Author: Bob Hart

By Bob Hart

What’s an Avionics Guy doing talking about Personal Minimums?  It dawned on me that I have this discussion with all my clients.  Your personal minimums speak loudly to the way you plan to fly the aircraft and therefore, the way the aircraft should be equipped. Be leery of an avionics shop that starts selling before asking you how you plan to fly the aircraft!  Unlike the avionics shop I recently mentioned in a previous article, who denies the concept of “Light IFR”, and who advises his clients that any plane that will venture into IFR must have the “best of the best. I believe that pilots essentially have four potential “missions” when piloting a light aircraft:

VFR:  Self-explanatory, I think.  No weather of any consequence, relatively short cross-counties, Lower altitudes and lots of $100 hamburgers! This pilot needs only a good panel mount com, a good portable GPS or iPad with Foreflight or similar software.  Certainly, my preference is the iPad over the portable and there is frequently a lot of available landscape in a VFR panel to allow the iPad to be installed securely in a better place than the yoke or suction mounted to a window.  Most VFR pilots also need or could benefit from a Mode S transponder but a UAT with a reliable Mode A/C transponder can do the job.  The affordable uAvionix Beacons have been doing a good job for pilots in this scenario.  Adding an ADS-B receiver is a personal choice.  There’s that word “personal” again. An autopilot is a luxury, but an engine management unit is always a good idea, and I would add a PLB (personal locator beacon, under $500) to augment the aircraft’s older 121.5/243 ELT if a 406 MHz ELT is not installed.

Light IFR:  Fact is, the majority of flying that a Light IFR pilot does is VFR! Most of my light IFR clients who are upgrading their panels for Light have personal minimums of 800-1000 feet AGL.  They have no plans to go anywhere near approaches to minimums so … installing dual Garmin GTN’s or Avidyne IFD’s makes no dollars and sense to me. This pilot needs a good WAAS GPS as primary.  Built in com makes sense.  He is often removing a legacy navcom with VOR only so the com must be replaced. A reliable legacy navcom with ILS can fill the backup role but there isn’t much that is reliable anymore and most make no sense for a new installation, but some can stay and be addressed later.  The Mode S transponder makes more sense here and ADS-B IN is a must as is an autopilot.  A reliable legacy autopilot (that usually means one that has been maintained) can work and if the budget has room, the ability to monitor CHT and EGT, lean safely and fuel flow (to monitor) the combustion side is my minimum equipment list for Light IFR.  The PLB also makes sense here.

True IFR:   I kept calling it medium or hard IFR in my articles until my editor a few years ago suggested “True” IFR and I stuck with it.  Pilots that fly True tend to fly IFR more frequently, in fact they often file IFR in VFR conditions.  Certainly, there are degrees of True IFR, but they all include “Approaches to Minimums” on the menu at some point, but it still doesn’t suggest that the aircraft be equipped with the “Best of the Best”.  Certainly, the Integrated Navigator makes sense here and it’s not uncommon to see dual GTN’s or IFD’s in a True IFR panel. That simply gives the pilot the redundancy of dual GPS and since that is the nav option most used today for not only enroute navigation but for approaches as well, once you have planned an IFR flight with GPS as the primary nav, losing the GPS in weather and being forced to switch to VOR/ILS is in a word, distracting.  Switching to GPS #2 keeps the flightplan intact. The True panel suggests an Audio Panel with “True” features like a digital recorder and the ability to monitor both coms. ATC and ADS-B are handled with a Mode S ES Transponder and while the iPad with aviation software is standard equipment in a Light IFR panel, dependence on the iPad for information that is critical to the flight (WX, Traffic, etc.) in True IFR, should be available on a panel mounted source; either a large format navigator like the GTN-750Xi or IFD 540/550, MFD or EFIS display. Why do I suggest this?  Today’s certified avionics are incredibly reliable, but the iPad suffers from points of failure you don’t see in panel mount avionics.  iPads get hot and can shut down and are dependent on batteries or an external USB charger.

I am not suggesting that the iPad does not belong in true IFR but not as a “primary” source of information.  It’s a great back-up and a potential lifesaver in the event of a power failure.  That’s the role that the portable GPS used to have but simply stated, the iPad with Foreflight does it better! No offense to the other providers of aviation software but I see constant updates coming from Foreflight to their products and believe that they are at the top of the game.  Today, they announced the addition of “Runway Alert”. The latest ForeFlight release includes a feature that warns the crew of an aircraft on final approach if there’s an airplane on the runway to which they are headed. It also warns the crew of the airplane on the runway that another one is headed their way.  This is a response to the growing concern about runway incursions and a good example of what I referred to as “True IFR features”.  A True IFR panel should also have a sophisticated autopilot with features like a “Go Around” button and all the vertical features that make approaches that much simpler.  Certainly, the new Envelope Protections we see in all the new digital autopilots is a game changer for True IFR.  The Garmin GFC 500 autopilot is leading the pack.  It’s hard to justify a Primary Engine Management System in a Light IFR platform (@ $10K and up) but knowing the condition of your engine in serious IFR “right now” is basic and makes sense when the flying is True.  I think JPI’s EDM-830, which monitors most engine parameters in an advisory capacity, is the perfect compromise for the Light crowd.  Your ELT should also be upgraded to a 406 MHz satellite-based unit.

Business Flying.  I’m not talking about the business flyer sitting in the back of a Citation while the pilot does the work, I’m talking about the small business owner who enjoys the benefits of GA flying as a tool to get to the job or the customer in a light aircraft, often flying solo.  Why do I consider this mission the next level?  We all know about “get home-itis”.  A pilot who should probably land and rest is motivated by the comforts of home and continues on when they probably should not.   I’m suggesting that flying, motivated by profit, can put a pilot in a situation where they would otherwise avoid.  I had a recent client who lives in New England and is a Custom Home Builder on Nantucket.  He is required to fly to and from Nantucket on an almost daily basis.  While still a student pilot, he recently purchased a solid Piper Arrow with yesterday’s avionics, and we set out to create a panel that will have the tools he needs to fly in this environment (we all know the Kennedy story) with the limited skills he currently holds. It will be some time before he will likely be ready for approaches to minimums but when he is ready, the plane will be ready also.  Here, is where I think, the door is open to equipping with the “best of the best”.  That means a large format EFIS Primary flight display with integral Primary engine management.  Dual Integrated Navigators, one in the large format with ADS-B Traffic and WX displayed on it from an “all in one”, hybrid Mode S transponder with certified ADS-B IN.  A top-of-the-line Audio panel which in my mind is the PS Engineering PM405B.  The “best of the Best” also includes a serious look at Active technology for traffic and WX avoidance.

ADS-B is fine for the light IFR and most True IFR pilots but there are weaknesses in the ground-based system that delivers these benefits.  An active traffic system sees all the traffic in your area by essentially “pinging” other pilot’s transponders both mode A/C or Mode S and displaying it on an appropriate display in the cockpit.  ADS-B falls short on reporting lightning strikes in a timely manner and an active weather avoidance system gives you the information in greater detail in real time.  Sadly, the advent of ADS-B is limiting these options.  The Insight Strikefinder has been around and updated over the years and is a very affordable way to add active Lightning Avoidance to your panel for about $6500 installed and is gyro stabilized so when you turn, the WX in the display moves with you.  The Avidyne “SkyTrax” series offers you active traffic avoidance starting at about $13K installed and gives you the confidence that you are seeing all the traffic without dependence on ATC or ADS-B.

Personal Minimums.  We all make personal choices in life and some of the choices we make can result in bodily harm or worse. I did a lot of skiing when I was a kid and managed a ski shop for a few years in my twenties.  This is a good analogy.  You get to the top of the mountain and are greeted by signs indicating the best way to go depending on your skiing ability: Easiest … More Difficult … Most Difficult and … Expert Only.  You have a choice and if you have ever made the wrong one, you learn.  This can go anywhere from embarrassing to a broken leg to a unexpecting meeting with a tree.  Yes, skiers have died making the wrong decision!  Flying offers a significantly greater risk and skill by comparison.

The FAA defines Personal Minimums as

“An individual pilot’s set of procedures, rules, criteria, and guidelines for deciding whether and under what conditions to operate (or continue operating) in the National Airspace System.”

They have gone so far on this as to create a Personal Minimums Checklist: 

 Personal-Minimums.pdf (faa.gov)  

Conclusion.  The majority of my personal flying was from 1982 through 1992.I went from a Cherokee 140 to a Cherokee Six to a two-Place Grumman (with HP!) to a Corbin Baby Ace, single seat, open-cockpit experimental that was my introduction to aerobatics.  I was flying regularly, and my confidence level was at a high.  I shared a hanger with a student pilot who had a Moni Motorglider, wings off, tucked in the corner of the hanger.  It had caught my attention and when he said he wanted to sell it and asked me if I would be willing to fly it, I said yes.  The Moni was powered by a Hirth 2-stroke snowmobile engine.  We put it together and started it up.  Frankly, I don’t think we were very thorough in our preflight and I hit the throttle, got airborne only to see no response from the airspeed indicator.  I was committed and my plan was to simply get to 3000ft over the airport to get the feel of the thing before returning to the airport. As it would be, the engine quit at 1500ft and with some glider experience, I set myself up to land using what I had learned in my fifteen glider lessons.  Altitude is almost always your friend and I lined up a little high, generally a good idea for a dead stick landing except … I was in a glider.  Gliders typically have speed brakes, and the Moni had a single speed brake that came out under the belly.  Remember, I have no airspeed.  When I lowered the brake, the nose dropped.  It was below the center of gravity so that was the result.  That means when you retract the speed brake, the nose comes back up. I’m fighting pilot induced oscillation while trying to slip the heck out of it to loss altitude.  I was originally lined up on the 3000ft runway but decided the extra drag from the dirt adjacent to the runway was a better idea and finally got it down, taking a runway light (and a ding in the wing) with me and … a broken prop!  I made some pretty poor decisions that day and frankly, could have killed myself.

Surprisingly, the owner of the Moni never asked for any reimbursement for the damage I did to his airplane.  I think he was happy to not have my death on his conscience.  I, on the other hand, learned to make better decisions around an airplane that day. 

That’s the simple concept behind Personal Minimums. It is essentially to make a contract with yourself to stay within your ability.  If you haven’t given any thought to this in a while.  Maybe it’s time to revisit your Personal Minimums!

Thanks for reading!

Until next time, Safe and Happy Flying!

Bob Hart

Five Years Later

By Bob Hart

www.AvionixHelp.com

The summer of 2017 brought what I described as some of the best news I had heard in my 20+ years as an avionics consultant on behalf of Legacy aircraft owners.  That was the announcement by four companies that they were now offering new digital autopilots for the GA market.  While I recognized that the Garmin GFC 500 and GFC 600 and the Genesys/S-TEC 3100 were a step-up for the more serious IFR crowd, it was the announcement by Trio and TruTrak that an affordable, digital autopilot was now available for the VFR and Light IFR pilot.

Prior to this, upgrading a tired legacy autopilot was financially out of reach for many.  Trio and TruTrak changed that in 2017. That was five years ago, and I thought it might be a good time to revisit these autopilots.  While I have my own observations and opinions, I decided to reach out to a few avionics shops that I know well for their opinions and experience and I was surprised to find some strong opinions, both positive and negative.  That encouraged me to reach out further to get a broader perspective.  When I write, I tend to keep it positive however, the shops I spoke to, some smaller shops, some high volume, have had some less than positive experiences with these autopilots and I feel I would be remiss if I didn’t include these comments in the article.  So, let’s look at each manufacturer (in alphabetic order) and I’ll share the feedback I got when I asked them how they felt about the new digital autopilots introduced in 2017.

Bendix King: AeroCruze 100 (formerly TruTrak) and the AeroCruze 230

TruTrak has been making autopilots for the experimental-Light Sport market for years and through the efforts of EAA STC, they received the STC for certified aircraft in 2017.  The autopilot was well-received by legacy aircraft owners and much to the surprise of myself and the industry, Bendix King announced that they were buying TruTrak in 2019.  Frankly, this announcement was not as well received. The first year of transition from TruTrak to BK was less than smooth with incomplete orders, slow response to problems and a lot of the “good will” created by Andrew Barker and TruTrak were lost in the haze.  While the shops I spoke to were generally okay with installing the AeroCruze 100, I found no enthusiasm for Bendix King and the majority of shops were no longer Bendix King dealers.  I would suggest that the majority of pilots who have the AeroCruze or TruTrak installed, who made it through the haze, are happy with their AeroCruze 100. It’s a full featured, digital autopilot designed for the VFR or Light IFR market.  The AeroCruze 100 is about $5900 with STC, and I’ve seen install labor discussions from 20 hours (ridiculous) and up.  I would suspect that 40-50 hours will be a typical shop labor quote for the AeroCruze 100 with removal of a legacy autopilot. 

The AeroCruze 230, was also introduced in 2017 by Bendix King, as an upgrade to their KFC 150 (and now the KFC-200).  The KFC-150/200 were a popular OEM autopilots found in many new aircraft and generally had a good reputation. One weakness, which showed up later was the vacuum, mechanical KI-256attitude indicatorthe provided position-sensing for the autopilot.  BK introduced an electronic alternative to the KI-256 in 2017 in the form of the KI-300, made for Bendix King by Sandia Aerospace, which has been less than stellar.  The concept of the AeroCruze 230 is as a direct replacement of the original KFC-150/200controller and to reuse the existing servos and harness providing a simple, affordable digital upgrade.  Only one of the shops I spoke to has installed an AeroCruze 230 and it is not performing as advertised and the shop suggests that BK is being less responsive to his customer than he would hope.  He will not be installing another one. In short, none of the shops I spoke to have any plans to sell Bendix King products.  If I have had any concern about the AeroCruze 100 autopilot, it is about the future of Bendix King and the support that might not be there in the future for AeroCruze owners.  STC’s for new models of aircraft seem to me to be moving slow.

Dynon Autopilot.  A few of the shops mentioned the Dynon Autopilot and their only complaint was that STC’s were not coming fast enough.  I said it in my previous articles, and I’ll say it again. If you are in the market for large format EFIS and … need engine management and a modern, digital autopilot, the Dynon Skyview system is a great value.  These shops agree and they see the quality in the equipment.   It was not one of the autopilots introduced in 2017 but I would be remiss if I did not include it here. 

Garmin:  GFC 500 Autopilot

Unlike the Light IFR AeroCruze 100 I mentioned above, the Garmin GFC 500 is “state of the art” in a True IFR autopilot and all of the shops I spoke with agree it is leading the pack!  However, and we don’t really expect this from Garmin, the path has not been without some speedbumps and in the case of the GFC 500, that has come in the form of significant servo failures.  Every shop I spoke with has had servo failures with the GFC 500.  One shop did a GFC 500, three servo installation (with autotrim) and saw all three servos fail in the first six months.  Garmin issued a Mandatory Service Bulletin in February 2022 that resulted in the exchange or repair of their GSA28 servos in the field and shops report that this is no longer an issue.  It was also reported that even with Garmin’s supply chain issues that are delaying delivery (at the time of this writing) of some of their most popular products, the GFC 500 is available, the G5’s and GI 275’s that are required to drive the autopilot (in lieu of a G3X or G500Xi), not so much.  All in all, Garmin’s GFC 500 is the popular choice between the new digital autopilots targeting the True IFR pilot as confirmed by all the shops I spoke with.  What stands out for me, vs. the Genesys 3100 is the value.  At approximately $26,000 installed including autotrim (with a third servo), the GFC 500 upgrades your autopilot and also your Attitude Indicator and HSI. The Genesys 3100 requires you to address these important instruments separately which is very desirable in True IFR.  

Genesys/S-TEC 3100 Autopilot

Genesys also introduced their New 3100 Digital Autopilot at Oshkosh 2017 and while the autopilot stands alone, with all new servos and harness, Genesys is also marketing it as an upgrade to the System 55X (and previous models) where you keep your original servos and modify the harness.  The same shop that has had issues with the BK AeroCruze 230 (using original servos) is also less than enthusiastic about the 3100 installation, when using original servos.  He had two installations where the 3100, installed with original servos, were actually removed and replaced with the Garmin GFC 500. He also noted that he had two clients who were happy with their 3100 but in both of those cases, new servos were installed.

More than one dealer mentioned that Genesys had requested that the aircraft owner fly the plane to Mineral Springs, TX, in order to get the system working correctly. Unlike the GFC 500 which uses external solid-state position sensors (either the G5 or the GI 275), the Genesys 3100 has an internal AHRS and requires no external sensors.  It also appears that Genesys is backing away from their popular analog System 20 single-axis autopilot and their System 30 with Altitude Hold (about $18K installed).  It appears that the BK AeroCruze 100 and the Pro Pilot from Trio Avionics has had a significant effect of that segment of the market which, simply stated, is legacy aircraft owners flying affordable airplanes upgrading their legacy autopilots.

Trio Pro Pilot Autopilot

Both the Trio and TruTrak autopilots came to market at the same time in 2017 but it appears to me that Trio was a little slower getting the message out and that TruTrak had the early marketing advantage.  Unlike TruTrak, that manufactured and marketed their autopilot in 2017, Trio uses two entities.  Trio manufacturers and supports the autopilot while the STC Group is responsible for engineering, including the original certified STC and subsequent STC’s and they also handle sales for Trio.  Trio had some issues early with servos that needed a boost in certain airframes and that was addressed a few years ago. New management at the STC Group seems more aggressive at building new dealerships and is moving forward with adding STC’s.  One shop I spoke to has chosen to stay away from the BK AeroCruze and recommends the Trio for those pilots looking for an affordable, digital autopilot. This was based on a general concern about Bendix King and what he described as a lack of dealer support. He went out of his way to point out that his support from Trio and the STC Group had a lot to do with that decision. Pricewise, the Trio Pro Pilot and the BK AeroCruze are about the same at about $6000 for equipment and STC.  A comparison of features and benefits of the two autopilots is similar with the Trio offering a few features not found in the AeroCruze like “track offset”.  Some pilots prefer to offset their track on busy airways and the Trio can do this.  Trio’s “straight and level” button can also be programmed to do a coordinated 180 degree turn, a feature that a VFR pilot might like if they mistakenly enter into IFR conditions.  In my consultant work with pilots planning an avionics upgrade with Light IFR in mind, I recommend the Trio Pro Pilot for the same reasons.  As I mentioned above, none of the shops I spoke to have any desire to sell Bendix King products, and some no longer are BK dealers.  This does not bod well for the future of Bendix King and the AeroCruze.

Conclusion

Any pilot who will find themselves in IFR conditions, especially low-time light IFR pilots with their families, who occasionally fly IFR, should have an autopilot.

I used to say, “at least a basic autopilot”, but that game has changed.  The legacy aircraft owner upgrading from a tired factory installed, single-axis autopilot with plans to fly Light IFR now have the choice of two, very sophisticated options in either the Trio Pro Pilot or the Bendix King AeroCruze 100.  Funny … Honeywell, the parent company of Bendix King, in their marketing, refers to the AeroCruze 100 as “basic”. The AeroCruze or Trio Pro Pilot are anything but basic! The legacy S-TEC System 20 “wing leveler” and even the System 30 with altitude hold could easily be defined as basic by today’s standards.  Pilots flying True IFR have the Garmin GFC 500 including solid-state electronic flight instruments and the Genesys/S-TEC 3100 option.  Whether it be marketing, overall performance or value, it appears that the GFC 500 and the Bendix King AeroCruze 100 are leading the pack today.  I expect the Dynon Skyview system with Autopilot (and Engine management) to be a serious contender as more STC’s for their autopilot become available.  Frankly, I’m rooting for Trio, and I think in time, their customer support will make the difference.

Until Next Time … Safe and Happy Flying!

Bob Hart

www.AvionixHelp.com

Stress Reduction without Distraction!

By Bob Hart

www.AvionixHelp.com

I have previously written about avionics tools that can ease pilot load.  Obviously, GPS and big screen moving maps have taken all the guesswork out of “where we are”.  Active traffic systems and now ADS-B have eliminated the concerns about “where they are” and weather in the cockpit via Stormscope, radar, SiriusXM and again, ADS-B have limited the concerns about “where it is”.  The technology in modern audio panels have also played a significant role!  Digital recorders play back ATC communications that we missed, Monitor mode lets us listen to ATIS on radio #2 while staying in contact with ATC on #1, some even allow us to record checklists in our own voice for emergencies, take-off, landing, etc. and call them up at a push of a button.  Obviously, Bluetooth and WiFi have changed our lives both on the ground and in the air.  Programming flight plans on the couch and then downloading them into our avionics prior to takeoff is a game changer for any pilot flying a significant amount of IFR.  Pilots have had music available for years but frankly, I’m surprised how many pilots do not recognize the benefit of “Music in the Cockpit”.  Today, Bluetooth makes it a lot easier!

Most of us would not even think of driving our car without the radio or CD or some form of music and we do so without incident, yet many pilots see music in an airplane as a dangerous distraction.  No question, part of flying is communicating.  There are segments of a flight where communicating takes priority as in terminal control areas.  Many believe that having music in this situation will interfere.  I think this is because most pilots do not understand how Music in the Cockpit works and the lengths that audio control manufacturers have gone to make music a plus and not a minus.  

Prior to the Bluetooth revolution, adding music to the aircraft required hardwiring common, sub-miniature jacks for music input into an audio panel or intercom that offered music capability.  Some did not.  Virtually all intercoms and audio panels manufactured today have music capability.  Originally, the systems and the music were mono but audio system designers like PS Engineering and headset manufacturers added stereo options and almost all of the new audio panels today are coming with Bluetooth wireless interfaces for cellphone and music input.  If you install a new audio panel in your aircraft now, you will likely have stereo music via Bluetooth available so … why not use it? 

When I was most actively flying back in the eighties and nineties, a cross-country flight included jazz or classical music in my ears, especially if I was solo.  It added to the flight and it was never a distraction.

How is the music not a distraction? What happens when you are cruising with music in your ears and something comes over the radio or someone in the aircraft speaks into the intercom?   PS Engineering, the dominant manufacturer of audio panels, offers eight models with Bluetooth.  PS ENG calls it “SoftMute” and all their models offer it. The PMA8000G ($1895) near the top of the PS ENG line, gives you three ways to mute your music: (you choose)

Mute On– music will mute with either intercom or radio.  The 8000G offers Voice Annunciation so Voice annunciation will say “mute on.”

Mute Off – “Karaoke” mode – music will not mute except during outgoing radio transmissions. –  Voice annunciation will say “mute off.”  

Radio Mute – Radio communications will mute music, but intercom will not mute music – The Voice annunciation from the 8000G will say “radio mute.”  (Nice!)

In all cases, the music returns “softly”, not abruptly.  That is called “SoftMute”.

Garmin offers one model, the GMA 345, with Bluetooth (they still offer the older GMA-350 without Bluetooth) and they call it “entertainment muting”.   You can choose to turn music muting on or off with a radio transmission and muting on or off if someone speaks on the intercom.  These are pilot choices and controlled separately.  Muting always occurs during alerts.  So, in short, you choose to mute music either when there is radio activity, or the intercom becomes active.  It’s automatic and not a distraction.  

Sources for In-Flight Music.

The iPAD has become almost standard equipment in the cockpit, especially in a legacy panel where the budget for big screen EFIS is lean. While it is used primarily for mapping and back-up navigation and to display ADS-B WX and Traffic, it is a good place to store your music library.  Your cellphone can do the same. There are three ways to introduce music into the cockpit:

1.  Create your own playlist from CD’s or downloads and

      sync (download) into your iPAD or simply load the music onto a

      data card and plug it into your Android device. Then,  Bluetooth it to            your music capable audio panel or through a wired connection.

      In this situation, you invest your time only.

•  Create playlists from a subscription service and sync to your iPAD or

     load to a datacard for Android.  You invest less time and a little money.

•  Purchase an aviation device that receives SiriusXM and Bluetooth directly to your music capable audio panel with a SiriusXM      subscription.  You invest no time but pay a higher monthly fee.

Let us look more closely at each option.  If your ambitious enough to create your own playlist, then your investment is just time.  The time it takes to create your own “music library” and sync it into your iPAD/iPhone or create a memory card for an Android device.  The iPAD can send music simultaneously to your audio panel while maintaining its role as a back-up nav source and display for ADS-B.

I still have a library of over 250 Music CD’s so this would be a relatively easy option for me.  I’ve already “invested” in the music but downloading is still time consuming.

 Apple Music, Pandora and Spotify are very popular subscription services that allow you to download unlimited music, by artist or genre, for a monthly fee, but they require an internet connection or access to “mobile data” to be “live”. So, with these options, you can store the music to be played offline by syncing (iPAD/iPhone) or loading a memory card (Android) or with an unlimited data plan, you can access these services live in the air.  iTunes, not to be confused with Apple Music is a little different.  First, you will use the free iTunes APP to sync your music into an iPAD or iPhone. iTunes also sells music like an online music store.  You can purchase an album, etc. but there are no unlimited subscriptions.  Monthly fees look like this: Apple Music is $10 per month for an individual or $15 for a family so check with the kids before you get your own Apple Music subscription. You might qualify for the family deal!  Pandora (I Heart Radio) offers a free service with commercials however talk about distraction! I do not think you want commercials in the cockpit. They also offer a $5 and $10 monthly package. Spotify is a flat $9.99 monthly fee. Each service is a little different so look at what you get for your money before jumping in.  All the services above offer free trials so that is the way to go before you commit!

SiriusXM is the only service with an aviation pedigree.  Sirius and XM were both satellite-based subscription radio stations as early as 1990.  XM weather has been an option for pilots for several years.  Both companies struggled a bit with strong opposition from ground-based radio but merged in 2007 and SiriusXM is doing well today.   You can get a weather or weather/entertainment-subscription from SiriusXM but, if you want music/entertainment only, you appear to be out of luck. It is not available by itself.   Music is available as a WX add-on only!

You’ll notice I am saying “Entertainment” as opposed to music.  That’s because the programming on SiriusXM is different.  The services I mentioned above (Apple Music, Pandora, and Spotify) are focused on music and you can choose an artist, genre or even a random feed.  SiriusXM has “channels” that include just about any music genre you can think of, but it also offers entertainment in the form of talk, news, politics, comedy, etc.  If a good laugh at 10,000 feet sounds good than maybe SiriusXM is for you!  PS Engineering used to offer an audio panel with built-in SiriusXM and SiriusXM also previously offered their own portable WX receiver to work with ForeFlight but both options are discontinued.  Garmin, on the other hand has jumped in. 

Garmin GDL-51 Portable XM Receiver @ $ 649.  The GDL-51 receives SiriusXM WX and Music/Entertainment depending on your subscription.  It’s a portable unit that sits on top of the panel with a rechargeable battery or can be powered from a USB charging port.  It provides Bluetooth WX to Garmin portables or Garmin Pilot or ForeFlight compatible devices and SiriusXM music/entertainment to Bluetooth enabled audio panels. 

Garmin GDL-51 Remote XM Receiver @ $ 649 Plus Antenna. This is the remote mounted version of the 51 and it requires a Garmin GA-24 SXM panel top antenna @ $75.  It is aircraft powered and does what the portable version does from under the panel.  It provides WX and Entertainment depending on your subscription.

Garmin GDL-52 XM/ADS-B Receiver @ $ 1149.  The GDL-52 gives you access to SiriusXM programming with a subscription and also receives ADS-B IN WX and Traffic to be displayed on a Garmin portable GPS or smart tablet.  As mentioned, if you want entertainment, you must have a WX subscription with Entertainment add on. 

Garmin GDL-52R XM/ADS-B Receiver @ $ 1149+.  The GDL-52R is the remote mounted version of the 52 and it requires a Garmin GA-24 SXM panel top antenna @ $75 and a GA-26C ($100) panel top GPS antenna. As mentioned, if you want entertainment, you must have a WX subscription with Entertainment add on. 

SiriusXM “Tour” Portable Entertainment Source @ $149 (Sportys).  SiriusXM now offers a way to receive programming independent of WX in their new “Tour” powered by Bluetooth.  This unit receives SiriusXM programming at any altitude and mounts to the panel and can be used at home with WiFi.

With the “Tour” you can have entertainment programming in the cockpit with a Bluetooth connection to your Bluetooth ready audio panel.  Entertainment only subscriptions are available starting at $10.99 but with special first year pricing.

The Tour is designed for your car but easily adapts for aircraft use.

Faro Stealth Audio Link @ $139 (Sportys).  If you primarily fly solo and see that adding music might be desirable, even if you don’t have a Bluetooth capable audio panel, there’s a way to add music to your pilot headset with the Faro Stealth Audio Link.  The “link” goes in-line between your headset and headset jacks and receives music from your Bluetooth source and like the more expensive audio panels, allows for aircraft priority and mutes the music when desirable.   

Conclusion

Chances are you never considered adding music or entertainment to your cockpit and it is also possible that you did not understand how it works.  PS Engineering and Garmin, the primary providers of Bluetooth capable audio control have made the option of music seamless and without distracting you from important communications.  If you enjoy music while cruising in the car on the way to the airport, add this capability to your aircraft.  If you have a modern Garmin or PS Engineering audio panel in your aircraft, there is a good chance you already have the capability so … Enjoy!

Until next time … Safe and Happy Flying!

Bob Hart

www.AvionixHelp.com   

Want more info about the products mentioned above?  Here’s the links:

PS Engineering PMA8000G: 

https://www.ps-engineering.com/pma8000g.html

Garmin GMA 345:

https://buy.garmin.com/en-US/US/p/506609

Garmin GDL-51:

https://buy.garmin.com/en-US/US/p/592645

Garmin GDL-52

https://buy.garmin.com/en-US/US/p/529290

SiriusXM “Tour”

https://www.sportys.com/siriusxm-tour-audio-receiver-with-bluetooth.html

Faro Stealth Audio Link:

https://www.sportys.com/faro-stealth-audio-link.html

Avionics Maintenance you can do at Annual Time!

www.AvionixHelp.com

By Bob Hart

Installation Hours are what Drives

the Price

By Bob Hart

www.AvionixHelp.com

If you follow my articles, you know that I am one of the few Avionics writers that talks about street price (equipment) and estimated installed pricing (equipment plus labor).  Frankly, I think that’s exactly what you want to know when you’re looking and shopping for an avionics upgrade.  A part of my “service” to my consultant customers, is showing them how best to shop for an installation and taking a critical look at the install quotes they get after my report. Clint Eastwood would be pleased.  The “Good, the Bad and the Ugly” are alive and well in the avionics quotation business! To do this with reasonable accuracy, you need to know the install labor rate and the estimated number of hours that a task will or should take.  To keep a handle on hourly labor rates, I consult the Aircraft Electronics Association or AEA as they are better known.  The AEA, with over 1300 member shops, is a support organization for avionics shops across the country and beyond.  AEA members share their used avionics inventories, get help on regulatory issues and in this case, find out what the industry and their competitors are charging for avionics repair and installation. They get this information through the AEA’s annual Rate and Labor Survey of their members.  The 2019 survey shows rates from across the country and yes, if you want to know how much your avionics technician is likely getting paid … it’s in there also but only available to members.  I think we really are only interested in how much we pay and not how much they make.  Surprisingly, install rates do not differ much from shop to shop but regions (east vs. west) do a bit.  Of course, when we jump from GA to Corporate, we see a big jump!  In the quotes I see, I see shops trying to hide their labor rates by quoting you the total labor cost without telling you the number of hours?  Without the rate, it is easy to fudge a little on labor estimates. Fact is, while labor rates don’t vary much, labor hours can vary greatly from shop to shop.  From my years of quoting installs (the shop dictates the hours, I just quoted them), you start to understand how much a task takes. I combine my past knowledge with the current quotes I see from my clients.  When I see labor hours that seem to be out of line, I will usually consult with a shop I trust.  Last year, just before Oshkosh, a client sent me a quote that, in my opinion, had an extra 75 labor hours, that’s $an extra $7500!  I took the quote with me and consulted with Tony Polemarkis of Avionics Place in Illinois. Avionics Place is one of those shops I trust! (http://www.avionicsplace.com/).  Sure enough, Tony saw an extra 60-hours labor in the quote.  I suggested that my client get more quotes.  Frankly, that’s about the only defense against a high quote. In some cases, that shop is still the right shop for you because of location.  So, you take a fair quote back to them and renegotiate!

In many cases, I’m right on but I also learn as I go sometimes.  Here’s an example.  S-TEC has been the dominant aftermarket autopilot manufacturer for years.  They previously published the estimated hours it should take to install their legacy, analog autopilots.  I have been using that data until recently when I discovered that S-TEC/Genesys and Garmin no longer provide a finished wiring harness with their 3100 or GFC autopilots.  Their previous models did and still do include a completed harness. With the GFC and 3100, installers must create them and that can add an extra 10 hours easily from previous estimates.  So, let’s talk install rates, estimated labor hours for a given task and how best to shop for an avionics installation!

Hourly Labor Rates (Thanks to the Aircraft Electronics Association)

“Go west young man” does not apply here.  The farther west you go, the higher install labor rates for avionics goes up but not by a significant amount.  As you might expect also, with the “rush” on ADS-B and the associated panel upgrades, rates went up compared to the previous year.  Here’s what install rates looked like in 2019 according to a survey of AEA members.

            EAST U.S. SHOP RATES

                                     Service $ 99.41

                                      Install $ 96.71

                                      Engineering $ 107.30

                                      Instrument $ 101.27

            CENTRAL U.S. SHOP RATES

                                     Service $ 102.79

                                      Install $101.31

                                      Engineering $ 107.33

                                      Instrument $102.00

            WEST U.S. SHOP RATES

                                      Service $ 113.53

                                     Install $104.94

                                     Engineering $ 139.64

                                     Instrument $ 122.22              

Service is likely repair of an existing installation and not necessary bench repair.

Install is obvious

Engineering would be that portion of an installation that requires drawings and/or Wiring diagrams often required by the FAA on “Field Certifications”. Instrument would refer to instruments shops which operate on different licensing.

For the most part, labor rates that I am seeing in 2020 shadow the 2019 rates.  I suspect we will see a slight increase in 2021. The Corona Virus (we are intimate!) probably interfered with most shops plans to increase their rates in 2020.

Estimated Installation Hours

As I mentioned at the top, this knowledge base comes to me from quoting installs during my days at Eastern Avionics and APG Avionics and … from reviewing recent install quotes I get from my clients.  I’m frequently asked by pilots, especially those who would like to do upgrades in phases, if doing it all at the same time will save money vs. doing some now, some later.  The answer in most cases is no.  Upgrading an IFR GPS for example, a popular upgrade, is a task in itself, as is the installation of an audio panel, transponder or navcom.  Where there can be some savings doing more now, would be where the interior must be removed and replaced.  This is a day’s work in itself so avoiding messing with the interior more than once will not only save you a little money but also wear and tear on the interior itself.  Some pilots recognize this and opt, with the shop’s approval, to remove and reinstall the interior themselves! Here is some tasks and estimated hours.

          Equipment                                       Estimated Hours

                   Audio Panel                           (Basic) 16-20 hrs. (Complex) 20-24 hrs.

                   IFR GPS/Stand alone                      30 hrs.

                   IFR GPS-Comm                                35 hrs.

                   Integrated Navigator                       40 hrs.

                   Navcom                                            12 hrs.

                             EFIS

                   G5/GI-275/D-10A AI Only                12-16 hrs. (add for autopilot)

                   G5/GI-275            HSI                       24-28 hrs.

                   Aspen E5/EFD1000                         30-35 hrs. (Add 5 hrs. w/EA100)

                   G500TXi/Dynon HDX                      50-60 hrs. (Add for options)

                             ADS-B

                   GTX-345/L3 Lynx (all in one)            20-24 hrs.

                   GTX-335/Appareo ES                       12 hrs. (Add 4 hrs. w/ WAAS)

                             Autopilots*

                   System 20 (single axis)                      30 hrs.

                   System 30 (two-axis)                         40 hrs.

                   System 55X (two-axis plus)               60 hrs.

                   Garmin GFC500w/Dual G5’s/Trim    80-90 hrs.

                   S-Tec/Genesys 3100                          80-90 hrs.

                   Trio Pro Pilot (two-axis)                    40 hrs.

                   Bendix King AeroCruze 100              40 hrs.

* In some installations, especially autopilots, old HSI systems and even antennas (especially ADF’s) there can be significant hours in removing the old system that will get added to the task hours listed above.

Panel Re-Creation

Let’s face it, in the 60’s, Piper or Cessna really had no grasp on what to expect we would see in a GA aircraft panel.  Key gyro instrument locations were off, avionics were tucked away in locations that also made no sense.  By the 70’s, both manufacturers did much better but still those plastic overlays!  I think it was the 90’s before we saw the end of plastic and the all-metal panel come along.  Unless you are trying to maintain that “legacy” look, new metal sure is desirable but at a price.  We see different approaches.  Some go for a new pilot and a separate co-pilot panel, but the best look and the most available “landscape” comes with a one-piece panel, powder coated, and silk screened.  If big-EFIS is in your plan, a new panel is mandatory but pilots who are investing significantly and often with a long-term plan for the aircraft will chose to upgrade the panel at the same time.  You should be able to do this in a Piper or Cessna single in the $2500 range, but larger or more complex aircraft can get pricey.  A recent client with a Piper PA-46-350 Malibu JetProp (turbine conversion) got a quote of over $10K to redo his panel.  We re-shopped and the final quote from another shop was about $5000.  There’s a lot of stuff in a Turbine JetProp panel loaded for IFR “Bear”!

Shopping for an Installation

Let me start with an analogy.  “Hi, I need to get my house painted and I heard you do good work.  I’m located in another state, and I wonder if you can give me a quote over the phone.  I can send you pictures and colors I’m considering.”  Sounds crazy but, in reality, this is a way too common method that aircraft owners use to get an avionics quote.  If you were the painter (and crazy enough to even quote this) you would add a significant financial margin to the quote for “unknowns”.  An avionics shop, quoting long-distance without seeing the aircraft, will likely do the same.  When the job is done, and no “unknowns” have surfaced, don’t expect the shop to credit you for “no unknowns”!  There is no place on the invoice for that! So, if you want the best price, call, make an appointment and fly in and give the shop a chance to look over your project.  If you’re flying a legacy single, and the shop’s tarmac is loaded with corporate queens, you are probably in the wrong place.  Ask around, check the forums, and find a shop that “relates” to your aircraft.  Let’s agree.  The priorities are to get a fair price and good quality work.  If you’re on a legacy budget, and you hope to also get it done fast, you are pushing too hard.  Good, Fair and Fast: in life and in avionics, you usually only get to pick two.  Remember, while you are getting a quote, use this opportunity to “size up” this situation. Is this a guy you can work with?  Would you want your airplane here? 

You are the customer although when shopping for avionics work, it doesn’t always feel that way.  Here are a few things you want to specify in your written quote.  First, what is the shop’s hourly rate for installation.  As I mentioned before, some shops seem to try and hide that so ask?  Also, you want the shop to break down the equipment cost and the labor costs separately.  If you get more than one quote (and in most cases you should), it will be easier to compare.  You also want a good idea when the shop can start the work (once you make a decision) and approximately how long the project will take.  Be patient on the later!  There’s an old saying among avionics installers: “Never enough time to get it done, always enough time to do it over”! This is even more important if you are traveling some distance to get this done.  Trips back and forth to fix things will get expensive fast (and wipe out any savings) which is another reason why finding the right shop, closer to home almost always makes the most sense, even if they are not the lowest price.

Most shops will ask for a deposit, up front, just to put you on the schedule and they will want more money, usually enough to cover the equipment cost when you drop off the airplane.  You’ll pay the balance of the labor when the project is complete. This is also a good time to discuss warranty.  New equipment comes with factory warranties, but you’ll want to know how long the shop will stand behind “their” work.  While the equipment is being installed, that is a good time for you to be getting your head into Pilot’s Guides and User Manuals.  It’s not the shops responsibility to teach you how to use the equipment although some shops are better at this than others. Frankly, if you are making a significant investment, which includes a new autopilot, a test flight is in order and will also serve to introduce you to the basic features so pay attention! 

Conclusion

It is likely that the biggest variable you will see between avionics installation quotes is the labor hours.  Labor rates, in a region, will generally be close but the number of hours that a shop will assign to a task can very greatly. We did not mention sales tax but that is a factor in some cases.  A recent client in the Atlanta area decided to shop for his install in Florida because FL, like many states, have an exemption on sales tax for Aviation repairs and installations.  That can really add up on a significant upgrade!  Bottom line, do your homework or get professional help (www.AvionixHelp.com) and shop smart.  The phone or email is not the way to get a “fair” quotation. Do the work. Push for a fair price and quality work and be patient on time. 

Until Next Time … Safe and Happy Flying!

Bob Hart

www.AvionixHelp.com    

More than once in my articles, I have mentioned that we are in the “EFIS” period. In 2000, it was GPS. MFD came a few years later. EFIS entered GA in 2004 with the G1000 OEM options and in the aftermarket with the G500 in 2009. It’s exploded in the last few years, especially with solid-state options designed and certified to replace your standard, vacuum horizon, always a good idea when IFR is planned. Until now, if your standard vacuum horizon was also the sensor for your legacy autopilot, replacing it with a solid-state, ADAHRS electronic option was not available but replacing your suspect, mechanical vacuum autopilot AI with a modern EFIS unit is now possible on some legacy autopilot models. The Dynon D10A ($2,200) was the first solid-state AI upgrade to reach certification and, consistent with Dynon’s experimental/light-sport pricing, it was very affordable. Garmin followed in 2016 with the G5 ($2,150) for AI and DG/HSI ($3,000) and has essentially set the standard, competing hard on price with Dynon and for features with Aspen in the PFD category. I don’t think the G5 AI would have been priced where it is if Dynon was not also a player. This shows that competition is a good thing! We won’t talk about Aspen here — we will focus on the new GI 275 electronic flight instruments. But first, let’s briefly visit the features of the Garmin G5 and the Dynon D10A to establish a baseline and then highlight the new benefits found in the latest electronic flight instruments from Garmin.

Dynon D10A and Garmin G5 common features

Both the D10A and G5 offer primary attitude and allow you to replace your existing vacuum horizon, but the instruments also show you airspeed, altitude, turn rate, slip/skid, barometric setting, GPS track, and a few other features in a supplemental role. The information is there in front of you, but the original instruments must remain. Dynon gives you an up/down timer, G-meter, and volts. Garmin adds vertical speed reference and shows selected altitude. The D10A DG/HSI is not included in the STC so replacing your vacuum DG/HSI is not a Dynon option. The Garmin G5 DG/HSI is certified to replace your existing unit, which opens the door to removing your vacuum pump and associated plumbing and creates the ADAHRS foundation for the GFC 500 autopilot. While the G5’s were introduced in 2016, it is safe to say the majority have been installed in the last 18 months during the big avionics “push” of 2019 (thanks to ADS-B), so if you just upgraded to G5’s, you may have been less than excited to see the announcement of their new GI 275 series. As I stated before, Garmin is moving fast on technology. The good news is that Garmin will be there to support the G5’s for a long time.

GI 275 flight instrument or multi-function instrument

Garmin’s marketing calls the GI 275 both a flight instrument and a multi-function instrument. Both are true and that’s the primary difference between the GI 275 and the G5. The G5’s role is limited to a primary AI with secondary advisory or a DG or HSI when interfaced to Garmin’s GAD 29B nav data interface. The GI 275 does more. The GI 275 can be a primary attitude indicator, a CDI, an HSI, a primary engine management unit, and a multi-function indicator with a shopping list of functions. The configuration is different than the G5. Unlike the G5, the GI 275 fits a standard instrument hole and stays within the confines of the standard 3 1/8-inch instrument hole as opposed to the G5’s bezel that extends beyond and sometimes requires a little panel work especially to those plastic overlays. The GI 275 is touchscreen (with dual concentric knobs) and has built-in Wi-Fi and Bluetooth and interfaces to the Garmin Pilot app for database “concierge” and for downloading engine data. A backup battery is available as an option for all units but is required when the GI 275 is used as a primary or backup AI or ADI. There are three hardware versions of the GI 275: the GI 275 basic, GI 275 ADAHRS, and the GI 275 ADAHRS+AP. Let’s take a look at each version of the GI 275 and estimated price.

GI 275 basic This is the basic hardware version of the GI 275 with no ADAHRS or autopilot interface. The GI 275 basic can be a CDI or an engine management system.

The 275 CDI can replace most mechanical CDIs and accepts nav data from two GPSs or VOR/ILS-based nav receivers. Switching between the nav sources is built in and this simplifies installation if you want to use the 275 for more than one nav source. GI 275 primary engine management — EIS with GEA 24 Estimated street price: $3,995* The GI 275 with GEA 24 engine indication system becomes a dedicated primary engine management system in a 3 1/8- inch configuration. Twins can use two GI 275s. Note that the GEA 24 is certified for Class I and II aircraft. Revolutions per minute, oil temperature and pressure, and manifold pressure (if installed) are required, but a full package of sensors can be added including CHT/EGT, TIT, fuel quantity, and volt/amps. Many of your existing probes and sensors may be compatible. *Plus sensor package for $1,000 (four cylinder) to $1,400 (six cylinder) and installation. GI 275 as a basic MFD As you will see below, the GI 275 can serve multiple roles but using the GI 275 basic unit, it can be configured as an MFD. In this role, using the internal VFR GPS and an antenna connection, it provides mapping and map data including terrain from its internal database and a broad list of information from external devices including weather (ADS-B, Sirius XM, or Stormscope) and traffic (ADS-B or TCAS), and can display radar altimeter if so equipped. As you will see below, adding the ADAHRS allows the GI 275 to serve as both an MFD and backup ADI, which seems to me to be a better use of panel space and budget. There is an upgraded EIS, the GEA 110 that is required for Class III aircraft that must be installed by a Garmin dealer.

 GI 275 ADAHRS Add an ADAHRS and battery backup and you have the GI 275 ADAHRS version. This version serves as a primary attitude indicator ($3,995) providing primary attitude, airspeed, and altimeter. Add the optional GMU 11 magnetometer and the unit becomes an ADI ($4,295) providing additional heading as a primary or backup ADI in Class I or II aircraft. Versions for Class III/IV aircraft are available, but all are Garmin dealer install only. When installed as a primary attitude indicator only, the original AI, airspeed, and altimeter must be maintained but most pilots installing the GI 275 will install a second unit as a combination MFD/ ADI or HSI/ADI and eliminate the need for mechanical backups. A VFR GPS is installed in the unit and requires either the optional panel top antenna or a GPS position interface into the unit to provide backup ground track in the event of a failure of the magnetometer. You can add synthetic vision to the AI or ADI. GI 275 HSI Unlike the G5, which can only interface to digital GPS navigators or nav/coms (VOR/ILS). The GI 275 ADAHRS in HSI configuration will communicate with most digital or analog nav sources and it does not require an adapter (like the GAD 29B for the G5). The GI 275 with GMU 11 magnetometer ($4,295) gives you an advanced HSI/EHSI with the option of a map underlay. In this configuration, you can display data on the moving map as well as lateral and vertical deviation, but you can also configure the HSI on an MFD/standby ADI. In this configuration, the backup unit will automatically revert to the ADI page in the event of an issue with the primary ADI. Wow! All non-EIS GI 275’s rely on optional databases to provide navigation, mapping, and alerting functions. Updates are done either through a USB connection, from another Garmin LRU like a G500, GPS 175, etc. , or wirelessly through Garmin Pilot. Base map and terrain database updates happen automatically without any prompting or acknowledgement from the pilot!

GI 275 EIS Note that the GI 275 basic as a CDI/MFD (with or without EIS) is an over-the-counter item. You can buy it from a Garmin dealer or online and take it to you local shop.

GI 275 ADAHRS+AP AP stands for autopilot so this version of the GI 275 does everything above and adds an autopilot interface. While the G5 and the GI-275 AI both can serve the Garmin GFC 500 autopilot as position sensor, the G5 HSI (with GAD 29B) only interfaces to digital nav sources for lateral and vertical deviation. The GI 275 goes way beyond the G5 in both phases! First, the GI 275 ADAHRS+AP, in addition to driving the GFC 500, can replace the existing vacuum attitude indicator in many legacy “position-based” autopilots. A good example is the BendixKing KFC series autopilots, that uses the KI 256 AI/flight director. These are still good “true” IFR autopilots, but the weakness has often been the mechanical/vacuum KI 256. The GI 275 replaces it and gives these autopilots and now, many legacy autopilots dependent on a mechanical AI, solid, ADAHRS control. Many Cessna and Piper legacy autopilots are listed as compatible. Secondly, the G5 was limited to interfacing to modern, digital nav sources only. If you have a BendixKing KX 155 for example. It would not interface to the HSI and therefore would not track a course or ILS. The GI 275 will interface with the KX 155 and most legacy, analog nav sources. The GI 275 ADAHRS with GMU 11 magnetometer (for heading) with the AP interface is $5,295 list, so probably about $4,700 street price.

Typical GI 275 panel OK, we start with your standard six-pack. Remove the mechanical AI and HSI, airspeed, and altimeter. Now, what we need is a GI 275 as primary ADI with ADAHRS/GMU and backup battery and either GPS antenna or external GPS interface. Add the AP function if you have a compatible position-based autopilot and want to upgrade it to ADAHRS control. If you stop here, you’ll need to retain your existing AI, airspeed, and altimeter as backup or consider a second GI 275 (also with ADAHRS/GMU and battery) to the right of the primary to serve as backup ADI and as a multi-function instrument providing mapping, terrain, and weather and traffic. In this configuration, the backup ADI will revert (kick in) if the primary fails. Add the GI 275 ADAHRS+AP with GMU 11 to replace your existing mechanical HSI and why not go all the way and put your primary engine management on the left of the primary ADI by adding the GI 275 basic with GEA 24 engine indication system interface and necessary probes and sending units?

Here are the Numbers* … (List less Installation)

GI 275 ADAHRS + AP with GMU 11 (as Primary ADI) $5,295

GI 275 ADAHRS with GMU 11 (as Back-up ADI/MFD) $4,295

GI-275 ADAHRS + AP with GMU 11 (as HSI) $5.295

GI 275 Basic with GEA 24 EIS $3,995

*SVT, OAT and Databases are extra

Installation

If you follow my articles, you know that I frequently quote street price on equipment and actual estimated labor costs based on my experience of how many hours a task takes and based on the current hourly install rates. I try to talk in “real” numbers! Simply stated, I currently don’t have a handle on what it takes to do the GI 275, but we have some guidelines. I have seen install quotes on the Dual G5s (AI and HSI) in the $8.800- $9,400 range. This would put labor in the 36 to 44-hour range. Removing an existing mechanical HSI like the KCS-55A would put you on the high side. The GI 275 ADI and HSI should be about the same. A second GI 275 as backup ADI/MFD adds about 16 -20 hours and the GI 275 EIS would be typical of a primary engine management unit in the 35- to 40-hour range. Add it up and we have an estimated 96 hours or $9,600 labor at the current $100 per hour rate putting the above Garmin GI 275 panel at $30,000 installed plus database/SVT pricing.

Conclusion

When I started writing this, my intention was to discuss both the GI 275 and the new uAvionix AV-30C option. We’ll have to discuss the uAvionix option next month. There’s just too much here with the GI 275! What Garmin has done here is give you a way to have a lot of information in front of you without installing a G500 or similar big screen PFD/MFD. There are compromises and some savings. In “True IFR Panel” in the April issue, I estimated a dual screen G500 TXi (with separate EIS panel) at about $41,000 installed and you don’t have the expense of a new panel with the GI 275’s. At the same time, Garmin has found a way to interface this new technology with legacy technology as in the autopilot and legacy analog avionics interfaces. Since the budget for updating a legacy aircraft avionics panel often requires a mix of old and new, this can’t be a bad thing. Any way you look at it, here’s Garmin with some amazing new technology for the general aviation aircraft owner — again!

Thanks for Reading!

I have spent the last two issues in Pipers and Cessna Owners Magazines discussing the latest in EFIS technology.  No question, this is amazing stuff.   However, if you read my previous articles on Perfect Panel: VFR-True IFR, you should know that there’s a place for this technology.  If your flying a Cherokee 140 or older Cessna 172 and your mission is VFR or even Light IFR (20% IFR), you shouldn’t, in my opinion, be spending much time here.  It’s not a part of a realistic upgrade budget for these airplanes and frankly, does little to contribute to this kind of flying.  Buyers might get excited when the see dual G5’s in your 50-year old airplane but there not likely ready to pay you extra for something that they will likely see as frivolous.  Overspend if you want but I’ll bet there are tools in your aircraft that could use your attention, enhance your capability and safety that need updating first! Certainly, safe, reliable nav equipment, more reliable back-up units, better engine information and an autopilot should take priority over EFIS in these scenarios and buyers will see the benefit in these.  So, for those who cannot justify EFIS (or should not), that leaves us with mechanical gyros and a vacuum pump.  We’ll talk about these because there is still a large portion of the legacy aircraft owners market that are “stuck” with mechanical gyros.  

No matter how you fly, even VFR, most owners can get excited about having a reliable autopilot on board.  Again, priorities come into play so finding budget for an autopilot in a $40,000 airplane can be a challenge especially if your panel looks too much like 1970.  I’ve had two recent inquiries at AvionixHelp.com from pilots who hoped to find a “cheap” way to add an autopilot.  In both cases, I responded to these owners with this statement; “There are lots of ways to affordably upgrade your aircraft panel with quality, reliable used equipment but the autopilot is not the place to try to do it.” We’ll talk about the “concept” of installing a used autopilot also.  Another client seeking my advice recently asked if he should upgrade his “steam gauges” first?  My answer was simple.  Depending on how you fly and your plan for the aircraft, updating your steam gauges is almost never a first priority.  So … let’s talk about “Old Stuff”.

Mechanical Gyros

Before you lament not having the budget or need for EFIS, let me remind you that 5 years ago, you didn’t even know you were missing them.  This technology has come along way in a short time.  Going way back, Elmer Sperry started playing with the idea of spinning wheels as early as 1910 and introduced the first turn and bank not long afterwards.  Interestingly, the thinking back then was to power these devices with something other than electricity therefore providing the benefit whether you had electrical power or not, thus the vacuum pump and vacuum driven gyro became the standard.   Turn and banks where originally vacuum also but making these electric provided a balance.  As dirty vacuum air, the culprit in mechanical gyros became suspect, we saw many manufacturers providing electrically driven, mechanical options, some with battery back-up, that were more reliable and the FAA started allowing the swap (They did not prior to 2015!) but they were pretty expensive. If you are among the thousands of legacy owners who must depend on mechanical units in IFR, remember we’ve been doing that for 60 years with little issues. Bottom line, you can safely fly, even hard IFR with a mechanical AI and DG and a vacuum pump if they are healthy!  I’m an avionics guy so other than having six aircraft in the past, four with vacuum pumps (the first two had venturis), I simply trusted my vacuum pump to do its job.  I never had a failure or need to replace one and that’s where the knowledge base comes in, so I am lacking in that area.  Vacuum pumps come in wet or dry.  Wet systems use engine oil for lubrication but require air/oil separators downstream to remove oil from the air.  They last longer but can be messy.  Dry vacuum pumps release dust as the vanes wear and the dust serves as the lubricant.  The manufacturers recommend the number of hours they should be in service so do not ignore this or be even more conservative if you do a lot of single engine IFR.  Keep a close eye on the in-line filter because contamination of the air is what causes gyro instruments to fail prematurely.  It’s important.  Certainly, the horizon or attitude indicator is the most critical instrument in the panel if you go anywhere near IFR. Where things get even more complicated is when your position-based autopilot (most Pipers and later Cessnas) uses the mechanical AI as the position sensor and depends on a healthy vac pump, regulator, clean filter and healthy AI to keep your wings level.  

Considering that the cost to install dual uAvionix AV-30’s (about $7K) or dual Garmin G5’s ($7.5K-8K), maintaining your vacuum system and gyros should be a small fraction of this.   I looked at four of the major instrument shops in the U.S. to get a handle on current Overhaul (OHC) pricing:

          Castleberry Instruments and Avionics in TX

          Mid-Continent Instruments and Avionics in KS and CA

          Pacific Southwest Instruments in CA

          TGH Aviation (better known as The Gyro House) in CA

You can’t go wrong with any of these instrument shops!

This is Overhaul/Exchange pricing on the most popular mechanical gyros. They send you an overhauled replacement (usually within a few days!), you send them back your core.  Note that they may charge you the core charge up front (what your core is worth) and refund you the core value once they receive it and confirm that it is rebuildable so if you ran it over with your car, get real! This makes sense if you fly frequently. Having your unit overhauled (2-3 weeks) will be a little less.  This would be a good thing to do at annual time!

          Standard (non-autopilot) Attitude Gyro                  $ 600-$900   

                                                Directional Gyro             $ 600-$850

          Most Popular Piper Models

                             for Century IIB/IIIB autopilots

                                      Attitude Gyro (52D66/52D67)  $ 750-$950

                                      Direction Gyro (52D54 w/Bug) $ 700-$950

          Most Popular Cessna Models

                             For Cessna 200A/300A autopilots (rate based)

                                      Turn Coordinator (G300A)          $ 700 *

                                      Directional Gyro (G502A w/bug) $ 750-$1200

                    * Note, few shops are Overhauling these anymore

                             For Cessna 400A/400B autopilots (position based)

                                      Attitude Gyro  (G519A-1)            $ 750-$1250

                                      Directional Gyro (G502A w/bug) $ 750-$1200

          If you happen to have a Bendix King KCS-55A HSI:

                                      HSI Indicator (KI-525A)           $ 1400-$2000 **

                                      Remote Gyro (KG-102A)         $ 1600-$2000

          If you have internal lighting, you’ll pay about $200 additional

** This is why I tell my clients who buy an airplane with a mechanical HSI with plans to fly Light IFR at worse, to consider getting rid of their HSI’s!

Used Autopilots

As I mentioned, I recently had an inquiry from an aircraft owner asking my advice on installing a used autopilot.  He flies a Beech Baron B55 and was offered a Century 41 autopilot for $750 that was removed from a B58 Baron. Looks like a deal, doesn’t it!  I also discovered a member on our Piper forum who was considering installing a used Century IIB in his Arrow. 

He didn’t ask me, but I jumped right in and told him to talk to Century before spending a penny on this concept!  He did and abandoned the idea. I did the same.  I talked with Scott, head tech guy at Century Flight Systems and Mike Demeter, an old friend, and Regional Sales Manager at Genesys/S-TEC to find out their company’s policies on installing a used autopilot.  This is what I found:

Century Flights Systems.  Century will issue you a new STC, specific to your aircraft to install a used autopilot.  The price is $3500 if the autopilot is out of production (as in the IIB) or $1000 if the autopilot is still being manufactured (as in the Century 41).  The STC will be issued to your aircraft and the specific part numbers required will be listed.  They did not specify any additional requirements which concerns me.  Servo mounting trays are basic to the install and used ones, removed from an airplane are not normally treated with respect and may have an integrity issue.  Un-installers can be hard on wiring harnesses so they may be suspect.  idea.  

Genesys/S-TEC AeroSystems.  S-TEC has a much tougher policy!  They require that the aircraft owner purchase a new installation kit for the autopilot being installed. 

The kit includes all new bracketing and a new harness and includes the STC but at what price?  Fifty percent of the list price of the autopilot new. 

For example, if you come across a used System 30, 2-axis autopilot ($?).  Genesys will sell you the install kit with STC for $8000.  Installation new or used is the same 55-60 hours so about $5700. You’re at $13,700.  Now add what you paid for the System 30 and you’re at (?) … but wait! 

Here’s where the pitfalls come jumping in!  Is the autopilot you purchased compatible with your airplane?  If it came out of the same make and model than you may be okay but go try to find a used System 30 that came out of your 1967 Cessna 182K or your 1976 Piper Archer II.  Not easy to do if not impossible.  If the aircraft is not from the same make/model?  The Servo part numbers or even the controller may need to be modified.   Are you going to spend $5-$6000 to install parts that are as-removed, as most autopilots will be when removed from another airplane?  Wouldn’t you want to have them overhauled first?  That’s $1800 at Genesys and not likely much less at Century.  Is the system complete?  Remember, the early Century and the Cessna 400 series autopilots use the Attitude Indicator as the position sensor.  Is it included and what is the condition of that.  That’s a $750 overhaul. 

Fact is, most aircraft owners looking to consider a used autopilot are very budget conscious and likely to fly light IFR at worse.  Bottom line is, you’re not likely to save much money and you end up with yesterday’s technology.  Seriously, you cannot beat the value in the Bendix King AeroCruze 100 or the Trio Pro Pilot @ under $9000! 

So, let’s put the used autopilot concept to bed.  In short … forget about it!

“Steam” Gauges

 I had a potential client recently who was ready to have me help him make upgrade decisions.  He was over 80 and flying, in my opinion, a poorly equipped Piper PA-28-235 with older radios, equipped only for “Old School” IFR.  He had 500’ AGL personal minimums.  I never got an avionics list or panel photo, so I don’t know all that he had installed now.  I know he had no GPS and claimed he didn’t need one for the way he flies, and he did have a good autopilot.  He had $10K to spend. Before I got started. He asked me if replacing his “steam gauges” should be a priority?  I don’t know if he was a reader of my articles and all the talk about the Garmin 275 and uAvionix AV-30 EFIS options got him going on the subject. I am not even sure what he meant by steam gauges and I answered him this way.  “Based on your plan for the aircraft and how you fly (the mission), I will establish what you should have in the aircraft to safely fly the mission and what you need to add, in order of priority.  Once we have established the priorities, it will be obvious where you need to spend your money first.  Frankly, unless you plan to keep the aircraft for a long time and fly medium or harder IFR, replacing steam gauges and mechanical gyros are never a first priority in my opinion!”  Turns out, that was all he needed to know, and he went on his merry way.  Like mechanical gyros, we’ve had fairly good luck with factory installed instruments.  Mechanical RPM’s can be a little off.  Consider the Horizon P1000 digital tach if that bothers you. 

Oil temp gauges are notoriously inaccurate but all in all, they do the job.  VFR and light IFR, they are low on the list of priorities.  True IFR?  That’s were the new , primary engine management systems come into play but along with a new panel (that’s usually required to fit a JPI EDM-930 or EI MVP-50P), we have spent the guy above’s budget plus a few thousand more.  

Conclusion

All pilots would love to have it whether they need it or not but choosing EFIS over something that your panel really needs makes no sense.  Mechanical gyros and vacuum pumps are safe if you pay attention to them.  Scott Sherer, our Master Pilot had a good suggestion!  If the lens in your gyros are starting to get smokey, you have got a contamination problem so do not ignore that!  Sorry, but there’s no way to install a cheap autopilot. However, a new two-axis Trio or Bendix King autopilot is a heck of a deal compared to five years ago and would have been considered cheap!  The rest of your steam gauges should not be much of a concern and are almost never a major concern! Having a good “instrument scan” also means paying attention to their condition.

Until Next Time … Happy and Safe Flying!

Bob Hart

www.AvionixHelp.com

Clients come to AvionixHelp.com for many reasons.  Some have owned the aircraft for many years with the dream of something bigger and faster.  Now, they have abandoned the dream and decided to keep it and to address the “tired” avionics.  Many have decided to get an instrument ticket and realize that they are under equipped for that mission and many have just bought an aircraft and are planning to upgrade the avionics or they have already made some upgrades with little or no guidance .  This later group has hired someone to do a pre-purchase inspection of the aircraft usually by an A & P or AI to inspect the airframe for signs of previous damage or corrosion.  The engine gets a lot of attention to confirm its condition including a compression test and visual inspection for leaks and cracks in cylinders and exhaust pipes, condition of the baffles and often an oil analysis.  The documents are inspected to confirm that AD’s, etc., are up to date.

The avionics?  They often get turned on and with a few turns of the knobs and a transmission of the comms and a confirmation that the GPS locks on and confirms your location and hopefully a flight test of the autopilot is done to confirm that it keeps the wings level.  With that, the deal gets done.  Seldom are the avionics bench tested to confirm that they are healthy on the bench or has anyone looked at the avionics with an emphasis on reliability, support or longevity.  Additionally, since avionics upgrades are likely, they do not know the answer to this question:  “If I buy this aircraft, how much will I need to spend on avionics in order for it to be a safe platform for the kinds of flying I plan to do with my family … in other words, how much more will I need to invest in this aircraft before I can safely fly my mission with it?”

Fact is, many new owners of a used legacy aircraft have no idea what they need to fly VFR, Light IFR and True IFR safely and how much it will cost. They find out after they have bought the aircraft and are already committed!  That makes no sense!  There is a better way!

My 20+ years as an avionics consultant on the firing lines of one of the busiest avionics companies in the country and my six years as an  avionics writer and consultant to legacy owners makes me very qualified to answer these questions in a minimum amount of time and expense.  The used aircraft market is very volatile.  The most desirable models are selling very quickly and you need to be able to “pull the trigger” on an aircraft purchase quickly when you find the right aircraft and to do that, you need the facts.  Your A & P/AI is qualified in airframes and engines. They are frequently, in the dark with avionics.

The Avionics in the aircraft dictate what you can do with it.  You need to know what you are buying and what you will need to spend to equip for your mission or … your “Buying Blind”!

My “Virtual” Avionics Pre-Purchase Discussion before you buy can save you thousands!