negotiate whatever you want. Skip

Another reason to hate Cirrus pilots

Suggest you read AIM 1-2. Your questions are answered there.

Verify the EDM 700 first before tearing into stuff. Mine reads half a volt high. Maybe yours reads low - near the alarm limit, or is intermittent.

My point is that it is confusing to understand all the ICAO codes and try to figure out which apply. It is much easier to understand your equipment capabilities first and then figure out which codes apply. For example, from the AFMS and the AIM, a GNS 430W is PBN/C2D2O2S1. The only piece of information that isn't explicitly stated is that RNP terminal and arrival procedures utilize RNP 1, but since GPS terminal mode is 1nm, that seems pretty obvious. I'm not saying that the FAA could not have made this easier; I'm just suggesting what I found to be the easiest way to figure it out.

I wonder if we aren’t making this more difficult than it needs to be. With the domestic form, we just entered the equipment codes for whatever equipment we had installed in the airplane. It’s really the same with the ICAO form. It seems the difficulty arises from the fact that modern navigation and surveillance equipment has a lot of capabilities, the details of of which may not be obvious to us because we really don’t need to know about them to operate the equipment. However, the capabilities are described in the required AFM supplement, and a bit of study will reveal the them and thus which ICAO flight plan codes to enter. Skip

I think Ross’ original question where he referenced a mechanic stating that any used part required an 8130 is actually more interesting. You A&Ps can correct me if I’m wrong, but it’s my understanding that the issue is that the logbook signoff attests that the aircraft is airworthy and therefore the installed part must be airworthy. If it comes with an 8130, someone else has attested to its airworthiness. In the absence of an 8130, the A&P is on the hook to determine if it is airworthy. Whether a mechanic is willing to install a used part with no 8130 depends on his ability and comfort with that determination. I had a bad WX 900 display unit and replaced it with one I bought on eBay with no 8130. My A&P/IA had no issue looking at it and signing it off. But suppose I similarly replaced my KC 191 autopilot computer with an eBay unit - would he be as comfortable approving it knowing I fly it IFR and it’s a more complex and safety-critical piece of equipment, and he has no way to bench test it? Skip

Here is the rub, I think. If anyone performs maintenance or repair on a certificated aircraft or component, I believe that they have to be authorized to perform such work and they have to certify that after completing the work the aircraft or component is airworthy. The airworthiness certification is by signature in the logbook, or in the case of a component, an 8130. If you open an instrument, you need to be able to test it to certify it is airworthy after you put it back together. Pilots are not authorized to open instruments and don’t likely have the equipment to verify it after the work. Skip

I like to use the "speed factor" which is nm/min: 60 kts = 1.0, 90 kts = 1.5, 120 kts = 2.0, 150 kts = 2.5, etc 2 x SF = nm to descend 1000' at 500 fpm Climb gradient (ft/nm) x SF = required rate of climb. Skip

That might work for VFR (although technology is rendering VFR flight plans obsolete) but for IFR there is additional information in the ICAO format that ATC needs to give you the best routings/service today. This information will be critical once navigation migrates to PBN.

OK, now I understand your point

A lot have had the benefit of transition training from experienced Mooney instructors. I thought it might be interesting to collect the best tip, or most interesting or useful fact or procedure that you came away with. Skip

I think the important point is that only an instrument repair station can legally repair instruments, and it will supply the 8130 to certify that the repaired instrument is airworthy. § 65.81 General privileges and limitations. (a) A certificated mechanic may perform or supervise the maintenance, preventive maintenance or alteration of an aircraft or appliance, or a part thereof, for which he is rated (but excluding major repairs to, and major alterations of, propellers, and any repair to, or alteration of, instruments)...

Early GPS navigators had analog outputs like VORs and there would be a switch to select either GPS or VOR to feed the NAV mode on the analog autopilot. Then with the Garmin GNS navigators, the world went digital and the GPS could output digital steering commands that allowed digital autopilots to fly DME arcs, holding patterns, anticipate turns, etc. S-TEC figured out how to convert the digital signals to analog so analog autopilots could do the same thing. They called it GPSS (GPS Steering). GPSS interfaces to the autopilot HDG mode - when GPSS is enabled, the autopilot follows the GPS track instead of the heading bug. Aspen built GPSS capability into the PFD. Skip

The GTX 335 is 1090ES ADS-B Out only

Of course, FAA maintains the aircraft registry database and could look them up by N number during flight plan processing if it really needs the info. But hey, why not make us do the data entry for them.

The "Other" field is optional. The FAA document does say to do as you state, but I've never done it in Foreflight or Leidos and I've never had a IFR or VFR flight plan rejected for this. Skip

You shouldn't.

There's a radar coverage gap around Ft. Jones at lower altitudes.

Huh?

I've quit on VFR flight plans except when crossing the border. Last time I had FSS fail to activate one and another FSS fail to close another one. I contacted each FSS in the air by radio. Instead I get flight following. I figure with flight following, ADS-B, and a 406 ELT that the VFR flight plan doesn't offer much -- and given my latest experience, it seems unreliable. Skip

Equipment code should be S GTX 335 surveillance code is EB1 Skip

Agree. The Aspen AFM Supplement Limitations section mentions that the RSM GPS is for emergency use only, but you have enough other instruments that you don't need the PFD anyway. There are no limitations in the STC related to a functioning GPS.

How do you get to use a 2 degree tolerance? The engine data plate data sent show one. Clarence I assume you are confusing the common practice of some mechanics of not adjusting the timing if the mags are with two degrees of the timing mark with purposely adjusting the setting on the advanced side. There's no "legal" basis for that that I'm aware of. Note if you install a SureFly to replace the mag with the impulse coupling, it will take care of the lag angle and you can set an IO-360 to 25 deg and change the data plate.