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Advice sought on GPS/Transponder/radio.

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Advice sought on GPS/Transponder/radio.

Old 12th Oct 2010, 12:47
  #21 (permalink)  
 
Join Date: Jul 2007
Location: 51.50N 1W (ish)
Posts: 1,012
This may be on a tangent but you don't need a Form 1 with a radio, for it to be installable on a G-reg.

An FAA 8103-3 is just fine, if the radio is a new part.

In fact, from digging around a while ago in CAA docs, any paperwork providing traceability is good enough, but nobody has a financial incentive to tell you that

What you need to do an installation in an ICAO CofA aircraft is Approved Data (e.g. a TSO), which is a different thing from traceability.
Would you like to explain all that to the CAA, LAA and BMAA, who unanimously seem to have a different opinion. Yes an FAA 8130-3 is fine, but the XCOM doesn't have that either, (according to Michael Coates, owner of XCOM when I spoke to him recently) in spite of being assembled by NARCO now.

The fact that personally I would make more profit selling and installing an XCOM instead of a Funkwerk radio to a Jabiru/Sport Cruiser/whatever is certainly not a financial disincentive.
Fitter2 is offline  
Old 6th Dec 2011, 19:13
  #22 (permalink)  
 
Join Date: Jun 2004
Location: Gods Chosen Country
Posts: 123
Traceability

It is an old post:-
This may be on a tangent but you don't need a Form 1 with a radio, for it to be installable on a G-reg.

An FAA 8103-3 is just fine, if the radio is a new part.

In fact, from digging around a while ago in CAA docs, any paperwork providing traceability is good enough, but nobody has a financial incentive to tell you that

Could you kindly enlighten me further and direct me to any references please ?
Cheers
Ian
On the Spot is offline  
Old 6th Dec 2011, 22:25
  #23 (permalink)  
 
Join Date: Nov 2007
Location: Too close to EASA
Posts: 408
Simplified from EASA 21A.307. "Any part other than a standad part (ms bolts etc) must be acompanied by an EASA Form 1".

No choice - if you have a type-certified aircraft in EASA-land, your radio needs a Form 1 before you can install it. An FAA8130-3 from an EASA-approved FAA repair station or a new part with a manufacturer's 8130-3 is acceptable as equivalent to the EASA Form 1.
wigglyamp is offline  
Old 7th Dec 2011, 13:43
  #24 (permalink)  
 
Join Date: Dec 2011
Posts: 2,462
Wigglyamp - would you have the reference to that requirement?

I've done a bit of googling but cannot find a definitive "law" on it. I can find various proceedings and EASA opinions...

The ability to use an 8130-3 form with a new (not used or overhauled, even if it was yours from new and you sent it off for an overhaul) part is a long standing concession, and vitally enables parts to be purchased from the USA directly, usually saving a lot of money.

But the requirement for the 8130-3 to be issued by the manufacturer seems to be a new thing. What if one buys a new and unused part and it has an 8130-3 from the manufacturer's authorised dealer?
peterh337 is offline  
Old 7th Dec 2011, 19:28
  #25 (permalink)  
 
Join Date: Nov 2007
Location: Too close to EASA
Posts: 408
8130-3 on new parts will normally be directly from the manufacturer. Dealers in the US don't normally get an 8130-3 when they buy a part domestically so if they then sell it abroad how do they issue an 8130-3: they inspect the unit and issue the document against their EASA/FAA repair station approval, so it won't be as new - it will say Inspected.
wigglyamp is offline  

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