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This just arrived on email from EASA

No idea what’s in it.

Administrator
Shoreham EGKA, United Kingdom

The Explanaotry Note should, well, explain everything.
List of changes. is more detailed – look ma, a diff!
A sample:
CS-SC032a – Installation of anti-collision lights
CS-SC033a – Installation of cabin and cockpit conventional lights by LED-type lights (this includes exchange, looking at the text)
CS-SC034a – Exchange of existing battery by Lithium Iron Phosphate (LiFePO4) batteries

SC-CS058a – Installation of traffic awareness beacon system (TABS) equipment

.
CS-SC102a – Installation of DC power supply systems (PSS) for portable electronic devices (PED)
CS-SC103a – Exchange of interior material covering floor, sidewall and ceiling
CS-SC104a – Installation of lightweight in-flight recording systems

CS-SC403a – Provisions for the installation of lightweight cameras (this is for both internal and external mounting, but no external wiring)

Also, for example CS-SC052 changed from “moving map systems to enhance situational awareness” to “GNSS equipment” (but the VFR-only restriction remains).
(for some reason the lone dot is needed for the lines to not get joined, @David might know why)

Last Edited by tmo at 06 Apr 15:59
tmo
EPKP - Kraków, Poland

This has just popped up on my email:

Dear CRT User,
Please note that NPA 2018-10 ‘Regular update of the certification specifications for standard changes & standard repairs (CS-STAN) — Is’ is now open for consultation on the EASA website.
To place comments, please use the automated Comment-Response Tool (CRT) available at http://hub.easa.europa.eu/crt/.
The deadline for submission of comments is 11 Dec 2018.
Thank you for your interest in and contribution to the European Aviation Safety Agency’s rulemaking activities.

I believe the current reg is this.

Administrator
Shoreham EGKA, United Kingdom

One interesting item in the proposal is that you will be allowed to install ADS-B out without approval or STC. The transponder manufacturer must state that it will work with your particular GPS. Applicable to non-complex aircraft with a cruise speed less than 250 knots, or any ELA2 aircraft.

ESKC (Uppsala/Sundbro), Sweden

For those of us who don’t really know all the paperwork involved in changing / installing new equipment… How does this affect us in practice? Is it simply reducing the bill by removing paperwork items from the invoice, or will it mean that there’s equipment that I couldn’t install previously which suddenly becomes possible to install?

ENOP ENVA

Not a specialist but with CS-STAN you have a form to fill, send a copy to EASA and keep a copy in the a/c maintenance record. Depending the change/repair, the pilot-owner or an engineer can sign the release to service.

Without you need a mod or a STC. Mod means paperwork + fees to EASA and potentially it doesn’t get approved first time round.
STC are prepared by the equipment manufacturer or a big installer. Might not cover your exact configuration and the manufacturer/installer might want money for it to recup its costs.

Nympsfield, United Kingdom

Airborne_Again wrote:

One interesting item in the proposal is that you will be allowed to install ADS-B out without approval or STC. The transponder manufacturer must state that it will work with your particular GPS. Applicable to non-complex aircraft with a cruise speed less than 250 knots, or any ELA2 aircraft.

Well, the italic passage above will basically stop me from radiating ADS-B out with my GTX330ES. I don’t need to upgrade my GNS430s to WAAS or GTN / IFD models. The only solution would be a special GPS source north of 4k installed, including paperwork. Oh well….

EDL*, Germany

Presumably the italic passage is a, ahem, hmmm, you know…. “friendly” way of saying the interconnection has to appear in the transponder Installation Manual

Well, what else could it possibly mean? You will never get e.g. Garmin to say such and such connection is ok “but we didn’t put it in our IM because we wanted to keep the PDF size down”.

The IM is approved by the certification authority so putting an interconnection in the IM is an implicit installation approval.

Not that an appearance in the IM doesn’t mean it actually works, too – like the KLN94-GTX330 one shown in the GTX330 IM for the purpose of auto GND/AIR switching based on GS, and I paid £500 to discover that, and Garmin (and of course Honeywell) washed their hands of it. I believe a recent GTX330 firmware update may contain a silent fix for this.

Administrator
Shoreham EGKA, United Kingdom

The trig transponder installation manual says:

The TT21/TT22 GPS input can recognise the following protocols:
· Industry standard “Aviation” protocol
· NMEA 0183 protocol ($GPRMC sentence is required)
· Freeflight and Accord NexNav GPS proprietary protocols
· Garmin ADS-B protocol, including ADS-B plus
· Trig ADS-B protocol
· C199 TABS compliant GPS using NMEA protocol
· Trig TN72 GPS protocol
The interface speed can be selected between 4800, 9600, 19200 and 38400
bps.

So depending how your engineer interpret the IM and CS-STAN you are ok with any COTS GPS

Nympsfield, United Kingdom

The gotcha being that if you feed in e.g. NMEA 0183, the transponder won’t emit a SIL value which makes the ADS-B OUT visible on any certified TAS product… back to that old chestnut

Still, it does potentially enable various means of expanding the transponder IM accessory options, in a legal way. I wonder what GPSs Trig have tested?

Administrator
Shoreham EGKA, United Kingdom
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