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Jeff,
Thanks for the digging.
Were you using an older AIM? In my 2001 AIM (McGraw Hill) the pertinent
paragraph is 1-1-21 b.1.(a) and contains additional limitations.
Taking your argument and Kirk's point about final interconnect, I will visit
this upon my local FSDO when convenient. As you know, we can do whatever we
want until an inspection, incident or accident -- then its' up to the FAA,
the insurance company, the judge and jury to decide if we followed the
rules. If the FAA has approved it, the rest find it more difficult to place
the blame on us.
I chose to have the 430 installed by a shop, but I was surprised by the
requirements once they got started. Note that this was an alteration to an
already certificated airplane and FAR part 43 should have applied. Also
note that the 337 issued to me was termed a "follow on" installation based
on the one done in Garmin's Cherokee -- ergo, things like the initial
installation and flight manual supplement were already approved by the FAA.
Food for thought.
I liked Kirk's open ended response. Maybe he's the one to talk to instead
of the FAA.
Scott Krueger
The risk of flight
is not a fright
aloft in the air
Its just not fair
law greets at each alight
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