Economical Upgrades that (in most cases), don’t require a shop!
From Pipers and Cessna Owners magazines February 2018
Upgrading,
updating avionics in a Legacy aircraft can get expensive in a hurry. You start with a wish-list of the avionics
you would like to add to your aircraft and then, with the help of a consultant
like myself or with your own calculator, find yourself choosing between the
things you want and the things you need.
As I have mentioned before, it almost always requires compromise!
It’s
safe to say that the money you spend on updated equipment, whether it be an
Audio Panel/Intercom, Integrated Navigator, Navcom and Transponder will go
“directly” into enhancing the capability of your aircraft. That of course, depends on the choices you
make. The labor, to install this
equipment, the money you spend to get it installed, benefits the avionics shop
and while necessary, doesn’t add to the capability of the aircraft, it only
adds to the bill! Therefore, putting
more into equipment and less into the labor cost just makes sense … when
possible. The way you can do this is by
looking at slide-in solutions!
Manufacturer Blunders!
Before
we look at manufacturers that recognize the benefits of creating slide-in
options for their customers, let me point out the companies that I think “blew
it”. Over the years, I’ve seen
manufacturers come to market with upgrades to their own products that required
a whole new install? What were they
thinking? Maybe they wanted to make
their install shops happy. Unfortunately,
they made their own customers unhappy in the process. Here’s a few that missed the mark in my
opinion:
Bendix King: The KX-155 was introduced around 1984 and
went on to be the dominant navcom through the 80’s and 90’s and frankly there are
still thousands of KX-155’s in GA aircraft today. The radio in 1984 was basic
by today’s standards and is showing its age today. In 1998, Bendix King introduced The KX-155A
which was an improved navcom with a better display (a major issue for KX-155’s
today) and enhanced features like memory storage and digital RMI. However, BK introduced the radio in 28 volt
only versions and required a complete new install. They never came to market with a 14 volt
version (which represents the bulk of the GA fleet) and as a result, BK sold
very few. At that time, Garmin had just
come to market with the GNS-430 making the KX-155A an “also ran” and the
beginning of the end of BK’s dominance in the industry. Shortly after, UPS-AT came out with the SL-30
“Digital” Navcom and the KX-155 was dead in my opinion.
Bendix
King was not done making bad decisions.
In 2007, way before the Avidyne expansion, BK introduced their “Garmin GNS
Alternative”, the KN-770 Integrated Navigator.
We (Eastern Avionics) had our booth at Oshkosh directly opposite Bendix
King. They showed us the KN-770 which
frankly offered some enhanced features vs. the Garmin 530. The screen quality alone (vs. Garmin’s) was a
big deal for me. So, I suggested to the
BK people that they should make it rack and pin compatible as a direct
replacement for the 530. “What a Great
Idea” was the response from the BK staff!
Well, as you probably know, that message never made it to engineering
and what could have been a big deal for Bendix King went nowhere!
Garmin: The story repeats itself and it’s hard to
understand why the Garmin GTN series, the GTN-650 and GTN-750 were not designed
as a direct slide-in for the 430/530?
Again, was it their dealers that they were trying to please? Requiring a new installation for a GNS-430/530
owner to upgrade to a GTN-650/750 adds about $3700 installation cost (40 hours)
to the equation. As we know, another
manufacturer figured it out and has been using that benefit to lure away Garmin
customers ever since.
Slide-In Solutions
Four
companies are offering slide-in upgrade solutions for the GA Legacy aircraft
owner. TKM Avionics has made a “living”
of it. PS Engineering, always the
“innovator” offers slide-in upgrade paths for some early audio panel models,
Trig Avionics offers a slide–in ADS-B solution and Avidyne, well … their
decision to offer a slide-in option to Garmin customers has proven to be a
winner. Let’s take a look (in
alphabetical order):
Avidyne: To jump into the fray vs. Garmin
for the lucrative Integrated Navigator market and compete against the likes of
the GTN-650 and 750, Avidyne needed an “angle” and I can’t think of a better
one than making their new IFD440, 540 and 550 (with AHRS) tray and pin
compatible with Garmin’s previous GNS-430 and 530 models. Since that average install on one of these is
40 hours, sliding an IFD440 or 540 into a previous Garmin installation saves
the aircraft owner about $4000 (at $92 per hour average rate) plus the usual
miscellaneous parts. If that’s not a
reason to take a serious look at Avidyne, consider that’s about what you need
to add a Mode S ES transponder and meet the ADS-B mandate. Here’s link to Avidyne’s IFD440 to GTN-650
Comparison:
PS Engineering: If you’ve followed my articles, you know that PS Eng.
is responsible for most of the technology that we see in today’s sophisticated
audio panels. You also know I’m a big
Fan!
They
were the company that first introduced the integrated audio panel with intercom
and their responsible for most of the innovations that came later.
In
the last couple of years, PS Engineering has also been developing a line of
slide-in units that allow you to upgrade your earlier model audio panel to
include these new features without the expense of a full, new
installation. For prospective, adding a
new audio panel requires about 16-24 hours ($1500-$2300) of install time
depending on the sophistication of your avionics panel. The labor cost on a new audio panel
frequently exceeds the cost of the unit!
Consider these slide-in upgrade paths available from PS Engineering:
If
you have a … You
can slide-in a …
PS
Eng PMA-6000 or PMA7000M
with Bluetooth
UPS-AT SL-10* and
you get …
6 Place IntelliVox Auto Squelch
4 Unswitched inputs for Alerts
Mono Music & Wireless Tele
PS
Eng PMA-7000M-S or PMA-7000B
or 7000BT w/Bluetooth
Bendix
King KMA-28* and
you get …
UPS-AT
SL-15*
6-Place IntelliVox in Stereo
Split Mode Transmit
4-Unswitched inputs for Alerts
Wireless phone with Bluetooth
*The
UPS-AT SL-10, SL-15 and Bendix King KMA-28 were made for these manufacturers by
PS Engineering. They also make the AMX240
for Avidyne and
the
TMA44/45 for Trig. Even these companies
think PS Engineering is the Best!
Garmin
GMA-340 (from 1998!) PS
Engineering gives you 3 Choices!
that gets you …
PMA8000G
PS Eng’s Exclusive “Flightmate”
IntelliAudio Dimensional Sound
4-Inputs for Alerts
6-Place Stereo w/”IntelliVox”
10Watt USB Charging Port!
PMA8000BT
BT adds Bluetooth Connectivity
PMA450B PS Eng’s “Top of the Line” Audio Panel!
You can go from Garmin’s 1998
technology to PS ENG’s Best …
Including every Modern Feature you’ll find in
the latest audio panel.
Note: the PMA450B is a slide-in for the GMA-340 but
your avionics shop
will need to add a few wires
to access all this technology!
TKM Avionics: As I mentioned earlier, TKM has made a living saving
Legacy Aircraft Owners money on their navcom upgrades. TKM offers six models, all TSO’d that allow
you as aircraft owner to upgrade your radios, some as old as 50 years to modern
technology and all without an avionics shop.
The latest addition
Being their new MX155, slide-in replacement for the
venerable but aging KX-155.
The MX155, like the earlier UPSAT SL-30 and Garmin’s
current GNC-255A is a digital Navcom with “state of the Art” features! Here’s a link to all the TKM “Slide-In”
options: http://tkmavionics.com/
NOTE:
While you’re visiting the TKM Website, check out the
article I wrote about TKM back in 2015 or check the archives for “Evolution of
the Navcom”.
Trig
Avionics: Mode S ES Transponders aregetting a lot of discussion these days with the ADS-B mandate approaching. With all the players vying for your ADS-B
dollars, it would be easy to forget that Trig Avionics in Scotland was the
first manufacturer to offer a certified ADS-B compliant Mode S/ES transponder,
first in Europe and later in the US.
It’s safe to say that Bendix King’s KT-76A used to be the most popular
“standard” transponder and like the KX-155 navcom, there are still thousands in
legacy aircraft. Wouldn’t it therefore,
be smart to offer a slide-in solution for the KT-76A? Wouldn’t it be even smarter to make it ADS-B
compliant? That’s the genius in the
thinking behind Trig’s TT31 Mode S/ES transponder that is a direct slide-in
solution for your old KT-76A and at the same time, if you already or plan to add
WAAS capability to your aircraft, meet the ADS-B Out mandate. The sweeten the deal, the Trig TT31 is the
lowest priced Mode S, ADS-B compatible transponder on the market at under
$2200! You may notice that Bendix King’s
KT-74 does the same and at about the same price? That’s because the KT-74 is manufactured for
King by Trig.
Conclusion: If you agree that you maximize your avionics budget
when you minimize labor costs, then you too must become a fan of these
manufacturers that have your goal in mind.
When I discuss manufacturers like these, you might think I have an issue
with Garmin … I don’t! Garmin makes
great products and if you have the inclination, the budget and the mission that
fits Garmin, I say go for it. If like
many legacy aircraft owners, your budget doesn’t allow for new Garmin than take a serious look
at the four manufacturers above that understand your situation and are ready to
help!
When
GPS rushed on to the General Aviation scene in the late 90’s, it wasn’t long
after that pilots started talking about the demise of the VOR system. As IFR GPS systems continue to improve in
reliability and features, what about ILS?
Hey,
we now have more GPS approaches in the country than we do ILS approaches so who
needs VOR and ILS anymore? Maybe you do!
On
the other side of the equation, let me ask this question … Don’t we need a back-up for GPS? We hear of occasional situations where pilots
have lost GPS navigation capability in certain areas, we even hear pilots who
have said that a GPS problem is common in certain areas. We know of situations where the government
appears to be responsible for GPS outages.
Heaven help us if we get involved in a conflict of some kind. GPS capability is a “weapon” in the U.S.
Military today. You know that it will be
a target to anyone hoping to minimize us.
The
FAA took up this question and started looking seriously at the countries
VOR/ILS systems back in 2011 and while I frequently like to suggest that
governments only know two ways to respond to an issue; to Over or Under respond,
I think the conclusion that the FAA came to regarding this issue is surprisingly
rational!
I
advise aircraft owners, mostly Legacy owners on the best way to spend their
avionics bucks. This is not the “rip it
all out and put in a Garmin stack” crowd.
This is the I fly a 50-60K, VFR equipped airplane and now “I want to be
able to fly light IFR safely … on a budget”.
One recent client had $15,000 to spend and he wanted to continue to fly
his airplane for the next ten years. My
conclusion was that he can fly his airplane light IFR, but he will have to do
it “Old School”.
His
response was, “But aren’t the VORs going away?
I frankly didn’t have a good answer for him. I wasn’t “up to date” on the subject so I
started to dig a little.
“VOR MON” VOR Minimum Operational Network (The FAA’s
Solution)
There
are currently 896 VOR’s operating in the Continental US. Alaska offers unique issues for pilots and
the FAA will give Alaska a special
look. In 2016, the FAA solidified a plan
that calls for the decommissioning of 310 sites (13 VORs, 155 VOR/DMEs, and 142 Vortacs), 74 by 2020 and
the remaining 234 by 2025. The result
would be 586 working sites with this ultimate goal in mind:
You should be
able to navigate by VOR anywhere in the Continental U.S. by VOR if you are at
5000 Ft AGL or above and … you should be within 100 NM of an airport that does
not require ADF, DME, radar or GPS, so if I interpret this correctly an
airport with a VOR or ILS approach. Here’s the specific criteria from the FAA
website:
The following criteria were used by the
FAA to determine which VORs would be retained as a part of the MON:
Retain VORs to perform Instrument
Landing System (ILS), Localizer (LOC), or VOR approaches supporting MON
airports at suitable destinations within 100 nautical miles (NM) of any
location within the CONUS. Selected approaches would not require Automatic
Direction Finder (ADF), Distance Measuring Equipment (DME), Radar, or GPS.
Retain VORs to support International
Oceanic Arrival Routes.
Retain VORs to provide coverage at and
above 5,000 ft above ground level (AGL).
Retain most VORs in the Western U.S.
Mountainous Area (WUSMA), specifically those anchoring Victor airways through
high elevation terrain. Retain VORs required for military use. VORs outside of
the CONUS were not considered for discontinuance under the VOR MON
Implementation Program.
The following considerations were also used
to supplement the VOR MON criteria above:
Only FAA owned/operated VORs were
considered for discontinuance.
Co-located DME and Tactical Air Navigation
(TACAN) systems will generally be retained when the VOR service is terminated.
Co-located communication services will
be relocated or reconfigured to continue transmitting their services.
It was also
recommended by the committee that established VOR MON, that the program remain
in place until 2045! There, that should
put an end to any concerns about trying to fly “Old School” IFR in the U.S. for
many years! Unfortunately for my client
who brought up the question in the first place, his VOR was one of the ones
being decommissioned. If you want to
know the status of your local VOR, VOR/DME or Tacan site, go to this FAA website
and click on the “Removal Candidate List” (a spreadsheet) on the right:
When I talk about Legacy
aircraft, I am generally talking about aircraft manufactured before 1985. Frankly, that also applies to Pilots. If you learned to fly before 1985, you’re a legacy
pilot. Legacy pilots have no problem
understanding Flying Old School! After
taking about 15 lessons towards my glider rating in 1973, I was ready to
solo. The morning I was scheduled to
solo, the tow-pilot didn’t show up. My
strong sense on independence kicked in and I bought a 1964 Piper Colt ($2800!) and
took my first power lesson in my own airplane.
The Colt had a single Narco Navcom with VOR and a transponder. I learned dead reckoning and basic VOR
navigation. I was obviously limited to
flying to a VOR and then shooting a radial to get to a destination. I can only remember going low to read the
highway signs a few times! Frankly, that’s
more like “preschool” than old school. I
put about 150 hours on the Colt and I covered New England pretty well with
nothing but a single comm and VOR. In
retrospect, that was a great way to learn to fly. 15 gliders flights taught me to fly with no “electronic”
distractions. Glider flying also taught
me what the rudder does. (I still think
most pilots are weak on rudder) That helped a lot when I sold the Colt and
bought a Stinson! 150 hours flying cross countries with a single VOR only
taught me basic navigation and that’s a good foundation. Frankly, I wonder if you can even learn to
fly today with such a basic panel? If a
flight school will even teach you that way and whether an examiner will even give
you a private ticket with such a basic “foundation”? I don’t know if the regs have changed but learning
to fly back then was “Old School” also! Today,
it’s not unusual to climb into a modern 172 with a G1000 panel and take your
first lesson.
Piper Colt VFR Panel with GPS
Old School Light IFR
When I talk about flying IFR Old
School today, I’m talking about an avionics panel that fits the mission minus
the fancy stuff. GPS, EFIS, MFD’s and
big moving maps … your out. Frankly, VFR
without GPS wouldn’t be far off from what I was doing in 1973. You can do it with a single navcom and Mode
A/C transponder and a UAT to meet ADS-B.
Of course, there is no need to do this today. A very good portable GPS is very inexpensive
and there is no need not to have one in a VFR platform. An IFR GPS on the other
hand, requires a substantial investment, even the New Garmin GPS 175 is about
$8500 installed using a used CDI. That’s a lot less than it was four months ago
but what if you’re trying to turn a legacy aircraft with no audio panel, an
outdated, unreliable navcom and an old transponder into something that you can
safely fly (occasional) light IFR and you’ve got $15,000 to spend? You’re stuck with Old School navigation.
Let’s talk about what should
be in a light IFR aircraft using today’s standards then … revert to the Old School
approach and talk about some equipment options!
What Avionics should you have to Fly Light IFR Safely …
Today?
In my opinion, to fly
Light IFR you need a capable Pilot
and …
• A 406MHz
ELT (recommended in Terrain but soon required)
No
GPS means your flying VOR’s and doing ILS or VOR approaches. We’ll ignore ADF/NDB Approaches or maybe not? Some pilots use the ADF to locate outer
markers. Without GPS, would you want
that option? In today’s environment, the
Navcom has been reelevated to the back-up comm, nav function. In the old school environment, you need two
reliable navcoms. One with glideslope.
Would you not want to have precision approach capability?Most of my clients are in the process of getting their IFR ticket. You may disagree but I still think a precision
approach is the easiest option for a low time pilot even in the world of
GPS. We have no GPS here. A Navcom with glideslope is still basic to an
old school panel and a reliable, second navcom with VOR minimum and maybe even
with glideslope would be good. When your
deciding what to put as a back-up nav source, you better ask yourself how
comfortable you’ll be with only a VOR approach available. The navcoms become most important in the old
school environment.
One
problem is that we have very few choices in a reliable navcom anymore!
Garmin GNC-255A
On the factory new market, we have the Garmin GNC-255 (about $4200 retail). Trig is coming to market with a New navcom, the TX56A this fall. I’ll know more about this after Oshkosh. Frankly, I can think of very few navcoms on the used market that are worth installing, maybe repairing but not worth the $1000 to install it.
The Bendix King KX-155 has been the fallback used option for years but it has lost its luster and all the ones in service today have a $1600-$2500 liability in wait. A display failure (imminent) will cost that much so I can’t recommend spending that on 35 year old technology.
Hopefully, the New TKM MX155 certified will be ready soon. Many have been asking about the delay. If you must know, a serious medical “challenge” for the owner of TKM, the primary person on the certification process has been the holdup. Things are looking better as of this writing so we should have the MX155 option available soon! I would not consider the Narco MK-12D or Collins VHF251/VIR351 as a good new installation but If you’re on a tight budget, these are still viable as a back-up. Here’s a hint that I’m almost reluctant to share because of the limited availability and source. Take a look at the Terra by Trimble TX-760D and TN-720D Comm and Nav combination. These are good radios and there is plenty of parts and good support available through Ellison Avionics in Waco, TX. Freeflight (who owns the rights and parts to the Terra by Trimble line), designated Troy Ellison as the official repair station. Troy sells and maintains these radios. They are worth a look and you can purchase the navcom with CDI for under $2000! My reluctance, by the way comes from my knowledge of how busy Troy is currently. My last contact with him suggested he had good inventory available, but you may need to be patient.
Conclusion
If
your panel is loaded up with the latest avionics, you navcom likely doesn’t get
a lot of attention. If your budget
limits you to “Old School, your primary navcom is the most important item in
your panel. Avionics manufacturers aren’t
paying a lot of attention there so I’m happy to see that Trig is stepping up
and will be offering another option. My
expectations for the TKM MX155 are high and I think that will fill the void for
the thousands of aircraft owners who still have a KX-155 in their panels. No question, the New Garmin GPS 175 (@ $4200!)
is opening the IFR GPS “door” for many legacy aircraft owners who, up until
now, could not include GPS in their budget.
Bottom line, the VOR/ILS system is not going away as many of you (and
yes, maybe I) thought. “VOR MON” is not
the cry of a Jamaican pilot seeking the way home! It’s the decision by the FAA that will keep “Old
School” IFR available to US pilots for another 25 years.
Avionics: “Take the Load off Fanny!” How Modern Avionics Features Can Reduce Pilot Load
By Bob Hart www.AvionixHelp.com
I’m a classic rock guy and was 18 years old in 1968 when The Band sang their song entitled “The Weight.” The Band was a rag-tag group of guys who couldn’t even come up with a name for themselves. The song was essentially about taking on the responsibilities of others and in the process “putting the load right on me.” Pilot workload and associated stress is directly connected to the nature of a flight. Taking off VFR on a beautiful, calm, and clear morning for a breakfast flight in non-controlled airspace is about as low as you get when we talk about pilot load, however, there is still some stress involved. (Fact is, there is both positive and negative stress involved in piloting an aircraft!) Taking off into a 200-foot ceiling with embedded thunderstorms would easily be on the other end of the scale. Flying an airplane is a skill and there is risk involved. Maybe it’s the risk or the need to be precise during key portions of the flight, as in takeoff and landing, especially an approach to minimums in terrain or an underlying concern that the aircraft will “be good”!
In the mid-’80s, I was a sales manager of radio stations and constantly aware of the need for me and my sales staff to produce. No question, some days were better than others. After less-than-good days, I would frequently climb into my Cherokee Six and do a night flight after work; a simple triangular flight which included a touch-and-go at two airports and back to my home base at Hartford, Connecticut. It was then that I recognized the benefits of positive stress. Once I landed, my need to focus on the flight had produced positive stress and did a terrific job of erasing the day’s negative stress. There it is! Flying produces both positive and negative stress in a pilot. It is the intensity of the flight that moves the scale from the positive to the negative. Avionics manufacturers are recognizing this and are emphasizing features and benefits that are reducing pilot load and the resulting negative stress. Let’s visit certain pieces of avionics available today with an emphasis on the features that can “Take the Load Off.”
Garmin says the GMA-350 audio panel was the first all-digital audio panel.
The PS Engineering PMA450B added Bluetooth and includes the company’s exclusive Flightmate features.
Audio Panels Except for the most basic VFR platform where a single comm radio meets the mission, most avionics stacks have an audio panel. These used to be simple “switch boxes.” However, due to the efforts of both PS Engineering (which has driven the market) and Garmin, audio panels today are tools that can benefit any pilot. Here’s a look at the features we see today that can reduce pilot load:
Split Mode: In a two-pilot situation, the pilot can communicate on the #1 comm while the co-pilot communicates (maybe getting Wx?) on #2. Digital Recorder: Continuously records radio communications and allows playback. When a VFR pilot enters controlled airspace, the need to be connected to the radio adds stress and load along with the fear of missing a call. IFR pilots need to be constantly connected and especially love the recorder feature when receiving clearances from ATC. Dynamic Audio: PS Engineering and Garmin call it by different names — IntelliAudio (PS Engineering) and Virtual 3D (Garmin) — and they are not exactly the same, but the concept is that audio from one radio comes at you from a different spot in your headset than the second radio. Example: You hear #1 at 10 o’clock and #2 at 2 o’clock. You mentally separate incoming transmissions by priority based on where it is coming from. Monitor Mode: Allows the pilot to monitor the primary comm while using the #2 comm to listen to ATIS o whatever. Even the VFR pilot can use this. The audio panel recognizes number one as priority and mutes #2 when required. You don’t miss anything. Swap Mode: PS Engineering allows you to add a button on the yoke which will swap between Mic 1 and Mic 2. Hold it for a few seconds and you can switch between Pilot Isolate or not. Garmin adds voice command. Push the button and say Mic 1 or Mic 2 — all this without taking your hands off the yoke. Flightmate: This is a PS Engineering exclusive in its PMA8000G and PMA450B. Most audio panels have unswitched inputs that can be connected to avionics peripherals that have an alarm or audio output. PS goes a step farther and allows you to record your own alarm, in your own voice, when triggered by a device (Sonalert, gear warning, engine monitor, etc.). Flightmate also allows you to record your own checklists (startup, emergency, etc.) which can be called up when needed.
Garmin’s GTR-255A comm was made to reduce your workload by doing things like giving you the ability to listen to ATIS while monitoring ATC.
The Trig TY96 offers the company’s popular “Say Again” feature.
Comms and Navcoms Some of the features incorporated in the newer audio panels, such as Monitor Mode, are also found in the new comms from Trig, Garmin, and Icom. Here are a few new additions: Frequency Storage and Database: All modern comms offer frequency storage, but Garmin and Trig go a step farther by allowing you to download frequency data with alphanumeric designators and store it in the radio’s database. “Say Again”: A Trig Avionics exclusive includes a recorder in its TY91 or TY96 comms that allows you to play back a missed call or clearance.
JPI EDM-700
JPI EDM-930
EI UBG-16
Older engine instruments like the EDM-700 and UBG-16 are considered basic today, but they were active — if a CHT or EGT or similar parameter deviated from preset levels, you were warned. The EDM -930 is “State of the Art”/Primary replacement for today!
Engine Management Factory-installed engine instruments are passive; you must monitor them to benefit from the information. The JPI EDM-700 or the EI UBG-16 monitors would be considered basic by today’s standards, but they still were active. If a CHT or EGT or optional parameter deviated from preset levels, the pilot was warned. Today’s new engine management systems like the EDM-930 can monitor virtually all the important information about your engine and warn you. That pilot flying to breakfast on a clear morning probably doesn’t need this, but the pilot heading into the clouds on a hard IFR flight sure needs this capability. Knowing that all systems are being actively monitored is a big reduction in pilot load. On the other hand, having an oil-pressure alarm go off in serious IFR conditions is going to add stress! Getting the aircraft down sooner versus later, which is what a system like this will help you do, should provide a lot of stress relief! Adding a fuel computer with GPS interface, such as the very affordable JPI FS-450 or Electronics International FP-5L, can tell you a lot and, in the process, ease your load. You can see if fuel consumption increases or decreases from normal and tell you how much fuel you will need to complete the flight and more with data from the GPS.
ADS-B traffic (photo courtesy of Sporty’s iPad News)
Insight’s Strike Finder detects Lightning activity up to 200 miles away.
ADS-B and Active WX and Traffic: When fully implemented, ADS-B Out should improve ATC separation between you and other aircraft. ADS-B In will give you WX and Traffic in the cockpit. In both of these cases, more is better. Active WX and Traffic Sensors take this information to the next level of reliability and in the case of WX, specifically thunderstorm cells where ADS-B falls short, Active WX in the form of a Stormscope or similar device can provide that information. Let’s face it, IFR in an area with reported imbedded thunderstorms will get your blood pressure up. Knowing exactly where they are, independent of ATC, should ease this stress considerably!
The Trio Pro Pilot 3-inch version.
The “flat” (horizontal) version of the TruTrak Vizion.
The #1 Feature: Push the Button Of all the avionics devices that can ease stress and pilot load, the autopilot is King! Nothing is likely to rapidly increase pilot load and associated stress than a sudden loss of control of an aircraft! This can happen in VFR or IFR conditions. The best or, in this case, worst example I can give you here is John F. Kennedy Jr. Pilots have debated this scenario for years since the incident. We seem to agree that he should never have shut off the autopilot in the first place, but what if he had a button he could have pushed at that instant and the plane went to straight and level flight? In IFR conditions, at a point in an approach where shutting off the autopilot might be advised, a simple case of spacial disorientation could put an IFR pilot in a similar situation. Push the Button! This begs a question from me … why have the major providers of autopilots to the certified aircraft market not conceived the idea of such a button sooner? It makes so much sense, doesn’t it? Yet Trio and TruTrak, the two previous “experimental” only autopilot manufacturers that have just entered the certified market, offered this feature to their aircraft builders years ago. Avidyne was the first to offer it to the certified market with the introduction of their DFC90 autopilot that was designed specifically as a retrofit upgrade to the S-TEC System 55 installed in Cirrus aircraft. This was the first certified autopilot to offer such a button. Today, Genesys Aerosystems has added it to its new S-TEC 3100 digital autopilot, Garmin has included it in their new GFC500 and 600 autopilots and you’ll find it in the certified versions of the TruTrak Vizion and Trio Pro Pilot. If losing control of the aircraft rates number one in the “Pilot Load/Stress” category, then the “button” comes in as the #1 new feature found in any avionics device available today!
Conclusion
You can’t fly an airplane and not be aware of pilot load and stress. You probably didn’t know or recognize the positive stress created by flying, but you probably did notice how relaxed you were after you landed. That’s the good stress! If you’re considering avionics upgrades, you might want to think of the features and benefits we discussed above as it relates to your pilot load and the things that cause you stress in your flying. The autopilot market has exploded, and that’s a good thing, but don’t get hung up on big company names instead of autopilot features. An autopilot investment is the single biggest tool you can add to your panel that will give you the biggest return on the Pilot Load/Stress equation, and the Straight and Level button, available on autopilots including the S-TEC 3100, Trio Pro Pilot, and TruTrak Vizion, has never been more affordable.
Thanks for Reading!
Until Next Time … Safe and Happy “low Stress” Flying
Noun: the gradual development of something, especially from a simple to a more complex form.
I have written a number of “evolution” articles over the past few years, including features on the history of audio control, navcoms, mode S transponders and headsets (see “Resources” sidebar at the end of this article). In each of these cases, it was apparent that GA avionics technology evolves rather slowly between the time an initial version of a product or idea is introduced and the point at which the enhanced final version is made available. Last month, I suggested that EFIS was going to be the hot topic in avionics for 2018 and that the autopilot would be a close second. That’s because autopilot technology made a giant leap in available features/benefits, safety and affordability in 2017. These products are now making their way into legacy airplanes. Often, it is just one company that drives these types of improvements. In this case, however, there are four manufacturers driving this new, affordable autopilot market, and that is a very good thing for the GA aircraft owner. It seems like I’ve been talking a lot about autopilots recently. Trio and TruTrak have been getting all the mileage as of late, but both Garmin and Genesys/STEC have also introduced new and better autopilots for GA – and they, too, are coming in at a significantly lower price point. Let’s take a look at how the limited features and benefits found in earlier autopilots compare to what is now available from these four manufacturers.
Early Autopilots
The first autopilot can be credited to Lawrence Sperry, who successfully test flew an autopilot in 1913, if you can imagine that. Sperry is also responsible for the invention of the gyro, a critical element in autopilots.
Lawrence Sperry
“Aerial Petting Ends in Wetting.”
Lawrence Sperry, handsome, single and known to be a ladies’ man, also appears to be one of the earliest members of the Mile High Club. Yes, I said that! On one memorable occasion, Lawrence took another man’s wife up for a “training” flight, turned on the autopilot and proceeded to … well, I’ll leave that part to your imagination. However, Sperry, in the cramped quarters of a small aircraft, managed to bump the gyro, and the aircraft ended up in the bay off Babylon, New York. Sperry and his “student” survived, but the tabloids succinctly described the incident with the now famous headline quoted above.
early AUTOFLITE Autopilot
In the 1950s, Don Mitchell (later Mitchell/Edo Air) began creating a GA autopilot and had six models by 1961. Piper first offered an autopilot in 1958 as an option on their Tri-Pacer, while Cessna/ARC first introduced an autopilot as an option in their 1962 172C model. Early models were roll axis only. They kept the wings level, and when interfaced to the basic nav radios of the day, could track a nav signal but with limited accuracy and reliability.
NARCO OMNIGATOR
A few years later, if you added a DG or an HSI, you could also track a heading. Two-axis models with basic altitude hold would follow, as would glideslope coupling. Over time, reliability got better, but any real bells and whistles were limited to just bells; whistles would come later.
Modern Autopilots a Decade Ago
Avidyne introduced EFIS systems in 2003 for Cirrus aircraft (and later Piper) which included solid-state Attitude and Heading Reference Systems (AHRS). Cirrus models with the Avidyne Integra EFIS systems generally used the System 55X, STEC’s flagship model that required a gyro turn-coordinator for roll axis sensing.
Garmin G1000
In 2004, Garmin introduced their G1000 fully-integrated EFIS System and followed up a few years later with the GFC-700 autopilot, designed to interface with the G1000’s AHRS system. Now owners had “big glass” screens and the reliability of a solid-state AHRS driven autopilot. The combination was revolutionary but was only available as an OEM option.
Avidyne did something unusual in 2010. They introduced their DFC90 autopilot controller as a direct replacement for the STEC System 55X’s controller. Though only applicable to Cirrus aircraft at that time, the DFC90 offered a feature that we had never seen in an autopilot for GA. It was the first autopilot with a “Straight & Level” button, a safety feature that is really catching on today.
Autopilots Today
The following are the basic features found in virtually all current autopilots in use:
Single-Axis:
Wings Level
VOR/ILS and GPS Tracking
Tracking of Heading with optional DG, HSI or PFD
GPSS Roll-Steering with optional interface
Two-Axis:
The horizontal axis features listed above, plus …
Altitude Hold
Glideslope coupling (on some models)
Here are the premium features we find in many late models and virtually all new autopilots: *
Altitude Preselect: Set an altitude and the autopilot climbs or descends to that altitude and levels out. The pilot works the throttle(s).
Vertical Speed Control: Set a rate of climb or descent and the autopilot will maintain that speed. The pilot maintains the throttle settings.
Flight Director: The flight director serves as a visual indication of where the autopilot wants the plane to go. This has been a common feature on the more expensive autopilots for many years and a great tool for reducing pilot load in IFR.
Envelope Protection, Overspeed/Underspeed Protection: Thanks to marketing, each of the four manufacturers calls it something different, but it is essentially the same thing. Once the autopilot is programmed to the aircraft’s maximum and minimum speed, G-force limits and safe bank angle, it takes over when these parameters are exceeded. This is a significant step in the evolution of the autopilot!
Auto Trim: A step up from trim prompting. Most autopilots with altitude hold capability will alert you when too much force is being applied to the horizontal stabilizer, and you manually adjust. Auto Trim corrects the trim issue automatically.
Track Offset: One way to minimize traffic on the airways is to offset your track and run parallel to it. Today’s new autopilots have this feature.
Emergency Level Mode and Go Around: As mentioned, Avidyne introduced the “Straight and Level” button in their DFC-90 autopilot for the Cirrus back in 2010. Now, all of the new autopilots (listed below) feature a button that immediately takes the aircraft to straight and level flight. Garmin and STEC even provide a “Go Around” button for missed approaches – another significant improvement in the evolution of the GA autopilot.
*Note: almost all the newer features we find in modern autopilots are in the Pitch Axis!
Pre-2017 Autopilot Options
Prior to the announcements made at AirVenture Oshkosh 2017, STEC has been the dominant player in autopilots, with Century Flight Systems a somewhat distant second and Avidyne making their small contribution. Here’s a peek at what was available prior to the Oshkosh announcements, along with the estimated price (installed) for each. I show this for perspective.
These are estimated installed prices.
Genesys/STEC:
System 20: Basic Roll only with VOR/ILS/GPS Tracking……………..$11,500
System 30: Same with basic Altitude Hold…………………………………….$17,300
System 40: Same as the System 20 in 3 1/8ʺ configuration…..………$11,600
System 50: Same as the System 30 in 3 1/8ʺ configuration…………..$17,700
Note: GPSS and Electric trim are an option on the above systems. Heading track requires an optional DG or HSI.
GENESYS/STEC 55X
System 55X: This was the standard in GA for 2016! Full featured with GPSS (standard), Glideslope Coupling and Vertical Speed Command………$21,500
Note: Altitude Preselect and Auto Trim are an option on the 55X. STEC also offers a System 60-2 and System 65 for larger aircraft.
Century Flight Systems:
Century 4000 Autopilot
Century 1: Basic Roll Axis with VOR/ILS and GPS Tracking. Does not accept a DG or HSI for Heading Track…………………………………………………..………$11,900
Century 2000: Two-Axis with Full VOR/ILS/GPS Tracking, Glideslope Coupling, Trim Prompting, with DG……………………………………………..$24,500
Triden: Two-Axis in 3 1/8ʺconfiguration, Full Tracking, including heading (DG included), Auto Trim included…………………………………………………$21,000
Century 4000: Two-Axis, Full Tracking, Glideslope Coupling, GPSS, Vertical Speed Control, Voice Annunciation………………………………………………..$22,000
2018 Autopilot Options
(listed alphabetically)
Garmin GFC 500
This is Garmin’s first digital, retrofit autopilot for GA aircraft weighing less than 6,000 pounds. The system includes all the basic features of a two-axis autopilot, including full VOR/ILS/GPS tracking* with GPSS roll-steering, Altitude Hold, Glideslope Coupling and Flight Director. Garmin’s G5 EFIS PFD instrument with its internal AHRS will provide roll and pitch sensing for the GFC 500. Not to be outdone by Trio and TruTrak, the GFC 500 also adds Vertical Speed command and Altitude Preselect. Add the G5 DG or HSI and you add heading track. The GFC also includes the safety features first introduced to GA by Trio and TruTrak. When engaged, the GFC 500 uses what Garmin calls ESP to raise or lower the nose when an overspeed or underspeed situation is present. Additionally, it also keeps the pilot from exceeding safe bank angles that could lead to a stall. Of course, the GFC 500 also comes with the aforementioned “Straight and Level” button.
The pricing for the GFC 500 looks like this:
G5 EFIS PFD……………………………………………………………..………..$2,149
GFC 500 Autopilot…………………………………………………………….$6,995
(Pitch Trim is an option at $1,500 additional)
G5 DG or HSI/ with GAD29 * (for Tracking and Heading)…$2,995
Total list price (excluding labor): $12,139
*GFC 500 with the optional G5/GAD29 adapter appears to be compatible with Garmin GTN and 400/500 series navigators only. You’ll already need to have made a significant commitment to Garmin (or plan to) to use this autopilot.
Garmin GFC 600
Initially, I thought the GFC 600 was designed for aircraft weighing more than 6,000 pounds. That is incorrect. Unlike the GFC 500, the 600 includes an internal AHRS system and can link to the G500/600TXi PFD/MFD and although targeted to more sophisticated aircraft than the GFC 500, the 600 is already STCd for 182’s and Bonanzas with other aircraft STCs in the works.
Pricing for the GFC 600 starts at $19,995.
Genesys/STEC 3100 Digital Flight Control System
S-TEC has been the dominant manufacturer of GA retrofit autopilots for years. The Digital S-TEC 3100, unlike the GFC 500, is self-contained with internal AHRS and requires no external sensors. It is full-featured by 2018 standards with all the basic features plus Vertical Speed Control, Altitude Preselect, Envelope Protection/Alerting and Level Flight button.I have limited information on the S-TEC 3100 right now, but it appears the pricing starts at about $16,200 (plus installation).
Trio Avionics Pro Pilot
Like I said, Trio and TruTrak have been getting a lot of attention lately – from the industry and from me! I have covered both the Trio and TruTrak systems in recent issues so I’m not going to get too specific here (see “Resources” to reference previous articles). Let’s just say that like the Prego pasta sauce commercial of old, the phrase “It’s in There” applies equally well to the Trio Pro Pilot! All of the basic and most of the premium features are there: full tracking (including GPSS IFR approaches when coupled to a WAAS GPS), Altitude Hold and PreSelect, Vertical Speed Control, Auto Trim, Track Offset, Envelope Protection and the Straight and Level button. The Pro Pilot does not support a flight director, but Trio has thousands of quality autopilots in the air and their technology is well proven.
The Trio Pro Pilot (including the required STC and install kit) runs $6,000* for most Piper and Cessna singles. The final installed price is likely under $10,000.
*Note: New lower price! The Cessna 180/195 Series and the Piper PA32 series install kits are a little higher, but the worst (or is it the best?) scenario is $6,500 complete, plus installation.
TruTrak Vizion Autopilot
TruTrak, like Trio, is not a new player in the autopilot business. Yes, their market has been the Experimental/Light Sport market for the last 15 years, but without the FAA breathing heavy over their shoulders, TruTrak (and Trio and Dynon) have been able to advance their technology faster than the certified market. While the legacy aircraft owner is just now getting Envelope Protection, Straight and Level buttons and other affordable features like Altitude Preselect and Vertical Speed, TruTrak customers have had these options available to them for years. It’s all in there, minus the Flight Director and Go-Around button!
Pricing for the TruTrak Vizion is $5,000 (excluding the required $200 STC available through EAA). The final installed price should be less than $9,000.
Conclusion
I believe that any pilot who flies IFR should have an autopilot on their equipment list, especially if they are a low-time pilot with a fresh IFR ticket! However, as an avionics advisor, I have been hard pressed to suggest that a legacy aircraft owner invest, especially in the more desirable 2-axis autopilot unless he or she has a very long-term plan for the aircraft. Even a basic, two-axis unit (like a STEC System 30) represents a big chunk of change to an aircraft owner who has tired avionics and an ADS-B mandate to meet. Thankfully, that has all changed. It’s great that Garmin has entered the market and STEC now offers a more affordable alternative, but if you’re looking for someone to thank, look to Trio and TruTrak. It was they who brought this affordable technology to pilots years ago, and it was the FAA who recognized it. If you feel that you need a flight director or a Go-Around button, the big guys may be right for you and your budget. But if not, I think the choice is obvious and I hope that you will support the little guys too!
Until next time, I wish you Safe and Happy Flying!
“Hey Bob, I just had an opportunity to read your report. Paying you is the very best money I have ever spent in aviation. JUST WHAT I WAS LOOKING TO OBTAIN!!”
Mike Brown, 2003 Cessna T182T, Michael Edwin Madison Aircraft, Chattanooga, TN 7/19
ADS-B On the Cheap – April 2018
Reprint from Cessna Owners and Pipers Magazines-April 2018
My first article on ADS-B appeared in the February 2015 issue of this magazine. In that article, we discussed ADS-B basics, and in the subsequent March edition we reviewed the products that were available at the time. As expected, the marketplace has expanded considerably since then, yet cries for a cheaper ADS-B solution continue to echo through the halls of avionics shops everywhere. Naturally, some owners won’t be happy until someone introduces a portable GPS with ADS-B “In” and “Out” for $995! That’s not going to happen, but ADS-B “Out” compliance is getting cheaper. Today, even Garmin is involved, and that’s something I did not anticipate. I’ve said it before and I’ll repeat it here: we often think of Garmin for cutting-edge technology, but the word “affordable” is seldom connected. Suffice it to say I’m a bit surprised to be including Garmin in an article on cheap ADS-B!
From 2014-2016 and throughout most of 2017, it appears that the average GA aircraft owner hasn’t been taking ADS-B very seriously. However, it’s becoming increasing apparent that it’s time they do. Avionics shops reported a serious upturn in their fourth quarter business and they’re pointing to ADS-B as the reason. In fact, many avionics shops report that they are booked out three to four months in advance and it’s not likely to get much better before the January 1, 2020, deadline.
ADS-B Review
Before we talk about the affordable options that exist today, let’s review some of the basics as well as a few terms relevant to your ADS-B purchase.
First of all, let me remind you that the requirement to meet the ADS-B mandate is for ADS-B “Out” only. ADS-B “Out” requires a WAAS-corrected GPS position source (generally accurate to about seven feet) plus information about the status of your flight as provided by your GPS, including your current Altitude and Velocity (Groundspeed from GPS not Airspeed) combined with your aircraft’s information. This data is delivered into the ATC system by either a Mode S ES (Extended Squitter) transponder or a universal access transceiver or transmitter (UAT). Mode S transponders operate on 1090 MHz, which has become the international standard. However, our FAA decided that GA aircraft flying below 18,000 feet could operate on 978 MHz and use a UAT. Conversely, aircraft flying in the U.S. above 18,000 feet must use the 1090 option. Therefore, ADS-B in U.S. airspace is a dual frequency situation. If you’re receiving ADS-B on 978 MHz only (a UAT) and you’re sharing airspace with a commercial aircraft on 1090, you’ll see their location, altitude and velocity via a rebroadcast from ATC, which we are told arrives seconds later. The data is more reliable if you are transmitting an ADS-B Out beacon. However, this rebroadcast comes from the ground, so if you’re flying low or outside the range of an ADS-B ground station, you may not see that traffic.
Surprised? ADS-B is not perfect, and this is actually an argument against “cheap” ADS-B and in favor of a dual ADS-B “In”solutions. If you fly in terrain, for example, a cheap, single-band ADS-B In unit (usually the cheaper ones) may not be a wise move. The other message here is to fly higher if you’ve got a single-band ADS-B In unit aboard. “All in One” units are available in a UAT or a Mode S ES transponder, transmit or their normal frequencies but have dual frequency ADS-B “IN” and simultaneously receive traffic information on both 1090 and 978 MHz, thus you are not dependent on a rebroadcast. These units are often twice what our budget goal is here and they do not qualify for this discussion!
In short, in order to meet the ADS-B requirement you simply need to have a certified Mode S ES transponder or UAT “Out” with WAAS GPS providing certified position (either internally or interfaced) on board by January 1, 2020.
If you still have questions about ADS-B, I think you’ll find this link helpful: http://bit.ly/FAA_NextGen.
ADS-B “Out” Options for Less than $2,500
Each of the following four manufacturers (in alphabetical order) offers ADS-B “Out” units for an equipment price of less than $2,500. Since I believe the low-end ADS-B “Out” market will consist largely of aircraft owners who do not already have WAAS on board, you’ll notice that all of these options, surprisingly feature built-in WAAS. Installation cost on these systems varies depending on where your installer puts them, though all will work with your existing transponder.
FreeFlight Systems RANGR 978 “Lite”- Equipment price: $1,695
The FreeFlight RANGR 978 Lite is a remote-mounted, transmit “Out” only UAT with built-in WAAS GPS operating on 978 MHz. It works with any Mode C transponder and comes with both the ADS-B and GPS antennas and (if needed) a control head, which may be required with some Mode C transponders. As a remote box, the RANGR 978 Lite requires the installation of a belly and roof-top antenna, so I would estimate installation time at 16-20 hours ($1,500-$1,800). Install price is always one of the downsides of a remote unit. However, the equipment price quoted here represents a recent reduction that I suspect is a response to the introduction of Garmin’s new unit.
Note: the word “Lite” simply means it comes with a basic metal case with clear coat, along with a few other minor features that don’t really matter to the ADS-B shopper “on the cheap.” Learn more at: http://bit.ly/RANGR_978.
Garmin GDL-82 UAT – Equipment price: $1,795
Prior to Oshkosh 2017, the cheapest ADS-B “Out” option from Garmin was their GTX-335 Mode S transponder. It has built-in WAAS GPS and lists at $2,995. At that price point, however, Garmin has thinned their dealer margins to be more competitive by requiring their dealers to sell it at a below what I consider normal mark-up. The ADS-B pricing game is on, and Garmin is playing hardball with competitors like Appareo’s ESG!
At Oshkosh, Garmin surprised me by introducing the GDL-82 UAT “Out” (complete with an antenna that works with any Mode C transponder) for $1,795. As mentioned above, I think FreeFlight reduced the price on their lowest priced ADS-B option to $1,695 in response. The battle for your ADS-B dollar has begun! Like any remote unit, install cost is a bit higher, but the GDL-82 requires only one top-mount antenna. I would estimate installation at 12-14 hours ($1,100-$1,300). Learn more at: http://bit.ly/Garmin_GDL_82.
NOTE: The following ADS-B “Out” solutions meet the sub-$2,500 requirement but are not currently available for certified aircraft. I do, however, believe that certified versions will be available prior to the 2020 deadline. I’m also confident that the installation of these units will be pretty simple, making them a decent last-minute ADS-B solution.
Levil Aviation “Beacon” – Estimated Equipment price: less than $2,500 (with WAAS GPS)
The Levil Beacon (with or without GPS) is available now for the experimental/light sport market and is unique in its configuration. The Beacon is a UAT on 978 MHz that mounts on the belly of the aircraft. It looks similar to a transponder/ADS-B antenna, but the “works” (so to speak) are mounted in the base of the unit, thus there is no remote box to mount. For aircraft owners who already have WAAS on board, the Beacon will interface to that for certified position source. On the other hand, owners without WAAS will have to use the Beacon with internal GPS, which also means they’ll need to install a roof-top antenna. The Levil Beacon (including built-in WAAS GPS, a roof-top GPS antenna and harness) is currently available for the experimental/light sport market at $1,889. Note, however, the internal GPS does not currently meet TSO standards and will need to be updated for the certified market.
Ricardo Leon from Levil tells me that the Beacon will likely not be ready and approved for certified aircraft until late 2018 or early 2019, though the final certified price should be under $2,500. Learn more at: http://bit.ly/Levil_Beacon.
While this writer does not give out awards for creative design, you might want to! The uAvionix skyBeacon is a brilliant solution that will provide certified ADS-B “Out” to meet the mandate by simply replacing your port wingtip position light. The skyBeacon is a self-contained UAT with internal WAAS GPS/LED nav light that utilizes your existing nav light wiring harness. Because the skyBeacon utilizes your existing mounting location, breaker and wiring, there are no airframe modifications or additional antennas to install. Additionally, the unit is automatically configured for your aircraft with the skyBeacon’s mobile app. The skyBeacon works with any mode C transponder and even supports “anonymous” mode. Rumor has it that uAvionix may also offer a matching unit for the starboard nav light, but unfortunately, rumor is all I have to go on. My attempts to reach uAvionix went unreturned, so my questions regarding price and timeframe for the certified version (reportedly, in the works) went unanswered by my deadline. The skyBeacon is currently available for the experimental/light sport market for $1,499. Although the certified price will likely be a little higher, this unit certainly fits the bill as good last-minute ADS-B installation. It’s also likely to win the battle for the lowest total cost (installed) solution for meeting the ADS-B “Out” mandate. Stay tuned on this one! Learn more at: http://bit.ly/uAvionix_SkyBeacon.
NOTE: The Trig TT31 Mode S ES Transponder probably deserves a mention here. At about $2300 retail, it directly replaces an existing KT-76A transponder and if you already have WAAS on board, you’re looking at only about 2-3 hours ($185-$275) labor to meet the ADS-B mandate. Unfortunately, the cheap WAAS GPS source that I hinted might be coming from Trig isn’t likely to happen so if you have a KT-76A now and WAAS available, the Trig TT31 makes this list.
ADS-B “In” Receiver Options for Less than $600
When we talk about ADS-B “In” on the cheap, we’re talking about using a smart tablet (iPad or Android) as the display for WX and Traffic. Here’s a list of ADS-B “In” units for under $600.
Appareo Systems Stratus 1S ADS-B Single Band Receiver – $449
The combination of the Apple iPad with ForeFlight and the popular Appareo Stratus 2S (dual band) ADS-B receiver is still likely the most popular choice to date. At $899 the Stratus 2S does not make this list, but their 1S single band model does. Unlike its big brother, the Stratus 1S receives traffic on 978 MHz only and is designed to work with ForeFlight only. You’ll be dependent on “re-broadcasts” of 1090 traffic with this one.
Appareo is not showing this unit on their website, so here’s the link to Sporty’s: http://bit.ly/Stratus_1S.
Dual Electronics XGPS170D Dual Band ADS-B Receiver – $569
The Dual XGPS170D is a panel-top portable that receives traffic on both 978 and 1090 MHz and FIS WX. It also has built-in antennas (vs. those sticking up from the box), and for someone who is not a fan of panel-top obstructions, that’s a good thing. It has a rechargeable battery and USB cable with charger. Learn more at: http://bit.ly/Dual_XGPS170D.
Open Flight Solutions FlightBox Dual Band ADS-B Receiver – $225
The FlightBox is also a dual band receiver, so the price is right. The unit comes with a USB power cable (so it’s hardwired), and you can add a cigarette lighter adapter for $15. (A five-hour external USB battery is also available for $35, and you can purchase the Flightbox Plus with AHRS for $350). Again, the price is right, but with its two rather large external antennas, the FlightBox is a bit intrusive on top of the panel – and even more so with the external battery. Learn more at: http://bit.ly/FlightBox.
Garmin GDL-39 ADS-B Dual Band Receiver – $599
The Garmin GDL-39 has been a popular unit from its inception. It works with Garmin Pilot software on either an iPad or Android device. The standard configuration includes a power cable to plug into your cigarette lighter plug, though an optional external battery pack is available for $100. Remote and 3D models are available at a higher price point. Learn more at: http://bit.ly/Garmin_GDL39.
uAvionix Scout Dual band ADS-B Receiver – $199
ForeFlight will begin selling a miniature, $200 ADS-B receiver called the ‘Scout’ that could dramatically increase the number of pilots flying with in-cockpit weather and traffic. Photo courtesy of Foreflight.
We’re now looking at the smallest and lowest priced dual band ADS-B receiver on the market, and it comes from the same folks that brought you the amazing skyBeacon ADS-B “Out” unit we discussed above. The Scout is small, receives traffic on both 978 and 1090 MHz (WX is always on 978) and it attaches to a side window or windscreen with suction cups. It works exclusively with ForeFlight and does not have an internal GPS; therefore you must have a GPS in your iPad. Additionally, there is no internal battery, so you’ll need to be connected to a USB charger port. This unit appears to have been imagined by ForeFlight but built and marketed by uAvionix. This just might be the “on the cheap” ADS-B “In” unit you were thinking of! Learn more at: http://bit.ly/uAvionix_Scout.
Imagine the Possibilities
As you weigh your ADS-B options, consider the following scenario:
You purchase the uAvionix skyBeacon, install it on your aircraft and then add the Scout portable ADS-B receiver to your existing iPad with ForeFlight. Theoretically, your total ADS-B “Out” and “In” investment (including about four hours for installation) could be as little as $2,200! Of course, that’s provided the certified version of the skyBeacon comes in at the price of $1,499, the current price for the experimental/light sport version. But even if it comes in at $2,000 retail, you’d still have dual band ADS-B “In” and “Out” for less than $2,600 installed!
When we started this whole ADS-B discussion, the talk was that ADS-B would cost at least $5,000 to achieve. Now we’re at half that cost, and that should make you “on the cheap” ADS-B shoppers pretty happy!
Feedback from Mr. Sean B.: ” Bob, you are an immense support in my process of getting my Arrow updated. I definitely recognize your value! I should have your name stenciled on my airplane!”
Prepared
by: Bob Hart May
23, 2019
Overview: Mr. B. is a Private Pilot with about 250 flight hours. Many of these hours included training towards an IFR and Commercial rating. Getting an IFR ticket is part of the plan. With IFR ticket in hand, his flying will be primarily recreational and IFR will generally be avoided where possible and personal minimums will be conservative.
Sean just purchased the 1977 Arrow in the last few
months. The aircraft has sat for the
last 15 years. The engine has about 200
Hours since 2005 and a recent top overhaul was just done. Sean is aware of the issues with an aircraft
that has not flown in many years and has addressed most of these. He has $85K invested in the aircraft and
plans to own it for “more than five years”.
The existing avionics are a mix of original (from 1977) and late 1980’s upgrades. The KMA-20 audio panel and the KT-76 are likely original. The KX-155, KR-87 and KN-62 were likely added in the 80’s and the GNC-300XL GPS/Com added after 1998. The aircraft also has a Piper Autocontrol IIIB autopilot with Heading bug. Let’s evaluate what is currently installed in N593XX
King
KMA-20 Audio Panel with NAT Intercom. The KMA-20 is 1960’s technology and is very
basic by today’s standards. They are
still reasonably reliable which is why you still see many still installed in
Legacy aircraft. The are cheap to
replace (SV @ $ 300-400) but repair makes no sense. The NAT intercom is a high-quality unit. These could remain for now but will need
attention at some point. Frankly, most
aircraft owners will replace these when doing a panel upgrade. We will discuss options.
Garmin
GNC-300XL IFR GPS/Comm installed VFR only. The GNC-300XL was introduced by Garmin in
1998. It was still a viable unit up
until 5 years ago when display failures became an issue. Garmin supports the unit now, but no replacement
displays are available. Sadly, the 300XL
was a good GPS for light IFR flying but new technology has taken over even
though it still “meets” the mission. We
will discuss alternatives.
Bendix
King KX-155 G/S Navcom with KI-209 CDI. BK introduced the KX-155 in 1984. Is the most popular navcom of all time and dominant
between 1985 and the early 2000’s.
Display issues have always been a problem for the KX-155 and the other “Silver
Crown” avionics. A replacement was about
$400 and something that needed to be done every once and a while but … this
option no longer exists. Today, a
display failure requires an LED conversion kit (about $1600) but most radios
coming out of this conversion require additional repair (leaking capacitors is
common) and the final bill closer to $2500.
Your KX-155 is likely 25-30 years old.
Spending $2500 on this radio which is also basic by today’s standards
makes little sense to me. We will
discuss options.
King
KT-76 Mode A/C transponder. This
is very old, cavity tube technology and has no future. We will explore options as it relates to
ADS-B.
Bendix
King KR-87 ADF System with KI-227 and KA-44B Antenna. ADF approaches and navigation are also 50
years old and no longer viable or desirable.
I would remove this but note, there will be a small cost to do it
right. The KA-44B belly antenna should
be removed and the relatively large hold patched. Removing the antenna is optional but the
right thing to do.
Bendix
King KN-62 DME. This
is a good DME with a bad lens. DME will
play a very small role in IFR once an IFR GPS is installed. However, some pilots are keeping them when
doing an install. Unfortunately, the
Lens is about $100 but you can replace it yourself. Keeping it is certainly optional.
NorthStar
M1 Loran. These were a
great thing to have in the airplane in the 80’s and 90’s for long range
navigation. GPS had not yet caught up to
general aviation.
No longer viable and should be removed along with
the antenna. The antenna is likely that
rod antenna above the cockpit.
Electronics
International EAC-1 CHT/EGT/OAT with 6 Channel switch. While not as functional as a unit than scans
automatically, the EAC-1 is better than nothing or a single channel
option. It lacks the software that can
help you lean correctly but with the probes already installed will allow you to
upgrade more affordably than starting from scratch. We will explore an upgrade.
The AutoControl IIIB was introduced in 1973 as an
improvement to the III. It’s a pretty
good autopilot provided it has been maintained.
It uses the aircraft’s vacuum attitude gyro as the position sensor, so
the system is reliant of a good working AI.
Keep an eye on that! It’s 42
years old and basic by today’s standards and may do the job for a while. TruTrak and Trio offer very sophisticated two-axis
options that can be installed for less than $10K. Neither company has an STC for the Arrow currently.
iPAD with Foreflight. This is becoming “standard” equipment in legacy aircraft and an affordable way (vs. an MFD or EFIS) to display ADS-B IN Traffic and WX. It’s also an excellent back-up nav source. This is good to have and will likely be the ADS-B display in your Arrow!
This is what is currently installed in N5935V.
What Avionics should you have to Fly
Light IFR Safely?
In my opinion, to fly
Light IFR you need a capable Pilot
and …
(in the order ofPriority)
• Dual
comms and dual Nav sources (VOR, ILS, GPS*)
*IFR
GPS has become a standard IFR navigation tool
• An Audio
Panel with Markers and an intercom (required with 2 radios)
• A Mode
S ES ADS-B Compliant Transponder (WAAS is required)
Or … A Universal Access
Transceiver/Transmitter (UAT)
• ADS-B
IN WX and Traffic (traffic is most important!)
I
recommend PS Engineering! They are
responsible for inventing the integrated audio panel and are responsible for all
the new features we see in audio panels today.
They are rock-solid reliable and actually a few dollars less than an equivalent
Garmin model. You can spend up to $2500
for top of the line but the needs of a light IFR pilot can be met in a more
moderate price-point. Here’s the three models
from PS Engineering that I recommend for Light IFR:
PMA6000B. The 6000B
(@ $995 retail) is entry level into audio control from PS ENG. It has all the switching required, a good
quality mono intercom and markers for an ILS approach. It will require about 18-20 hours so installed,
about $2800.
PMA7000BT. The 7000BT (@ $1395 retail) adds a stereo intercom (music) and Auto squelch
and Bluetooth. You set the squelch once
and it adjusts to the ambient noise level in the aircraft automatically. Bluetooth allows wireless music interface and
full wireless cell-phone capability. The 7000BT will require about 18-20 hours
so about $3300 installed. Here’s the link:
PMA8000BT. The 8000BT (@ $ $1495) adds a lot of additional features like Monitor
Mode which allows you to monitor the back-up radio simultaneously at a lower
volume level. You can check ATIS without
leaving ATC. The 8000BT also has a built-in
digital recorder that records all communications including ATC clearances and
allows you to play back with the push of a button. The 8000BT will also require 18-20 hours so
about $ 3500 installed. Here’s the link:
Used
options: There isn’t much. I’m always looking at ways to save a legacy
owner money on an upgrade. This is not
the place to do it when you can buy new @ $995 and have a two-year warranty.
IFR
GPS Options
The Garmin GNS-430/530 series changed the IFR GPS
market. The integrated navigator with
Comm, VOR/ILS and IFR GPS made a lot of sense for pilots flying light to medium
IFR and in need of upgrading their primary navcom at the same time. I believe that factory support for these
units (the 430W/530W) will be discontinued within the next five years so I’m
not recommending a new installation of the 430W anymore. A used 430W ($6000) with SV (used/certified) CDI
and labor is still in the $11-12,000 price range installed. Once Garmin announces the end of support (they
just cancelled the GNS-480 effective June 30) then your 430W value will plummet. When it fails with no repair support, you’ll
get to throw it away! For perspective,
the GTN-650 or Avidyne IFD440 with Comm, VOR/ILS and WAAS GPS are about $17,000
installed. Garmin’s GPS only unit (The
GTN-625) is about $14K installed. The
good news is that Garmin just announced two new affordable IFR WAAS GPS units. The GPS175 and GNX 375, the later with built
in ADS-B In and Out. I think N5935V is
an excellent candidate for the GNX 375.
Garmin
GPS175 WAAS IFR GPS about $4300 plus Installation
The GPS175 is a GPS only unit with WAAS GPS and
Touchscreen operating system and Bluetooth.
Garmin designed this to be compatible with some “legacy” CDI’s so you
can buy a compatible CDI for as little as $900 to go with this unit. Installation will be about 30-35 hours so the
GPS-175 installed will be about $9000 installed with a SV CDI, about $10,200
with a new Garmin GI-106B CDI.
The
Garmin GNX 375 does what the 175 does but adds built-in Certified ADS-B
In and Out and should retail in the $7500 range. ADS-B can be displayed on the
face of the 375 or wirelessly sent to your iPAD thanks to built-in
“Connectivity”. You can buy a SV KI-209
CDI, just like the one you have with your KX-155 and have matching CDI’s for
under $1000 from a reliable source.
Then, you’ll have WAAS IFR GPS and ADS-B In and Out installed for about @
$13,000.
So, we have a new, modern audio panel, new IFR WAAS
IFR GPS and ADS-B In and out. We need to
address the KX-155 Navcom issues and provide a back-up comm. Let’s talk about the KX-155.
KX-155/TKM
MX155
As mentioned above, the KX-155 display is an
issue. Your KX-155 is likely 25-30 years
old and the design has not changed since it’s introduction in 1984. Would you spent $2500 to keep it running or
would your money be better spent upgrading to modern technology. I would vote for the later.
TKM
MX155 Digital Navcom with “Touchpoints”
New @ $4000
You might be surprised to know that the TKM MX155
was my idea! TKM has been making slide-in
radio solutions since 1984.
In 2015, a new owner bought TKM and I contacted him
in support of the product.
TKM replacement radios are aircraft owner
installed. They are direct slide-in
units that only require the owner to do a logbook entry. As a result, avionics shops (who can’t make
any money on TKM products) have always sold against them and even labeled them
as junk. I sold hundreds between 1997
and 2012 and knew them as a good product and excellent value. I contacted the new owner and offered to do
an article in support of the product and in that discussion, recommended that
TKM consider making a slide-in replacement for the “tired” KX-155. The MX155 was born! You can stick with your KX-155 until the
display fails and at that time, I would recommend the MX155. Your total cost will be about $4000. The MX155 is a modern, digital radio software
driven and upgradable and should be available in the next 2-3 months. Here’s the link:
You could keep the existing GNC-300XL and use that
as your back-up comm and as a back-up GPS?
You need a second comm and the one in the 300XL is a good one. You won’t need a back-up GPS. The iPAD with Foreflight serves fine in that
role. Or, you could remove the 300XL and
install a new comm. Here’s the options
on a new comm:
ICOM IC-A220T (TSO)CommNew @ $ 2500Installed
ICOM
has been best known for their portable comms and navcoms but they have offered
a very good panel mount comm for several years.
I was included in a panel discussion when they were redesigning their
original IC-A110. The A-220 has most of
the modern features you see in more expensive models. The IC-A220 also offers a built-in two place
intercom. This could work but only if
you choose to have a single comm. Installation about 10 hours. Here’s the Link: http://www.icomamerica.com/en/products/avionics/panelmount/a220/default.aspx
Trig TY96A Comm New
@ $ 2700 Installed
Trig
is an up and coming avionics manufacturer from Europe. They had the first Certified Mode S ES ADS-B
solution in the world. The TY96 is a
jump up in features from the ICOM including a “say again” feature that allows
you to replay ATC transmissions. The
TY96 also allows you to store 200 airport frequencies and Identifiers into the
radio via a USB port. The unit has a
built-in two place intercom but my experience with these from other manufacturers
has not been positive.
Changing
squelch settings on the intercom (as ambient noise levels change) has been
clumsy vs. a simple knob found on dedicated intercoms? The TY96 may be better? (installation should be about 10 hours)
As you might expect, Garmin is the more expensive option but, the TY96 beats it in some features. Garmin lacks the “say again” feature and the USB frequency option in the Trig. Unless you are hung up on having Garmin in your aircraft, I would save the $300-500. Here’s the link:
Of the three options, I think the TRIG TY96 is the most bang for the buck.
Engine Instrumentation-EDM-730
Another
consideration for an aircraft being flown in IFR, even light IFR is the condition
of your engine. Pilots in clouds need to
know the condition of their engine NOW!
The simple engine instruments provided by the aircraft manufacturer
don’t give you enough tools to know this. 20 years ago, we had
relatively simple graphic digital engine analyzers that monitored CHT and EGT
and a few additional parameters. Today
we have full-blown engine management systems with primary certification that
can monitor everything going on in a GA aircraft engine. These are generally for the more serious IFR
crowd. On the other side, your existing
EI CHT and EGT, as I mentioned, requires you to actively search through the
cylinders looking for issues and it does not provide enough information to
safely lean the engine.
There are lots of options but the needs of a light
IFR pilot are just a notch above basic. For
aircraft owners with no enhanced engine information, I frequently suggest the
JPI EDM-730. Your existing EGT/CHT
probes are not compatible.
The
JP Instruments EDM-730-6 @ $ 2200 plus
install (24 hrs.) or $4600
The EDM-730 monitors CHT and EGT on all cylinders (and a few optional parameters) and is an excellent leaning tool. You can add fuel flow to the EDM-730 for $400 additional. In addition to monitoring CHT and EGT, fuel flow can tell you a lot about what is going on with your engine and when interfaced to an IFR GPS (you can’t do this with your fuel flow), will provide helpful extrapolations like fuel needed to destination, fuel remaining at destination and a back-up to fuel level instruments etc.. A lot for an extra $400 plus labor and important info when flying IFR! Here’s the Link:
However, since you already have EI EGT and CHT
probes in your aircraft, this may be a better option that can save on install
time and probe costs.
Electronics International has two options that might
make sense here. They both will save you
money because you are utilizing the existing EI probes. The first is an engine analyzer, the second is
engine management.
EI UBG-16-6 Engine Analyzer $1100 plus labor (with your Probes)
The UBG-16 is not the latest display technology but
it’s a very capable “active” engine analyzer and will scan EGT and CHT on all
cylinders and actively warn you if something changes in either parameters and
has the software required to be an effective leaning tool. Leaning correctly saves you fuel. Leaning incorrectly can damage your engine. This unit can go in the pilot panel where the
ADF indicator is now. This is an
economical option but consistent with the needs of a light IFR pilot. The UBG-16 is an advisory unit and will be
about $2200 installed.
EI
CGR-30P-6 Primary Engine Management System (Basic) $3200 plus install
The CGR-30P is a Primary instrument which means it
is a legal replacement for some factory installed instruments. The CGR-30P Basic includes RPM (Arc Gauge),
EGT/CHT Bar Graph, Fuel Remaining, Fuel Used, GPS/Fuel Flow Data, Eng Time and
Tach Time. In addition, you chose four additional functions that
are primary and can replace factory instruments (probes/sensors are included). The options include: Oil P, Oil T, Fuel
Flow1, Fuel Pressure, Right Fuel Level, Left Fuel Level, Aux Fuel Level, TIT,
Vac, Volts and Carbon Monoxide Detector2.
The CGR-30P is a very capable, Primary engine management system. Total installed price with your probes is
still in the $5200 range and may therefore be more than you can justify however
for $600 more than the JPI 730, it’s a significant upgrade. Here’s the link:
EI
CGR-30P-6 Primary Engine Management System (Premium) $3800 plus
The CGR-30P Premium adds Manifold Pressure and some
additional features. Having RPM and MP
next to each other on the instrument is desirable in the Arrow but we now jump
up to an installed price in the $6000 range.
Upgrading your 121.5/243MHz ELT (likely on board) is
not mandatory now but it will be in a few years. The FAA/FCC has banned the sale of the
original 121.5/243 MHz ELT’s sometime this year.
Where
mountainous terrain or extended over-water flying is common, the investment in
a 406 ELT is recommended. The Artex
Model 345 ELT transmits your exact position and allows search and rescue to
simply go pick you up. Old 121.5/406
ELT’s can require hours even days before you are located. The Artex 345 is under
$550 and about $1700 installed. Yes, it can
be considered a luxury until you need it!
Garmin G5 Attitude
Indicator @
$2549 including Antenna plus installation
G5 Horizontal Situation
Indicator @ $2995 with GAD-29B plus.
The G5 AI is designed to replace a vacuum AI and requires a GPS antenna or WAAS GPS signal from an external source. It is not a compatible position sensor for your Piper AutoControl IIIB autopilot so the existing AI must remain and so does your vacuum system. The G5 HSI can interface to the GNX 375 GPS and it will provide tracking information to your IIIB but, it will not interface to your KX-155. It may interface to the New TKM MX155 because it is a digital unit, but that compatibility is not yet confirmed. Installation of dual G5’s should be in the $8000 Range. Here’s the link:
The G5’s are nice but I don’t think it makes sense
in this application. The goal for most
owners installing G5’s is to remove the vacuum system. You can’t do that here without updating your
autopilot and that does not make sense unless you plan to keep the Arrow
forever or except a significant loss when you sell.
Aspen
EFD1000 Pro PFD @ $11,000 w/ EA-100 Adapter plus install
While the G5’s are not compatible with your
AutoControl IIIB, the Aspen EFD1000 with EA-100 Autopilot adapter is. It is a more expensive option than the G5’s
but it is compatible with your autopilot and your KX-155 navcom. Synthetic Vision is available as an option
although Aspen is currently offering this for free.
I would expect an installed price in the $14K
range. This is a consideration for Phase
Two. Here’s the Link:
That’s all the Avionics or pieces of the panel
puzzle that we need to know about to
put together an avionics panel that will be safe for
Light IFR. Your goal is to do it in two
phases.
Phase
One: Audio Panel, IFR GPS and New
Back-Up Comm ($25K budget)
PS ENG PMA8000BT/Installed $ 3,500
Garmin GNX 375 WAAS GPS-ADS-B In/Out
With SV KI-209 CDI/Installed $13,000
Trig TY96A Comm would be Comm #1 * $ 2,700
KX-155 G/S would remain as #2 Nav and Com $ 00
EI CGR-30P Basic Engine Management $ 5,200
________________________________________
Phase One estimated total $24,400
* The GNC-300XL could remain as the #2 Comm and
as a back-up GPS but the comm functions in the 300XL and the KX-155 are
basic. The Trig TY-96 gives you modern
features and is still within the budget.
Phase
Two: Upgrade the KX-155 and Add EFIS PDF
with HSI
Aspen EFD1000 PRO PFD with EA-100/Installed $14,000
TKM MX155 Slide-In replacement for KX-155 $ 4,000
________________________________________
Phase Two estimated total $18,000
Note to expect some misc.
parts in the final bill.
Conclusion
Garmin’s new GPS options offer significant features
and savings vs. their previous models however they require the right “situation”
to fit in. The aircraft needs to have a
good Navcom with Glideslope and for the GNX 375, neither ADS-B In or Out
currently installed. N5935V fits this situation!
Often, to meet a client’s budget, compromises are
required and often some used equipment is required. Your $45,000 budget allows you to check off
all the boxes and utilize all new equipment.
This would not have been possible two months ago.
Garmin’s new GNX 375 makes it possible.
So, you have a “state of the art” Audio panel,
Latest IFR GPS, Mode S ES Transponder is
built into the GNX and with internal connectivity, you’ll be able to load
flightplans into you iPAD at home and wirelessly transfer into the GNX at the
airport. Mode S allows you to venture
outside the US into Canada. The TRIG
TY-96A comm is also “state of the art” with great features and easy frequency
storage. The EI CGR-30P Basic is a bit
overkill for a light IFR platform but the UBG-16 is yesterdays technology and
the difference between the JPI 730 and the CGR is just about $600 so I think,
for that reason, it makes sense. I generally
think that adding EFIS to a light IFR airplane is a luxury and with most of my client’s
budgets, it’s not possible. The G5’s do
not fit here but the Aspen EFD1000 does and it’s actually more capable than the
G5’s. Updating the old KX-155 to the New
MX155 just makes sense. Bottom line is
you’ll have a very nicely equipped Arrow that will be very desirable at the
point of sale.
One final thought?
If you remove everything else, all this will fit into the center stack
and the right-side avionics stack will be empty. The iPAD issue for many pilots is where to
put it? I suggest you explore a mount
that will allow the iPAD to be installed in that location? It won’t fit flush mounted but with the right
mount, it could work.
ADDENDUM 9/19: Since receiving my report, Sean has pursued a quotation from a well-known West-Coast Avionics shop and sent it to me for evaluation. Equipment prices were fair but the install labor hours showed, what I believed was about 60 extra hours @ $105 ($6300!). I consulted with another shop and they agreed the quote hours were excessive by 60 hours! He has since got a re-quote (with some changes) and that quote was acceptable. This is a part of my service.
Every aircraft owner of a Legacy Aircraft is usually on a budget, especially those who fly VFR for Fun. Frankly, these pilots have a strict budget for flying and often compromise on other things in their lives to make “room” for an aircraft. For example, they will drive an older car to make room in the household budget for an airplane. In 1974, in anticipation of getting married, I sold my 1947 Stinson 108-2 Voyager to get married. My flying friends advised me to keep the Stinson and get rid of the girl. I made the wrong decision. I should have kept the plane! I digress.
Avionics, next to the engine and prop, represent the biggest investment in the airplane although when aircraft owners were asked, if they had the funds, what part of their aircraft would they improve, 57% said they would upgrade the avionics (engine came in a distant 25%). Often, replacing or upgrading avionics in a legacy airplane means buying good, used equipment. Everyone wants a “deal” but … what is a good deal? If you think that a good deal is the lowest price, your heading in the wrong direction!
A good deal on used avionics is:
A FAIR price on the right solution from a ReliableSource
A clean, recently tested and certified unit
A Warranty
Avionics are expensive and repairing them is too so looking for the lowest price is a dangerous approach to buying used avionics. There is almost always a compromise. Make sure that what you are buying is the right solution to your problem. A good price on the wrong unit gets you nowhere! Buying your avionics from a reliable source is key! Spending $8000 on a used piece of avionics from a private party with no warranty is risky. The avionics you are considering should have been tested and re-certified in the last 90 days. Equipment that sat on the shelf for extended periods of time can be troublesome. If it’s a new installation on a used piece of equipment, you’ll need the mounting rack and connectors, or even better, a new installation kit. Make sure these are included at the price. The standard industry warranty on SV (Serviceable) avionics is 90 days. Serviceable avionics is bench tested and confirmed to be operating at a certain standard. OH (overhauled) equipment is rebuilt per specific overhaul standards and while it costs a bit more, frequently comes with a 6 month warranty and likely to last longer in the field. Buying with No warranty on an $8000 piece of avionics is crazy!
I have contacts and access to the inventories of many reliable avionics vendors who will sell you the right unit (actually, I’ll determine that in advance). They will offer you a fair price and stand behind the unit with a minimum 90 day warranty.
In short, I can help you locate a good, reliable piece of avionics from a good source with a warranty. This can be done in a few emails in generally one hour or $75. In most cases, my advice will save you money and in all cases, keep you from making a mistake!
Hey Bob, I just had an opportunity to read your report. Paying you is the very best money I have ever spent in aviation. JUST WHAT I WAS LOOKING TO OBTAIN!!
Mike Brown, 2003 Cessna T182T, Michael Edwin Madison Aircraft, Chattanooga, TN 7/19
How to Replace, Repair, and Upgrade your avionics… without breaking the bank
When I purchased my first airplane in 1972, a Piper Colt for $2800, and proceeded to take my first flying lesson in it, I was fulfilling a dream that started when I was eight years old—I was just twenty-one and already an aircraft owner! I love to tell people that I would have done it sooner, but I discovered girls when I was fifteen and they slowed me down. My father had the airplane “bug” too, but never had the budget to get his license. Instead, he fulfilled his need to fly by designing, building, and flying radio-controlled aircraft. As many of us do, I too, fill time on the ground with model airplanes.
If you missed it, I bought the Colt first and then took my first flying lesson. Why? I simply reasoned that the biggest chunk of cash required to get my license was the cost of renting someone else’s airplane, so why not put that money into my own aircraft instead. All said and done, you could safely say I got my private ticket on a budget. I always thought I would take the next step and get my instrument ticket, but I never did. I decided that “flying for fun” was for me.
Today, a decent mid-time Piper Colt will cost you ten times what I paid; and with the cost of fuel, etc., those of us who fly for fun are finding it harder and harder to keep that dream alive. Avionics alone can easily represent 15-20 percent of the total value of your aircraft; and, other than your annual inspection, especially with older avionics, they can also represent a good chunk of your yearly maintenance budget. With frugality in mind, here are some tips on buying, selling, and repairing your avionics that can help you keep your avionics costs to a minimum.
Installation Options
Whether you buy new or used, the cost to install avionics is about the same, so the key to buying on a budget is to find an affordable way to get them installed—legally. This can be done via a local avionics shop, a “freelance” avionics guy, or your local aircraft mechanic.
The Local Avionics Shop – Though they may present the biggest budget challenge, begin here as you’ll need a relationship with an avionics shop for your biannual inspections anyway. Obviously, if your local shop spends the majority of their time working on corporate jets, you’re probably looking in the wrong place. Instead, look for a small avionics shop that can relate: be frank, let them know your situation and budget challenges, and ask them what things you can do to minimize the bill. For example, if you’re removing a radio and replacing it with another, ask if you can handle the removal portion of the install. This may include removal and installation of the interior, which can easily add eight hours to an avionics installation, so ask if you can do that as well. Ask if you can you provide your own equipment for the job. Small avionics shops typically don’t have much of an inventory of used avionics, but ask them before you go out and search. They may have a good solution to your problem; and, provided it’s worth buying, you can often do well on price too. Remember, you’re a local customer: the shop will want to stand-behind it. We’ll talk more later about the concept of what’s “worth buying.”
Be forewarned: if you go the avionics shop route and expect to pay the minimum, be patient. You’ve probably heard the old saying: “You can’t have it good, cheap, and fast.” Well, you get to pick two out of the three. When working with a budget, you want “good” and “cheap,” so prepare to concede the notion of “fast.” Your job is likely to be a “fill-in” job for the shop and will be done when one of their big jobs is halted due to parts delivery or whatever. Such an arrangement is good for you and good for them so accept it.
The Freelance Avionics Guy – If your attempts to find an affordable avionics shop fail, try to locate an avionics guy in your area that will work on your plane at your location. This can be ideal if you find the right person, but make sure they have the correct qualifications and licenses: ask around; talk to other pilots; check the airport bulletin boards; and talk to your mechanic. Often, these guys have experience in the shop environment, but are independent by nature and prefer to work for themselves, by themselves. The cost of setting-up and operating an avionics shop is a big “nut” and they’ve figured out how to do business without the costly overhead. You should also be able to negotiate an hourly rate that is significantly less. Again, do as much as you can yourself (with the tech’s approval) and be patient—the “freelancer” is less structured by nature.
Your Local Aircraft Mechanic – The final option is your aircraft mechanic. An A&P or IA can sign off most avionics work. From my experience, they love it if you can provide them with avionics that are pre-wired. This is a plus since most pre-wired units have been tested after the harness is installed, so you now have a radio and harness that have both been tested prior to installation. If something isn’t working, you’ve already eliminated the radio and the harness and can now assume that there is an issue with the install itself. It’s unlikely that your mechanic will tackle a whole panel upgrade, but changing out a few items is possible.
With either the “freelancer” or the aircraft mechanic option, providing your own equipment is pretty much a given. However, that means you will need to know how to shop for avionics and how to get the best advice and value.
Shopping for Avionics
Shopping is not the same as buying; and the first thing to remember is who the expert is. You need to develop a relationship with a good avionics consultant. Notice I said consultant not salesperson. The salesperson seems more focused on making the sale, while the consultant is more focused on helping you solve your problem, simple as that. With a little time on the phone or through emails, you’ll start to see the difference. Don’t shop for a box, shop for a solution! We are getting ahead of ourselves a bit. Start by doing a little research yourself. The avionics forums are good for this, but spend some time reading before you jump in. There is both good and bad advice everywhere and the forums are no exception. You’ll start to see where the best answers/solutions are coming from and you’ll start to filter out the good from the not-so good. You can learn a lot by looking for posts from pilots with similar problems. When a product is mentioned as a possible solution, check it out by asking around and looking online. Speaking of the Internet, as an avionics consultant, I preferred to start an email dialog with a customer, especially if they were considering a major investment in avionics. Though a simple transponder replacement doesn’t necessarily require that level of communication, I would usually send them an email confirming the discussion along with a brochure or sometimes an owner’s manual. Ease of use between two products was often a part of such discussion. With a little bit of knowledge, you’re ready to start the shopping process.
Don’t shop for a box, shop for a solution.
I’d often get calls from pilots simply asking, “How much for a KX-155?” Such brief discussions that were focused only on price completely bypassed my years of knowledge and experience. Without knowing their “problem,” I couldn’t suggest an alternative solution that may have been less costly or give the customer more for his money. The possibility of buying the wrong thing and/or wasting money on a more expensive solution is real, so let’s look more closely at this scenario.
Let’s say the customer above has two old KX-170B Nav-Coms in his aircraft and they’re both “tired.” He’s flying for fun or uses the aircraft for light IFR every so often. His research points him to the King KX-155. The KX-155 is a good radio, but they’re getting old. KX-155s are not a bargain these days and they’re not without some issues. Fact is, used KX-155s have gone up in price, especially in the coveted fourteen-volt variety. Look at the estimated cost to replace both KX-170Bs with used King KX-155s:
One KX-155 G/S with KI-209 CDI (SV with 8130-3) $3700
One KX-155 (no G/S) with KI-208 CDI (same) $2800
16 Hours Labor @ $ 90/hr (includes removal) $1440
Est. Installed Cost $7940
TKM in Arizona has been making avionics test equipment for more than 40 years and started making Michel slide-in replacement radios twenty years ago. Simply stated, they saw the need to replace older avionics from King, Narco, and ARC (original Cessna factory radios) from the 60s and 70s with a modern, affordable radio that would slide-in and use the original rack, harness, and nav indicator. The radios have good transmit power, digital flip-flop displays, 760 channels, and memory storage. I’ve sold many of these radios, both new and used, and can recommend them with confidence. Here’s the same installation using TKM Michel radios as a solution:
Two TKM Avionics MX-170B/C Navcoms (SV) $3600
No Labor Required (you do a Logbook Entry
TKM Solution $3600
Here, the radios are also Serviceable. (We’re assuming that your existing nav indicators are serviceable.) You can find TKMs on the used market for about $1800. Note, if you have the original ARC radios (either 14- or 28-volt) in your old Cessna, the same solution applies. It’s a good chance that the guy shopping the KX-155 above didn’t know about this option. Don’t do this! Take the time to explain your problem and listen for a solution.
Okay, so you’re on the phone exploring a solution to your avionics problem. If you’re not ready to buy today, tell the person up front. The consultant will hang in there; and, in the process, will attempt to earn your business. At the same time, you’ll learn a lot about them and the company they represent. Take good notes. If he or she is a good consultant, they’ll do the same, so that if you call back two weeks later, you can pick up the discussion where it was left off. What you’re after is “a friend in the avionics business.” Once you find one, stick with him or her—loyalty is often rewarded. Know that shopping for the lowest price is seldom the answer and recognize that sound advice has real value. Look for a fair price and make sure that the seller knows that quality, appearance, and warranty are important to you. Good avionics companies know this.
Buying Used?
5 Fundamental Features of a Smart Buy when shopping the Secondary Market
When shopping for a piece of used avionics, your purchase must ultimately meet the following criteria:
It has a fresh certification, preferably an FAA 8130-3 that is no more that 90 days old. A shop “yellow tag” is also okay. If it’s a first time purchase from this company, feel free to ask for an email copy of the tag before you buy.
It’s a “reasonably” good-looking unit. Ask if the seller does cosmetic work on their radios as part of the re-cert process. Ask for a picture or assurances (in writing) that you can return it if it doesn’t meet your standards. But, be realistic—a good, forty-year-old radio isn’t always going to look like new.
It has the correct rack and connectors. If the radio is used, you’ll likely get used connectors. They should be serviceable. Crimp style connectors can’t be reused. Expect solder connectors and make sure your installer can work with them. The seller will often include new connectors with the sale for a few dollars more. If something different is going into your panel, a mounting rack and connectors are a must. Make sure they’re included.
You get a 90-Day Warranty. This is standard in the avionics industry and starts from the date of shipment. Hopefully, all will be okay, but you really learn a lot about a company when something goes wrong. Make sure you’re covered.
Selling Avionics
Unfortunately, the adage, “One man’s trash is another man’s treasure,” isn’t always true when it comes to avionics. Once support and reliability are gone, the industry will identify a unit as “over the hill.” Nevertheless, ask the seller if they’re interested in trading for the avionics you have coming out. You’ll likely get wholesale trade-in value, but that may meet your needs. You’ll also get a sense for knowing whether selling your old radios is worthwhile or not. If it is, look for cost-free ways to advertise your stuff. There are websites and forums where you can do this. Spend a few dollars to get the avionics checked and freshly tagged before you try to sell as this will add a lot of credibility to your offer. Think like a buyer when you’re selling. There’s a lot of avionics activity on EBAY. I’m not a fan of buying there, but it’s a good place to sell, for a fee. Barnstormers.com looks like a great option for selling avionics. Customers don’t expect a warranty from you on a personal sale like this, but they do expect it to be working fine when it arrives. This speaks to my final advice on selling avionics—don’t skimp on the shipping! True story: a few years back, I sold a customer a KX-155 Nav-Com. As I mentioned, there are 29 versions of the KX-155; and he was not specific enough about his needs. KX-155s are most often seen in pairs and with an audio panel. The audio panel does the job of switching between them and provides the amplification to drive the aircraft’s speaker and headphones. Based on what I knew, I sold him the most common version and shipped the unit to CA. The customer later called and said he needed an audio amplifier in the KX-155 because it was stand-alone. In response, I offered to put an audio board in it at no charge if he sent it back. He handed the radio to his wife who proceeded to ship it to me in a shoebox. The unit was stuffed into the box with no protection and shipped postal. As you can imagine, when it arrived the faceplate and all the knobs were pushed in and broken, the backend the same. My shop estimated the repair costs at over $1000. I offered to repair it at my cost.
If the customer had been specific about his needs, the return shipment would have been unnecessary. Had he packed it right, the shop bill would’ve been avoided. He asked me to file a claim with the Post Office, but they just laughed—insurance does not protect you from an inadequate packing job. The unit should’ve been bubble wrapped with four-fingers of clearance around the unit filled with of those Styrofoam “thingies.” When done, the box will look too big, but it’s actually just right. If you don’t have a way to do this correctly, use a pack & ship store and use UPS or Fedex. Don’t ship postal. Enough said.
Repairing Avionics
“Time is Money!” This is never truer than when you have a piece of avionics on the bench. If you have a local avionics shop relationship—and you should—that’s usually the place to start when it comes to repairs. On the other hand, if the bench-tech is not familiar with your unit or lacks up-to-date manuals and used parts (old units often require used parts), you may be wasting your time and money. Make a few calls and find a shop that has experience with your radio. Unfortunately, with the older stuff, this is getting harder to do. This is where that aforementioned “friend in the avionics business” may help.
If all the guys who know how to work on your radio have retired, you may be thinking that it’s time to retire the radio too? Unfortunately, your budget may not allow this, so find someone who can repair your radio, efficiently. In addition to knowledge and parts, they also need good feedback from you. Shops receive a fair amount of repairs that are vaguely reported as “broken,” “dead,” or “not working.” The fact is you’re likely to have at least some idea as to what’s going on; and with a little observation you can probably be fairly specific with the bench-tech. Your repair is priced by the hour. Avoid the extra time on the repair bill by communicating the problem with the repair facility, in writing. Put a note on the unit when you drop it off or send it in. Why pay the extra hour or so while the bench-tech guesses what’s wrong? Here are some examples: ATC reports garbled modulation or weak signal; Nav side won’t pick up the signal or ILS until I’m too close; Radio receives and transmits, but the display is blank, etc. In short, if you can point the shop in the right direction, you’ll likely save on your repair bills.
I’ll say it again, if you’re shipping in your repair, package it correctly. There’s no room in a tight avionics budget for shipping damage!
Today, when I think about how excited I was as a young boy at the prospect of being a pilot and aircraft owner, I’m actually saddened. The dream of flying and owning an aircraft is now beyond the reach of many and those who can still find room in the budget to own and fly their own aircraft are the lucky ones. It’s not only a rare skill and privilege, but it’s a very rewarding experience. With good advice and a little homework, you can keep your avionics costs to a minimum and maybe, just maybe, spend a few more hours a month in the sky.
Suggestion: Keep an eye out for a little boy or girl poking their nose through the fence at your local airport; and, on one of those “extra” flights you earned by shopping, selling, and repairing your avionics, introduce them to the joy of flying and give them the dream! That would be a great way to spend those few extra hours in the sky, don’t you think?
More often than not, an aircraft owner of a Legacy aircraft will be able to upgrade their avionics, to the point where they can fly the aircraft the way they want to, without upgrading everything. Occasionally, I get a client that needs it all or in this case, almost all!
Ivan Leibbrandt of Florida approached me recently about his 1963 Cessna 205. He has owned the aircraft for about a year with plans to keep it for “5-8 years”. A good photo of the panel and an explanation of his “situation” is where we start. Ivan is instrument rated and comfortable in IFR conditions but a quick look at his existing panel (photo above) told me he wasn’t going to get it done with what he had. The only upgrade to the panel was a TKM MX-170C Navcom which was an upgrade to one of the aircraft’s original KX-170B radios from the 60’s and at some point a King KN-64 DME had been added. We would need to design a new avionics panel, Integrated Navigator as the primary navcom/GPS, the MX-170C is a suitable #2 (in my opinion) an ADS-B solution, Autopilot and a modern, metal panel. He already had his heart set on a high-end engine management system which was “overkill” in my opinion and I let him know it. Don’t get me wrong, updated engine information is a plus for any aircraft that will fly in IFR conditions but he wanted a 70″ TV when a 40″ would do the job. so to speak. Ivan also saw EFIS as a part of his upgrade and we found a way to work the New Garmin G5’s, both Attitude Indicator and DG/HSI into his budget. As I mentioned, an Integrated Navigator (SV) was included in my recommendation and a New CDI ($2400) would have been required and I pointed out that Garmin G5 would upgrade both his old DG and at the same time eliminate the need for the new CDI (with the G5’s HSI function) at only about $600 more. It became obvious that the G5 DG would look terrible without the G5 AI on top so it was included and a definite improvement in performance and safety over the old, existing mechanical attitude indicator which was likely due for a $1000 overhaul. His old DG would likely be ready for the shop also. I created two budget options for the 205, one including a new integrated navigator and a second utilizing a good, Garmin factory rebuilt unit. An autopilot was a must as the 205 had nothing and any aircraft in single-pilot IFR should have one and we included the new options from TruTrak and Trio in the package. I was assured by Trio that and STC for the 205 was coming.
Ivan is just about to “tackle” his avionics upgrade but he knows what he needs and how much it will cost. I’ll be there to monitor his installation quotations and help him “get it right” along the way.
If you are considering an avionics upgrade, either minor or major as in Ivan’s case, wouldn’t you want to step into as an educated buyer also?
Every pilot and aircraft owner would would love to have a state-of-the-art avionics panel! Even if you fly only VFR, its nice to look at a sexy, EFIS screen with all the features and benefits of today’s avionics but then … there’s the budget! So, when the local avionics shops says”throw that all out and put in a Garmin Stack” … They know that is not an option! Sadly, when the aircraft owner admits to a lack of budget and asks how to best achieve their panel goals on significantly less money, they frequently don’t get the answers or the help they need. Simply stated, that’s what I do!
I recently was approached by a client with a 1983 Cessna 182 with a 1990’s Bendix King stack that would have been great in that vintage. The owner flies a lot and light IFR was common but with displays failing and navcoms unreliable on both the com and nav side, he no longer “trusted” his avionics. He came to me for advice. His primary goals were reliability and ease of use and unlike most of my clients flying legacy aircraft, budget was less of a concern. I would have never suggested a whole new radio stack but I reasoned that new would be most reliable so I priced him up a new avionics package. He already had a good, modern autopilot so without that but including the least expensive new IFR GPS and an ADS-B solution and taking a “conservative” approach, he was looking at about $35,000. Were not talking dual GTN-650’s here. I did this as an exercise to show him the reality of what a new option would cost and then showed him ways we could compromise and I got the package down to about $26,000 using a combination of new and reliable, used avionics. Here’s rub as Mr. Shakespear would have pointed out. When you tell your local avionics shop that you can’t “justify” a $35K upgrade to your $65K airplane, they lose interest and you’re not going to get a lot help from that point on. FYI, my client above was ready to spend the $35K on his 182 based on encouragement from his wife (that’s a surprise also!) but instead he bought a nicely equipped Cessna 210. I guess money was not an object here. If your considering an avionics upgrade, I bet money is an issue in your house and that the wife is not on your side!
Frank Gulla from Florida approached me some time back about an upgrade to his 1981 Piper Turbo Arrow. He had owned the aircraft for over 10 years and had decided that it fit his needs and in anticipation of getting his instrument ticket, approached me for advice on an upgrade to the panel. Frank’s new panel photo is the feature at the top of the article. Here’s Frank’s panel before the upgrade (shown above!
