FAQ

It could be programmed, but there is an issue. The Kannad406AF-H is an helicopter model. It is certified for use on helicopters only. The G switch is mounted under an angle, there it should not be used on fixed wing aircraft. Recommend to use Kannad 406 AF Compact or Kannad 406 AF instead.

Yes it could be programmed for your rotorcraft. The Kannad 406 AF and the Kannad 406 AF Compact are designed for use on both fixed wing aircraft as well as rotorcraft. When this ELT is installed in an rotorcraft, the forward side should be mounted facing 30° to 60° downward. If this is undesired, choose the Kannad 406 AF-H which has tilted sensor, so the ELT can be installed flat.

The Kannad 406 Integra series has a built-in GPS receiver, GPS antenna and 406 MHz antenna. It is advertised as saving significant cost on installation. This suggestion is incorrect. Both the Integra and non Integra have the same antenna and remote control requirements. The installation of the Kannad 406 AF Integra and Kannad 406 AF Compact is equal.

The need for an external antenna is from various reasons:

• The main reason is that the internal antenna is not tested nor approved by COSPAS-SARSAT. The units is only approved with certain external antenna's.
• The internal antenna is a 406 Mhz only antenna, and will have limited efficiency due to small size.
• You need an 121.500 Mhz antenna for homeing purposes
• The ELT is in many aircraft located inside the fuselage, where aluminium, steel construction or carbon fiber can be significant attenuators for the signals
• Ref (Kannad 406AF Integra manual).

The Kannad 406 AF nor 406 AF Compact nor 406 Integra have an input for external GPS. It doesn't except GPS antenna's nor GPS dataconnect such as NMEA. The Integra model has its own built-in GPS receiver and antenna. In many installation the attenuation of the aircraft skin will be make the built-in GPS receiver useless.

The Kannad 406 AF Intergra has a service life of six year, just like 406 AF and 406 AF Compact. The Integra model stops after 24 hours with transmission on 406 MHz, and continues with 121.500 MHz over 48 hours. The Compact model does both 406 MHz and 121.500 MHz for over 48 hours. The GPS is only powered after manual activation or an crash. The GPS then has a cold start, and tries to find the GPS position. As soon as the GPS has an fix, it will transmit position data in the 406 MHz burst.

On the Kannad 406 Integra the last valid GPS position is transmitted for four hours after the last fix?

When you have an aircraft where the Kannad 406AF Integra is installed under the canopy, you could get an GPS fix, which would give SAR services a usefull position report. In the case you need to abandon your aircraft, you could take the ELT with you, and utilise the internal antenna. When you would disconnect the aircraft antenna, the Kannad 406 Af Integra will automatically switch over to internal antenna. Remember that the internal antenna is 406 Mhz only. So the homing signal for SAR teams is unavailable.

When upgrading from an old, 121.500 MHz only ELT, you will have to replace antenna, as the new antenna will be designed for both the old 121.500 MHz as well as the new 406 MHz frequency.  The old one will be for 121.500 MHz only. In this case the antenna is required for functionality. When upgrading from an old, 121.500 MHz only ELT, you will have to replace antenna, as the new antenna will be designed for both the old 121.500 MHz as well as the new 406 MHz frequency.  The old one will be for 121.500 MHz only. In this case the antenna is required for functionality.

When changing a 406 MHz by another 406 MHz ELT from another manufacturer you will have to check your antenna as well. In this case you might have to replace the ELT antenna, from a certification point of view instead of a functional point of view. The ELT antenna is part of the certification of the ELT. One has to check which antenna's are approved for that ELT. If the existing antenna is not approved for the new ELT, unfortunately the ELT antenna will have to be renewed. From an operational point of view there will be no difference.

• POA (Part 21) for NEW parts
• MOA (Part 145 or Part M subpart F) for INSPECTED/TESTED, OVERHAULED or MODIFIED parts

In Block 11 on the EASA Form 1 indicates the status of the work.

POA is an organisation which holds a Production Organisation Approval according EASA Part 21. These newly produced parts are issued with an EASA Form 1, stating NEW in block 11.

A DOA is an organisation which hold a Design Organisation Approval according EASA Part 21.

The DOA is the design organisation, while the POA is the production organisation. It is possible for a single company to be both DOA and POA. In other cases the DOA and POA are seperated and work with an agreement, where the POA producedes according the design of the DOA.

To perform maintenance, inspection, repair, and modification on products, and issue and EASA Form 1, a MOA (EASA Part 145 or Part M subpart F organisation) is required. A DOA or POA are not able to perform this tasks. They can supply maintenance data for third parties, contract a MOA, or gain certification themselves as MOA.

Often it is suggested incorrectly that you do need an EASA Form 1 for all parts. This is not true, there are some parts which do NOT require an EASA form 1.  Parts without an EASA Form 1 can be considered acceptable for installation according Part 21.A.307(c) by the owner of the aircraft when  these are:

• Not life-limited, nor part of the primary structure, nor part of the flight controls
• Manufactured in conformity to applicable design
• Marked in accordance with Part 21 subpart Q
• Identified for installation in the specific aircraft
• The aircraft owner has verified compliance with the above conditions and has accepted responsibility for this compliance.

Standard part, suchs as AN, MS or NAS hardware are not required to be delivered with EASA Form 1. Other acceptable parts are brake parts, spark plugs, air filter, lights, Flarm, portable GPS systems, etc. Parts which are not produced in accordance with EASA Part 21 (e.g. Commercial parts, sometimes called COTS – Commercial Off The Shelf) can NEVER be issued with an EASA Form 1.

Important NOTE: While an part is acceptable, either trough EASA Form 1 or owner acceptance. You still need need approval for installation onto the aircraft.

No Part 21.A.307(c) has no longer these limitations, as such it can be used for ELA 2 and other aircraft as well.

⁃ EASA Part 145 maintenance organisations
⁃ EASA Part M subpart F maintenance organisations
⁃ EASA Part 66 engineer
⁃ EASA Pilot / Owner

The EASA Part 145 organisation can perform maintenance of EASA aircraft and components within their approval schedule.

The EASA Part M subpart F organisation can perform maintenance of EASA aircraft with a MTOW 5700 kg and below, single engine helicopters and components that are used for non commercial air transport. Work needs to be within the approval schedule.

The Part 66 engineer can sign off the certificate of release to service of non commercial aircraft listed on their license.

The pilot-owner can sign off the certificate of release to service of his privately operated non complex motor power aircraft of 2730 kg MTOM and below. The pilot must be registered as (joint) owner and the following limitations apply:
⁃ Pilot-owner must be competent to do the task
⁃ Pilot-owner task must be specified in the maintenance program.
⁃ Safety critical maintenance tasks are excluded
⁃ Maintenance tasks which require the removal of major components and/or major assemblies are excluded
⁃ AD or ALI maintenance tasks are excluded, unless specifically allowed in the AD or ALI.
⁃ Maintenance tasks which require special tools or calibrated tools other then torque wrench and crimping tools are excluded.
⁃ Maintenance tasks which require the use of test equipment (such as avionics tester) and special testing (such as NDT) are excluded.
⁃ Unscheduled special inspections are excluded.
⁃ Maintenance tasks effecting equipment essential for IFR operations are excluded.

Pilot-owner maintenance tasks require a certificate of release to be issued by the pilot-owner upon completion of the task. For further reading, refer the Part M M.A. 803 “Pilot-owner authorisation” and Appendix VIII “Limited pilot-owner maintenance”.

Tag: EASA Part 145 Part 66 Part M subpart F AD NDT IFR Pilot owner authorisation M.A.803 limited pilot owner maintenance task competent safety critical maintenace special tools calibrate tools crimping torque

This is a very good question. Some IA's will tell you yes, other will tell you will need to comply with national regulations, and perform testing according the country where you based.

CFR 91.1 “(a) describes that Part 91 is mainly applicable to aircraft within the United States. “(a) Except as provided in paragraphs (b), (c), (e), and (f) of this section and 91.701 and 91.703, this part prescribes rules governing the operation of aircraft within th United Staed, including the water within 3 nautical miles of the U.S. coast.”

CFR 91.703 Operations of civil aircraft of U.S. registry outside of the United States states “(a) Each person operation a civil aircraft of U.S. registry outside of the United States shall – (3) Except for 91.117(a), 91.307(b), 91.309, 91.323, and 91.711, comply with this part so far as it is not inconsistent with applicable regulations of the foreign country where the aircraft is operated or annex 2 of the Convention on International Civil Aviation;)”

In practice we would always ask our clients. Testing all other avionics takes just a bit more time, and typically increases the total price of the testing with about 20% when compared with testing altimeters, encoder and transponder only.

14 CFR 91.255 is applicable to all aircraft operating in the United States due to 14 CFR 91.1. It is basically and American airspace requirement to have ADS-B OUT. When you only fly your N registered aircraft in Europe there likely is no generic ADS-B requirement. From a safety and situational awareness point of view it makes sense to use ADS-B OUT and IN. In European airspace the ADS-B mandate is regulated in EU 1207/2011. It requires all aircraft with MTOW above 5700 kg or have a maximum cruise speed above 250 Kts will require ADS-B.

Yes. 14 CFR 91.255 is an airspace regulation, as such it is also applicable to non N registered aircraft.