Avionics News 2014-07

PLUG-AND-PLAY WONDER
Avidynes IFD540
J U L Y
2 0 1 4
a v i o n i c s n e w s . n e t
AEA MEMBERS REGARD AVIONICS NEWS AS THEIR NO. 1 ASSOCIATION BENEFIT.
A Monthly
Publication of the
INDUSTRY
SPOTLIGHT:
iPAD
LIMITATIONS
What pilots
need to
know
UAVs spring new business
POWER FOR PORTABLE AVIONICS: More than repurposing the 12-volt cigarette lighter
Safety Never Looked So Good
Introducing Sandia Aerospace
SAI 340 Quattro

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Li-Poly Backup Battery : 30 minutes minimum, 2 hours nominal
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AirTransport Quality Graphics
Standard 3 Instrument Hole Mounting
For more information, please contact your Dallas Avionics sales representative.
US/Canada 800-527-2581/214-320-9770
dallasavionics.com
meet
SAM, the md302 Standby attitude module,

is the first digital standby to provide attitude,
altitude, airspeed and slip information in an
advanced, 2-inch format.
SAM delivers an easy-to-fit, compact design
with selectable orientation (horizontal and
vertical) like no other, ensuring a perfect fit
within any panel. Sams unique, two-screen
display features high-definition graphics and
extra-wide viewing angles. And at 1.6 lbs.,
SAM weighs less than the three instruments
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JULY 2014
N E W S
www.avionicsnews.net
Vol. 51 No. 7
Rare is the pilot today who does not fly without a tablet computer, usually
an Apple iPad. But these personal electronic devices are not without their
problems. Read more about the limitations of flying with an iPad on page 30.
Main photo courtesy of Sportys Pilot Shop
AVIONICS NEWS
is a monthly publication of the
Aircraft Electronics Association
Point of Communication by Kim Stephenson
AEA Now
14
The View From Washington by Ric Peri
EDITORIAL & EXECUTIVE OFFICES:

3570 NE Ralph Powell Road
Lees Summit, MO 64064
Phone: 816-347-8400
Fax: 816-347-8405
Email: avionicsnews@aea.net
Website: www.avionicsnews.net
Experience AirVenture
Rumors, lies and misinformation
49
50
16
International News and

Regulatory Updates by Ric Peri
22
Immortal Aviation and the Avionics Rx
Avidynes IFD540 plug-and-play wonder

Hybrid touch redefines control; easy GUI
enhances flexibility, utility
56
Aiding owners in upgrade decisions for older aircraft
Member Profile by Christine Knauer
GAM supports busy Australian charter fleet
30
iPad Limitations by Scott M. Spangler
36
UAVs Spring New Business by Dale Smith
What pilots need to know
Robotic Skies set to help avionics repair shops make

the most of new business opportunities.
Whats Working? by Thomas Inman
66
Marketing Report Card by Patricia Luebke
68
Power for Portable Avionics by John D. Ruley

Whats New
A Conversation With ... by Thomas Inman
72
46
Member Profile by Christine Knauer
78
46
Invested Experts: Pacific Southwest Instruments
Media Relations
More than repurposing the 12-volt cigarette lighter
The source for updates on AEA members
Mike Morgan of Duncan Aviation
Islip Avionics helps restore historic aircraft
Business Basics by Greg Laslo
Single minds: How groupthink hurts smart

decision-making
62
44
26
Islip Avionics of Ronkonkoma, New York
by Dave Higdon
by Dave Higdon
26
Publisher
Paula R. Derks
Before & After
Marketplace Classifieds
Jobs, equipment, calibration, services & more
Advertisers Index page 64
62
Editor
Geoff Hill
Managing Editor
Jeff Kirchhoff
Director of Advertising
Lauren McFarland
Circulation Manager
Katie Ryser
Senior Writers
Ric Peri
Jason Dickstein
Contributing Writers
Joseph E. (Jeb) Burnside
Dave Higdon
James A. Hunter
Thomas Inman
Christine Knauer
Greg Laslo
Patricia Luebke
John D. Ruley
Dale Smith
Scott M. Spangler
Published monthly by the Aircraft Electronics Association
(ISSN 0567-2889). Periodicals postage paid at Lees Summit,
MO and additional mailing offices. Advertising rates furnished
upon request. For subscription information, send name
and complete mailing address to:
AVIONICS NEWS
POSTMASTER: Send address changes to AVIONICS NEWS,
3570 NE Ralph Powell Road, Lees Summit, MO 64064.
The publishers and editors of this magazine do not accept
responsibility for statements made by advertisers herein or
for the opinions expressed by authors of bylined articles.
Materials may not be reproduced without written permission.
Material for Avionics News (USPS 452011) is welcome for
review; however, the editors assumes no responsibility for
the return or safety of artwork, photographs or manuscripts.
Articles submitted for publication become the property of the
AEA. Articles submitted by AEA contractors are considered
work-for-hire and, as such, are the property of the AEA.
Avionics News and its editors reserve the right to edit all
articles for length, clarity and content.
2014 Aircraft Electronics Association All rights reserved.
PRINTED IN THE USA.
avionics news
july
july2014
2014
Hundreds of features.
Thousands of installations.
Millions of flight hours.
One clear choice.
When it comes to experience in touchscreen avionics, our GTN 750/650 series
is in a league all by itself. Evolved from thousands of Garmin glass systems, this
integrated GPS/Nav/Comm/MFD platform gives pilots the technology to make
quicker, smarter, easier decisions in all phases of flight. It offers full WAAS LPV
approach capability, preloaded FliteCharts and SafeTaxi1, plus a wide range of
display capabilities and inputsincluding optional Doppler-enhanced onboard
weather radar, digital autopilot interface, datalinks for worldwide weather, traffic
alerting, voice/text messaging, position reporting, and more. Theres also onscreen
control for remote transponder and audio panel functions2plus a GTN Trainer
app you can download to preview the GTN on your iPad.
To find out more, see your Garmin dealer or visit Garmin.com/aviation.
2014 Garmin Ltd. or its subsidiaries

1
Initial U.S. FliteCharts will disable when data is over 6 months out-of-date. Updates available on single-cycle or annual basis.
2
Transponder and audio systems sold separately. Remote audio panel functions available on GTN 750 series only.
NOTE: GTN 750 shown above is displayed with Jeppesen JeppView electronic charts, available with optional Garmin ChartView.
APPROACH PLATES
TRAFFIC
WEATHER
RADAR
AIRSPACE / AIRWAYS
ADS-B AND TERRAIN
GTN SERIES
Experience AirVenture
S
o whats to like about AirVenture? Umm

Yves Rossy, fly in the same day? The B-17 always
everything!
gives me goose bumps, and the Jetmans jet pack
As we enter the month of July, aviation enthuis reminiscent of our childhood fantasies. This also
siasts have an opportunity to immerse themselves
is the place to be if you love innovation. Some of
in a one-of-a-kind aviation gathering in Oshkosh,
the emerging technologies showcased at AirVenture
Wisconsin, at the Experimental Aircraft
are still so raw you can see the creative
Associations AirVenture. This years
struggle to make the next leap right before
annual event is set for July 28-Aug.
your eyes.
3. For many, AirVenture is an annual
Whether youre a show veteran or firstpilgrimage a once-a-year opportunity
time participant, the best way to experience
to soak up the sights and sounds of all
AirVenture is with another person. A good
things aviation.
candidate may be the youngest member of
Kim Stephenson
If you havent attendyour extended family. I found such a candied AirVenture in the
date in my 8-year-old son when he visited
past, it is definitely worth the trip.
AirVenture two years ago. When asked what he
For one week, Wittman Regional
liked best about AirVenture, he said, Um everyAirport in Oshkosh becomes
thing!
the busiest airport in the world.
His favorite place was KidVenture. The name
More than 10,000 aircraft come
implies its all about kids, but you may feel the
and go in a few days. After 20
same level of excitement if you walk a youngster
years of working at AirVenture, through this program and see science concepts click
I am still in awe of the chointo place. But beware this is a great place to pass
reography that goes into
along the aviation bug.
managing the airspace. Each
KidVenture offers hands-on experiences for youth
day, one can look up and see
to learn the basics about aircraft and flying. On
an antique aircraft, a blimp, ultrathe aircraft maintenance technician A&P (airframe
lights, a helicopter and multiple other aircraft in
and powerplant) track, kids will build a small-scale
simultaneous flight above the grounds. This is genwing rib and carve a propeller, learn electrical syseral aviation on the grandest scale.
Where else can you see the B-17 and the Jetman,
Continued on page 60
avionics news
july
july2014
2014
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PARTS DISTRIBUTION | REPAIR & OVERHAUL | MANUFACTURING

www.GlobalParts.aero | +1.316.733.9240
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BOARD OF DIRECTORS
Chairman of the Board
DAVID LOSO, Jet Aviation St. Louis
Vice Chairman
MICHAEL KUS, Avionics 2000 Pty. Ltd.
Treasurer
JIM JOUBERT, Pacific Southwest Instruments
Secretary
KIM STEPHENSON, L-3 Aviation Products
PAULA DERKS, Aircraft Electronics Association
RICK GARCIA, Gulf Coast Avionics
TOM HARPER, Avidyne Corp.
MATTHEW HARRAH, Garmin USA
GARRY JOYCE, IAE Ltd.
TIM KELLY, Honeywell Aerospace
MIKE LACONTO, Epps Aviation
JEANNE MEADE, Velocity Aerospace
MIKE MINCHOW, Duncan Aviation
EEDIRECT Designed exclusively for AEA

members, this online database allows members
to turn unused equipment into dollars. Members
submit, via email, their
new/used inventory list
to the AEA, which then
consolidates all equipment into an alpha-numeric
listing. Listed below are deadlines for AEAmembers to submit their EEDirect items. AEA members
can submit their items to eedirect@aea.net.
July .........................................Tuesday, July 1
August .................................. Monday, Aug. 4
September............................ Tuesday, Sept. 2
October ........................... Wednesday, Oct. 1
RICK OCHS, Spirit Aeronautics

RICHARD PEAVLEY, Vero Beach Avionics
CORY RELLING, Aspen Avionics
DAVID SALVADOR, Aircell
TIM SHAW, Rocky Mountain Aircraft
BRIAN WILSON, Banyan Air Service
Immediate Past Chairman
GARY HARPSTER, Duncan Aviation
AEA INTERNATIONAL HEADQUARTERS

Phone: 816-347-8400 Fax: 816-347-8405
info@aea.net www.aea.net
AEA HEADQUARTERS STAFF

PAULA DERKS, President
DEBRA McFARLAND, Executive Vice President
MIKE ADAMSON, Vice President,
Member Programs & Education
LINDA ADAMS, Vice President, Member Services
GEOFF HILL, Director of Communications
JEFF KIRCHHOFF, Creative Director
AARON WARD, Director of Information Services
LAUREN McFARLAND, Director of Advertising
KATIE RYSER, Administrative Assistant
AEA WASHINGTON, D.C., OFFICE

601 Pennsylvania Ave. NW
Suite 900, South Building
Washington, D.C. 20004
Phone: 202-589-1144 Fax: 202-639-8238
RIC PERI
Vice President, Government & Industry Affairs
AEA EUROPE OFFICE

Richmodstrasse 6
D-50667 Cologne, Germany
Phone: +49 221 920 42 442
Fax: +49 221 920 42 200
AEA CONSULTANTS
JASON DICKSTEIN
AEA General Counsel
BRUCE BAXTER
South Pacific Regulatory Consultant
KEVIN BRUCE
Canadian Regulatory Consultant
FRANZ REDAK
European Regulatory Consultant
avionics news
july
july2014
2014
ANNUAL RATE & LABOR SURVEY Every year,

AEA members are asked to complete a confidential
survey detailing their specific
labor rates, employee benefits
and plans for growth. This
detailed report allows members to examine industry trends across the U.S., Canada, Europe and the
South Pacific.
GLOBAL JET SERVICES PARTNERSHIP
Through the AEA/Global Jet Services partnership,
AEA members receive a 15 percent discount on
select Global Jet
Services courses. For
more information,
call Global Jet Services at 860-651-6090.
AEA INSURANCE PROGRAM Nason
Associates is an excess and surplus lines brokerage
firm specializing in all lines of aviation insurance
worldwide. To better serve the insurance needs
of AEA members,
Nason Associates also
offers property, workers compensation, employment practices liability,
automobile and crime. Through this program, AEA
members work with their own local agents, who in
turn contact Nason Associates to develop a specific
insurance program based on each members needs.
For more information, call Nason Associates at
913-677-1550.
C2C RESOURCES DEBT COLLECTION SERVICES
C2C Resources provides AEA members worldwide with debt collection services at a memberdiscounted rate. Visit the C2C Resources website at
www.c2cresources.com
to see how its programs
can benefit your company. For more information, call C2C Resources at
866-341-6316.
DRUG & ALCOHOL PROGRAM NATA

Compliance Services, a full-service regulatory compliance management company specializing in the
aviation industry, can
assist AEA members in
meeting regulatory compliance requirements.
Its services include drug program management, drug
testing, background checks and employee identification badging. For more information, call 800-7883210 or visit www.natacs.aero.
AEAS WEBSITE AEA.NET The first stop for
AEA members in search of the latest in regulatory
topics, technical information and association news.
The AEA website,
www.aea.net, offers
24-hour access for
AEA members around
the globe who are in
need of online training,
meeting and event
information, magazine archives, warranty claims, regulatory updates and more. It is the most comprehensive website for certified repair stations in the world.
UPS FREIGHT AEA members now receive
special pricing with UPS Freight on LTL (less-thantruckload) shipments weighing
150 pounds to 20,000 pounds.
This program offers discounts
for customized solutions for the
LTL needs of AEA members, who
receive regional, interregional
and long-haul capabilities, and
can process and track LTL shipments, create electronic bills of lading, reconcile billing and more. For
more information, call 866-443-9303, ext. 4080, or
email associations@upsfreight.com.
FREIGHTQUOTE.COM AEA members
now have the right tool for shipping freight.
Members can obtain
instant freight pricing
from a large pool of
carriers, request a
pickup, print a bill of lading and virtually eliminate paperwork with online records.
MARKETLIFT INC. MarketLift Inc. offers
a preferred marketing rate on its marketing,
sales and public relations
services to AEA members.
MarketLift gives a 15 percent savings to AEA member companies. For
more information, visit www.market-lift.com.
Other benefits of the AEA include the annual International Convention & Trade Show, regional
meetings, regulatory representation, AEA Wired e-newsletter and Avionics News magazine.
avionics news july 2011
Four Training Classes Available at

AEA Headquarters in August
The Aircraft Electronics Association is offering four
educational courses during the month of August in the
Dan Derby Center for Professional Development at its
international headquarters in Lees Summit, Missouri.
certification testing. This full-day course offers handson training, including a regulatory review and an
explanation of the proper administrative procedures
for completing these critical certifications. It also
includes a transponder tune-up course. The contents
of this course can easily be incorporated into
approved training programs for certified
repair stations.
First, the AVIONICS INSTALLATION AND

INTEGRATION TRAINING course is
slated for Aug. 18-20. Presented
by Don Dominguez of Radioman
TRAINING SITE:
Avionics, this three-day course is
The RVSM MAINTENANCE
Dan Derby Center
designed for technicians who have
AND ADVANCED TRANSPONDER
for Professional
completed AEAs Basic Wiring and
TRAINING course immediately follows
Development,
Avionics Installation Course
on Aug. 22. Attendees will be introduced
AEA International
and/or have a couple years of basic
to the regulations, documentation, test
Headquarters.
avionics installation practice and
equipment and maintenance practices
are looking for more experience
associated with performing RVSM
integrating common general
maintenance and will follow with an
aviation installations. Technicians
in-depth look at Mode S transponders.
INFORMATION/
will learn how to plan, install,
This course assumes the attendee has
REGISTRATION
interface, configure and check
good operating knowledge of Federal
www.aea.net/training
out an installation consisting of
Aviation Regulations 91.411 and 91.413.
816-347-8400
a Garmin GTN 650 touchscreen
nav/comm/GPS, Garmin GTX33ES
Finally, the NATIONAL CENTER FOR
remote transponder and an Aspen
AEROSPACE AND TRANSPORTATION
EFD1000 primary flight display.
TECHNOLOGIES AIRCRAFT ELECTRONICS
TECHNICIAN REVIEW course takes place Aug. 25-27.
In addition, the PITOT-STATIC AND
Presented by Bruce Bessette, who has more than
TRANSPONDER CERTIFICATION TRAINING course
30 years of avionics and maintenance experience,
takes place Aug. 21. Attendees will learn the proper
this three-day course provides a review of all 34
methods for conducting pitot-static and transponder
subject areas for the NCATT AET certification exam.
At the end of this review, course attendees should
be prepared to take the NCATT AET certification
test, which will be administered free of charge (a
$100 value). Upon successful completion of the AET
exam, attendees will be eligible to test for additional
ratings, including the NCATT Radio Communications
Systems (RCS), Dependent Navigation Systems
(DNS) and Autonomous Navigation Systems (ANS)
endorsements.
For more information or to register for these
professional development opportunities, visit www.
aea.net/training or contact the AEA at 816-347-8400.
Class size is limited, so register today. q
avionics
news
avionics
avionicsnews
news july
july
2014
2014-15
Pilots Guide
to Avionics
Distribution Begins
at AirVenture
20ed14it-io15n
The Aircraft Electronics

Associations 12th edition of
the Pilots Guide to
Avionics debuts at the
Experimental Aircraft
Associations AirVenture,
July 28-Aug. 3, in
Oshkosh, Wisconsin.
The free Pilots
Guide to Avionics will
be available at the
AEAs AirVenture
booth, No. 2035/36,
Hangar B.
In addition to a complete directory
of AEA member government-certified
repair stations, avionics manufacturers and distributors, the Pilots Guide
to Avionics features educational articles to help pilots and aircraft owners
with their avionics buying decisions.
The Pilots Guide to Avionics also
will be distributed throughout the
year at AEA Regional Meetings; the
NBAA Business Aviation Convention
& Exhibition; WAIs Conference; HAIs
Heli-Expo; and the AEA International
Convention & Trade Show. A complimentary copy will be mailed to all
AEA member companies in August.
For more information, or request
the Pilots Guide to Avionics, visit
www.aea.pilotsguide.net. q
INS IDE
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ICAT
A PUBL
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/INS TRUM
avionics news
july
july2014
2014
AEA Announces First-Quarter

2014 Avionics Market Report
Overall growth in total sales 11.2 percent; forwardfit and retrofit sales nearly even; 62.9 percent of
sales took place in North America (U.S. and Canada).
The Aircraft Electronics Association recently released its firstquarter 2014 Avionics Market Report.
In the first three months of the year, total worldwide business
and general aviation avionics sales amounted to $651,748,994.12,
or more than $651 million.
That amount shows an 11.2 percent increase in sales compared
to the first-quarter 2013 amount of $586,006,894.49, or more
than $586 million as reported a year ago by the participating
companies.
The dollar amount reported (using net sales price, not
manufacturers suggested retail price) includes: all business
and general aviation aircraft electronic sales including all
component and accessories in cockpit/cabin/software upgrades/
portables/noncertified aircraft electronics; all hardware (tip
to tail); batteries; and chargeable product upgrades from the
participating manufacturers. The amount does not include repairs
and overhauls, extended warranty or subscription services.
Of the more than $651 million in total sales in the first
quarter, $330,420,718.04, or more than $330 million, came
from forward-fit (avionics equipment installed by airframe
manufacturers during original production) sales and comprised 50.7
percent of total sales. Retrofit (avionics equipment installed after
original production) sales amounted to $321,328,276.08, or more
than $321 million, comprising 49.3 percent of total sales.
In addition, the first-quarter 2014 report marked the first
time participating companies were asked to separate their total
sales figures between North America (U.S. and Canada) and
other international markets. According to the companies that
participated in this breakdown, 62.9 percent of the sales volume
occurred in North America (U.S. and Canada), while 37.1
percent took place in other international markets.
It is encouraging to see total avionics sales in the business and
general aviation market grow by more than 11 percent from the
same time period one year ago, said Paula Derks, AEA president.
This report is another positive economic indicator for the
general aviation industry, which continues its recovery from the
recession. And with more than 37 percent of avionics sales taking
place outside the United States and Canada, its another sign that
the business and general aviation industry has no boundaries and
truly is a significant contributor to the international economy. q
Were not just innovating

in-flight connectivity.
Were Aircellerating it.
GOGO TEXT & TALK
GOGO VISION
UCS 5000
Text and talk with your phone.

And your number. In flight.
Stream the latest movies, TV

and news. On-demand. In flight.
A smart router. A media server.

The next-gen system to manage it all.
ATG 2000
GOGO ONEPHONE
Gogo Biz Internet/voice

service for up to three devices.
Everything a business
aviation handset should be.
In-flight connectivity and technology have just

raced boldly ahead. See how Aircell has once again
enhanced and expanded whats possible in the air.
To learn more, contact Aircell at +1.303.301.3271.
5 new ways to kick your connectivity into high gear.

aircell.com | connect@aircell.com
2013 Aircell
Is ADS-B OUT of time?
AEA members offer some INsight
The Aircraft Electronics Association, which represents nearly 700 U.S.-based repair stations and
900 repair stations throughout the world, recently
conducted a survey of its members regarding their
ADS-B installation capacity.
AEA members identified their shop size, the aircraft
they maintain and alter, and what type of activity
drives their business today (e.g. installation, maintenance, bench work, etc.). They also indicated whether
or not they have avionics installation capability, if they
have already performed an ADS-B installation, and
the average total man hours and days required to perform these installations.
Survey participants also were asked how they plan to meet demand for ADS-B installations in the future. Of the
81 respondents, 52 represented a shop size of 10 or fewer personnel; 29 represented a shop size of 11 or more
personnel.
The results among both the small and large shops indicate a capability and a capacity to perform these upgrades
by the Jan. 1, 2020, mandate. However, it is evident with nearly 160,000 general aviation airplanes expected to comply with the Jan. 1, 2020, mandate, the pace aircraft owners are on to upgrade needs to increase dramatically, as any
further deferment could force serious backlogs in 2016 and beyond.
85%
of SMALL shops
have already performed an
ADS-B INSTALLATION
73%
of SMALL shops
will increase capacity to meet

demand of ADS-B INSTALLS
10
avionics news
july
2014
Small shop survey data (classified as 1 to 10 personnel):

45 percent note their primary business is avionics installation; 35 percent
report their primary business is maintenance.
96 percent of respondents say they have avionics install capability, and 85
percent have already performed an ADS-B installation.
Average total man hours to complete an ADS-B install is 34 hours.
Average number of days aircraft is in the shop for an ADS-B install is four
days.
73 percent of shops indicate they will increase capacity to meet demand
of ADS-B installs:
Increase capacity by hiring more employees
(full and part-time) 46 percent.
Increase capacity by increasing
work hours 25 percent.
Average number of ADS-B installs per year per shop is
60
Large shop survey data (classified as 11 to more than 20 personnel):

59 percent note their primary business is avionics installation; 38
percent report their primary business is maintenance.
93 percent of respondents say they have avionics install capability,
and 72 percent have already performed an ADS-B installation.
Average total man hours to complete an ADS-B install is 57 hours.
Average number of days aircraft is in the shop for an ADS-B install
is 11 days.
83 percent of shops indicate they will increase capacity to meet
demand of ADS-B installs:
Increase capacity by hiring more employees
(full and part-time) 69 percent.
Increase capacity by increasing work
hours 38 percent.
Average number of ADS-B installs per year per shop is
72%
of LARGE shops
have already performed an
ADS-B INSTALLATION
83%
of LARGE shops
will increase capacity to meet

demand of ADS-B INSTALLS
75
Its all in the NUMBERS
The certified repair station industry has capacity

today to perform ADS-B installations at a rate necessary for nearly 160,000 aircraft to comply with
the ADS-B Out mandate by Jan. 1, 2020. Demand
is expected to increase as the deadline nears, and
AEA members indicate they will begin expanding
their installation capacity in order to keep up with
new demand. Survey results suggest expansion will
occur primarily through growth in payrolls (additional hours for current employees and addition of
new full and part-time employees).
However, general aviation aircraft owners are on
the clock as ADS-B installation capacity today
far exceeds aircraft owner demand. This inverse
relationship will not last unless the industry

immediately begins to see 100 or more installs
completed per day a 25-fold increase over the
current installation rate.
To that end, the Federal Aviation Administration

must prime the pump by incentivizing aircraft
owners and signing the loan guarantee certificate
for the NextGen GA Fund, which will offer lowcost financing for ADS-B upgrades to aircraft owners. Additionally, efforts must be made within the
FAA to streamline the certification process so AEA
manufacturers can bring new products to market
faster and member shops can be more efficient
in clearing regulatory hurdles to speed their turnaround time. q
2013 General Aviation and Part 135 Survey

The 36th annual General Aviation and Part 135 Activity Survey is the Federal Aviation Administrations primary
source of information about the size and activity of the general aviation and on-demand Part 135 fleet.
Accurate survey data is critical in developing the FAAs accident statistics for general aviation and on-demand
charter operations. This data is used for FAA planning and forecasting purposes, as well.
The survey is conducted on behalf of the FAA by Tetra Tech, an independent research firm, and all survey
responses are confidential. Tetra Tech would like to hear from everyone who receives an invitation to complete
the survey to prepare accurate statistics on aviation activity. The GA Survey is a scientific sample of aircraft from
the Civil Aviation Registry. If you have questions, please contact Tetra Tech at 800-826-1797 or send an email to
infoaviationsurvey@tetratech.com.
avionics news
july
2014
11
JULY 2014
Monday
Sunday
Tuesday
Wednesday
Thursday
Friday
Saturday
Deadline to
advertise in the
September issue of
AEA offices closed

Deadline to submit
equipment for sale
Independence Day
in the U.S.
10
11
12
CASR Part 145 AMO Training

Cairns, Australia
13
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The Pilots Guide to Avionics debuts

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A PUBLICA
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ERS GUIDE
ING
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UMENT
UPCOMING INDUSTRY EVENTS

AUG. 18-27
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Aircraft Electronics
Association
Experimental
Aircraft Association
Association
Association
CASR Part 145 AMO

Training Course
Cairns, Australia
www.aea.net
avionics news
july
july2014
2014
EAA AirVenture
Oshkosh, Wis.
920-426-4800
www.airventure.org
Four Professional
Development
Training Courses
Offered
Lees Summit, Mo.

816-347-8400
www.aea.net
AU G U S T 2 0 1 4
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July 28-Aug. 3
THE
TION OF
AEA Latin America

Regional Meeting
Bogota, Colombia
816-347-8400
www.aea.net
Regional
Meetings
AEA Latin America Regional
Meeting in Bogota, Aug. 20-21
For the first time, Bogota, Colombia, is the site for
the AEA Latin America Regional Meeting scheduled
for Aug. 20-21 at the Ar Hotel Salitre. The event took
place in Sao Paulo, Brazil, each of the last three years.
To make a hotel reservation and/or register to
attend the fourth annual AEA Latin America Regional
Meeting, visit www.aea.net/regional/latin.
The AEA annually hosts regional meetings in the
U.S., Canada, Europe, Latin America and the South

Pacific. The AEA Regional Meetings offer a forum to
see, hear and learn about all the new technology on
the market, network with industry peers and discover
best practices for the aviation repair station industry.
Attendees and exhibitors gather for two to three days
of regulatory and technical seminars, business management sessions and exhibits. q
Fo r m o re i n f o r m a t i o n , v i s i t t h e A E A we b s i te a t
w w w.aea.net/regional
2014 AEA Regional Meetings Announced
The Aircraft Electronics Association announced the dates and locations for each of its Regional
Meetings in 2014. Visit the AEA website for more details on each event, including continuous updates
on training schedules, exhibitors, hotel reservations and registration information. q
Latin America Regional

Meeting
Aug. 20-21, 2014
Bogota, Colombia
U.S. East
Regional Meeting
Sept. 16-17, 2014
Orlando, Fla.
U.S. Central
Regional Meeting
Oct. 9-10, 2014
Kansas City, Mo.
Canada Regional
Meeting
Sept. 3-4, 2014
Kelowna, British
Columbia
U.S. West
Regional Meeting
Sept. 30 - Oct. 1, 2014
Reno, Nev.
South Pacific
Regional Meeting
Nov. 12-13, 2014
Sydney, Australia
avionics news
july
2014
13
In this monthly column, Ric Peri of the AEAs Washington, D.C., office, informs members of the latest regulatory updates.
B Y
R I C
P E R I
A EA V I C E P R ES I D E N T O F G OV E R N M E N T & I N D U ST RY A F FA I RS
Rumors, lies
and misinformation
A
s I write this months column, it is late spring. For those

of you in the United States, its graduation season. The
nightly news is filled with reports of brilliant minds
who were invited to address the graduating classes at educational institutions of all kinds, from the Ivy League in the East
to Stanford and Southern Cal in the West, only to be disinvited
by the voices of the vocal minority who missed something in
their education the ability to hear and learn from those whose
opinion may differ from yours.
Oh, the power of the mob, exercising their constitutional right of free speech, silencing those with whom
they disagree. Where was the majority? Those risk-averse
lemmings missed an opportunity of a lifetime because they
were not willing to object to the vocal minority. Perhaps
we can get former Secretary of State Condoleezza Rice to
give the opening speech at next years AEA International
Convention and Trade Show in Dallas. I think she would
get an interested and open audience for her thoughts, ideas and
values.
There were three issues raised this month that shows the
failure of academia, at least the failure of the Federal Aviation
Administrations Ivy League institution in Oklahoma City,
Oklahoma.
In the first instance, a well-meaning inspector went to
Oklahoma City for training and returned with a new sense of
expertise and in a well-meaning way, spread rumors and propaganda that bordered on well, you know where Im going
here. He sent a mass email to all of his charges informing
them he had just returned from school and was sharing what
the school had taught him about SMS. Yes, the safety man14
avionics news
july
2014
agement system rule was on short final, and within the next
90 days or so, it would be published. So he was giving all of
his charges a heads up so they could prepare for the pending
mandate.
The problem? He was addressing air charter (Part 135)
companies and repair stations (Part 145); neither of which was
included in the Part 5 proposal. Now, having been an instructor for more years than I care to count, I dont want to say the
school was spreading false information; it is quite possible
W h e re wa s t h e m a j o r i t y ? T h o s e r i s k - a v e r s e
lemmings missed an opportunity of a
l i f e t i m e b e c a u s e t h e y w e re n o t w i l l i n g t o
ob j e c t t o t h e v o c a l m i n o r i t y .
someone asked a question where the answer was misinterpreted, or perhaps the presenter was discussing the foundation
of SMS and its future applicability, and the student simply
misunderstood. However, it is worth noting that on at least
a half dozen cases since Ive been in Washington, D.C., the
FAA headquarters course managers have been expelled from
courses for noting the instructor was spreading rumors and
propaganda, not accurate policy and procedures. In fact, I was
nearly expelled myself when my instructor was misquoting an
FAA policy memo written to FAA employees that was being
presented as if the intended audience was the general public. It
didnt matter. The basic facts were the student heard bad information and, with the best of intentions, was breaking the rules
Come on Barney Fife, youre not in Mayberry anymore!

We really need you to step up, read the regulations,
question what academia teaches and lead.
by making the public do things that had not been approved by

the FAA, the Department of Transportation or the Office of
Management and Budget.
Back to our misguided inspector; fortunately one of our
astute members immediately contacted me for confirmation
of this newfound information since it was contrary to what
the AEA has been teaching at its regional meetings. Once I
confirmed the misinformation, I contacted the inspector with
a friendly, Hey, Im not sure what you think you heard, but
.. It wasnt received in the tone it was sent, and it was
unfortunately dismissed since his information was received
from the school and I was only an industry representative,
who, by the way, has been serving on the SMS working groups
and rulemaking committees for a number of years. While its
possible the FAA is doing a backdoor approach to SMS, it isnt
very likely.
The one part of the information that was accurate is the Part
5 should be final sometime this summer. The NPRM (notice
of proposed rulemaking) initial applicability for Part 5 was for
Part 121 air carriers. We have no reason to believe the applicability was expanded since proposed.
Kudos to the shop who took the time to contact us.
The next two issues are based on the same misinformation.
There were two SUPS (suspected unapproved parts) reports
issued that were simply wrong one in late March and the
other in early May. Sorry folks, these arent unapproved parts
at least not with the explanations listed in the reports. This
is not to say there isnt a regulatory violation, but that is a different issue; they are not ineligible parts that must be removed
and destroyed.
Recently, the AEA finished its first Train the Trainer course
on repair station regulations. As many of you know, the AEA
has been teaching a Certified Repair Station training course for
a few years. The course has progressed well, and the reviews
from the last class in May were quite rewarding. But the Train
the Trainer course was a bit different in that it focused on the
why of the regulations rather than the what. As the theory
goes, for someone to truly teach something, they need to fully
understand the topic with the history, applicability and nuances
of the standard. This has been woefully missing in the misapplication of the SUPS program since the beginning. Most dis-
turbing, when I brought this to the attention of FAA leadership,

the answer I received was, We are powerless to address this.
Yes, I nearly fell over and lost all respect for the office that,
by its own admission, is powerless to lead.
During the early days of the SUPS program, it wasnt
unusual for a report to identify suspect parts and instruct
the operators of their need to inspect the parts to assure the
paperwork and installations met the regulations. These new
reports, however, simply identified these parts and instructed
the public to remove the parts (oh, forget the money involved).
The argument? They were not produced in compliance with 14
CFR 21.9.
Because the parts had not been approved, the author of the
SUPS report assumed they were unapproved parts. Clearly
the authors failed to read the SUPS program or understand the
intent of the program. This program is not about approved or
unapproved parts, but rather parts that are eligible for installation in type certificated aircraft.
It is important to note that in the 1995 Suspected Unapproved
Parts Program Plan, which was prepared and submitted to
the administrator by the FAA Suspected Unapproved Parts
Task Force, the task force clarified that an approved part is
not synonymous with a part that has received a formal FAA
approval.
The commonly used term approved part is not synonymous
with a part that has received a formal FAA approval. The terms
approved parts and unapproved parts as used in this report
are not legal definitions, but simply a reflection of the need to
have a broad term that identifies parts that should, or should not,
be installed on an aircraft. In this report, parts that should be used
on an aircraft (approved parts) are described as parts acceptable for installation or eligible for installation.
Even Advisory Circular 21-29C Detecting and Reporting
Suspected Unapproved Parts, makes this point. According to
the AC, Parts that have been inspected and/or tested by persons
authorized to determine conformity to FAA-approved design
data may also be deemed acceptable. Although only applicable to replacement parts, AC 20-62E Eligibility, Quality,
and Identification of Aeronautical Replacement Parts, states
avionics news
july
2014
15
F R O M
R I C
P E R I
A EA V I C E P R ES I D E N T O F G OV E R N M E N T & I N D U ST RY A F FA I RS
The Aircraft Electronics Associations international membership continues to grow. Currently, the AEA represents avionics
businesses in more than 40 countries throughout the world. To better serve the needs of the AEAs international membership,
the International News and Regulatory Updates section of Avionics News offers a greater focus on international regulatory
activity, international industry news and an international Frequently Asked Questions column to help promote standardization.
If you have comments about this section, send emails to avionicsnews@aea.net.
UNITED STATES
News & Regulatory Updates

AEA President tells Congress: The
avionics industry is ready to meet
mandate, but FAA leadership needs to
refocus on ADS-B
On Wednesday, June 11, Paula Derks, president of
the Aircraft Electronics Association, told members of
the U.S. House Small Business Committee that the
Federal Aviation Administration leadership needs to
refocus its efforts for a more rapid adoption of the
safety-enhancing NextGen technologies, in which it
has invested so heavily.
Chaired by Rep. Sam Graves (R-Mo.), the hearing titled, FAAs 2020 NextGen Mandate: Benefits
and Challenges for General Aviation, examined the
benefits of the 2020 mandate to the general aviation
industry, challenges it may face in compliance with
the mandate, and the importance of incentivizing and
ensuring widespread adoption.
In her testimony, Derks focused on job creation and
urged congressional leaders to encourage the FAA to
expedite the implementation of the NextGen GA Fund
by issuing loan guarantee certificates. Derks stressed
the need to streamline certification and field approvals for the expected 160,000 U.S. general aviation
airplanes to equip in time to meet the Jan. 1, 2020,
mandate for ADS-B Out.
16
avionics news
july
2014
Other witnesses who presented testimony include:

Michael P. Huerta, FAA administrator; Tim Taylor,
president and CEO of FreeFlight Systems; and Bob
Hepp, owner of Aviation Adventures.
The hearing was live-streamed and is available
on the committees website at www.ustream.tv/
recorded/48663396. To hear Derks testimony, skip to
1:06:00 in the video.
Below is Derks written testimony that was submitted to the committee.
Chairman Graves, Ranking Member Velzquez, and
members of the U.S. House Committee on Small Business:
Thank you for the opportunity to appear before
you today on the benefits and challenges of the
Federal Aviation Administrations 2020 NextGen
mandate on the general aviation industry.
My name is Paula Derks, and I am president
of the Aircraft Electronics Association. We are an
international organization representing nearly 1,300
companies of which nearly 80 percent are small
businesses. Included in our membership are nearly
200 avionics manufacturers who are producing systems to meet ADS-B Out requirements.
Our largest category of membership is the 900plus government-certified repair stations with
approximately 700 in the United States certified by
the FAA, and an additional 200 repair stations in
more than 40 countries around the world.
My comments today will focus on three primary
areas: 1) the ability of industry to meet the mandate; 2) the challenges my members face when
Photo courtesy of Peter Cutts Photography
Paula Derks, president of the Aircraft Electronics Association, tells members of the U.S. House Small Business Committee that FAA leadership needs to
refocus its efforts for a more rapid adoption of the safety-enhancing NextGen technologies.
certifying the new equipment and receiving field

approval on the installation; and 3) the refocused
effort needed from the FAA leadership to expedite
implementation of this safety-enhancing technology and sign off on the congressionally-authorized
finance incentives for the aircraft operator.
It is important to note that all three of these
areas are related to an overall lack of leadership
within various divisions in the Federal Aviation
Administration.
Today, the certified repair station industry has
the capacity to perform ADS-B installations at a
rate necessary for nearly 160,000 general aviation
aircraft to comply with the ADS-B Out mandate by
Jan. 1, 2020. Demand is expected to increase as the
deadline nears, and AEA members indicate they will
begin expanding their installation capacity in order
to keep up with new demand.
However, general aviation aircraft owners are
on the clock as ADS-B installation capacity today
far exceeds aircraft owner demand. This inverse
relationship will not last unless the industry immediately begins to see 100 or more installs completed
per day a 25-fold increase over the current instal-
lation rate.
Our industry has received mixed signals from the
FAA in regards to the ADS-B mandate. This leads to
confusion, rumors and mistrust of the very agency
charged with implementing the Next Generation Air
Transportation System, which will exacerbate the
backlog as early as 2016 and beyond.
As you might imagine, when it comes to being
forced by a government mandate to spend hardearned, personal cash to upgrade when benefits to
the consumer have not yet been fully realized, it
is not an easy sell. But, in our recognition of the
enhancement of safety and efficiencies that NextGen
will bring our nation, we have worked our best to
educate the general aviation industry and move forward on implementation.
Yet, throughout our efforts, and those of our sister trade associations, and industry itself, the FAA
seems to be dragging its feet.
From day one, Administrator Huertas office has
been a vocal proponent of the NextGen implementation, and has said the right things they have promContinued on following page
avionics news
july
2014
17
INTERNATIONAL NEWS
Continued from page 17
ised a reasonable transition, offered cost-effective

solutions, and worked to make sure the ground
infrastructure was in place ... only to have their
efforts derailed by the back office whose individual
guidance, excessive micro-management and personal opinions compete with the overall objectives.
When you consider the nearly 160,000 aircraft
still needing ADS-B equipage as of today, this is not
a strategy for meeting the deadline and providing
safe, efficient and cost-effective installations.
Our members both the manufacturers and the
repair stations are sharing with us that there is
general mistrust of the FAA, and their decision-making ... or lack thereof.
Rumors are swirling that the mandate will be
extended, or new and cheaper technology will
miraculously be introduced at the very last moment.
All these rumors and mistruths create a very confused consumer.
Ironically, the very agency that is charged with
overseeing the safety and efficiency of our nations
skies is the same agency causing this turmoil.
Several of our repair station members tell us that
their customers, the aircraft operators, have decided
to wait until the last minute to equip because they
assume the FAA will operate as usual with delays
and will have to extend the deadline to equip.
Again, industry has no faith in the leadership of the
FAA to actually stick to the mandate of Jan 1, 2020.
The FAA has a history of not implementing rules
on time. We cannot remember one avionics mandate in the last five decades that was implemented
without an extension. These extensions have created
a public perception that the FAA will, once again,
allow another exception, creating the potential for a
serious backlog as the 2020 deadline nears.
However, for those operators who have decided to
equip now, the FAA is still a constraint. For example, we have a member in Las Vegas who supports a
helicopter fleet operator wanting to equip a fleet of
90 helicopters. He currently has the correct ADS-B
equipment installed. But because his aircraft has
not been FAA approved for ADS-B operations, he
cant turn the system on.
For clarity, the navigation-transponder system
18
avionics news
july
2014
he is installing into this fleet has already been

approved by the FAA in thousands of airplanes, but
because this is a fleet of helicopters, the approvals
dont count.
So the penalty for this operator who is willingly
following the law by equipping for ADS-B operations, is experiencing six months of costly administrative burden and an additional cost of approximately $30,000 in certification fees.
The constraint: they had to coordinate the approval with a two-person team at FAA Headquarters
in Washington who manage all ADS-B installations. Then, they had to get consensus from a single
engineer at the FAA Rotorcraft Directorate in Fort
Worth, Texas, even though there were no modifications to the aircraft.
Despite the fact that the FAA employs thousands
of very talented engineers, all 160,000-plus general
aviation aircraft needing an upgrade must pass
through a couple of project managers in Washington.
Since the ADS-B Out mandate first became a rule
in 2010, the AEA has been working with our constituents to educate them, inform them of progress,
and how to best comply with the mandate. The AEA
has promoted the recently announced financing
program, the NextGen GA Fund. The NextGen GA
Fund was designed to take advantage of the publicprivate partnership funding authorized by Congress
in the 2012 FAA Reauthorization Bill, to create an
incentive for operators of aircraft to take advantage
of low-interest, government-backed loans to buy the
necessary equipment in order to comply with the
mandate. While there may be an ongoing debate
regarding the fund, the lack of the FAAs willingness
to embrace the fund is a testimony to the cancer
that has wreaked havoc on the agency for the past
decade. The agency has a culture of cant rather
than a culture of can do. The agencys employees
are so absorbed with finding why something cannot
be done, they have lost the aviators vision of how
to accomplish the task in spite of the barriers and
challenges. The only cure for this type of corporate
disease is leadership! It will take strong leadership
to change the corporate culture from one that is satisfied with cant and move it toward one of defining
how to move beyond the barriers.
Yet, despite our efforts and those of our sister
trade associations, and industry itself, to promote
early equipage, the FAA is dragging its feet on the

incentive program by not signing the loan guarantee
certificate. Until they issue the loan guarantee certificates, nothing moves on this program.
Keep in mind; the monies raised for financing
these loans are from private investors. Our industry
is not asking for government money; we are only
asking for the FAA to immediately issue the loan
guarantee certificates as they were directed by
Congress to do so.
With these incentives in place, the industry has
indicated it still has the capacity to manage the
groundswell of installations, assuming aircraft owners have renewed faith in the FAA, that the deadline will not be extended, and certifications will be
streamlined.
A recent survey of AEA members indicated that in
order to meet this new demand, more than 75 percent of the 700 FAA-certified U.S. repair stations will
expand and hire more employees this is job creation!
A direct contributor of nearly $40 billion to the
U.S. gross domestic product according to the FAA
Air Traffic Organization general aviation is a
significant contributor to the overall health of the
economy.
If we are able to tackle the challenges I have
outlined, general aviation will continue to have a
positive economic impact, create jobs, and sustain
our service to the law enforcement, agricultural and
medical communities that rely upon us.
In closing, we ask the administrator to begin
the long leadership recovery to restore the culture
of can do. It is the agencys historical culture that
created the greatest aviation industry in the world.
Without this leadership, the industry will continue to
suffer, and this mandate, as well as future mandates,
is destined to fail. In addition, the challenges we ask
Congress to address include:
1. An effort by the FAA to incentivize aircraft
owners by immediately signing the loan guarantee
certificate for the NextGen GA Fund.
2. Streamlining the certification process to produce efficiencies in ADS-B installations.
3. Restore aircraft owners confidence in the FAA
that this deadline wont be extended and their money
is well spent.
Thank you for the opportunity to testify on behalf
of the general aviation industry.
FREQUENTLY ASKED
QUESTIONS
United States
The following information is from the Aircraft
Electronics Associations Safety Management System.
QUESTION:
What should be reported using the AEA SMS

Employee Hazard Identification Report?
ANSWER:
Generally, any item of concern or

recommendation an employee has and would like
to present to management. Many managers and
supervisors are busy, and they often forget casual
conversations during the course of the workday. The
Employee Hazard Identification Report, in essence,
assists by submitting an electronic memo to the
safety manager that highlights significant issues.
At a minimum, the following types of events
should be reported. This is not an all-inclusive list.
The form should be used when the employee wants
to identify hazards and/or process improvements.
Near-miss events.
Human factors issues.
Communication concerns.
Failure to adhere to established safety policies
and procedures.
Failure to adhere to established maintenance
policies and procedures.
Broken or inadequate equipment or procedures.
Environmental concerns.
Workplace hazards.
Concerns raised by third-parties (customers,
tenants, visitors, etc.).
Organizational process improvement.
SMS process improvement.
Note: The AEA offers Frequently Asked Questions to
foster greater understanding of the aviation regulations
and the rules governing the industry. The AEA strives to
ensure FAQs are as accurate as possible at the time of
publication; however, rules change. Therefore information
received from an AEA FAQ should be verified before being
relied upon. This information is not meant to serve as
legal advice. If you have particular legal questions, they
should be directed to an attorney. The AEA disclaims any
warranty for the accuracy of the information provided.
Continued on following page
avionics news
july
2014
19
INTERNATIONAL NEWS
CANADA

First set of NPAs issued since CARAC
resumed activities in October 2013
Several NPAs (notice of approved amendments)
have been issued by Transport Canada Civil
Aviation covering a wide variety of regulations.
These are the first set of NPAs released since the
updated CARAC (Canadian Aviation Regulation
Advisory Council) process was introduced in
October 2103. During the plenary session, there
were many issues identified as high-priority tasks
to complete and included many long-standing
harmonization issues with the Federal Aviation
Administration.
NPA 2013-006 and 2013-007 are introducing
the lightning protection standards for rotorcraft in
AWM 527 and AWM 529. These changes bring the
lightning protection standards to be more consistent
with fixed-wing requirements and recognize that
complex avionics are being used in helicopters.
NPA 2104-008 was issued to correct the
language introduced in 2008 regarding cockpit
voice recorders and flight data recorders for AWM
527. The change in the language is not significant
in Canada but had operational impact in the U.S.
These NPAs were issued under the new simplified
process and will have a 30-day consultation period.
If there are no significant comments received,
these NPAs will be promulgated into the standards
through Gazette II 30 days later.
NPA 2014-012 introduces the new 525.1302
for installed systems and equipment for use by
flight crew requirements. This is a harmonization
with the FAAs Part 25, which introduced this new
requirement in 2013. This new requirement puts
into the design standards the requirement for a
specified human factors evaluation of the cockpit
and installed equipment.
20
avionics news
july
2014
Exemption for installations of

406 ELT reissued
The exemption to allow AMEs and AMOs to
install 406 megahertz emergency locator transmitters without ratings for specialized avionics maintenance was reissued. The exemption
expired March 31, 2014. The Transport Canada
website has not been updated with the new
exemption, but the content has not changed. A
copy of the exemption will be distributed soon.
EUROPE

European Aviation Safety Agency
The European Aviation Safety Agency recently
announced a new proposal for the amendment
of the current regulation for flight recorders and
underwater locating devices.
The new proposed EASA requirement
identified in the Opinion 01/2014 includes the
extension of the transmission time of underwater
locating devices fitted on flight recorders from
30 days to 90 days, and also proposes to equip
large airplanes flying over oceans with a new
type of ULD that have longer locating range
than the current flight recorders. In addition, the
minimum recording duration of cockpit voice
recorders installed on new large airplanes should
be increased to 20 hours from two hours.
The proposed regulation also will include a
retroactive fit of a long-range detection ULD.
The EASA released a new NPA 2014-11 to
propose a clarification on the functions and
responsibilities of B1 and B2 support staff.
The proposed amendment would provide
detailed guidance for the use of support staff in
base maintenance of large and other-than-large
aircraft. The proposal tries to specifically fill

an existing gap in the current regulation in the
following areas:
The absence of criteria to qualify the personnel

in charge of performing and signing the
maintenance tasks during base maintenance
(personnel authorized to sign off).
The lack of a clear definition of the role
and responsibilities of the Part 66 licensed
B1 and B2 support staff.
Next to other changes like providing more

detailed criteria on the competency assessment
of support staff and mechanics authorized to sign
off, a new paragraph 145.A.32 has been created.
This new paragraph is exclusively dedicated
to qualification assessment, authorization and
privileges of maintenance personnel, including
authorized maintenance personnel, such as:
Certifying staff.
Support staff.
Personnel authorized to sign off

maintenance tasks.
Unauthorized maintenance personnel.
It should be noted that certifying staff and

support staff have a dedicated paragraph
(145.A.35) with more detailed requirements
regarding their qualification, assessment,
authorization and privileges.
A bilateral agreement between the Republic
of Brazil and the European Union was signed
in 2010. In April, a technical implementation
procedure was issued to cover the cooperation
and mutual recognition of certification
and validation activities of the two related
airworthiness authorities, ANAC and EASA.
The TIP is providing guidance on the handling
of design approvals, export airworthiness
approvals and validation thereof.
SOUTH PACIFIC

Civil Aviation Safety Authority
The Australian governments Civil Aviation
Safety Authority removed:
AAC 9-4 List of CASA Historically

Accepted Aircraft Type Training Courses
Conducted by Overseas Equipment
Manufacturers, Operators and Training
Organizations.
AAC 9-5 Type Training Courses and

Examinations Conducted by Maintenance
Training Organizations Approved under
CAR 30.
AC 147-2 v5.1: Approved Part 147 Training

Organizations, published in May 2014, replaces
these two AACs.
The CASA published the following final
advisory circulars:
AC 21.J-01 v1.0 Approved design

organizations.
AC 21-14 v4.0 Production certificates.
AC 21-42 v2.0 Light sport aircraft

manufacturers requirements.
AC 21-50 Approval of software and

electronic hardware parts.
AC 66-5 v1.2 Using a Part 66 license to

provide certifications for completion of
aircraft maintenance under the Civil Aviation
Regulations 1988.
AC 147-2 v5.1: Approved Part 147 Training

Organizations. q
avionics news
july
2014
21
industry
IMMORTAL AVIATION:
As long as engines can be rebuilt, propellers
overhauled, interiors replaced and avionics upgraded, some
will look at an elderly design, recognize its genetic roots in a design
still in production, and recognize that anything the new plane can do the old
plane can be equipped to do. How does an avionics repair shop help pilots and aircraft
owners determine whether upgrading, trading or retiring the aircraft actually serves best?
Immortal aviation
and the avionics Rx
Aiding owners in upgrade decisions for older aircraft
S T O R Y
B Y
orever immortal. Aviation, in less than a century,

established itself as a transportation mode
unparalleled in human history.
Along the way, an industry emerged credited with manufacturing several hundred thousand private aircraft and
thats just since World War II ended in 1945.
Think about it. Between Dec. 17, 1903, and July 20,
1969, less than 66 years, mankind soared from the sands of
Kitty Hawk, North Carolina, to the Sea of Tranquility on
the moon.
Between the end of World War II and 1980, U.S. aircraft
manufacturers shipped upward of 330,000 new aircraft.
Most of those aircraft continue to fly today, albeit most of
them in conditions far from their original state.
Credit for their longevity belongs to the engineers and
manufacturers who originally produced aircraft with remarkable lifespans. The average age for general aviation
aircraft is somewhere in the 37-year to 40-year range, depending on the source of the number.
Credit for contributing to these far-beyond-expectation
lifespans continues to belong in large part to the aftermar22
avionics news
july
2014
D A V E
H I G D O N
ket businesses that develop and retrofit engines, props and,

most importantly, for improving utility beyond performance
alone avionics.
Thanks to avionics, an airplane made 40, 50, even 60plus years ago can fly with avionics comparable with even
identical to avionics in the best of todays new-production
aircraft.
Thanks to avionics makers and the shops they work with,
general aviation aircraft owners can continue to upgrade,
enhance and improve their decades-old aircraft to offer the
same capabilities and utility as an all-new airplane produced last week.
Ask many pilots and aircraft owners, and theyll note
how much they wish powerplants and props enjoyed the
same degree of advancement and improvement as avionics.
The owners and pilots of older aircraft, often flying on
original-equipment instruments and gyros, remain prime
candidates for serially updating older aircraft and, in the
process, helping repair shops build long-term rapport with
aviators who could become long-term clients.
One key is to help an owner navigate through the myriad
options and opportunities accessible with an avionics upers by aviators young enough to be the aircrafts children.
grade. Another is in helping the owner differentiate between
The older they were, the deeper the story to accompany
equipment thats high in cool, and equipment that improves
each of these elderly aeronautical conveyances. Often, the
the utility or safety of the aircraft. Acknowledged, dependstory involved the aviation equivalent of an end-of-life
ing on the pilot, much equipment may click as both cool
decision for an inanimate object with as much emotional
and practical.
weight as a blood relative for those who owned the old
The customer should be able to clear up this point. Dealbirds.
ers and shops should be able to help them find gear that
With new-aircraft prices beyond the reach of all but
keeps their aircraft viable years into the future.
a few hundred customers each year, sustaining a viable
Thankfully, a host of options exaircraft population depends more on
ist, and some simply improve on
builders of experimental aircraft and
existing functions with more-effiowners of older aircraft opting to keep
T H A N K S TO AV I O N I C S M A K E R S
cient, lighter units to perform those
them flying into the future.
A N D T H E S H O P S T H E Y WO R K
same functions.
The future includes some equipW I T H , G E N E R A L AV I AT I O N
Other options hold the promise
ment-update mandates that, when
A I RC R A F T O W N E R S C A N
of enhancing or otherwise improvannounced, raised questions about the
C O N T I N U E TO U P G R A D E ,
ing operational utility by providing
mandates potential to accelerate a
use options unavailable before.
fleet decline as owners opted to scrap
E N H A N C E A N D I M P RO V E
Think of the LPV approach capaor retire otherwise viable, airworthy
THEIR DECADES-OLD
bility available from TSOd WAAS
aircraft because of an early belief that
A I RC R A F T TO O F F E R T H E S A M E
GPS navigators.
meeting the mandate would require
C A PA B I L I T I E S A N D U T I L I T Y
Still, other options deliver imspending more than the aircrafts fair
AS AN ALL-NEW AIRPLANE
proved hazard-avoidance abilities,
market value.
P RO D U C E D L A S T W E E K .
while some allow the delivery
Fortunately, those cost fears are
of satellite- or ground-broadcast
declining with each new advance in
weather graphics, lightning or traftechnology that offers a lower-cost
fic.
option for complying with the Federal
Modern avionics wont make an airplane faster or more
Aviation Administrations 2020 ADS-B Out mandate.
fuel efficient. But an argument can be made that modern
But, this is one narrow area that, in reality, is already
avionics can improve aircraft efficiency by reducing empty
resolvable with the equivalent of a new transponder; a plugweight.
and-play option is in the offing, with a further cost reducIn fact, little of what pilots today covet in avionics even
tion.
existed in the year of manufacture of the average-age priThe issue comes into play every time something major
vate aircraft.
breaks, fails or faces a replacement need. For example, do
For any aircraft with original equipment, the options are
aircraft owners sustain an analog panel or start adding digimore vast than practical. But practical options do exist to
tal equipment to the panel?
give panels a step up, a step ahead, and a step into the 21st
No question, the options for investing in an older aircraft
century.
have seldom been broader, deeper or more confusing for the
owners who dont devote all their spare time to stay abreast
A deep pool of prospects
of advances in avionics upgrade options.
As usual, this years annual Sun n Fun International FlyIn in Lakeland, Florida, attracted more than a few geriatric
aircraft, in some cases flown by pilots of similar age, in othContinued on following page
avionics news
july
2014
23
Its all relative, and relative most of all to the intent and
value perception of the pilot. For the pilot upgrading for
his or her own utility, for an airplane thats their keeper,
straying into higher-dollar upgrades may not be a deal
breaker.
IMMORTAL AVIATION
Market price, owner value

It takes less than an investment genius to fathom an owner
hesitating to put $30,000 worth of avionics into an aircraft
worth barely $20,000. Despite the popular image, owners of
Upgrade-path options
such aircraft routinely add new capabilities and newer avionics
Peering into the cockpit of the typical 1950s to 1990s
to their 20-, 25-, 30-, 40- and 50-year-old aircraft. Operational
single typically takes the viewer time traveling back to
requirements prompt some; utility needs drive others.
those eras. No avoiding the reality: Equipment in those
But in the end, its less about whether
old stacks often lasts as long as the
the owner can ever recoup the investairframes carrying them albeit not
ment. No, in the end, its all about satalways with the same level of utility.
THE
OWNERS
AND
PILOTS
OF
isfying the owners ambitions, desires
The FAA is retiring most non-diand needs, and theres a bit of relativity
rectional beacons, and the time is not
OLDER AIRCRAFT, OFTEN FLYING
to this.
long off before only those reliable old
ON ORIGINAL-EQUIPMENT
For example, a $20,000-aircraft ownbroadcast AM radio stations will offer
INSTRUMENTS AND GYROS,
er sets his value expectations based on
an NDB a signal to point toward. The
reviews of used-aircraft advertisements,
VOR (VHF omnidirectional range)
REMAIN PRIME CANDIDATES
in print, online, and if a realistic thinker,
network will shrink.
FOR SERIALLY UPDATING OLDER
aligns that value judgment with ads that
Some older analog-tuned VHF
AIRCRAFT AND, IN THE PROCESS,
most-closely match the owned aircraft.
comm radios work on only half the
Consider a basic four-seat single, sevavailable U.S. frequencies and cant
HELPING REPAIR SHOPS BUILD
eral thousand airframe hours, mid-time
be used at all in other jurisdictions.
LONG-TERM RAPPORT WITH
engine, 40 years old or older, with vinAnd the continued presence of oncetage 1960s avionics; but its airworthy,
AVIATORS WHO COULD BECOME
state-of-the-art Loran C navigators
in annual, and up-to-date on airworthistill baffles; Loran C shut down in the
LONG-TERM CLIENTS.
ness directives and service bulletins.
U.S. years ago, rendering the navigaStrategizing an update for this panel
tors dead weight.
offers considerable latitude on how to
Of course, weve yet to touch on
update. For the pilot flying behind a couple of analog, waferthe prospects for upgrading flight and air-data instruments
switch-tuned nav/comms with no storage or memory and no
an entirely different level of options and considerations.
flip-flop capabilities, a step up would be a model a decade
We touched briefly on the prospects for improving an
newer with digital tuning displays and, at a minimum, flip-flop
older panel with a decade-forward step in nav/comms. Confrequency selection.
sider these other areas where the pilot and aircraft could
For low-four figures, the pilot gets a modern radio. Ditto for
benefit from more-modern equipment.
a second-generation IFR GPS in place of a VHF nav or, better,
a now-useless Loran C.
Area navigation: For now, its all GPS
Step up a level in audio panel and, without breaking into
The earliest IFR-approved GPS navigators hit the general
five figures, the smart-shopping owner and helpful avionics
aviation market 20 years ago, something Garmin celebrated
repair shop can give the old airplane significant new capability
in February of this year. It was February 1994, just two
and utility.
months after the FAA declared initial operational capacity
As a package, this can be accomplished without breaking
for the GPS network. With the GPS 155 TSOd, pilots for
into five figures, according to estimates from a number of
the first time could use GPS as their primary guidance for
repair shops contacted in the blind. And the high-four-figure
an entire IMC flight departure through en route phase,
still constitutes a step up but without the long five-figure leap
approach and landing.
of jumping into one of the newer all-in-one GPS/MFD/nav/
Other models and other companies quickly followed,
comm boxes.
and though WAAS GPS approved under newer TSOs offers
24
avionics news
july
2014
greater precision and far more instrument-use options, the

original TSO units can, if still supported with database updates, continue to perform and at prices for less than the
lowest-cost WAAS units.
Another option with growing potential: Garmin 400- and
500-series navigators now that Garmin and Avidyne both
offer replacements with far greater performance, better
screens and more utility options. These can even be upgraded to WAAS and still come in well below the costs of new.
And dont forget stand-alone GPS navigators other manufacturers TSOd. For low-four figures, one of these TSOd
units can give the same pilot some excellent improvement
in utility providing that database updates are reliably
available to bring new utility to IFR operations.
About those VHF nav/comm options
As many pilots of my acquaintance understand, you can
adapt to make many awkward tasks less clumsy but never
really make them smooth. Pilots flying with two non-flipflop navs, comms or nav/comms adapt to the lack of that
feature which they probably used in training by writing
down each new frequency change from ATC. They then
twist the knobs on the radio not used to set that frequency,
then hit the audio-panel switch to change which radio they
broadcast with, leaving the old frequency in the other VHFradios window. Next time they get a frequency update,
they repeat the process in the opposite direction.
With flip-flop, they can stick with one radio for active,
monitor guard on the second radio, and be ready to jump
ahead a second and third frequency by having them ready
in the second set of windows on the second flip-flop radio.
The options here are significant and affordable, relatively.
Transponders?
Heres the topic of the decade among a lot of olderaircraft owners specifically in light of the pending ADS-B
mandate of Jan. 1, 2020.
Barring a transponder failure as the catalyst, this equipment decision is likely best made in conjunction with deciding how the aircraft owner plans to equip the aircraft to
meet the mandate.
Nothing wrong with now, but considering the growing
list of options, waiting another year or two might not hurt
too much, provided shops can handle the demand closer to
the deadline.
Options already exist priced comparably to a Mode S
transponder without an ADS-B Out connection but with
all the bases covered: GPS position source, broadcasting

on both Out frequencies (978 megahertz universal access
transceiver and 1090 extended squitter), receiving 978 MHz
UAT ADS-B In services, with a wireless link to show ADSB In products on a portable computer in the cockpit.
So on this one, consider recommending the pilot/aircraft
owner decide on an approach and then see if lower-cost
options fit. But insiders among regulators and FAA officials
all recommend planning to complete the project before the
end of 2018 to avoid an expected backlog.
Autopilots? Dare we consider one?
The move to digital autopilots as aircraft owners upgrade
to glass cockpit packages is putting a lot of older flightcontrol systems out of work or, at least, the brains of
these systems, since the servos often get to stay behind in
the aircraft.
This means options for those older analog autopilots
many of which offer significant functions for reasonable
costs. And for many older-aircraft operators, the prospect
of adding or replacing an older electronic or pneumatic
system can be a boon to their flying.
For the pilot who has long flown without, the option of
a still-useful second pilot option will be more than a little
attractive.
How to proceed: All at once? On an annual
(or other) progression?
As one pilot at Sun n Fun said, Upgrades come to suit
me and my needs, and have to fall within my budget. And
every year or two we make that budget fit in some type of
improvement or another because itll be my kids who have
to deal with selling the old bird. It meets our needs. So like
the song said, love the one youre with. And we do.
Another pilot noted he and his airplane partner try to upgrade something every annual.
Yet another was adamant that the smartest approach is to
decide whats important and necessary; price the package as
a single project and start saving.
When you get within six months of having enough, order and schedule, said the owner, who confessed he does
this with a different airplane every five or six years.
Determining the approach to take is as personal and individual as the aircraft-and-owner combination.
But with careful planning and shopping, many aircraft
owners can find a more-modern panel in their future, and
the repair shops that land the business can find other needs
to help keep a customer long-term. q
avionics news
july
2014
25
MeMber
Profile
THE GAM GROUP

GENERAL AVIATION
MAINTENANCE
LOCATION:
Essendon Airport
Hangar 1
Wirraway Road
Essendon, Victoria, Australia 3041
GAM supports
busy Australian
charter fleet
S T O R Y
B Y
C H R I S T I N E
K N A U E R
t Essendon Airport near Melbourne, Victoria,

Australia, General Aviation Maintenance
supports one of the regions busiest charter
operations, GAM Air. With more than 32 aircraft,
GAM Air is one of the largest privately owned and
operated charter fleets on the island continent. Both
are subsidiaries of The GAM Group, which owns
several general aviation companies throughout
Australia.
GAM is the largest operator of Twin Commander
Shrike 500 aircraft in the world, and is the factory
authorized service center for Twin Commander
aircraft here in Australia, said Carl Jepsen, GAMs
chief executive officer.
The current fleet includes twin-engine Aero
Commander 500, 680 and 690 series, used
predominately for parcel freight and charter flights
on the eastern and southern coasts of Australia, as
well as tuna spotting for the fishing industry. Three
Dornier 228 aircraft provide daily passenger service
for the mining industry from the companys Brisbane
base to Chinchilla, Queensland.
GAMs 60 employees help keep the fleet flying
26
avionics news
july
2014
At its Brisbane Airport service center in Queensland, Australia,

GAM maintains three Dornier 228 aircraft used for daily
passenger service for the mining industry.
from its bases in Essendon, Melbourne, Brisbane,

Sydney and Adelaide. Experienced technicians at the
companys Essendon and Brisbane facilities handle
heavy maintenance, while contractors provide minor
maintenance and checks in remote areas. Technicians
at other locations provide line service and minor
modifications.
Hangar and line maintenance are fully supported
and, except for gas turbine overhaul, which is
outsourced, most other components are also
PHONE: 61-3-9379-1019
WEBSITE: www.gamgroup.net
FACILITIES: Australian locations in

Essendon, Melbourne, Brisbane,
Sydney and Adelaide
WHAT THEY DO: GAM handles aircraft

maintenance and repairs for the
companys charter operator, GAM Air.
EMPLOYEES: 60
FOUNDED: 1983 by Steve Nott
AEA MEMBER SINCE: 2013
Photo by Krzysztof Kaszubski
supported by our electrical, battery, hydraulic, wheels

and brakes shops, Jepsen said.
While technicians stay busy maintaining GAMs own
aircraft, they also take time to provide routine checks for
the Royal Flying Doctor Services fleet of King Airs, as
well as other operators of Twin Commanders in the region.
The nonprofit Royal Flying Doctor Service provides health
care and emergency services to rural Australia.
We also carry out full stripping, corrosion control and
painting for our fleet, as well as many other customers, such
as Erickson, which operates a fleet of helicopters and sky

cranes from here during the fire season, Jepsen said.
Expanding into avionics, instruments
In January, GAM expanded its capabilities by adding a
50-square-meter avionics component shop inside hangar
two. The shop can inspect and service most of the typical
cockpit instruments fitted to GAM Airs fleet.
avionics news
july
2014
27
Technicians also help maintain GAM Airs Aero Commander 690 VIP executive model flown for charter flights on the eastern and southern coasts of Australia.
GENERAL AVIATION MAINTENANCE

Traditionally, we outsourced all of the avionics

components to a variety of shops around Australia,
Jepsen said. However, in mid-2013, we did a feasibility
study to see if it was viable to include these components
In early 2014, GAM added a 50-square-meter avionics component

shop at its Essendon Airport service center. The shop, managed by
Peter Carmody, is capable of inspecting and servicing most of the
instruments equipped in GAM Airs fleet.
28
avionics news
july
2014
within the GAM framework. With resources readily

available, the business case was easily substantiated.
Even though the avionics shop has only been open for
a short time, GAM has found a warm reception among
customers, including fixed base operators, flying schools
and other charter operators.
Because of an association with the vintage and warbird
networks, we also have organizations, such as the Royal
Australian Air Force Museum, The Old Aeroplane Company,
Historic Aircraft Restoration Society, and other private
owners and maintainers of classic aircraft coming to us.
Adding the avionics component shop offers customers
several benefits, including lower cost, faster turn times,
lower risk and higher quality, according to Jepsen. Plus,
shop technicians are able to work closely with line and
heavy maintenance technicians to find faults faster.
Our aim is to be as self-sufficient as possible to
support our fleet and be able to offer the aviation
community a quality service at a competitive cost,
Jepsen said. Although our avionics capability is new, our
customer base is gradually expanding to include avionics
from light aircraft in the GA sector to larger types
involved in charter operations. q
ANTENNAS
MID-CONTINENT
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avionics news
july
2014
29
industry
iPAD
LIMITATIONS
What pilots
need to know
S T O R Y
30
B Y
avionics news
S C O
july
are is the pilot today who

does not fly without a tablet
computer, usually an Apple
iPad. Loaded with various software
applications and with a subscription to
digital sectional, IFR (instrument flight
rules), and instrument approach charts,
these electronic flight bags can lighten
a pilots load considerably, and make
their in-flight workload easier, as well.
But these personal electronic
devices are not without their problems.
As a part of their business, most
avionics shops have not had to
deal with them. But that may soon
change, according
Ric Peri,
Aircraft
Highlighting the 2014 AEA International Convention
& to
Trade
Show
Electronics Association vice president
of government and industry affairs,
as more aircraft owners contemplate
the installation of equipment that
gives them free weather and traffic
information through ADS-B In.
Displaying traffic and weather on
their iPad is an option in which many
aircraft owners will be interested. The
economic benefit, especially if they
already fly with an iPad, is just one
factor. Whether their panel is equipped
with, or has room for, a multifunction
display is another.
Unlike a multifunction display, said
T T M . S P A N G L E R
Peri, an iPad, and tablet computers
like it, is a COTS (commercial off the
shelf) PED. To be good consultants
for their customers, shops need to
understand PED requirements and
their limitations.
With no design, production or
installation approval for the device
or the iPads internal components,
the Federal Aviation Administration
makes it clear that the datalink display
of approved or unapproved weather,
2014
Photo courtesy of Sportys Pilot Shop
flight and traffic information are

for advisory, strategic/flight
planning purposes only. These
EFB functions enhance situational
awareness but lack the service
delivery reliability and updating
necessary for tactical maneuvering
and use. Do not use datalinked
(weather and aeronautical
information) products as a sole
source for making tactical in-flight
decisions regarding flight safety
when avoiding adverse weather,
airspace or obstacle hazards (e.g.,
negotiating a path through a
weather hazard area), Peri said.
Employing an iPad or other PED

as an electronic flight bag under
Part 91 (except for Parts 91F and
AMONG THE GENERAL
91K) requires no authorization or
AVIATORS, THE
requirement to comply with the
OPERATOR WAS THE
guidance provided by Advisory
Circular 120-76B, Guidelines for
PRIMARY SOURCE OF
the Certification, Airworthiness,
THE IPAD PROBLEMS
and Operational Use of Portable
BECAUSE THEYD
Electronic Flight Bags. But that
doesnt make its guidance any less
NOT TAKEN THE TIME
important to general aviators.
TO LEARN HOW TO
The AC defines three classes of
USE THE EFB APP
EFBs, and iPads can be Class 1 or
Class 2. Their connection to the
BEFORE FLYING.
aircraft determines the difference.
Class 1 EFBs are not mounted to
Regulations and guidance
the aircraft, connected to aircraft
Personal electronic devices have
systems for data, or connected
their very own regulation, 91.21. Excluding portable
to a dedicated aircraft power supply, but pilots can
voice recorders, hearing aids, heart pacemakers and
temporarily connect them to aircraft power (via the
electric shavers, PED operation is not allowed on an
ubiquitous cigarette lighter) for recharging.
airliner or any aircraft while it is operated under IFR,
Class 2 EFBs are easily installed and removed from
unless the operator of the aircraft has determined (the
a mount or bracket that holds the iPad in a viewable
PED) will not cause interference with the navigation
position during critical phases of flight but does not
or communication systems of the aircraft on which it is
interfere with the pilots view, flight control movement
used. In general aviation, the pilot in command makes
the ultimate decision.
avionics news
july
2014
31
iPAD LIMITATIONS
or egress. As defined by the FAA,

critical phases of flight include all
ground operations involving taxi,
takeoff, and landing, and all other
flight operations conducted below
10,000 feet, except cruise flight.
When so mounted, Class 2 EFBs
may connect to aircraft power, data
ports (wired or wireless) or installed
antennas, provided those connections
are installed in accordance with AC
20-173. Class 2 EFB components are
not part of aircraft type design, so they
dont need an STC.
Class 3 EFBs are purpose-built units
permanently mounted and installed
according to applicable airworthiness

regulations.
Software is what makes an iPad an
electronic flight bag that stores and
displays an array of aviation data like
sectional, en route, and instrument
approach charts and performs basic
aviation calculations, such as fuel burn
and performance data. The apps that
deliver paper-replacement services fall
into two categories: Type A is primarily
intended for preflight planning on the
ground and during noncritical phases
of flight. Type B apps provide the
aeronautical information required to
be accessible for each flight at the
pilot station and are primarily intended
for use during flight planning and all
phases of flight.
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avionics news
july
2014
GIS Ad Five
Sep 14, 2008
In other words, if pilots want to

use their instrument charts en route
and on approach, they will need some
sort of iPad mount. This also goes
for EFBs that include airport moving
map displays. In addition to providing
an easy view of charts displayed
on the iPad, without restricting the
pilots field of view or egress, the
mounts must also meet the airplanes
g-loading requirements, according
to Peri. Given its size, mounting an
iPad in a Cessna 172, for example, is
going to block the pilots view of some
part of the instrument panel. A better
choice, he continued, would be an iPad
mini, which is about the same size as
an instrument approach chart, making
a yoke mount an efficient, economical
solution for some aircraft.
Preparing for Murphy
The reliability of commercial
technology like the iPad has increased
greatly throughout the years, according
to Peri, and today users rarely think
about the unit failing. But if youre
going to use it during a critical phase of
flight, youd better think about it, he
said. Murphys First Law of Aviation
dictates that technology fails when you
need it most. What are you to do if the
battery dies? he asked. What are you
going to do if it reboots on short final?
Predicting the failure of any COTS
technology is impossible because
it is not built to aviation standards,
Peri noted, where each unit is exactly
like the unit the FAA subjected to
a rigorous test program. All of an
iPads components meet the specified
electronic requirements, but who
supplies those components changes?
And this variability increases the
chances of failures, so pilots should be
ready when Murphy strikes.
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iPAD LIMITATIONS
Most of his Michigan applicants

fly with an iPad, according to Jason
Blair, a noted aviation educator and
designated pilot examiner. During
the flight portion of their checkrides,
he asks them to explain their plan
for technologys failure. There is
not one right answer, he said, but
they have to have an answer for the
different types of potential failures. If
the battery dies, plug in the charger.
If the iPad reboots, grab the backup
charts that are within easy reach. Or
report the iPad death to air traffic
control and request vectors to an
alternate airport that can provide an
approach surveillance radar arrival.
One applicant answered the

question with a second iPad. His
new iPad 4 was his primary, and his
old iPad 1 was the backup, Blair
said. The key is to have a plan, and
to expect the iPad to fail on final
approach to minimums. Applicants
using an iPad on their instrument
rating checkride who dont have
a plan for EFB failure often bring
their examinations to an unhappy
conclusion.
Blairs backup is a combination
of a second device and/or paper,
depending on the flight. Regardless
of the primary and backup, the data
has to be current. And this is one
aspect of the different EFB apps
he appreciates as a pilot and an
examiner. A big red tag tells you
third page horizontal.pdf 1 5/19/2014 5:27:48 PM
CM
MY
CY
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34
avionics news
july
2014
Priced
to
Sell
Save
when you display an expired chart,

he said.
An informal survey of iPad pilots
revealed few who had suffered
failures. Most of them were onetime learning experiences that
taught them to not set their iPad
on the glareshield, or to leave it in
the cockpit on warm or sunny days
because the units shut down when
they get too warm.
Plugging iPad into the FAAs
Aviation Safety Reporting System
database retrieved 151 reports, 149
of them involving aircraft. Part 91
operators led the way with 90 reports,
followed by 56 pilots flying under
Part 121 and three under Part 135.
Among the general aviators, the
operator was the primary source of
the iPad problems because theyd not
taken the time to learn how to use the
EFB app before flying. On one pilots
first flight with his iPad, he took off,
activated the autopilot, and got so
engrossed that he busted the Class
D airspace around a military base.
Another busted a TFR.
For all the benefits of an iPad
EFB and similar technology, pilot
distraction is their greatest limitation.
Last year the National Transportation
Safety Board, for the first time, listed
texting as a contributing factor to the
crash of a medevac helicopter that
ran out of fuel short of its destination.
During his shift and against
company rules the pilot sent and
received 240 texts, 20 of them before
and during the flight that claimed
the lives of the pilot, flight nurse,
paramedic and the patient they were
transferring to another hospital.
There is no app that overcomes
this problem. All of the federal and
operator regulations that prohibit it can
only be enforced after the fact. As has
been the case in all facets of aviation,
proactive personal responsibility is the
foundation of safety. q
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feature
UAVs
spring new business
Photo courtesy of Arcturus
36
avionics news
july
2014
Left and opposite page photos courtesy of service-drone
Robotic Skies set to help avionics repair shops make

the most of new business opportunities.
WHEN AN AVIONICS
REPAIR SHOP SEES
1. WATER GUN
HORDES OF
INVADING ROBOTS ,
2. AK-47
3. NOTHING AND RUN AWAY INTO THE WOODS
WHAT DO YOU GRAB FOR

DEFENSE?
4. AN IPAD TO SIGN THEM UP FOR LONG-TERM MAINTENANCE PLANS
ou cant open a magazine or click on a news

website without seeing something on the
continued invasion of robots, mostly referred to as
unmanned aerial vehicles, into our airspace.
From Amazon.com announcing a plan to use them
for delivering packages, to doing real work like wildfire
spotting or search and rescue, UAVs of all shapes and
sizes are slowly, but relentlessly, working their way
into our everyday airspace.
How big is the UAV invasion going to get?
According to the Association for Unmanned
Vehicle Systems International, were looking
at a fleet of around 1.2 million
commercial UAVs with an
economic impact of $82 billion
taking to the skies between now
and 2025. It gets even bigger.
The folks at the AUVSI also project the UAV onslaught
will create nearly 104,000 new jobs during the same time.
No matter how you look at it, its a pretty impressive
impact.
Opportunity knocks
So what does this have to do with your avionics repair
shop? Well, if you chose answer No. 4 to the question
above, then you are the kind of forward-thinking Aircraft
Electronics Association member Brad Hayden had in
mind when he created Robotic Skies.
Robotic Skies is a network of FAA Part 145 service
centers that are optimized to provide sales distribution,
certification and maintenance services for the emerging

commercial drone fleet, Hayden said. We offer a
comprehensive turnkey field service program designed to
keep drones flying safely and affordably.
Hayden uses the more co-equal term of drones for
UAVs. Right or wrong, drones, UAVs, unmanned aerial
systems (UASs) and remotely piloted vehicles (RPVs)
are often used interchangeably.
Our services allow our UAV OEM (original
equipment manufacturer) customers to focus
on developing their products capabilities and
operations not creating a technical service
and support infrastructure for their far-flung
customers, he added. Through
a unique service center model,
Robotic Skies has the ability to
provide maintenance coverage
to almost any location in the country, and eventually
international regions, as well.
And this last part, provide maintenance coverage,
is the part getting the attention of a growing number of
avionics shops around the country.
But youre no doubt asking yourself, Why commit
resources today to something that for the next year or so
is, at best, a small cottage industry? Again, the correct
answer is No. 4.
I think it (Robotic Skies) is a good opportunity to get
involved early and to build the business, stated Chuck
avionics news
july
2014
37
UAVs SPRING NEW BUSINESS

Gallagher, president of Cincinnati Avionics. Theres

a learning curve with any new technology. Id like
to become a leading service center in this area of the
country.
Kirk Fryar, president of Sarasota Avionics
International, also sees UAV maintenance as a great
opportunity. I wanted to be on board with the newest
technologies and be ready when our customers are, he
said. Its also going to be a good opportunity to increase
cash flow and grow our business.
As for what types of growth he sees for Sarasota
authorized shops. You cant have a guy on the other side

of the airport offering the same work. We may even get
into sales. Well see how that evolves and what guidance
Robotic Skies will offer us to grow the business.
Hobby shops versus Part 145 shops

With the majority of the UAVs being smaller aircraft
and quad-copter type designs, you might ask why not just
go to the local hobby shop for spare parts and repairs?
After all, radio control modeling started the whole
industry.
Hobby shops are just for that hobbyists, Hayden
said. If someone is flying a commercial UAV, they want
their system maintained by a professional aviation expert
from an industry with decades of experience
keeping planes in the air. Part 145 stations know
the FAA, understand working aircraft, and how
to respond to aircraft on ground situations. Part
145 shops also understand the importance of
safety and reliability, and how to best ensure a
craft is airworthy to fly in the national airspace.
Gallagher said, I think were going to
quickly find that a UAV over a certain weight
(if not all) is going to need proper maintenance
performed on it. And that proper maintenance
will be just like anything else we work on now;
it will need a maintenance release, service
release and proper testing of all the equipment
on it to ensure the safe operation of the UAV in
the airspace.
No matter the aircrafts weight class and what
the ultimate regulations require, Fryar sees a
Photo courtesy of service-drone
true benefit for UAV operators to choose a Part
145 shop over a non-certified repair facility.
Avionics, Fryar said its still wide open. If a UAV
These (UAVs) are professional, real aircraft being
comes in for maintenance, we buy the spares and make
operated by police and other businesses, and there will be
the repairs just like any other piece of avionics, he
a level of liability for those operators, he said. Many of
said. In fact, I look at drones as just another broken KX
these things will be big enough so that if it goes down, it
155. There will just be a lot more of them, and theyll
could kill someone. The operators just cant have anyone
probably need a lot more repairs.
working on their aircraft.
And while getting in on the ground floor with Robotic
Another point to having an FAA-certified repair
Skies and the business opportunities it represents was
station work on the different types of UAVs is we have
Fryars primary reason to be an early adopter, he did
the test equipment that gets calibrated every 12 months,
share another incentive: They are only going to do a
Gallagher said. The FAA visits us on a regular basis, and
limited number of approved shops in given areas, he
that all becomes part of proper maintenance along with
said. Like any other distributor or service center, we
will get our protected territory from other Robotic Skies
38
avionics news
july
2014
Our Office
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customers fly every day. As the owner and operator of a Challenger CL-601-3A, our
President knows what pilots want most from the time they flip on the avionics
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Visit www.uasc.com or contact a Sales Representative to learn more.
www.uasc.com sales@uasc.com (800) 321-5253 (520) 295-2300

all the paperwork and sign offs.

While many of the smaller
multicopter-type UAVs may well be
bought and sold at hobby shops or
assembled in garages, the point is,
no matter their size or use, these are
aircraft that will be operating in the
national airspace system and theyll
need to be maintained as such.
Hayden believes the regulations will
demand it.
What the regulations may say
At this point, its hard to say
exactly what kind of ongoing
maintenance requirements will

be put upon the commercial UAV
fleet, Hayden stated. But even so,
before answering that question, its
important to understand what the
UAV airframes will look like and
how theyll be utilized.
Hayden explained there are
generally two categories of UAVs
that will be deployed: small UAVs
(sUAVs) that weigh less than 55
pounds, and everything else above
the 55-pound weight limit. The small
UAVs are the multirotor and small
fixed-wing craft loaded with cameras
or sensors that will shoot video,
survey crops and be the eyes in the
sky for search and rescue. The small
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avionics news
july
2014
UAVs will constitute the first wave

of drones flying in the system, and
will be flown within the line-of-sight
of the pilot, daytime only, and at less
than 400 feet above ground level.
I am a voting member on ASTM
F38, the committee that is developing
the consensus standards for sUAV
integration, Hayden said. Based
on whats being published, I suspect
these smaller UAVs will probably
be required to have some type of
post-build inspection and ongoing
maintenance, similar to what we
currently see with light sport aircraft.
UAVs weighing more than 55
pounds will be the larger rotor and
fixed-wing aircraft that will be flown
either autonomously or remotely
piloted at altitudes above 400 feet
AGL. The maintenance standards
for these aircraft will be very similar
to what we see today for manned
aircraft, and many will be utilizing
our existing airports and hangars.
Hayden also stressed that the UAV
business opportunities dont end
with inspecting and maintaining the
aircraft themselves.
Its important to remember
that with UAVs, you have much
more than just the vehicle itself to
maintain, he said. You also have
the command and control center,
which can range anywhere in size
from a small R/C transmitter to a
large console with joysticks and
computer screens, and the datalink
that maintains signal between the
craft and the ground station. All of
these elements will have their own
separate ongoing maintenance plans,
which will mean a lot of business for
Part 145s in the UAV world.
a million reasons,
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compliance, warranty status, and monitor reliability data for

product improvement and future certification efforts.
He also stressed that while the cloud-based software
UAVs in the cloud
solution is currently available, shops signing up with
Thinking about inspecting and servicing all the various
Robotic Skies are not obligated to start paying for its
sizes, styles and capabilities that may be coming into your
use today.
shop in the near future has your
Its one of those things we needed
head spinning like the blades
up front, but we are not requiring any
on an octi-copter. But Hayden
of the shops to buy into any software
assures shop owners that Robotic
until I start bringing them customers,
Skies has a solution well in hand.
Hayden said. Once that starts,
Robotic Skies service
they (shops) can do the math and
centers are managed via a
determine what makes sense to them.
cloud-based application that
Speaking of bringing the shops
NOW
IS
THE
TIME
TO
has the ability to track specific
customers, Hayden is happy to
airframes, powerplants,
report his efforts to recruit UAV
GET READY TO MAKE
avionics, life or time-limited
manufacturers for the Robotic Skies
THE MOST OF THE
components, and command and
network is going very well.
control systems, he said. We
In fact, the manufacturers have
OPPORTUNITY.
have teamed with a compliance
started coming to us looking for this
company called AeroComply,
type of solution, he said. They
which has created a software
know they are going to need a
suite that lets you easily track
maintenance solution in place, and
the maintenance life of a UAV.
they certainly dont want to try to provide maintenance on
Customers can upload and update make-and-model
their own. This is not their core area of expertise.
specific technical data, complete with maintenance and
We are already working with a few manufacturers to put
inspection procedures. In addition, our customers can verify
together the inspection and maintenance manuals, as well as
THE ROBOTS
ARE COMING.
42
avionics news
july
2014
their ICAs (instructions for continued

airworthiness). So whenever an
operator walks into a Robotic Skies
center with that type of multi-rotor
or fixed-wing UAV for repairs or an
inspection, the service center can just
go and pull-down all the required
instructions and information.
As for UAV maintenance training
requirements, Hayden believes
the majority, especially for the
smaller UAVs, can be handled via
webinars and other online venues.
But he stressed technician training
requirements, like the regulations, are
still up in the air, so to speak.
Build it and they will come
So how can an avionics repair shop
become part of the Robotic Skies
network?
Interested repair stations and
MROs can send an email to info@
roboticskies.com, and well set up
a meeting to review the program
and see if its a good fit for their
organization, Hayden explained.
Because we dont yet know when
the revenues from this new market
will start coming in, weve made the
cost of joining next to nothing. At this
point, we ask the shop to sign a very
simple marketing agreement, which
allows us to use their company name
on promotional materials.
As we start bringing UAV
manufacturers and customers into the
program, well require participating
Robotic Skies centers to subscribe
to the Web-based service software.
Since the software does not require
any hardware to install, its simply a
pay per seat, and weve negotiated a
very reasonable license fee with our
application partner.
The robots are coming. Now is the
time to get ready to make the most of
the opportunity. q
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avionics news
COB872_AvNews_TwoThdPg_JUL14_FNL.indd 1
july
2014
43
6/5/14 2:58 PM
I N T E R V I E W
B Y
T H O M A S
I N M A N
Mike Morgan of
Mike Morgan is an avionics

sales representative with Duncan
Aviation in Battle Creek, Michigan,
which is Duncans second largest
facility. In this position, he informs
and guides customers with upgrade
options for their avionics and cabin
electronics requirements. Morgan is
required to stay up-to-date on the
latest avionics systems technology,
and mandates from both the
Federal Aviation Administration
and the European Aviation Safety
Agency. He seeks products that
enhance the experience of Duncan
customers, and he helps customers
determine the avionics options
best-suited for their aircraft, their
business and their future plans.
eanna, at
his daughter, Br
nnessee
son, Collin, and
s
Te
,
hi
ga
n,
oo
ga
or
an
M
att
Mike
Ruby Falls in Ch
uncan Aviation has been in

operation since 1956, and
has facilities throughout
the country. The company
provides service or support, for
long- and short-range aircraft,
either turbo-prop or turbine.
Duncans comprehensive service
encompasses most major makes
and models of business aircraft in
operation today.
44
avionics news
july
2014
With...
Whats a typical day

for you?
I spend a lot of time talking
with operators, both customers
and those who might become
customers. I research and write
detailed proposals for work
that operators want to have
completed. I also participate
in small groups within Duncan
Aviation to help determine the
direction of our company focus
in regards to future product
development and integration.
Duncan Aviation
What is your
background?
I worked with the United States
Air Force as an avionics line
technician. I also attended Lansing
Community College, earning
associate in applied science
degrees in avionics technology
and in aircraft maintenance
technology. I spent eight years as
an avionics line and installation
technician and 11 years as a
system engineer/engineering
management.
How and why did you

get involved in the
aviation industry?
I enjoyed aviation after my
introduction to this exciting and
rewarding field in the United
States Air Force. I cant see myself
enjoying another industry as much
as this one.
What do you like best

about your job?
I most enjoy the time I spend
working with internal and external
customers, researching what they
need and determining how best
to provide successful aircraft
upgrade solutions.
What is the corporate

culture at Duncan?
Duncan Aviation has a very unique
corporate culture. It is very energetic,
open, honest and rewarding.
When youre not

working, what do you
enjoy?
During my free time, if there truly
is such a thing, I enjoy spending
time with my family and friends
boating, and outings to Lake
Michigan. I also enjoy helping
others by performing electronics
repairs and community-building
projects.
What does the future

hold for you and your
company?
I feel that one of the biggest things
I can do for Duncan Aviation is
provide advice and guidance on
how we develop our technological
success in the future. My new
position gives me the opportunity
to have a greater influence as a
technical leader, not only within
Duncan Aviation, but within

our industry. I appreciate this
opportunity and look forward to
the challenge. q
To learn more about

Duncan Aviation, visit
www.duncanaviation.aero
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avionics news
july
2014
45
MeMber
ISLIP
AVIONICS
Profile
LOCATION:
L.I. MacArthur Airport
135 Schaeffer Drive
Ronkonkoma, NY 11779
Islip Avionics helps

restore historic aircraft
S T O R Y
B Y
C H R I S T I N E
ne of Fred Kattermanns most beloved aircraft

upgrade projects started as a conversation in
Oshkosh, Wisconsin, at the Experimental Aircraft
Associations 2013 AirVenture. While admiring a Douglas
C-47 Skytrain known as Whiskey 7, Kattermann learned
the historic aircraft flew over the skies of Normandy during
World War II. As
the lead ship of
the 37th Troop
Carrier Squadron,
it dropped members
of the 82nd Airborne
Division near St. Mere
Eglise, France, in the early hours
of June 6, 1944.
I started talking to the pilot who was there with the
airplane, said Kattermann, who owns and manages the
New York-based Islip Avionics, located at Long Island
MacArthur Airport. Whiskey 7 needed upgraded avionics
so it could cross the Atlantic in 2014 to celebrate the 70th
anniversary of the Allied invasion of Normandy. I asked
my staff if they would be interested in volunteering some
time for this project; the answer was an absolute yes.
46
avionics news
july
2014
K N A U E R
Owned and operated by the National Warplane Museum,

Whiskey 7s crew reported intermittent issues with the
existing avionics systems. In addition, the aircraft was not
equipped with GPS or a Mode S transponder, necessary
for its trans-Atlantic voyage. It was obvious Whiskey
7 needed new avionics. Garmin offered the museum a
special discount
for the project,
and Kattermann
volunteered to help.
As a pilot, I would
not consider an Atlantic
crossing without the luxury of
GPS, Kattermann said. On top
of that, once the airplane arrives in European airspace, it
would need a Mode S transponder with extended squitter.
Soon, Kattermann and his technicians began the long
hours retrofitting the aircraft with modern Garmin avionics.
Our plan was to work evenings and weekends,
Kattermann said. However, it was fall and the weather
was deteriorating. The airplane is based on a grass airport
in northwest New York. Once the snow starts, the airport
becomes unusable. In addition, the museum had a lot of
PHONE: 631-588-3543
WEBSITE: www.islipavionics.com
FACILITIES: 10,000 square feet of
combined hangar, shops and office space
WHAT THEY DO: Islip Avionics provides avionics

sales, service and support for single-engine
piston through multi-engine corporate jets,
aircraft maintenance and restoration, as well as
specializes in design, approval and installation of
custom panel upgrades for older aircraft.
EMPLOYEES: 10
FOUNDED: 1986
AEA MEMBER SINCE: 1987
Photo courtesy of Lee Barber, National Warplane Museum
In November 2013, some of Islip Avionics staff posed with

Whiskey 7 at a reception held in honor of the World War II aircraft
at the service centers home base on Long Island MacArthur Airport.
work to do to get the airplane ready for the trip. We had

to move up the schedule by about four weeks. We were
concerned the airplane would not be able to fly back
to its base in Geneseo, New York, before the weather
deteriorated. This was one of the best decisions we made.
The weather in the Northeast was terrible this winter.
Kattermanns staff, along with additional volunteers,
donated nearly 40 days and some 140 to 150 man hours in all.
There were days and evenings where these great people
worked in the cold and rain just to get it done, Kattermann
said. I cannot thank my staff enough.
Specializing in restoration
Whiskey 7 is among the many restoration projects
Kattermanns crew has tackled over the years. In
addition to providing avionics sales, service and support
for single-engine piston through multi-engine corporate
jets, Islip Avionics specializes in design, approval and
installation of custom panel upgrades for older aircraft.
About 70 percent of the companys avionics and

maintenance work is on aircraft older than 20 years. Of
those, half are more than 50 years old.
I have owned several Beechcraft Model 18
airplanes, Kattermann said. We have restored and
maintained several more of these great airplanes. We just
completed a restoration of the last Beech 18 ever built,
S/N BA- 764. We have a small specialty market on the
Morane-Saulnier MS.760 Paris jets. We do restorations,
maintenance and custom avionics for these fun airplanes.
And, yes, I am type-rated in them, and have made
several trips to Oshkosh and Sun-n-Fun.
In 1997, Islip Avionics completed an electrical system
upgrade, as well as an avionics and instrument package
installation on a Folland Gnat T2, a former British
military trainer operated by the Red Arrows Royal Air
Force Aerobatic Team.
avionics news
july
2014
47
ABOVE: Islip Avionics technicians Paul VanThomme (left) and Glenn Hunter
put top wings on a Beechcraft D17S Staggerwing during restoration.
LEFT: Shop manager Tres Whitt sits in a P51 Mustang, one of the many
historic and vintage aircraft the service center has helped to restore.
ISLIP AVIONICS
Islip Avionics was the first service center to

repair and restore a Grumman G-73 Mallard after
the Federal Aviation Administrations emergency
airworthiness directive to inspect and repair the
aircrafts wing spar.
We worked closely with the FAA to design and
accomplish the required inspections and repairs,
Kattermann said. Several of our staff members are
former Grumman employees and had significant
contacts to make this project possible. Right now,
we are restoring a Beech 17 Staggerwing, and
maintaining another one of these cool, neat airplanes.
From Boeing Stearmans and Cessna 195s to Spartan
Executives and WACOs, the list goes on. Our
work has been everything from avionics upgrades
48
avionics news
july
2014
to restorations, inspections and maintenance. We

should have our heads examined, but we love the
challenge.
Visit Whiskey 7 at
2014 AirVenture in Oshkosh
If you would like to see Whiskey 7 up close, as
well as check out Islip Avionics installation, the
National Warplane Museum plans to display the
historic aircraft at AirVenture in Oshkosh, July 28Aug. 3, after returning from Europe.
We regularly attend Oshkosh and Sun-n-Fun
because we love airplanes and aviation, Kattermann
said. We enjoy spending time with customers and
friends at the shows. We rotate who attends to keep
up our staffs passion and enthusiasm. Everyone
comes home with new energy and ready to start the
next cool project. q
BEFORE
Dual King KX-155, Dual KI-209 indicators, KLN-90B, KT-76A,
KN64, PS Engineering PM-6000, and Collins ADF650
Islip Avionics
www.islipavionics.com
Location: Ronkonkoma, New York
Number of employees: 10
Employees involved in the project:
Fred Kattermann (president, A&P)
Tres Whitt (project manager, A&P)
Rick Kattermann (technician)
Paul VanThomme (technician, A&P)
David Inoue (technician)
Joe Bauer (technician)
Cliff Perkins (technician, A&P)
Rich Brillaud (technician, A&P)
Wayne Kaler (technician, A&P)
Type of Aircraft:
Douglas C-47 Skytrain (DC-3)
What was the objective
of the project?
To provide the National Warplane
Museum in Geneseo, New York,
with the equipment necessary for

a safe trans-Atlantic voyage to
Europe and meet European transponder standards. The airplane is
going to Europe to participate in the
re-enactment of the Allied invasion
of Normandy and help celebrate the
70th anniversary of the event.
When did the project begin?
Oct. 7, 2013
When was it completed?
Nov. 16, 2013
What makes this project unique?
Its a 1943 C-47A with real war-time
history. According to the National
Warplane Museums website, The
aircraft, affectionately known by
her distinctive squadron marking,
Whiskey 7, was the lead ship of the
37th Troop Carrier Squadron, dropping elements of the 82nd Airborne

Division near St. Mere Eglise, France,
in the early hours of June 6, 1944.
Did you encounter any problems?
A few; we had no hangar to fit it in.
The plane was on our ramp for the
entirety of the project. Also, our
deadline was shortened by approximately four weeks.
How were problems resolved?
We were fortunate to have Mother
Nature on our side most of the time.
We employed the use of a man-lift
for most of the in-airplane work. The
rear of the panel is accessible by a
hatch in the nose of the aircraft. Our
local FSDO was very accommodating to our shortened deadline.
Additional comments:
The airplane is owned and operated
by the National Warplane Museum.
We volunteered our companys time
to install this new-age technology
in a unique and vintage ship. The
equipment was provided by Garmin
and Sandia, and database subscriptions by Jeppesen. Robert Roth of
Global Aircraft Interiors donated two
custom-draft curtains for the cockpit
to make the long and cold voyage
across the Atlantic more bearable. q
AFTER
Dual Garmin GTN 650, Dual GI-106As, GMA350, King KT-76A, KN64, and Collins
ADF650. Not Pictured: Sandia SAE5-35 and Garmin GTX 33ES
avionics news
july
2014
49
industry
Avidynes IFD540
plug-and-play wonder
Hybrid touch redefines control; easy GUI enhances flexibility, utility
S T O R Y
50
avionics news
july
2014
B Y
D A V E
H I G D O N
Photo by Dave Higdon
significant number of pilots and aircraft owners

an online familiarization course and simulator to give
should see their patience rewarded this summer,
prospective owners some advance exposure to the
when the Federal Aviation Administration gives
IFD540s friendly user interface and the two input
approvals to Avidynes eagerly anticipated IFD540 and,
options: touchscreen or bezel buttons.
if all works as expected, an AML STC (approved model
Meanwhile, in the interim until first deliveries, I had
list supplemental type certificate) to pave the path to
the experience of installing and flying with an IFD540.
both deliveries and installations of this innovative MFD/
During this experience, simplicity and efficiency marked
navigator/communicator.
the IFD540 during some quality time with the model in
Time recently spent reading Avidynes IFD540
Avidynes test-bed aircraft, a Cessna 182.
customer website revealed a palpable sense of anticipation
along with a bit of frustration at program delays that
The Entegra Release 9
pushed completion and deliveries far behind plan.
two-step to simplicity
Some customers sought refunds; most decided to hang
The Avidyne staff members who led the product
in there and stay patient. Among those eager to see the
demonstration joked that they call the 540 son of R9
IFD540 could be owners of Garmins GNS 530, which,
and R9-in-a-box after the advanced Entegra Release
with the smaller GNS 430, launched the all-in-one
9 integrated flight deck system. Every function is never
revolution that still dominates avionics stacks nearly two
more than two clicks or turns away from anywhere in the
decades later.
540s vast array of abilities.
But Avidyne created and marketed the IFD540
For an aviator who covets the capabilities of an R9
specifically as a plug-and-play
system, Avidyne truly seems to
replacement for the Garmin GNS
have offered a high-value path
530 and the IFD440 to replace the
to this level of capabilities,
GNS 430. Some aircraft owners
sophistication and, in a direct steal
who attended the 40th annual Sun
from R9, ease of use.
n Fun Fly-In in Lakeland, Florida,
In fact, the 540 could vie for top
April 1-6, noted they are attracted
honors in any ease-of-use contest
by Avidynes installation process
in avionics and another prize for
literally remove the old, slide in
its value equation thanks to the
the new, log the change, complete
depth of capabilities indigenous
the paperwork and perform the
to the box compared to its lunchinitial setup.
break installation time.
This wont be a boon to the
Allied with an ADS-B In
avionics repair shops and dealers
receiver, the IFD540 will offer
delivering and installing the
hazard-avoidance assistance for
IFD540s or, later, the IFD440
traffic and weather; without and
units. From the first tool twist
the box still provides a level of
to the last pen entry, the process
obstacle- and terrain-avoidance
should take no more than 30
protection equal to stand-alone
minutes leaving another 30 to
boxes costing thousands of dollars
help introduce the new owner to
and requiring a separate, annual
the basics needed to get started
database update.
The IFD540 has a port on the front bezel for datausing the new box.
base updates via USB Jump Drive. It can be used
Additionally, Avidyne offers
for charging an iPad or iPhone while in flight.
avionics news
july
2014
51
AVIDYNES IFD540
But for those who desire a

higher level of protection or
who need a higher level of TAWS
performance Avidyne offers
a future software option that
qualifies the IFD540s TAWS
capabilities at the B level, and for
far less than adding stand-alone
TAWS-B capabilities costs.
And theres far more to the
IFD540 than simply a new model to compete with other
all-in-ones produced by other manufacturers.
IFD540 from the beginning:
Twist, remove, replace, re-twist,
paperwork
To a (barely) patient order holder who visited with
a reporter at this years Sun n Fun, the appeal of the
IFD540 was immediate and obvious.
The screens larger, the features set deeper, the price
competitive, this pilot explained, and the installation
difference was a major factor in his buying decision.
Ill remove the old unit, slide in the 540, tighten the
fastener, and my dealer will still be completing the
paperwork.
Avidyne noted the IFD540 can play well with several
more accessories more than 180 so far.
The aircraft owner also noted that other products
require a bigger panel cut-out, re-wiring the connector
and some devices, and, of course, more work to hook up
the antennae and power.
The IFD540s display measures 4.75-by-3.5 inches
and 5.7 inches diagonally. The display can reproduce
more than 65,000 colors.
Screen sizes notwithstanding, the IFD540 measures
much larger where the features meet the pilot in
command.
R9 in a box
If Avidynes Entegra Release 9 system set a new mark
for ease of use, the IFD540 starts at that point and raises
the bar further with its input options: knobs and buttons
performing set functions.
Two steps to go anywhere you need, and if the feature
52
avionics news
july
2014
exists in R9, it exists in the IFD540; plus a few not in

the R9 package.
The most obvious addition for the IFD540 is the
touchscreen technology that combines with familiar
dedicated buttons.
For pilots, adapting should be a snap. Avidyne
believes the basic operation of the IFD540 is both so
familiar and logical that pilots will be able to operate it
with no additional training until they decide they want
to take the many shorter paths to a function.
And those not so versed? According to Steve
Jacobson, Avidynes vice president of product
management, pilots starting cold turkey will need a
minimal amount of training.
But with its touchscreen control so greatly expanded
and simplified, its unlikely that IFD540 pilots will
use bezel controls for long or often. When the air
is rough, the simplified interface still pays off in the
reduced number of steps required to perform any
function, Jacobson explained. And only two steps to
get you back from anywhere.
Geo-fill, anticipation, its R9 in a stack
The carryover to the IFD540 from the Entegra R9 GUI
(graphic user interface) is a bonus for any user coming
to the Avidyne line from any other companys products
either integrated or panel-mounted.
Consider the following worthwhile features carried
over from the R9 package.
Flight-plan building
The IFD540 anticipates what you need as well as
what youre trying to do, rather than forcing users to
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AVIDYNES IFD540
needlessly scroll through letters and digits for each

position in an identifier, based on your current location.
Filing a flight plan from one airport to another? If
airways connect, the 540 offers you the chance to add
each one or all at once.
Need to file instrument flight rules? It can anticipate
frequencies and offer you a choice of routings.
Need to vector around airspace, traffic or weather?
Touch the color-coded route line and drag it in the proper
direction so it curves or rubber bands around the area
you want to avoid. No interruption to your flight plan or
progress and if the autopilot or FMS are flying off the
GPS, the airplane will follow the altered path.
Touch the FREQ button and the IFD540 lists the
nearby actives, with the one it believes youll likely need
ready to go into STNDBY at another touch.
When programming a route, the IFD540 nominates the
most-likely next fix by showing it as an offer to accept
or reject; accept and the IFD540 goes on to nominate the
next fix likely needed.
The IFD allows the user to control it with the
old, familiar concentric knobs to enter waypoints or
frequencies. But the IFD540 also provides a pop-up
QWERTY-style input system. And as you modify a route,
the display map shows the proposed change in cyan,
allowing the user to confirm the route works as intended.
The IFD540 stores all the airways, fixes, procedures
and other info in its own internal database. When pilots
select an airway originating at a fix, the subsequent fixes
appear so you can pick a transition point or destination
on the airway.
The IFD540 also knows enough to let you skip
entering the 1 and 0 when you elect to dial a new
comm frequency independent of using the list of mostlikely frequencies the box automatically nominates. For
example, to key in 134.80 megahertz, you need to touch
only 348. The boxs brain anticipated the 1 and 0.
Of course, as with virtually all new GPS navigators,
the IFD540 GPS navigator provides full WAAS
capabilities, qualifying it to fly LPV precision-GPS
approaches. It is approved as an ADS-B position source.
Also indigenous to the IFD540 is its terrain awareness
and warning function, which a software update can
upgrade to TAWS-B. The IFD540 warns of obstacles as
54
avionics news
july
2014
well as descent toward terrain showing in bright red

either the obstruction ahead or the anticipated impact
area on the ground.
The one thing no photo, illustration or chart can show
is how easily these functions are learned.
The happy customers can start now by downloading
and using Avidynes IFD540 simulator and an online
tutorial while the shop completes the installations and
paperwork processes.
Customers should start early. The time needed
to complete the swap is barely enough to read the
introductory materials, but more than enough to get an
IFD540 customer on the way to mastery.
Delayed gratification: Customers ready for
IFDs, expect it to prove worth the wait
In the early hours of a previous AirVenture in
Oshkosh, Avidyne stood among a vanguard of avionics
companies announcing new equipment using a touchsensitive interface.
The IFD440 and IFD540 promised plug-and-play ease
of upgrade to the owners of thousands of units from other
manufacturers already flying. Based in Massachusetts,
Avidyne banked on a delay-free certification process
oh, and the plug-and-play feature.
But before Avidyne can win points for ease-ofinstallation, it needs to win its working papers from the
FAA.
As of April, Avidyne appeared near to TSO and
certification of the first of its two new units in time for
this years AirVenture in Oshkosh.
We expect, if progress continues as its been, to be
shipping before Oshkosh, so dealers can have them to
deliver, Jacobson said. June is our time frame. Were
down to the last phases before finishing this, he said
after demonstrating the full range of features indigenous
to the IFD540, which leaves Avidynes entire plug-andplay product-design approach a major factor once it
becomes available.
As Jacobson demonstrated in detail during a 40-minute
familiarization flight which followed 15 minutes on the
ground for an introduction to the IFD540 the unit hits
its marks right out of the box. And as noted, the box can
be ready to work in minutes leaving the balance of an
hour for the installer to complete the legal aspects of the
project: paperwork.
For more information, visit www.avidyne.com. q
series
BUSINESS BASICS
G R E G
L A S L O
Single Minds
How groupthink hurts smart decision-making
ork is rarely a solo sport.

Whether its a task force
addressing strategic planning, a work team scheduling a job,
or even the company softball team
that sweetens the culture of your
shop, whenever your employees
come together, they participate in an
opportunity to work together, play
together and think together.
All that is good. Employees who
are engaged with work and workplace colleagues are generally happier, more productive and more loyal.
Indeed, thats partly why so much
fuss is made about teamwork.
But in some cases, teamwork can
create a lot of fuss, too.
Normally, a group will produce
better results than an individual.
Collaboration, on the whole, is desirable because it brings together a
wider breadth of knowledge, experience, ideas and analysis to a problem;
except when it doesnt, and then it
falls apart in predictable ways.
Every day, smart people meet to
make important decisions that are
56
avionics news
july
2014
remarkably bad. If you dont understand this phenomenon of groupthink,

how it works and how to avoid it,
your avionics repair shop can be
the foundation of his book, Victims of

Groupthink. During the past 40 years,
researchers have demonstrated its the
byproduct of like-minded individuals
Groupthink is the systematic failure of each

individuals critical-thinking process, where
individuals fail to express doubts, avoid constructive
disagreements and sidestep any hint of conflict.
prone to it, too. While great minds

think alike, great organizations have
members who arent afraid to think
for themselves.
NO I IN TEAM
Groupthink is no secret to psychologists who study decisionmaking and group dynamics. First
explained in the early 1970s by Yale
psychologist Irving Janis, it formed
coasting toward a common goal.

It happens for obvious reasons:
Hang out with affable colleagues, and
youre less likely to disagree with
them. Weve all done it. We go with
the flow because being with people
who share our goals and values feels
warm and fuzzy; thats why we build
teams in the first place. Also, when
one of these likeable people suggests a hazy idea, were more likely
Photo courtesy PhotoXpress.com
B Y
to agree to preserve the relationship,

according to psychologist Jeremy
Dean.
Few people will fight the battle,
particularly when we add the rush
to make a quick decision because
were all in a hurry, were task-loaded
to get a project started, or were
victim to more important distractions, according to Jeffrey L. Buller
of Florida Atlantic University. Even
worse, some employees may believe
no one will listen, or they will be
ridiculed.
So where does this leave you?
Nowhere good. More specifically,
youre in the unenviable position of
owning teams where agreement is
more important than critical thinking. Research shows that when
people adopt the majority position,
they ignore potential alternatives that
might suggest better options, as well
as any evidence that suggests the consensus conclusion is bad. This effect
starts in even small groups, but it
grows more powerful in big ones, as
some members slack off and defer to
more active, motivated, experienced
ones.
Groupthink is the systematic failure
of each individuals critical-thinking
process, where individuals fail to
express doubts, avoid constructive
disagreements and sidestep any hint
of conflict. But someone has to be the
wet blanket. Otherwise, mistakes are
made.
Consider the classic example of
the Space Shuttle Challenger launch;
decisions made under the influence
of groupthink typically have a low
probability of success. Janis went so
far as to list the symptoms of a group
headed down the wrong path: It overestimates invulnerability, its overly
optimistic, and it ignores obvious

danger signals when taking risks; it
collectively rationalizes decisions; it
stereotypes people who would make
different decisions and discourages
dissent so members censor themselves
(reinforcing the idea that everyone is
in agreement); and it includes members who withhold information to
save face.
CONS OF CONSENSUS
The result is actually a group that
ends up making riskier decisions than
if theyd reached the same conclusion
individually. Obviously, this is a little
dysfunctional, considering that the

conventional thinking suggests groups
represent a whole thats greater than
the sum of its parts.
But in this case, the groups parts
are too similar. Companies frequently
work hard to hire people who are a
good fit, they reward good teamwork,
they admonish bickering and dissent,
and they demand contrarians get with
the program, according to Dean.
Its no wonder individuals dont
want to rock the boat, given the damage to their social standing that this
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avionics news
july
2014
57
BUSINESS BASICS
insubordination would create, the

discomfort it causes, or the unintended slights or disrespect it might
imply. Theres even a biological
affect here; dissent actually causes a
stress response in the part of the brain
associated with the fear of rejection,
according to researchers at Emory
University.
The result is discouraging: Teams
under the influence of groupthink
wont adequately consider alternatives, wont adequately assess risk
that results from their decision, wont
seek expert input, will use only the
information that supports their decision and conclusion, and wont make
contingency plans just in case their
first decision is the wrong one.
The problem is that all groups
even good ones eventually fall
victim to this natural impulse unless
theyre conscious of the predilection, according to Shlomo Ben-Hur
of the International Institute for
Management Development. At the
heart of this is an awareness of the
value of candid discussion. In brainstorming studies at the University of
California-Berkeley, groups assigned
the task to debate ideas they developed actually created nearly 20
percent more creative solutions than
those who brainstormed without discussion. Members of this group were
more creative in follow-ups even after
the group disbanded. The take-away
is that debate stimulates critical thinking. While this may be unpleasant,
its more productive, according to
researchers.
There also is evidence that suggests
work groups shouldnt be static in
membership, according to researchers at Northwestern University. While
employees who have worked closely
together know each other well, which
58
avionics news
july
2014
aids collaboration, this also creates

an organism that thinks too similarly,
which hurts innovation. By mixing
up groups so theres regularly new
blood, they retain their functional
structure but also infuse new thinking,
alternative perspectives and a hint of
unfamiliarity. In other words, successful groups include members who are
comfortable working together but
not too comfortable.
RIGHTING WRONGS
The most important tool in avoiding groupthink in your avionics repair
shop is your culture. Employees need
to feel comfortable respectfully challenging co-workers, expressing their
concerns, and taking other psychological risks without fear of backlash,
according to Ben-Hur. As a manager,
you can encourage this by giving
them processes to avoid its pitfalls.
At least one person in every group
needs to be the critical one, according to Dean. This person is not to
be difficult or argumentative, but
thoughtful in how he plays the devils
advocate. In fact, it shouldnt be the
boss. Instead, it should be someone
who searches for holes in the groups
thinking, then asking, what havent
we considered?
Its important this not be the chief
leader or a supervisor. A leader is ultimately responsible for making decisions from all available options. Also,
the boss shouldnt have an official
opinion or preference about a decision
until he or she has heard all input.
Of course, if your employees feel
comfortable expressing opinions or
objections, youll get authentic dissent
when its due. This is better, according to Dean. A delegated devils advocate may be discounted because hes
supposed to find ways to be contrary,
while real dissent carries an honest
belief that a particular plan isnt a
good one. Furthermore, those who
express it are actually more likely to

come up with better alternatives.
But you must nurture this dissent.
If you dont, youre creating an environment that crushes it. Show dissenters that presenting tactful, analytical
opinions has greater reward than the
pain incurred expressing them, and
show the complacent majority they
cant afford to squash this input.
Indeed, the decision itself is the
critical factor, so the group should
consider several things to make the
process work as smooth as possible.
Where the weight of a decision warrants it, consider splitting the work
group into subgroups; each should
be tasked with separately generating plans, alternatives, what-ifs and
contingency plans for those scenarios.
Ask them to consult experts, and once
each subgroup has had time to assemble its tactics, bring everyone together
again to present their results.
This stops the group from forming
an immediate consensus, and it forces
them to evaluate and choose among
several options, according to Buller.
Inspire them by asking every group
to review other plans, and then present their final analysis. Once the
decision is made, encourage each to
describe its greatest advantages, what
roles he or she will fulfill to accomplish it, and how he or she will sell it
to colleagues; this ensures that each
member contributes support to the
final plan.
Its a lot of steps, but this is a
teaching moment. The risks of groupthink will follow your employees
throughout their careers. Allowing
them to outsmart the tendency gives
them valuable skills. Tomorrow, they
may be the ones inspired to stand up
and say, whoa.
When they do, you have a smarter
team. After all, when it comes to
working together, different opinions
can make all the difference. q
MORE
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TO YOU.
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POINT OF COMMUNICATION
tem basics, get a chance to buck

rivets and much more. On the pilot
track, they will learn navigation, try
their hand at sequencing incoming
aircraft as an approach controller
and log time on the flight simulator with a certified flight instructor.
Then there are the extracurricular
activities like radio-control aircraft
flying, climbing into display aircraft
or a trip through the well-done EAA
AirVenture Museum. Both programs
offer credit toward an A&P license
or pilot license and were originally
designed for high school students.
However, the bulk of attendees tend

to be younger, and a 9- to 13-yearold girl or boy can negotiate this
program well thanks to the ability
of the volunteers to adapt their lessons to multiple ages. This program
is fun for kids who show an interest
in technology, building things or
flying. Spend two to three days at
AirVenture and KidVenture with a
young person who is curious about
aviation and youll both bank memories of a lifetime.
If you cant bring the kids, then
grab a friend, relative, or colleague
and make the pilgrimage to Oshkosh
this year. Most will be amazed
whether or not they are pilots or avi-
onics technicians. The crowds often

thin on Friday and Saturday, and
the latter part of the show can be a
good time to attend. So pack up your
love of aviation, a backpack full of
water and sunscreen, and head to
AirVenture 2014. And while youre
there, be sure to stop by the Aircraft
Electronics Associations booth in
hangar B to pick up a free copy of
this years Pilots Guide to Avionics.
KIM STEPHENSON
Secretary, AEA board of directors
L-3 Aviation Products
AVweb:
Not for wanna-bes or used-to-bes.

Over 230,000 news-hungry
subscribers,
More than 82% are owner-pilots
who fly and buy.
AVwebFlash and AVwebBiz e-newsletters are
published four days weekly, providing the
latest GA news to active owner-pilots who
want to keep up with the latest industry
news, new products and technologydelivered
to their iPhones, iPads, Androids, tablets
and desktops.
AVweb advertisers including Avidyne,
Aspen Avionics, BendixKing, Bose, Flightcom,
ForeFlight and Sennheiser know that Avweb
delivers.
Thats because AVweb subscribers are techsavvy, owner-pilots who fly and buynot
wanna-bes or used-to-bes.
They want news they can use: expert video
in-flight demos, new product analysis and
comparison, industry commentary and blogs,
and now, features about proficiency, safety
and the emergence of restored, rebuilt and
remanufactured aircraft.
You read AVweb, your customers read AVweb.
Its free and its fast.
Find out how AVweb advertising, webinars
and videos can deliver customers for you.
Ask about special ad rates for AEA members. Call Tom Bliss at 602-625-6815.
Or, email: tom@avweb.com.
The worlds premier independent GA news source.

60
avionics news
july
2014
Connectivity at a Whole New Level
The ICG eRouter product series are small and lightweight flange mount devices that provide wired and wireless Ethernet
connectivity on IP devices as well as cockpit EFBs. It provides access for LAN clients, as well as WAN connectivity to multiple
communications networks such as GSM, Inmarsat SBB, Ka/Ku VSAT, Iridium and other networks.
The eRouter provides scalable data routing solutions for connectivity both in the air and on the ground. Once connected,
users will have network access to each other (peer-to-peer) and Internet/Intranet access via Wi-Fi. The eRouter also supports
ICGs AeroChat SIP Voice and text mobile application for hand-held personal devices allowing users to make and receive
phone calls and text messages on their own personal devices.
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series
At the 2013 AEA International Convention & Trade Show in Las Vegas, AEA President Paula Derks asked member companies
the question: Whats working for you? Derks challenged AEA members to share their success stories, best practices and
ideas that are working for their respective companies. This article is part of a series that highlights how AEA member
companies recognized challenging economic circumstances, and how they responded and overcame them.
Whats
Working?
Business initiatives that are elevating companies to success

S T O R Y
B Y
T H O M A S
I N M A N
Invested Experts:
Pacific Southwest
Instruments
J
im Joubert founded Pacific
Southwest Instruments in 1982,
and the company quickly established goals of providing high-quality
products and the best customer service
possible.
The company is located in Corona,
California, between Los Angeles and
Riverside, near the Corona Municipal
PSIs Corona, California, headquarters
62
avionics news
july
2014
Airport. It is within walking distance

of the airport; however, those on foot
must navigate the Corona Dog Park
and Butterfield Park before arriving at
the PSI parking lot. The headquarters
boasts 25,000 square feet of shop and
laboratory space with another 10,000
square feet of warehouse space.
PSI is well-connected in the avia-
tion world. In addition to membership

in the Aircraft Electronics Association,
the company is associated with several
industry organizations, including: the
Alaska Air Carriers Association; Aviation Instrument Association; Helicopter Association International; National
Business Aviation Association; Professional Aviation Maintenance Associa-
Technicians at work in PSIs 25,000 square feet of shop and laboratory space
tion; Regional Airline Association; Airborne Law Enforcement Association;

and the Regional Air Cargo Carriers
Association.
Thirty years after founding the company, Joubert, PSI president and chief
executive officer, was recognized by
his peers and was named the AEA
Member of the Year in 2012. Obviously, the company is doing well.
Joubert and Steve Williams, director of marketing and business development, shared some of the companys
best practices that have served the company well.
Undoubtedly, one of the biggest
reasons for PSIs growth is word-ofmouth promotion regarding its quality
and customer service.
The company takes a proactive approach to its capabilities list and boasts
more than 55,000 support capabilities.
Put another way, as both an FAA- and
EASA-approved repair station with instrument classes one through four, radio
classes one through three, and accessory class three, it can support nearly 100
business, air transport, military, regional/commuter and rotor-wing aircraft. In
addition, PSI can handle Beechcraft
printed circuit boards, Collins CTL-X2
and Proline II, KGS Electronics, and
Northern Airborne Technology equipment. PSI works with 35 components
manufacturers. The company maintains platform-specific capabilities that
receive a high volume of traffic every
day. These capabilities have become
useful tools for customers, which has
contributed to PSIs market growth.
PSI has created a broker division
that has established an approved supply channel using other MRO (maintenance, repair and overhaul) facilities.
In this way, it can support rotatable
spares beyond the scope of its capabilities or ratings. This cooperative venture
has become another factor in company
growth, as it manages more spares for
its customers.
Word-of-mouth marketing works
great, but PSI isnt relying on it alone.
The company continually markets its
capabilities through both digital and
conventional channels.
Word -o f -m o u t h m a r ke t i n g
wo r k s g reat , b u t P S I
i s n t re l y i n g o n i t a l o n e .
Th e c o m p a ny c o n t i n u a l l y
m a r ke t s i t s c a p a b i l i t i e s
t h ro u g h b o t h d i g i t a l a n d
c o n ve n t i o n a l c h a n n e l s .
Similar to other successful avionics

businesses, PSI likes to collaborate. In
addition to the rotatable spares brokerage,
it has become a distributor for Aerosonic
a relationship for which it is grateful.
According to Williams, PSI has
been supporting Aerosonic instrumentation for its core customers for more
than 30 years, so when we first looked
into becoming an Aerosonic distributor, we were strategically looking to

strengthen our supply channel for piece
parts to support the demand of our instrument shop.
In PSI, we selected a top-notch organization with a long-standing history
and proven track record of being one of
the top instrument support facilities in
the industry, said Mark Perkins, former
executive vice president of Aerosonic.
Adding PSI as distributor and service
center increases our companys flexibility to effectively and efficiently distribute
and support our core products.
Williams described how the distributorship has been instrumental in reducing turnaround times and producing
favorable pricing for PSI customers.
Furthermore, PSI has a stronger connection with other instrument shops and
avionics repair stations, which leads to
even more beneficial opportunities.
PSI has seen an explosion in the
rotorcraft market. The company has
tripled traffic to the 19 rotor-wing platform-specific capabilities listed on its
website at www.psilabs.com. PSI supports the Agusta Aerospace 109A/II, 10
models of American Eurocopters, five
Bell models, the Hughes 600N and two
Sikorsky models. Rotorcraft operators
take advantage of PSIs good pricing
and favorable turnaround times.
Throughout its history, PSI has prioritized maintenance and support of
legacy equipment. The shop has the
personnel, expertise and parts on hand
to keep equipment flying many years
avionics news
july
2014
63
Advertisers Index
ACR/Artex. . . . . . . . . . . . . . . . . . . . . . . 34
Aero Air. . . . . . . . . . . . . . . . . . . . . . . . . 78
Aero Standard. . . . . . . . . . . . . . . . . . . . 79
Aircell . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Aircraft Electronics Association. . . . . . . 41
ATEQ-Omicron . . . . . . . . . . . . . . . . . . . 40
Aviation Instrument Services . . . . . . . . 65
PSI industry
professionals
have a stake in
the long-term
success of the
company.
Avionics Specialist Inc. . . . . . . . . . . . . . 55

AVweb. . . . . . . . . . . . . . . . . . . . . . . . . . 60
BendixKing . . . . . . . . . . . . . . . . . . . . . . 33
Cobham . . . . . . . . . . . . . . . . . . . . . . . . 43
Cutter Aviation . . . . . . . . . . . . . . . . . . . 78
Dallas Avionics . . . . . . . . . . . . . . . . . . IFC
Device Technologies . . . . . . . . . . . . . . . 79
EDMO . . . . . . . . . . . . . . . . . . . . . . . . . BC
EMTEQ . . . . . . . . . . . . . . . . . . . . . . . . . 70
Express Calibration Services . . . . . . . . 79
Flight Display Systems . . . . . . . . . . . . . 45
Flying Magazine . . . . . . . . . . . . . . . . . . 80
FreeFlight Systems . . . . . . . . . . . . . . . . 71
Garmin . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Georgetown Instrument Services . . . . . 32
GlobalParts.aero . . . . . . . . . . . . . . . . . . . 5
Greenwich/DAC International . . . . . . . . 53
ICG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
J. Ben Vernazza CPA/PFS TEP (UK) . . . . . 78
Jamestown Avionics . . . . . . . . . . . . . . . . . . . 78
Mid-Continent Instruments and Avionics . . . 1
Millennium International . . . . . . . . . . . . 57
Pacific Southwest Instruments . . . . . . IBC
ProCal Laboratories . . . . . . . . . . . . . . . 79
Sun Aviation . . . . . . . . . . . . . . . . . . . . . 29
TangoWare . . . . . . . . . . . . . . . . . . . . . . 78
Tech Aero Avionics . . . . . . . . . . . . . . . . 78
Tech-Aid Products. . . . . . . . . . . . . . . . . 79
Tri-Star Technologies . . . . . . . . . . . . . . 35
True Blue Power . . . . . . . . . . . . . . . . . . 59
Tubreaux Aviation . . . . . . . . . . . . . . . . . 78
Universal Avionics Systems Corp. . . . . 39
64
avionics news
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2014
WHATS WORKING
into the future. This commitment is no

small matter. To keep these instruments
flying, the PSI engineering team has
worked with the FAA and select original equipment manufacturers to design
and produce replacement parts that are
either out of production or difficult and
expensive to procure. Williams calls
this a value-added service. The result
is lower costs, shorter lead times and
elimination of any need to scrap repairable parts due to parts shortages.
As an example of the commitment
PSI has toward legacy instruments,
the company became the exclusive
worldwide distributor of Superior
Labs Inc. tachometers. Kim Bishop,
owner of SLI said, We have always
taken pride in our manufacturing process and strict supervision of quality
control. Having PSI coordinate the
marketing and distribution end of the
business allows us to maintain our focus on what we do best.
Recently, PSI made a large investment in MRO and logistics software.
The result is improved efficiency and
an optimization of operational performance.
Joubert recently spoke about the loyalty of the seasoned group of industry
professionals employed at the company.
With its employee stock ownership plan,
all 53 PSI employees have an equity interest, which leads to a shared and common passion to take extra steps to serve
the customer. Joubert stressed that being
an ESOP company, creates a collaborative work environment dedicated to success at all levels. The ESOP provides a
significant benefit to PSI employees. It
allows management to make long-term
decisions for the good of the company
and allows employees to focus on their
daily responsibilities while building value for the whole PSI team. We recognize
the most important asset for the overall
success of the company is our staff, so
building long-term growth and security
for each individual employee has contributed to PSI securing some of the best
talent the industry has to offer.
PSI has many things working for it.
It is well connected in the industry, has
extensive capabilities and maintains
profitable collaborations. The company takes advantage of opportunities.
Perhaps most importantly, it has an invested group of seasoned professionals
committed to customer service.
So whats working for you? q
THE VIEW FROM WASHINGTON

Parts for which inspections and tests

have been accomplished by appropriately certificated persons authorized to
determine conformity to FAA-approved
design may be found to be acceptable
for installation on a TCd product.
Now this doesnt mean its the Wild
West out here, nor that anyone can,
or should, install any product in their
aircraft. But it does mean the absence
of an explicit approval is not grounds,
in and of itself, to deem the part a SUP.
Besides, what do you think the S
in SUP stands for? Try suspect. Treat it
as suspect until it is validated either
through explicit approval or conformity. But the general lack of approval
does not make it a bad part.
AVIONICNEWS314
1/27/14
5:49 PM
This doesnt mean the parts should

not have been produced under 14 CFR
21.9. The report didnt contain enough
information to make a definitive analysis; however, the applicability of section 21.9 is very clear.
Under the final rule for the
Production
and Airworthiness
Approvals, Part Marking, and
Miscellaneous Amendments published
in the Friday, Oct. 16, 2009, Federal
Register, vol. 74, page 53368, the FAA
clarified that, The provisions of 21.9
apply to the producer of any part that
may be used as a replacement or modification article, not just parts that were
produced specifically as replacement or
modification articles.
When answering a question submitted by the U.S. Small Business
Administration on page 53373, the
administrator again reiterated that

Section 21.9 governs the production,
not the sale, of articles and does not
prohibit distributors from selling articles. And again on page 53374, the
administrator stated unequivocally that,
The requirements of this rule apply to
products or articles as they are manufactured.
Therefore, it is clear the applicability
of section 21.9 is for the production
of replacement and modification parts
and does not apply to the sale, distribution or installation of parts.
Come on Barney Fife, youre not in
Mayberry anymore! We really need you
to step up, read the regulations, question what academia teaches and lead. If
we cant get it from headquarters, then
maybe the leadership has to be homegrown from the field. q
Page 1
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IN HOUSE CONSIGNMENTS FROM:
avionics news
july
2014
65
series
MARKETING
REPORT
C RD
Media Relations
S T O R Y
B Y
P A T R I C I A
he school year at least the marketing school year

isnt over yet. In fact, it is never finished. Budget
years come and go, but your marketing efforts continue to blend into the next year and never stop.
In a special-interest market like aviation, the trade press is crucial to your companys success.
The trade press introduces new customers to your new products and services, provides unbiased analysis of your company
and keeps market participants excited and active with their airplanes.
Rather than being a passive observer, successful marketers
engage the aviation media, provide them with a steady stream of
real news about the happenings at their company, big and small,
and forge relationships with specific editors and writers.
So how are you doing?
You previously graded yourself on advertising and trade
shows, so now lets see how you fare with media relations.
What grade have you earned?
Youre an F student if: Your company policy is, We dont
cooperate with the media. Give yourself an F-minus if youre
proud of this policy.
Youre a D student if: Every year or so, you write a news
release and are disappointed that it rarely gets used. You are sure
the aviation media are prejudiced against you because they cover
the same companies again and again. You believe the big companies get all the coverage. Why dont those editors know whats
happening with your organization? Years ago, you knew some
of the writers who worked at the aviation magazines, but they all
seem to be retired, and its not the same.
Youre a C student if: You issue news releases four or five
times a year. You maintain a media list but dont regularly update
66
avionics news
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L U E B K E
it. You dont have a particular media relations strategy after

all, the aviation magazines should know whats happening in the
industry; they should come to you. You post your news on your
company website. But now that you think about it, the last news
release was posted in 2009. Disseminating news and working
with the media is just not a priority.
Youre a B student if: You maintain a working media list that
gets updated regularly, and even extends to your local business
(non-aviation) media. You have relationships with at least one
individual at the major aviation magazines and news organizations. You issue regular news releases and post them on your
website. You read both the print and electronic media so you are
familiar with the type of news stories they run. Most importantly,
you understand what news is and its not an announcement
that your company offers great customer service.
Youre an A student if: You regularly cleanse and edit
your media list while keeping track of new hires and other
personnel changes in the trade press. You read the aviation
media, always looking for opportunities to pitch a story to
an editor. You understand you need to provide a hook for a
story about your company to be interesting. Your media list
includes the local business press. You actively call editors
just to say hello or mention something of interest that may
be happening at your airport with nothing to do about your
company. You maintain these relationships through phone
calls and meetings during trade shows. Editors know they
can rely on you as an expert and to provide honest, unbiased
opinions. You have photos ready that a magazine or website
can use. You keep your promises to the media by returning
phone calls, providing information and honoring deadlines.
You never mix your advertising clout with your editorial
desires. You understand that editors and reporters work on a
24/7 news cycle.
REMEDIAL MEDIA RELATIONS:

HOW TO IMPROVE YOUR GRADE
A few years ago, I was assigned to write a profile of an aviation company for a
magazine that specialized in a certain type of airplane. Typically, I am not given a
contact name, but when I tell the person who answers the phone why Im calling,
I am usually transferred to a marketing person, the sales manager, or sometimes
the owner or president. On this particular day, it was clear the person answering
the phone didnt understand why I was calling. I was put on hold, and a minute
or so later, a woman curtly asked, May I help you? in a tone that was clear she
had no particular interest in helping me.
When I explained again why I was calling, she proudly and defiantly said, We
dont cooperate with the media. It was a preposterous thing to say, but I imagine
that back in 1982, some magazine got some fact wrong about the company and
they have hated the media even the aviation media ever since.
Just out of curiosity, I asked why they dont cooperate with the media. Her
arrogant answer was, Thats company policy. At that point, I had to bite my
tongue and remind myself that I represent the magazine and not just myself. I had
to remain polite, so I thanked her and moved on.
But what a lost opportunity this was for the company. It could have had a positive story published to attract new customers and reinforce the loyalty of old ones.
The profile could have been posted online and linked to social media outlets. It
could have motivated the employees, been posted on the office bulletin board,
republished in the local airports newsletter, sent to reporters of local media, distributed to the companys vendors, or used as marketing material at industry trade
shows. So much could have been made of one simple profile.
Hopefully, your company doesnt have this F-minus view on media relations.
Your media relations program starts with your media list. The best news
release in the world is useless if its not reaching the right people. I still receive
news releases from a magazine I wrote for a dozen years ago. That media list has
dust and whiskers, but your media list and news releases are only a fraction of
your media relations strategy.
Theres nothing an editor likes more than when an industry expert comments
about a particular article. Of course, you dont have time to read every word of
every aviation magazine and website, but you do have time to be familiar with
the features, departments and focus of each. Actually, reading or scrolling through
a publication will give you a basis of discussion when you meet a writer or editor.
What surprises many folks is how accessible the aviation media are. It is totally acceptable for you to pick up the phone and introduce yourself to start building
a relationship. Seek out the media at a trade show. Provide them with news tips,
story ideas or interesting photos, and youll soon find yourself someone they can
rely upon.
What else? More and more, providing your own publication-quality photos
will boost the amount of space youll get if a story is being written about you.
Forget the 1980s-era corporate headshots. Have your senior executives photographed in and around airplanes, or in and around avionics equipment. Show
people doing something in your photos. Remember the photo mantra: A good
photo can turn a small mention into a big mention, a small story into a big story,
and a big story into a cover story. Hiring a professional photographer at least once
a year should be in everyones marketing budget.
Finally, be proactive. Dont sit back with your arms folded, waiting to be discovered. Pick up the phone and make contact. Be an idea person. Have your news
release program be an ongoing one where you make announcements that are real
news. Soon enough, youll be an A student when it comes to media relations. q
WHEN A
PUBLICATION
GOOFS
It happens at even the best
magazines and industry publications: something is misspelled,
a phone number is wrong or a
fact is in error. If that happens
to you in coverage about your
company, hold off with the dramatics. Forget the Were canceling our advertising threats.
Heres a secret: That threat
actually hurts you more than it
helps you.
Instead, simply let the publication know about the factual
error in a calm, professional
way. I can almost guarantee
youll end up with more coverage with the publication after
professionally correcting the
error. Everyone ends up happy.
The truth is that editors care
a great deal when a mistake is
made. A writer-friend recently
told me he spelled Bonanza
wrong in a headline, and he still
remembers it 30 years later. I
remember when turbulence
was spelled turbulance in an
issue of a magazine where I
worked. Its embarrassing for all
concerned. Factual errors are
taken very seriously.
Hopefully, it wont happen to
you. But if a publication makes
an error, stay calm and professional to ensure its properly
addressed by the editor. q
avionics news
july
2014
67
industry
EMTEQ intelliUSB SR
Power
FOR PORTABLE AVIONICS

More than repurposing the 12-volt cigarette lighter
S T O R Y
B Y
J O H N
D .
R U L E Y
ot long ago, the only portable electronic device you were likely to find in an
aircraft cockpit was a hand-held emergency VHF (very high frequency) radio,
and perhaps a battery-operated intercom in light singles that didnt have one
built into the panel. In the passenger cabin, you might find a few laptop computers but
it was understood they were to be operated only in cruise flight, and then on battery
power.
Times have changed. Beginning with hand-held GPS receivers, a huge variety of
portable electronic devices have made their way into every class of airplane from
piston singles to heavy jets, in both the flight deck and the passenger cabin. While
most of those devices are battery powered, some are not and in any case, both flight
crews and passengers increasingly expect to charge their devices in flight and save
battery power for use on the ground. This creates both an issue and opportunity for
avionics shops: The issue is that practically none of the airplanes in the current fleet
were built with portable device charging capabilities. Thats also the opportunity.
68
avionics news
july
2014
True Blue Powers TA102

dual USB charging port
As an aircraft owner (and pilot)

myself, Im very aware of this
whether piloting the Cessna Skylane I
co-own, or flying right-seat in a Pilatus
PC-12, Ive got an iPad strapped to
my leg, and frequently its talking
wirelessly to an external GPS/ADS-B
receiver and attitude source. For flights
that involve only a single leg, battery
power on those devices is adequate. But
if Ill be flying all day, at least one of
those devices will require a charge. In
my role as an aviation columnist, Ive
tested portable avionics that require
DC power to operate and others with
internal batteries that run down too fast
for battery power to cover a typical
flying leg.
The solution most light general
aviation pilots use for this situation is the cigar lighter
typically built into the panel of older airplanes with 12-volt
electrical systems. Its adequate indeed, typically fused at
10 to 15 amps, its capable of providing more power than
even the most gadget-happy pilot might want. However, its
not ideal, for a number of reasons.
First, cigar lighters were designed to do just that light
cigarettes and cigars not power portable devices. And
even if the old nicotine-stained cigar lighter is replaced with
a brand-new, TSOd accessory socket, its still an awful
way to connect devices, leading to cables in odd places.
Moreover, what about 28-volt airplanes that never had a
cigar lighter in the panel?
There are several alternatives. FAA policy statement PSACE-23-01 states that installation of mounting hardware
for portable electronic devices in normal, utility and
acrobatic airplanes, including system power and (one-way)
data connectivity may be considered a minor alteration,
provided guidelines are met. FAA advisory circular 120-76B
defines Class 1 and 2 electronic flight bags (usually tablet
computers running EFB software) as portable electronic
devices, which may be covered under the same rules.
To get a clear picture of what this means for installers and
shops, I spoke with representatives of several manufacturers

offering aviation-specific products for powering portable
devices. I think you will find what they told me enlightening
and in some cases, a little worrying.
Max Probasco is a partner at AirGizmos, which
manufactures panel docks for a wide range of portable
devices. His understanding is that providing electrical
power typically requires form 337 approval from the local
FSDO (Flight Standards District Office) and may require
load analysis depending on current draw. Their most
popular models are for Garmin portable GPS units, but they
are seeing increased demand for docks to support iPads.
When asked what installers should do, he said, Read the
instructions. He then went on to tell a surprising story: The
single issue that causes the most support calls is the force
required to pull a Garmin 696 out of the dock which is
designed to hold the unit in place with up to a 6.5-G forward
acceleration. Why so much? Burt Rutan showed one of our
early panel docks in a mock-up for SpaceShipOne; so later
units were designed to support large forward accelerations,
he said.
Jim Mantos, president and chief executive officer of Lone
avionics news
july
2014
69
POWER FOR PORTABLE AVIONICS

Star Aviation, told a couple of hairraising stories about power converters

and adapters that arent made for
aviation use. We went to the auto
store, bought a cigar lighter receptacle
and had the FAA in for comparison
tests against one we designed, he
said. At between 1 to 3 amps, the one
from the auto store started smoking.
After explaining that with a voltage
converter, the adapter is a weak point
and testing ours to more than 20 amps,
the FAA granted us TSO approval.
Lone Star also offers a 28-volt to 12volt converter to power the adapter
and a number of universal serial
bus power options, including a USB
adapter plug that fits in a standard 12volt socket, for which TSO approval is
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70 avionics news1 july 2014 5/14/14 10:44 AM

EMTEQ-AvNews-JUL14.indd
The issue is that practically none of the airplanes in the

current fleet were built with portable device charging
capabilities. Thats also the opportunity.
expected by mid-summer.
Why bother getting TSO approval,
when you can buy a cheap (generally
Chinese-made) USB adapter at any
drugstore? We tested more than 30
USB plugs purchased in the retail
marketplace and determined the
overseas USB plugs were not designed
for airborne applications, Mantos
cautioned. During our testing, the
majority had severe overtemperature,
overcurrent and circuit deficiencies.
Smoke in the cockpit and other shortcircuit conditions have surfaced during
the last couple of years as the iPad
cockpit applications have grown in
popularity.
In addition to the TSOd cigar
lighter, USB adapter and voltage
converter, Lone Star offers a range
of products, including a dual iPad
charger for 28-volt aircraft, designed
for GA, business and airline class
aircraft and currently operating on
board numerous Boeing and Airbus
airliners, USB multi-port and multivoltage adapters, a portable plug-in
115-volt AC inverter, can design
custom power systems to meet user
needs.
Peter Tessmann, EMTEQ Inc.
product marketing manager, said
his firm also is selling aviation
USB adapters. Our intelliUSB SR
does not require an STC just field
approval as a minor alteration, but
you can get a TSO for AC to DC
conversion if needed, Tessmann
said. The need for USB power is
new enough that the FAA really
hasnt mandated much regulation, but

we suspect it may be coming, which
will require more paperwork.
And, like Mantos, he had a
warning about non-avionics
adapters. Auto-style outlets are
unregulated, Tessmann said.
Batteries in PEDs and phones are
very sensitive and when charged
incorrectly, can result in batteries
that take longer to charge, decrease
the charge-hold or decrease the
lifecycle. Compared to a traditional
bootstrap install, intelliUSB SR
offers a lot more protection for your
device, the charger and the aircraft.
And this is a great product to stock
take it off the shelf and it works.
Tessmann also explained some
details of USB charging. The
standard for USB charging is BC 1.2,
but Apple has its own charging spec,
and then Samsung came out with
its own spec, he said. Those three
specs cover 90 percent of the PED
hardware manufacturers. A lot of
chargers on the market are designed
specifically for Apple, which
delivers 2.1 amps at 5 volts. If you
connect a Samsung or other device,
it sees it as a foreign device and,
for safety, only charges at half an
amp. Therefore, you still get power,
but at roughly 25 percent of the
charge rate noting the relationship
between amps and charge-time is not
perfectly linear. Weve added logic
to our intelliUSB SR that detects
what kind of PED is connected,
and provides appropriate power at
an appropriate rate depending on

the device response. Whether you
plug in an iPad, Windows Surface
2 or Samsung Galaxy Tab, we will
provide power identical to each
devices native charger.
EMTEQ also offers an AC
power solution that Tessmann
said offers significant advantages.
Our intelliOutlet combines a
couple of circuits and about five
line replaceable units in a single
device, all built into one unit a lot
less boxes, costs less and smaller
footprint, he said. Because its
digitally based with EMTEQs Cabin
Logic Network Protocol, it can be
hooked into the aircraft electrical
buss and provide in-use indication in
the cockpit or at a flight attendants

station in larger aircraft. In addition,
traditional ground fault interrupt
systems have all the outlets on the
same loop if one trips, everyone
goes dark. In our system, each outlet
is independent. So if one user has
a problem, it doesnt affect other
customers.
Tessmann added that while GFI
isnt something the FAA is cracking
down on, it is recommended. But
in his opinion, its only a matter of
time before the FAA pays closer
attention to it. For certification, some
users have gotten field approvals,
others have had to go through an STC
process.
For another USB charging option,
consumers may opt for the TA102

Dual USB Charging Port from True
Blue Power, a division of MidContinent Instrument Co. Inc. This
product powers electronic flight bags,
tablets, iPads, cellphones and GPS
devices. According to the company,
each USB port is designed to supply
the electric current needed to charge
any standard of high-power device
with a USB interface. The TA102
protects itself and the charging device
from short-circuit, power surges and
overcurrent potential. The unit is
certified to FAA TSO C71, EASA
ETSO C71 and qualified to multiple
RTCA DO-160 requirements,
allowing installation in the instrument
panel of the cockpit. q
avionics news
july
2014
71
The source for updates on AEA members...

People, Products and Milestones
New
Garmin
GARMIN received certification from the European Aviation Safety Agency

for the installation of dual touchscreen-controlled GTN 725s in the ATR 42 and
ATR 72 aircraft. According to Garmin, the GTN 725 GPS navigators expand the
operating utility of the ATR 42/72 by offering P-RNAV (precision-area navigation)
capabilities to operators in Europe.
Garmin continues a legacy of making investments to ensure operators in
Europe have solutions available that offer aircraft the capability to fly shorter
routes with higher levels of accuracy, said CARL WOLF, vice president of
aviation sales and marketing.
According to the company, the GTN 725 offers operators interactive mapping
that also displays airspace, frequency information and more. The touchscreen
interface allows pilots to graphically edit flight plans on the moving map display,
providing an intuitive way to make flight plan modifications at any time.
In other news...
Garmin introduced a new version of software for the aera 796/795, which allows
one of the companys aviation portables to receive more information from the
GDL 39 3D. When paired with the GDL 39 3D via Bluetooth or standard hardwire
connection, the aera 796/795 will display AHRS-like pitch and roll information and
a slip/skid ball. It also includes new flight plan editing capabilities.
For more information, visit www.garmin.com. q
Garmin
GTN 725
72
avionics news
july
2014
Aeroflex
AEROFLEX HOLDING CORP.
announced it has entered into a merger

agreement with Cobham PLC, a
UK-listed company that designs and
manufactures a wide range of equipment,
specialized systems and components
for the aerospace, defense, energy, and
electronics industries. Under the terms
of the transaction, Cobham will acquire
Aeroflex for $10.50 per share in cash.
Total transaction value is approximately
$1.46 billion, including the assumption
of Aeroflexs net debt of $540 million on
March 31, 2014.
The agreement, which has been
approved by Aeroflexs board of directors, represents a premium of approximately 26.1 percent over Aeroflexs
closing stock price on May 19, 2014, the
last trading day prior to the announcement of the transaction, and a 28.4
percent premium to Aeroflexs volumeweighted average price during the prior
30 trading days.
Expected to close during the third
quarter of this year, the transaction is
subject to regulatory approvals and the
approval of Aeroflex and Cobham stockholders.
This all-cash, premium transaction
provides significant and immediate value
to our stockholders, said LEN BOROW,
Aeroflexs chief executive officer. We
believe Aeroflex and Cobham are a natural fit and that Aeroflex will benefit from
the larger scale, market presence and
resources of the combined organization.
For more information, visit
www.aeroflex.com. q
Rockwell Collins
The ROCKWELL COLLINS Pro Line
4 to Pro Line 21 avionics retrofit received
European Aviation Safety Agency
certification for Dassault Falcon 2000 and
Falcon 2000EX aircraft. Rockwell Collins
and Switzerland-based RUAG Aviation
will complete the first Falcon 2000 Pro
Line 21 retrofit in Europe this summer.
According to Rockwell Collins, the
upgrade replaces the legacy cathode ray
tube displays in Falcon 2000/2000EX
aircraft with the latest in liquid crystal
display technology.
There are tremendous operational
benefits gained when updating flight
decks with Pro Line 21s large LCD
displays, said CRAIG OLSON, vice
president and general manager,
Business and Regional Systems
for Rockwell Collins. This includes
enhanced situational awareness for flight
crews and required display real estate
for operating in rapidly modernizing
airspace.
www.rockwellcollins.com. q
Astronics
Global Aviation Technologies
The Federal Aviation

Administration issued a
supplemental type certificate to
allow installation of the ASTRONICS
Max-Viz 1500 Enhanced Vision
System on single-engine Pilatus
PC-12 aircraft equipped with videocapable multifunction displays.
According to Astronics, the MaxViz 1500 Enhanced Vision System
allows pilots to see more clearly at
night and up to eight to 10 times
farther than the unaided human
eye in many obscured visibility
conditions. The Max-Viz EVS is an
infrared aviation system that detects
the differences in heat of objects and
terrain in an airplanes environment,
producing an accurate real-time
picture of the surroundings in the
absence of visible light. With thermal
imaging, the EVS display enables
pilots to see when flying at night, or
in smoke, haze and light fog.
www.astronics.com. q
GLOBAL AVIATION
TECHNOLOGIES entered into an
exclusive agreement with Adams

Rite Aerospace to provide the
replacement water system for the
Hawker 4000 aircraft. The Adams
Rite Aerospace replacement
water system, P/N AR90038-1 is
a palletized self-contained system
designed to replace the Goodrich
water system currently installed in
the Hawker 4000 aircraft.
According to the company, this
installation replaces all of the
Goodrich water system components except for the water tank,
which is retained. The Adams
Rite Aerospace replacement
water system provides a variety
of benefits, including reduction in
parts and maintenance cost, simplified installation, weight reduction and increased reliability.
www.globalaviationtechnologies.
com. q
Spirit Aeronautics
SPIRIT AERONAUTICS named JODY
Jaraczewski is the former director of sales
JARACZEWSKI director of sales and
and marketing for Executive Air, and previously
marketing. He brings more than 14 years of
served as a business development executive
sales experience and will be responsible for
for The ROM Group. He also was a business
creating and implementing overall commercial
development manager for SPACES.
sales strategies designed to help achieve the

companys global aviation business objectives.

Jody Jaraczewski
www.spiritaeronautics.com. q
avionics news
july
2014
73

New
Winner Aviation
Jet Aviation St. Louis
WINNER AVIATIONs King Air B100 recently completed a two-month renovation that included new exterior paint, refurbished interior, and communication and
navigational avionics upgrades.
Based at the Youngstown-Warren Regional Airport, the newly refurbished King
Air B100 is available for immediate charter services 24/7, with as little as a twohour notice, according to the company.
The King Airs avionics panel was upgraded in-house to the Garmin GTN 750.
Currently, Winner Aviation has a Hawker 400XP and a King Air B100 available
for charter, as well as operating several turbine and piston aircraft for private and
corporate entities.
For more information, visit www.winner-aviation.com. q
JET AVIATION ST. LOUIS completed the industrys first installation

of the Aircell UCS 5000 cabin media
server. The aftermarket installation
was done in a Bombardier Global
aircraft.
According to Jet Aviation St.
Louis, the contract was signed with
a customer immediately after Aircell
announced the release of the router
and media server last October. Jet
Aviation St. Louis was the first to
sign a customer for the new installation and immediately had additional
customers ready to schedule installations.
According to Aircell, the UCS
5000 reinvents the update process
and enables licensed content to
be played in the cabin on personal
tablets or laptops. It provides Wi-Fi
access, single SSID for the cabin,
a PBX for wired and wireless handsets, and management for voice
and data networks. It enables Gogo
Vision capability for playing ondemand movies, TV and news, as
well as flight information and destination weather.
Jet Aviation St. Louis is a full-service aircraft maintenance, modifications and completions provider certified to AS9110C, ISO 140001:2004
and OHSAS 18001-2007 standards. The company employs more
than 800 people at its St. Louis
Downtown Airport location.
www.jetaviation.com. q
Kubick Aviation Services

KUBICK AVIATION SERVICES completed an agreement with Superior Aviation
Ltd. to purchase the majority of Superiors FBO assets.

The company now occupies the former Superior Aviation main hangars and FBO
located at Ford Airport in Kingsford, Michigan.
According to CHAD KUBICK, owner, a majority of Superior Aviations employees
were retained, and Kubick Aviation Services plans to hire additional personnel to
continue expanding.
Kubick Aviation Services plans to host several open house events in 2014 to
celebrate the expansion.
For more information, visit www.kubickaviation.com. q
74
avionics news
july
2014
West Star Aviation

WEST STAR AVIATION opened its new 47,000-square-foot maintenance
facility at its East Alton, Illinois, location. An open house and ribbon-cutting
ceremony took place at the new hangar May 13.
We are extremely excited to have the new facility open and ready to take
on new jobs, said ERIC KUJAWA, general manager of West Star Aviation. A
great deal of work went into the expansion, and we are grateful to all parties
involved who worked to complete the large project, especially West Star
customers, who made it all possible.
In addition to the new maintenance facility, the multimillion dollar expansion
includes a 14,000-square-foot wood shop and a 6,000-square-foot accessory
repair shop, bringing the East Alton facilities from 250,000 to 317,300 square
feet with approximately 300 employees.
With the additional hangar and shop space, West Star also has 36 new
employment opportunities at its facility, according to the company. The openings
are in several areas, including Gulfstream, Falcon and avionics technicians.
For more information, visit www.weststaraviation.com. q
West Star Aviation celebrates its new maintenance facility with an open house and
ribbon-cutting ceremony, which took place May 13.
Trakka Corp. Pty. Ltd.

TRAKKA CORP. PTY. LTD.
received approval from Airbus

Helicopters Germany for the serial production qualification of the Trakka A800
Helicopter Searchlight.
According to Trakka, extensive
testing, qualification and close collaboration between the company and
Airbus Helicopters engineering teams
has taken place during the last three
years to ensure the Trakka Searchlight
adheres to Airbus Helicopter stringent
requirements.
Trakka noted the process began
after Airbus Helicopters selected the
company through a competitive request
for proposal in 2011.
The TrakkaBeam A800 Searchlight
will be type certified for the EC135,
EC145 and EC175.
In addition, the Trakka Searchlight
is already type certified by Airbus
Helicopters on the EC155 and EC225,
and is STCd on the AS350.
According to the company, the
TrakkaBeam offers aerodynamic characteristics, low power draw, low weight,
mission functionality and reliability, and
is used internationally by ground and
airborne law enforcement, security
forces, as well as search and rescue
agencies, to strengthen their capability
to achieve mission objectives.
Trakka is a privately held Australian
aerospace company that designs,
manufactures, markets and distributes
high-powered searchlight solutions.
www.trakkacorp.com. q
avionics news
july
2014
75

New
Trine Aerospace and Defense
TRINE AEROSPACE AND DEFENSE earned Federal Aviation Administration

Part 145 approval as a certified repair station. Based at the Colorado Springs
Airport, Trine Aerospace and Defense offers engineering, manufacturing and
aircraft modification on general aviation, commercial and special-mission aircraft. It
also specializes in avionics and installation repair.
According to the company, the facility provides engineered solutions that add
capabilities to aircraft in support of Part 23 and 25 aircraft manufacturers, owner/
operators, air carriers and defense contractors that perform special mission aircraft
integration and modernization.
In January, the company opened a 30,000-square-foot commercial modification
facility at the airport that provides avionics installation and repair. Services include
24-month RVSM/pitot-static system inspections, 24-month IFR transponder
certification and VFR transponder inspections. Trine is an authorized dealer for
Garmin International, Cobham and Technisonic Communications.
This certification, combined with our new state-of-the-art facility, allows us
to expand our product offering to both our non-government and government
customer base, particularly in the form of avionics and electrical systems
modification, said BRITT HAM, president and chief executive officer. We
are able to utilize our own in-house engineers, technicians and FAA-DERs
(designated engineering representatives) to design, install and certify a wide
variety of aircraft modifications.
For more information, visit www.trineaero.com. q
Galaxy Aviation
GALAXY AVIATION was approved by the Federal Aviation Administration for
the Part 145 accessory rating.
The company also received authorization to perform maintenance on
commercial air carriers, such as Part 121, 125, 129 and 135.
Located near the DFW airport in Dallas, Texas, Galaxy Aviation is an MRO
provider for a variety of aircraft operators ranging from piston singles of general
aviation to helicopters, business aircraft and commercial carriers.
We are gradually growing ratings and capabilities to offer our customers a
complete one-stop shop for avionics and accessories, said BRYAN ARCHER,
president of Galaxy Aviation. Our long-term strategic goal is to become a market
leader in offering high-value proposition to customers and save their MRO
expenses.
For more information, visit www.galaxyav.com. q
76
avionics news
july
2014
Jetcraft Corp.
JETCRAFT CORP. appointed
STEDMAN STEVENS executive
director of Jetcraft Avionics.

According to the company, Stevens
responsibilities
include supporting
Jetcrafts executive
management
team in a strategic
advisory role and
taking a handson-approach to
Stedman Stevens
the business and
sales operations of
Jetcraft Avionics.
Stevens will work
collaboratively with
KEN ELLIOTT,
who was recently
named technical
director of Jetcraft
Ken Elliott
Avionics. Together,
they will lead Jetcrafts current growth
effort in enhanced flight vision systems
and other long-term ventures.
Since joining Jetcraft Avionics, Ken
has achieved remarkable success with
our enhanced flight vision systems
thanks to his persistence, marketing
ability and technical know-how, said
PETER ANTONENKO, Jetcraft chief
operating officer. With the addition
of Stedman to complement Kens
efforts, we now have an experienced
leadership team in place that will open
new doors of opportunity and growth in
the avionics industry.
www.jetcraft.com. q
Universal Avionics Systems Corp.
Cobham Aerospace Communications

COBHAM AEROSPACE
COMMUNICATIONS announced its
The manufacturing division of Universal Avionics Systems Corp. in Tucson, Arizona

UNIVERSAL AVIONICS SYSTEMS CORP. was named the 2014 Outstanding
Small/Medium Manufacturer of the Year by the Arizona Manufacturers Council.

Each year the Arizona Manufacturers Council, sponsored by the Arizona
Chamber of Commerce and Industry, selects a manufacturer that produces superior products, provides high-quality jobs and demonstrates a strong commitment to
Arizona, to receive this award. This is the second year that Universal Avionics has
received the honor, having previously won in 2009.
Our state-of-the-art manufacturing facility in Tucson, Arizona, manufactures all
of the products we sell worldwide, said STEVE PAGNUCCO, general manager of
manufacturing for Universal Avionics. We have ignored the trend of our industry
and competitors to outsource key operations. Instead, we have focused on efficiencies in our operations and leveraged the huge advantages in control of quality
and flexibility to meet customer demands. Our facility features innovative equipment run by an extremely talented
and engaged workforce using the principles of lean manufacturing and six sigma quality.
In other news...
Universal Avionics named ROSS DICKEY to the newly
created position of airline and government sales manager
for Europe and the Middle East.
Ross Dickey
For more information, visit www.uasc.com. q
RT-5000P radio has been approved by

the U.S. Forest Service for installation
and use by USFS Cooperators in
wild-land fire
situations.
According to
the company,
agencies cooperating with the
USFS, including airborne
law enforcement, airborne
emergency medical service, State
National Guard, U.S.
military, and other first
responders, may install the RT-5000P
tactical radio system in their aircraft
fleets in order to ensure seamless
communications in critical situations.
In addition, the Flexcomm RT-5000P
Tactical Radio is fully Project 25-compliant across all voice bands. Project
25 is a public safety communications
standard dedicated to ensuring fast
and secure communications interoperability among local, state and federal
agencies when protecting the publics
welfare.
The RT-5000P transceiver delivers maximum interoperability AM/FM,
29.7-960 MHz, and delivers 10 watts
across all bands for increased broadcast distance and clarity.
www.cobham.com. q
avionics news
july
2014
77
M A R K E T P L A C E
MARKETPLACE
JO BS
JOBS
Tech Aero Avionics

Installer/Line Technician
Three years minimum experience

Familiar with GA avionics installations
IFR and VFR certs
Simple sheet metal work
Troubleshooting skills
A V I O N I C S
N E W S
Send resumes to techaero@gmail.com
Cutter Aviation
IMMEDIATE OPENINGS
Cutter Aviation has immediate

openings for Avionics Installers,
Avionics Project Leads and
Supervisor positions at our
Phoenix (PHX) facility.
AVIONICS INSTALLERS
Must have a minimum of 5 years
experience in the installation
of avionics components and
systems in the General Aviation/
Corporate Aviation market.
Experience installing and
troubleshooting complex avionics
systems is required.
AVIONICS PROJECT LEADS
and
SHIFT SUPERVISORS
Seeking seasoned Project Leads
and Supervisor with a minimum of
5 years demonstrated leadership
experience. Must have extensive
knowledge avionics installation
and repair on general aviation and
corporate aircraft
avionics news
july
2014
We offer an excellent compensation

package including full benefits.
78
To view all requirements and

be considered for this position,
please apply online at
http://www.cutteraviation.com
under the careers section.
Equal Opportunity Employer
M/F/D/V
78
avionics news
july
2014
Avionics Technician
Aero Air, LLC hiring an
Avionics Technician
for Hillsboro, OR.
Duties include removal, installation,
modification, testing and
troubleshooting of avionics and
electrical systems. Prefer experience
on aircraft types we maintain such as
Pilatus, Twin Commander, Gulfstream,
King Air, Lear 31/35 and Embraer.
Requires 2-6 years of corporate aircraft
avionics experience.
Send resumes to
To place a Marketplace ad, contact Lauren McFarland

at 816-347-8400 or laurenm@aea.net.
JOBS
PART 145
AVIONICS SHOP
FOR SALE
JAMESTOWN AVIONICS, INC
Jamestown, North Dakota
701-252-4676 or 701-269-3334
Gearnest@aol.com
Too many Items to list but includes

Manuals, Parts inventory, Test Equipment
which includes IFR6000, IFR4000, DPS350,
NAV750B, 1200Y3 & much more!
All calibrations just freshly completed.
Call or Email Greg for more information!
SOFTWARE
hr.info@aeroair.com
Avionics Technician/
A&P Mechanic
Tubreaux Aviation, located in Shreveport
LA, is seeking an avionics technician to
add avionics capability to our existing
maintenance shop. Applicants should
be self-motivated, good with customer
interaction, and familiar with new
installs as well as trouble shooting and
general aviation maintenance. Must be
comfortable with the risks and challenges
of establishing a new avionics shop and
building rapport with existing customers
as well as attracting additional customer
base. Great upside potential of profit
sharing and being the avionics lead in a
city with 500 aircraft and no avionics.
For more info on the company
www.tubreauxaviation.com
Please send resumes to
info@tubreauxaviation.com
SERVICES
FACING A CRITICAL
FINANCIAL DECISION?
Get a 2 nd Opinion!
----
J. Ben Vernazza
CPA/PFS TEP(UK) emeritus
FAA Master Pilot AOPA since 64
831-688-6000 (KWVI)
www.benvcpa.com
EQUIPMENT
EQUIPMENT
Universal GPS/FMS Test Panel

APIs and Test Panels
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Visit us at www.techaidproducts.com
CALL 918-838-8711 FAX 918-835-2282
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www.aerostandard.com
Is an approved ISO
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sales@expresscal.com
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Factory Trained Service

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ProCal Laboratories is dedicated
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800-572-0331/Fax 817-280-9907
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300 W. Pipeline Road, Suite G
Hurst, TX 76053
Do you have
unused equipment
gathering dust?
july
For more information, visit www.aea.net/eedirect,

or call Aaron Ward at 816-347-8400
avionics news
List your equipment for sale on the AEA database,
2014
79
79
Active Pilots Buy Avionics and

They Read FLYING Magazine.
79% of
pilots
involved in
their
companys
aviation
program
read FLYING.
72% of all
professional
pilots are
regular
FLYING
readers.
75% of pilots
who are
instrument
rated read
FLYING.
83% of pilots
who own/operate
complex piston
singles and
84% of pilots
who own/operate
multi-engine
aircraft read
FLYING.
80% of
pilots who
fly more
than 200
hours per
year read
FLYING.
74% of all
student
pilots
read
FLYING.
73% of pilots
who fly
primarily for
business
subscribe to
FLYING.
Activity Makes the Difference.

Theres a reason why FLYING is the worlds most
widely read aviation magazine. Its the one place where
active pilots and aircraft owners know they can find the
most up-to-the-minute information on subjects most
relevant to them. Its the place to be if you are actively
Source: 2010 Market Study conducted by Walker Communications, June 2010
using and buying aviation products and services. Active

aviation users buy more of everything, so activity is the
key to buying. When you want to reach those pilots
most likely to purchase new avionics, make sure youre
in the same magazine they areFLYING.
avionics news
january
2012
43
THE RIGHT
PAPERWORK
FOR THE
RIGHT PART
EVERY TIME.
You never have to worry about

connecting the dots between
ordering the part you need and
the documentation to go along
with it. EDMOs order desk staff
has a combined 40 plus years of
experience answering queries,
executing orders, and lining up
the proper paperwork. Its all
part of the service at EDMO.
EDMO DISTRIBUTORS | edmo.com | 800.235.3300

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Were not just innovating

Text and talk with your phone.

Stream the latest movies, TV

A smart router. A media server.

Gogo Biz Internet/voice

In-flight connectivity and technology have just

5 new ways to kick your connectivity into high gear.

Is ADS-B OUT of time?