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Basis aircraft and engine maintenance. Avionics and other electronic questions related to computers and radio communications.
FAA licensed comercial pilot, A&P mechanic, former authorized inspector, ground instructor certified in aircraft, powerplant and radio navigation. FCC commercial license.
| User | Date | K | C | T | P | Comments |
|---|---|---|---|---|---|---|
| Jerry | 11/10/09 | 10 | 10 | 10 | 10 | thanks for the suggestions, I'll work through ..... |
| Martin | 10/30/09 | 10 | 10 | 10 | 10 | Thank you very much for your quick ..... |
| Candice | 09/07/09 | 10 | 10 | 10 | 10 | Thank you very much for the email ..... |
| Tyler | 09/06/09 | 10 | 10 | 10 | 10 | |
| natasha | 09/02/09 | 7 | 7 | 10 | 10 |
Apologize for the delay in my response but had appointments to keep. If it was technical question I might have been able to run off a quick response but this took some thought. Granted aircraft malfunctions
Actually I answered your question. It's matter of semantics. As I mentioned the 100 hour inspection and annual are the same only difference is who performs it. Any mechanic can do a 100 hour inspection
Sure a lot of info to digest. Since the problem started with the first transponder let's start with that. How close is the antenna to the engine? Generator noise could be a problem during low signal levels
The annual and 100 hour are basically the same except that the annual requires an authorized inspector to perform. Private aircraft require only an annual inspection whereas commercial aircraft require
Originally the old aircraft radios used carbon mic's that used the voltage to excite the carbon pile. Because of the poor quality of the carbon mic's amplified mic's came in being. Back in the old days
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