Basic Avionics Questions

[Jarrell Campbell]

Ihave a 2007 SR22TN with Avidyne and DFC90 as autopilot, and two Garmin 430 Non WAAS as COMM and NAV. I want to update my equipment, at a reasonable cost, I was looking at the alternatives of a garmin 650 or an Avidyne mfd, but I have several questions:

2-. Then, I am thinking of changing only 1 GPS (1,430 for a 650) for a current cost issue (Then I will go for the other),

3-. can I make LNAV approaches with the 650?

4- What is the subject of updating the databases? Can they be updated via Bluetooth?

They both have simulators available online. I think the Avidyne IFD is very intuitive and it also allows the use of knobs and buttons as well as the touchscreen, which is very handy during turbulent flights (I just had one last week and used the knobs/buttons only).

You will lose crossfill functionality with dissimilar units. Also, there is a pretty big cost in accessing the units for replacement, which you will have to pay twice if you do not replace the #2 unit now.

The downside is that there will be no crossfill. But you could start with one unit and then later upgrade the second one. With the IFDs that easier, because they are plug-and play with the 430. But you will have to upgrade your antennas.

As I said, you will have no crossfill and can fly WAAS based approaches only with the new unit (LPV etc.) Other than that, no problems to be expected. The two very different user interfaces would be confusing to me.

Another point in favour of the IFD vs GTN650 is that you can get a combined database subscription from Jeppesen that updates the IFD(s) and both the charts and the navadata on the MFD for a very reasonable price.

Just to update this topic. I finally bougth and IFD540 from Avidyne. It took somehting like 45 working to do the job done. Many bad moments with the tech, but an impressive factory support from US to here.

Hi All, I am a brand new pilot and soon to be Cirrus owner. I have just made a deposit on a new SR22T but delivery will not be until November 2023. I am looking for an interim plan and have located a 2006 SR22TN GTS with VERY low hours. My main hesitation is it has the Avidyne avionics vs Garmin and the TKS anti ice before they started using FIKI.

I am looking for an interim plan and have located a 2006 SR22TN GTS with VERY low hours. My main hesitation is it has the Avidyne avionics vs Garmin and the TKS anti ice before they started using FIKI.

The avionics difference in significant. If you can afford the delta, you might want to find a bird with perspective. However, Garmin does have a nice trainer for the perspective so you can learn it on your PC.

A. The requirements are prescribed in Title 14 of the Code of Federal Regulations (14 CFR)part 65, Certification: Airmen Other Than Flight Crewmembers, Subpart D - Mechanics. An applicant must be:

A. The FAA does not prescribe any general education requirements. (Note: Some employers may require a minimum of a high school diploma or evidence of having passed the General Educational Development (GED) exam.)

A. No, unless your disability impacts the eligibility requirements. If your disability has such an impact, contact your local FAA Flight Standards District Office (FSDO) for more information. (Note: Some employers have established physical or medical requirements for employment as an Aviation Mechanic with their organization.)

A. There are no additional regulatory certifications required to perform work on avionics equipment. If you do not have an Aviation Mechanic certificate, or a Repairman certificate, with appropriate privileges and limitations, you may only perform aviation-related work when supervised by a person with a valid Aviation Mechanic certificate with an Airframe rating, a Powerplant rating, or both. If you maintain or alter, or perform preventive maintenance, you must do that work in such a manner, and use materials of such a quality, that the condition of the aircraft, airframe, aircraft engine, propeller, or appliance you worked on will be at least equal to its original or properly-altered condition. Also, if you do not have a certificate, you are not authorized to approve an aircraft airframe, powerplant, propeller, appliance or component part for return-to-service; and, you are less likely to advance to the top of this career field. So, even though there are no additional certification requirements to work on avionics equipment, you must have the knowledge and skill required to perform the work, which is not presumed just because you hold an Aviation Mechanic certificate. This is why many employers have additional qualification requirements for individuals that work on avionics.

A. The terms "certificate" and "license" tend to be used interchangeably - the FAA Aviation Mechanic certificate is frequently referred to as a license. If you are issued an FAA certificate, it means you have been found to possess a particular skill level, with certain authority, privileges, and limitations.

A. No, even if you are issued a similar certificate or license by a country other than the U.S., you must still meet the FAA eligibility requirements and pass the required tests to be issued an FAA Aviation Mechanic certificate.

A. The U.S. Bureau of Labor Statistics provides information regarding the occupational outlook for Aircraft Mechanics, Service Technicians, and Avionics Technicians. You may do an internet search to locate companies looking to hire Aviation Mechanics.

A. No, possession of an Aviation Mechanic certificate, for employment by an air carrier, is not an FAA regulatory requirement. However, air carriers often call for an Aviation Mechanic certificate as a hiring requirement. If you have one, this could lead to enhanced opportunities and higher wages throughout your career.

A. Yes, but, to be successful, you will need practical experience as described in 14 CFR part 65, section 65.77. You may obtain this experience and skill through employment with any facility engaged in the construction, maintenance, and/or alteration of an aircraft, a powerplant, and/or an appliance. The experience must meet the full-time requirements specified in part 65, and must be based on a typical, full-time, 40-hour work week. You must have documentation establishing civilian experience. Examples of acceptable documentation are: pay receipts for tasks accomplished; or records or logs signed by a certificated supervisor and detailing the number of hours spent performing the work, the exact task experience and/or type of work, and the registration number of the aircraft on which the work was performed.

A. Aviation Mechanic certificate privileges allow AMTs to perform maintenance, and perform return-to-service approvals, in many areas. If you are the holder of an Aviation Mechanic certificate, you are relatively unrestricted when working on a particular type of aircraft or specialized maintenance function, as long as you have the knowledge and skill required to properly perform the work. This is why FAA-certificated Aviation Mechanics are required to obtain basic knowledge and skill to support a wide range of areas.

A. No, 14 CFR part 65, Certification: Airmen Other Than Flight Crewmembers, Subpart D - Mechanics, does not provide for anything less than 18 months of practical experience for issuance of an Aviation Mechanic certificate, with a single rating. Likewise, part 65 does not provide for anything less than 30 months of practical experience, concurrently performing the duties appropriate to both the Airframe and Powerplant ratings, for an A&P certificate.

A. You will need to make an appointment to visit a FSDO. Bring two completed FAA Form 8610-2 applications, and all documentary evidence of your experience for the ASI to evaluate. If the ASI deems your documentation adequate, you will receive authorization to take the AMT knowledge tests. After you have passed the knowledge tests (with a score of 70%, or greater), you will need to make an appointment with a DME. Give your knowledge test results to the DME, who will then administer the oral and practical (O&P) portions of the testing process. After you have satisfactorily completed the O&P portions of the testing process, you will receive a Temporary Mechanic Certificate.

A. Some military bases overseas may have the ability to administer FAA airman knowledge tests. At this time, there are no Designated Mechanic Examiners (DMEs) located outside the U.S. to administer the O&P portions of the tests.

A. All Aviation Mechanic knowledge test applicants need to provide appropriate proof of identification to the ASI. You should also present documentary evidence from former and current employers indicating your length and type of experience. If you graduated from an AMTS, you should present your graduation certificate. If you were an Aviation Mechanic in the U.S. Military, you should present your: DD Form 214, including information on your length of service, the schools you attended, the MOS codes you worked under, and the time worked for each code; your personal evaluation records; and a letter from either your Executive Officer or Classification Officer.

A. If you present evidence, only in the form of documented practical experience in maintaining an airframe and/or a powerplant, you will need go to a FSDO, and present your completed FAA Form 8610-2, Airman Certificate and/or Rating Application, to an ASI, to receive authorization to test. If you are a graduate of an AMTS with an FAA-approved curriculum, you may present your graduation certificate as eligibility to take the AMT knowledge tests.

A. If you fail any part of the knowledge or O&P tests, you may apply for retesting 30 days after the date you failed the test. Or, you may apply before the 30 days have expired, if you present a signed statement from an airman holding the certificate and rating you are seeking. The statement must certify you have received additional instruction in each of the subjects you failed, and that the certifier considers you ready for retesting. You may refer to the Aviation Maintenance Technician page of the FAA Airman Knowledge Testing Matrix (PDF) for additional information.

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