Pitot Static Guys FAQ

What areas or regions does pitot static guys service?

Pitot Static Guys is an FAA-certified repair station that specializes in performing biennial pitot static & transponder check/inspections. We will go almost anywhere by appointment; however, we are based in the High Desert of Southern California and prefer to work within a 200-mile radius of Yucca Valley. If your aircraft is located within the greater Southern California region, then we will come to you at no charge. If your aircraft is located outside of Southern California, there may be an extra fee, but this is on a case-by-case basis. Give us a call at (760) 288-1119 or email us today with your details.

What aircraft equipment is required to operate IFR or VFR?

What aircraft equipment is required to operate IFR or VFR? Excerpt from 14 CFR 91.205 -- Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements.(a) General. Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those instruments and items of equipment are in operable condition. graph here.

(b) Visual Flight Rules (day). For VFR flight during the day, the following instruments and equipment are required:

(1) Airspeed indicator.

(2) Altimeter.

(3) Magnetic direction indicator.

(4) Tachometer for each engine.

(5) Oil pressure gauge for each engine using a pressure system.

(6) Temperature gauge for each liquid-cooled engine.

(7) Oil temperature gauge for each air-cooled engine.

(8) Manifold pressure gauge for each altitude engine.

(9) Fuel gauge indicating the quantity of fuel in each tank.

(10) Landing gear position indicator, if the aircraft has a retractable landing gear.

(11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made.

(12) If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and, unless the aircraft is operating under part 121 of this subchapter, at least one pyrotechnic signaling device. As used in this section, “shore” means that area of the land adjacent to the water that is above the high watermark and excludes land areas that are intermittently underwater.

(13) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older.
(14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness for each front seat. The shoulder harness must be designed to protect the occupant from serious head injury when the occupant experiences the ultimate inertia forces specified in § 23.561
(b)(2) of this chapter. Each shoulder harness installed at a flight crew member station must permit the crew member, when seated and with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph--

(i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and (ii) A front seat is a seat located at a flight crew member station or any seat located alongside such a seat.

(15) An emergency locator transmitter, if required by § 91.207.

(16) For normal, utility, and acrobatic category airplanes with a seating configuration, excluding pilot seats, of 9 or less, manufactured after December 12, 1986, a shoulder harness for--
(i) Each front seat that meets the requirements of § 23.785 (g) and (h) of this chapter in effect on December 12, 1985;(ii) Each additional seat that meets the requirements of § 23.785(g) of this chapter in effect on December 12, 1985.

(17) For rotorcraft manufactured after September 16, 1992, a shoulder harness for each seat that meets the requirements of § 27.2 or § 29.2 of this chapter in effect on September 16, 1991.(c) Visual Flight Rules (night). For VFR flight at night, the following instruments and equipment are required:

(1) Instruments and equipment specified in paragraph (b) of this section.

(2) Approved position lights.

(3) An approved aviation red or aviation white anticollision light system on all U.S.-registered civil aircraft. Anticollision light systems initially installed after August 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11, 1971, must at least meet the anticollision light standards of part 23, 25, 27, or 29 of this chapter, as applicable, that were in effect on August 10, 1971, except that the color may be either aviation red or aviation white. In the event of failure of any light of the anticollision light system, operations with the aircraft may be continued to a stop where repairs or replacement can be made.

(4) If the aircraft is operated for hire, one electric landing light.

(5) An adequate source of electrical energy for all installed electrical and radio equipment.

(6) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in flight.

(d) Instrument Flight Rules. For IFR flight, the following instruments and equipment are required:(1) instruments and equipment specified in paragraph (b) of this section and, for night flight, instruments and equipment specified in paragraph (c) of this section.
(2) Two-way radio communication and navigation equipment suitable for the route to be flown.
(3) Gyroscopic rate-of-turn indicator, except on the following aircraft:

(i) Airplanes with a third attitude instrument system usable through flight attitudes of 360 degrees of pitch and roll and installed in accordance with the instrument requirements prescribed in § 121.305(j) of this chapter; and(ii) Rotorcraft with a third attitude instrument system usable through flight attitudes of ±80 degrees of pitch and ±120 degrees of roll and installed in accordance with § 29.1303(g) of this chapter.
(4) Slip-skid indicator.
(5) Sensitive altimeter adjustable for barometric pressure.
(6) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.(7) Generator or alternator of adequate capacity.
(8) Gyroscopic pitch and bank indicator (artificial horizon).
(9) Gyroscopic direction indicator (directional gyro or equivalent)...

When is mode C transponder required for aircraft operations?

There are a few aircraft that are exempt from biennial pitot-static checks and transponder certifications. Aircraft originally certified from the factory without electrical systems are exempt. Everyone else must comply with either a VFR or an IFR certification The FAA has published the following information regarding aircraft operating with ATC transponders: § 91 215 ATC transponder and altitude reporting equipment ande. (a) airspace: U.S.-registered civil aircraft. For operations not conducted under part 121 or 135 of this chapter, ATC transponder equipment installed must meet the performance and environmental requirements of any class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude reporting capability), as appropriate, or the appropriate class of TSO-C112 (Mode S). (b) airspace. Unless otherwise authorized or directed by ATC, no person may operate an aircraft in the airspace described in paragraphs (b)

(1) through (b)(5) of this section, unless that aircraft is equipped with an operable coded radar beacon transponder having either Mode 3/A 4096 code capability, replying to Mode 3/A interrogations with the code specified by ATC, or a Mode S capability, replying to Mode 3/A interrogations with the code specified by ATC and intermode and Mode S interrogations in accordance with the applicable provisions specified in TSO C-112, and that aircraft is equipped with automatic pressure altitude reporting equipment having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude information in 100-foot increments. This requirement applies -- (1) all aircraft. In Class A, Class B, and Class C airspace areas,

(2) All aircraft. In all airspace within 30 nautical miles of an airport listed in appendix D, section 1 of this part from the surface upward to 10,000 feet MSL;

(3) Notwithstanding paragraph (b)(2) of this section, any aircraft which was not originally certificated with an engine-driven electrical system or which has not subsequently been certified with such a system installed, balloon or glider may conduct operations in the airspace within 30 nautical miles of an airport listed in appendix D, section 1 of this part provided such operations are conducted -- (i) Outside any Class A, Class B, or Class C airspace area; and (ii) Below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport or 10,000 feet MSL, whichever is lower; and (4) All aircraft in all airspace above the ceiling and within the lateral boundaries of a Class B or Class C airspace area designated for an airport upward to 10,000 feet MSL; and (5) All aircraft except any aircraft which was not originally certificated with an engine-driven electrical system or which has not subsequently been certified with such a system installed, balloon, or glider -- (i) In all airspace of the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface; and (ii) In the airspace from the surface to 10,000 feet MSL within a 10-nautical-mile radius of any airport listed in appendix D, section 2 of this part, excluding the airspace below 1,200 feet outside the lateral boundaries of the surface area of the airspace designated for that airport. (c) Transponder-on operation. While in the airspace as specified in paragraph (b) of this section or in all controlled airspace, each person operating an aircraft equipped with an operable ATC transponder maintained in accordance with § 91.413 of this part shall operate the transponder, including Mode C equipment if installed, and shall reply on the appropriate code or as assigned by ATC.

(d) ATC authorized deviations. Requests for ATC-authorized deviations must be made to the ATC facility having jurisdiction over the concerned airspace within the time periods specified as follows:

(1) For operation of an aircraft with an operating transponder but without operating automatic pressure altitude reporting equipment having a Mode C capability, the request may be made at any time.

(2) For operation of an aircraft with an inoperative transponder to the airport of ultimate destination, including any intermediate stops, or to proceed to a place where suitable repairs can be made, or both, the request may be made at any time.

(3) For operation of an aircraft that is not equipped with a transponder, the request must be made at least one hour before the proposed operation.

What is the difference between IFR and VFR certification?

An IFR test and inspection involves testing of the altimeter, encoder, transponder, and the aircraft's static system. The IFR pitot-static check is commonly referred to as a "91.411 & 91.413 Inspection." This name comes from the code that it is used within the Code of Federal Regulations to identify and reference this inspection.

An IFR pitot static check (14 CFR 91.411 & 14 CFR 91.413) is both a VFR test and an IFR test performed together. A VFR test and inspection is testing of only the radio portion of the transponder. A VFR inspection is commonly referred to as a "91.413 inspection" or simply a "transponder inspection." The aircraft's encoder is not required to be tested during a VFR inspection.

Does the FAA specifically say how the IFR Pitot Static Test Are To Be Performed?

Yes, the FAA describes exactly who needs the test performed, who may perform the test, and what parameters to test for. Below are a few things the FAA has to say about pitot-static testing and IFR and VFR certifications: § 91.411.

Altimeter system and altitude reporting equipment tests and inspections. (a) No person may operate an airplane or helicopter in controlled airspace under IFR unless--

(1) Within the preceding 24 calendar months, each static pressure system, each altimeter instrument, and each automatic pressure altitude reporting system has been tested and inspected and found to comply with appendices E and F of Part 43 of this chapter;

(2) Except for the use of system drain and alternate static pressure valves, following any opening and closing of the static pressure system, that system has been tested and inspected and found to comply with paragraph (a), appendix E, of Part 43 of this chapter; and

(3) Following installation or maintenance on the automatic pressure altitude reporting system of the ATC transponder where data correspondence error could be introduced, the integrated system has been tested, inspected, and found to comply with paragraph (c), appendix E, of Part 43 of this chapter. (b) The tests required by paragraph (a) of this section must be conducted by--

(1) The manufacturer of the airplane or helicopter on which the tests and inspections are to be performed;(2) a certificated repair station properly equipped to perform those functions and (i) -- (i) An instrument rating, Class I; (ii) a limited instrument rating appropriate to the make and model of appliance to be tested; (iii) a limited rating appropriate to the test to be performed; (iv) an airframe rating appropriate to the airplane or helicopter to be tested; or

(3) A certificated mechanic with an airframe rating (static pressure system tests and inspections only). (c) Altimeter and altitude reporting equipment approved under Technical Standard Orders are considered to be tested and inspected as of the date of their manufacture. (d) No person may operate an airplane or helicopter in controlled airspace under IFR at an altitude above the maximum altitude at which all altimeters and the automatic altitude reporting system of that airplane or helicopter have been tested.

91.413 -- ATC transponder tests and inspections. (a) No persons may use an ATC transponder that is specified in 91.215(a), 121.345(c), or § 135.143(c) of this chapter unless, within the preceding 24 calendar months, the ATC transponder has been tested and inspected and found to comply with appendix F of Part 43 of this chapter; and (b) following any installation or maintenance on an ATC transponder where data correspondence error could be introduced, the integrated system has been tested, inspected, and found to comply with paragraph (c), appendix E, of Part 43 of this chapter. (c) The tests and inspections specified in this section must be conducted by--

(1) A certificated repair station properly equipped to perform those functions and holding--(i) a radio rating, Class (ii) a limited radio rating appropriate to the make and model transponder to be tested; or (iii) a limited rating appropriate to the test to be performed; (2) a holder of a continuous airworthiness maintenance program as provided in Part 121 or § 135.411(a)(2) of this chapter; or (3) the manufacturer of the aircraft on which the transponder to be tested is installed, if the transponder was installed by that manufacturer. Appendix E to Part 43 -- Altimeter System Test and Inspection. Each person performing the altimeter system tests and inspections required by § 91.411 shall comply with the following: (a) Static pressure system:

(1) Ensure freedom from entrapped moisture and restrictions. (2) Determine that leakage is within the tolerances established in § 23.1325 or § 25.1325, whichever is applicable. (3) Determine that the static port heater, if installed, is operative. (4) Ensure that no alterations or deformations of the airframe surface have been made that would affect the relationship between air pressure in the static pressure system and true ambient static air pressure for any flight condition.

(b) Altimeter: (1) Test by an appropriately rated repair facility in accordance with the following subparagraphs. Unless otherwise specified, each test for performance may be conducted with the instrument subjected to vibration. When tests are conducted with the temperature substantially different from the ambient temperature of approximately 25 degrees C., allowance shall be made for the variation from the specified condition. (i) Scale error. With the barometric pressure scale at 29.92 inches of mercury, the altimeter shall be subjected successively to pressures corresponding to the altitude specified in Table I up to the maximum normally expected operating altitude of the airplane in which the altimeter is to be installed. The reduction in pressure shall be made at a rate not in excess of 20,000 feet per minute to within approximately 2,000 feet of the test point.

The test point shall be approached at a rate compatible with the test equipment. The altimeter shall be kept at the pressure corresponding to each test point for at least 1 minute, but not more than 10 minutes, before a reading is taken. The error at all test points must not exceed the tolerances specified in Table I. (ii) Hysteresis. The hysteresis test shall begin not more than 15 minutes after the altimeter's initial exposure to the pressure corresponding to the upper limit of the scale error test prescribed in subparagraph (i); and while the altimeter is at this pressure, the hysteresis test shall commence. Pressure shall be increased at a rate simulating a descent in altitude at the rate of 5,000 to 20,000 feet per minute until within 3,000 feet of the first test point (50 percent of maximum altitude). The test point shall then be approached at a rate of approximately 3,000 feet per minute. The altimeter shall be kept at this pressure for at least 5 minutes, but not more than 15 minutes, before the test reading is taken. After the reading has been taken, the pressure shall be increased further, in the same manner as before, until the pressure corresponding to the second test point (40 percent of maximum altitude) is reached. The altimeter shall be kept at this pressure for at least 1 minute, but not more than 10 minutes, before the test reading is taken. After the reading has been taken, the pressure shall be increased further, in the same manner as before, until atmospheric pressure is reached. The reading of the altimeter at either of the two test points shall not differ by more than the tolerance specified in Table II from the reading of the altimeter for the corresponding altitude recorded during the scale error test prescribed in paragraph (b)(i).

(iii) Aftereffect. Not more than 5 minutes after the completion of the hysteresis test prescribed in paragraph (b)(ii), the reading of the altimeter (corrected for any change in atmospheric pressure) shall not differ from the original atmospheric pressure reading by more than the tolerance specified in Table II.

(iv) Friction. The altimeter shall be subjected to a steady rate of decrease of pressure approximating 750 feet per minute. At each altitude listed in Table III, the change in reading of the pointers after vibration shall not exceed the corresponding tolerance listed in Table III.

(v) Case leak. The leakage of the altimeter case, when the pressure within it corresponds to an altitude of 18,000 feet, shall not change the altimeter reading by more than the tolerance shown in Table II during an interval of 1 minute.

(vi) Barometric scale error. At constant atmospheric pressure, the barometric pressure scale shall be set at each of the pressures (falling within its range of adjustment) that are listed in Table IV and shall cause the pointer to indicate the equivalent altitude difference shown in Table IV with a tolerance of 25 feet.

(2) Altimeters that are the air data computer type with associated computing systems or that incorporate air data correction internally may be tested in a manner and to specifications developed by the manufacturer that are acceptable to the Administrator.

(c) Automatic Pressure Altitude Reporting Equipment and ATC Transponder System Integration Test. The test must be conducted by an appropriately rated person under the conditions specified in paragraph (a). Measure the automatic pressure altitude at the output of the installed ATC transponder when interrogated on Mode C at a sufficient number of test points to ensure that the altitude reporting equipment, altimeters, and ATC transponders perform their intended functions as installed in the aircraft. The difference between the automatic reporting output and the altitude displayed at the altimeter shall not exceed 125 feet.

(d) Records: Comply with the provisions of § 43.9 of this chapter as to content, form, and disposition of the records. The person performing the altimeter tests shall record on the altimeter the date and maximum altitude to which the altimeter has been tested, and the persons approving the airplane for return to service shall enter that data in the airplane log or other permanent record.

Appendix F to Part 43 -- is the transponder portion of the IFR test, see the information below titled "ATC Transponder Tests And Inspections" for additional information.

ATC Transponder Tests and Inspections?

The ATC transponder tests required by § 91.413 of this chapter may be conducted using a bench check or portable test equipment and must meet the requirements prescribed in paragraphs (a) through (j) of this appendix. If portable test equipment with appropriate coupling to the aircraft antenna system is used, operate the test equipment for ATCRBS transponders at a nominal rate of 235 interrogations per second to avoid possible ATCRBS interference. Operate the test equipment at a nominal rate of 50 Mode S interrogations per second for Mode S. An additional 3 dB loss is allowed to compensate for antenna coupling errors during receiver sensitivity measurements conducted in accordance with paragraph (c)

When using portable test equipment.

(a) Radio Reply Frequency:

(1) For all classes of ATCRBS transponders, interrogate the transponder and verify that the reply frequency is 1090 ±3 Megahertz (MHz).

(2) For classes 1B, 2B, and 3B Mode S transponders, interrogate the transponder and verify that the reply frequency is 1090 ±3 MHz.

(3) For classes 1B, 2B, and 3B Mode S transponders that incorporate the optional 1090 ±1 MHz reply frequency, interrogate the transponder and verify that the reply frequency is correct.

(4) For classes 1A, 2A, 3A, and 4 Mode S transponders, interrogate the transponder and verify that the reply frequency is 1090 ±1 MHz.

(b) Suppression: When Classes 1B and 2B ATCRBS transponders, or Classes 1B, 2B, and 3B Mode S transponders, are interrogated in Mode 3/A at an interrogation rate between 230 and 1,000 interrogations per second, or when Classes 1A and 2A ATCRBS transponders, or Classes 1B, 2A, 3A, and 4 Mode S transponders, are interrogated at a rate between 230 and 1,200 Mode 3/A interrogations per second:(1) Verify that the transponder does not respond to more than 1 percent of ATCRBS interrogations when the amplitude of the P2 pulse is equal to the P1 pulse.

(2) Verify that the transponder replies to at least 90 percent of ATCRBS interrogations when the amplitude of the P2 pulse is 9 dB less than the P1 pulse. If the test is conducted with a radiated test signal, the interrogation rate shall be 235 ±5 interrogations per second, unless a higher rate has been approved for the test equipment used at that location.

(1) Verify that for any class of ATCRBS transponder, the receiver minimum triggering level (MTL) of the system is −73 ±4 dBm, or that for any class of Mode S transponder, the receiver MTL for Mode S format (P6 type) interrogations is −74 ±3 dBm by use of a test set either: (i) (i) (i) connected to the antenna end of the transmission line; (ii) connected to the antenna terminal of the transponder with a correction for transmission line loss; or (iii) utilizing radiated signal.

(2) Verify that the difference in Mode 3/A and Mode 3/C receiver sensitivity does not exceed 1 dB for either any class of ATCRBS transponder or any class of Mode S transponder. (d) Radio Frequency (RF): (1) Verify that the transponder RF output power is within specifications for the class of transponder. Use the same conditions as described in (c)(1)(i), (ii), and (iii)e. (i) For Class 1A and 2A ATCRBS transponders, verify that the minimum RF peak output power is at least 21.0 dBW (125 watts). (ii) For Class 1B and 2B ATCRBS transponders, verify that the minimum RF peak output power is at least 18.5 dBW (70 watts). (iii) For Class 1A, 2A, 3A, and 4 and those Class 1B, 2B, and 3B Mode S transponders that include the optional high RF peak output power, verify that the minimum RF peak output power is at least 21.0 dBW (125 watts). (iv) For Classes 1B, 2B, and 3B Mode S transponders, verify that the minimum RF peak output power is at least 18.5 dBW (70 watts). (v) For any class of ATCRBS or any class of Mode S transponders, verify that the maximum RF peak output power does not exceed 27.0 dBW (500 watts). Note: The tests in (e) through (j) apply only to Mode S transponders. (e) Mode S Diversity Transmission Channel Isolation: For any class of Mode S transponder that incorporates diversity operation, verify that the RF peak output power transmitted from the selected antenna exceeds the power transmitted from the nonselected antenna by at least 20 dB. (f) Mode S Address: Interrogate the Mode S transponder and verify that it replies only to its assigned address. Use the correct address and at least two incorrect addresses. The interrogations should be made at a nominal rate of 50 interrogations per second. (g) Mode S Formats: Interrogate the Mode S transponder with uplink formats (UF) for which it is equipped and verify that the replies are made in the correct format. Use the surveillance formats UF=4 and 5. Verify that the altitude reported in the replies to UF=4 is the same as that reported in a valid ATCRBS Mode C reply. Verify that the identity reported in the replies to UF=5 is the same as that reported in a valid ATCRBS Mode 3/A reply. If the transponder is so equipped, use the communication formats UF=20, 21, and 24. (h) Mode S All-Call Interrogations: Interrogate the Mode S transponder with the Mode S-only all-call format UF=11 and the ATCRBS/Mode S all-call formats (1.6 microsecond P4 pulse) and verify that the correct address and capability are reported in the replies (downlink format DF=11). (i) ATCRBS-Only All-Call Interrogation: Interrogate the Mode S transponder with the ATCRBS-only all-call interrogation (0.8 microsecond P4 pulse) and verify that no reply is generated. (j) Squitter: Verify that the Mode S transponder generates a correct squitter approximately once per second. (k) Records: Comply with the provisions of § 43.9 of this chapter as to content, form, and disposition of the records.

Which Aircraft Are Exempt From Biennial Pitot-Static Testing?

(a) All airspace: U.S.-registered civil aircraft. For operations not conducted under part 121 or 135 of this chapter, ATC transponder equipment installed must meet the performance and environmental requirements of any class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude reporting capability), as appropriate, or the appropriate class of TSO-C112 (Mode S).

(b) All airspace. Unless otherwise authorized or directed by ATC, no person may operate an aircraft in the airspace described in paragraphs (b)

(2) aircraft. In all airspace within 30 nautical miles of an airport listed in appendix D, section 1 of this part from the surface upward to 10,000 feet MSL;

(3) Notwithstanding paragraph (b)(2) of this section, any aircraft that was not originally certificated with an engine-driven electrical system or that has not subsequently been certified with such a system installed, balloon, or glider may conduct operations in the airspace within 30 nautical miles of an airport listed in appendix D, section 1 of this part, provided such operations are (i) (i) -- (i) outside any Class A, Class B, or Class C airspace area and (ii) below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport or 10,000 feet MSL, whichever is lower; and

(4) All aircraft in all airspace above the ceiling and within the lateral boundaries of a Class B or Class C airspace area designated for an airport upward to 10,000 feet MSL; and

(5) All aircraft except any aircraft that was not originally certificated with an engine-driven electrical system or that has not subsequently been certified with such a system installed, balloon, or glider—(i) -- (i) In all airspace of the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface; and (ii) in the airspace from the surface to 10,000 feet MSL within a 10-nautical-mile radius of any airport listed in appendix D, section 2 of this part, excluding the airspace below 1,200 feet outside the lateral boundaries of the surface area of the airspace designated for that airport. (c) Transponder-on operation. While in the airspace as specified in paragraph (b) of this section or in all controlled airspace, each person operating an aircraft equipped with an operable ATC transponder maintained in accordance with § 91.413 of this part shall operate the transponder, including Mode C equipment if installed, and shall reply on the appropriate code or as assigned by ATC. (d) ATC authorized deviations.

Requests for ATC-authorized deviations must be made to the ATC facility having jurisdiction over the concerned airspace within the time periods specified as follows:

(1) For operation of an aircraft with an operating transponder but without operating automatic pressure altitude reporting equipment having a Mode C capability, the request may be made at any time.

(3) For operation of an aircraft that is not equipped with a transponder, the request must be made at least one hour before the proposed operation.

How Often Does The Pitot-Static And Transponder Systems Need To Be Certified?

This inspection must be performed every two years. The regulation discussing this is found in 14 CFR 91.411 and is printed above. It is due at the end of the calendar month, 24 months after it was last done (if that makes any sense). If you do it right, you can go 25 months between each inspection. An IFR pitot static test is required if you use your aircraft for IFR flight and in IMC conditions. The test must be performed by a certified repair station with appropriate ratings for this specialized service. This inspection is to be done in accordance with 14 CFR Appendix E of Part 43. All operators, IFR and VFR, are required to have their transponder inspected every two years in accordance with 14 CFR 91.413 and part 43 appendix F. This inspection must also be performed by a certified repair station with the appropriate ratings.

Do I Need To Be There While You Guys Are Certifying My Altimeter And Transponder?

No! You may be present if you like, but we can also make arrangements to work on your aircraft while you are not there. We frequently work with FBOs or maintenance facilities to make this service as convenient as possible to our customers. Additionally, we accept credit card payments on-site or over the phone and will instantly send you a receipt via text message or email.

If The Aircraft Fails The Inspection Can Pitot Static Guys Fix The Problems?

Yes in most cases. Pitot Static Guys LLC is authorized by the FAA to perform inspections and minor maintenance on pitot-static and transponder systems. We are not authorized to repair components inside instruments or radios. If your instrument or radio needs service that requires us to pull the unit and send it out for repair, we can do that.

In some cases we sell outside vendor services at less than consumer cost. This is because the volume of work that we send to our vendors has earned us a dealer discount, and we pass a portion of that discount on to our customers.

All of our radio and instrument vendors are also FAA-certified repair stations with the appropriate ratings to cover the work they perform. Many problems can be addressed and corrected on-site and on the spot.

However, if a radio or instrument must be sent out for repair, Pitot Static Guys will make reasonable efforts to acquire a loaner or rental unit on your behalf so that you may continue to use your aircraft while your radio or instrument is in the shop. We perform IFR and VFR inspections on a flat-rate pricing scale; please see our "ADS" page by clicking on the link.

If your aircraft is located in Southern California, we will come to your location at no charge. Minor repair and troubleshooting services will be performed at our time and material rate.

Your FAQ section didn't fully answer all of my questions. Where Can I Get More Info? I Still Need More Information?

No problem, drop us a line by going to the contact page and filling out the form. We will do our best to answer your question or refer you to someone who can answer your questions in a timely manner. Thanks for visiting our site.