Avionics Report & Recommendation

Sean B.  N5935V-1977 Piper Arrow III       Gresham, OR

Feedback from Mr. Sean B.: ” Bob, you are an immense support in my process of getting my Arrow updated.  I definitely recognize your value!  I should have your name stenciled on my airplane!”

Prepared by: Bob Hart                     May 23, 2019

Overview:   Mr. B. is a Private Pilot with about 250 flight hours.  Many of these hours included training towards an IFR and Commercial rating.  Getting an IFR ticket is part of the plan.  With IFR ticket in hand, his flying will be primarily recreational and IFR will generally be avoided where possible and personal minimums will be conservative. 

Sean just purchased the 1977 Arrow in the last few months.  The aircraft has sat for the last 15 years.  The engine has about 200 Hours since 2005 and a recent top overhaul was just done.  Sean is aware of the issues with an aircraft that has not flown in many years and has addressed most of these.  He has $85K invested in the aircraft and plans to own it for “more than five years”.

The existing avionics are a mix of original (from 1977) and late 1980’s upgrades.  The KMA-20 audio panel and the KT-76 are likely original.  The KX-155, KR-87 and KN-62 were likely added in the 80’s and the GNC-300XL GPS/Com added after 1998.  The aircraft also has a Piper Autocontrol IIIB autopilot with Heading bug.  Let’s evaluate what is currently installed in N593XX

King KMA-20 Audio Panel with NAT Intercom.  The KMA-20 is 1960’s technology and is very basic by today’s standards.  They are still reasonably reliable which is why you still see many still installed in Legacy aircraft.  The are cheap to replace (SV @ $ 300-400) but repair makes no sense.  The NAT intercom is a high-quality unit.  These could remain for now but will need attention at some point.  Frankly, most aircraft owners will replace these when doing a panel upgrade.  We will discuss options.

Garmin GNC-300XL IFR GPS/Comm installed VFR only.   The GNC-300XL was introduced by Garmin in 1998.  It was still a viable unit up until 5 years ago when display failures became an issue.  Garmin supports the unit now, but no replacement displays are available.  Sadly, the 300XL was a good GPS for light IFR flying but new technology has taken over even though it still “meets” the mission.   We will discuss alternatives.

Bendix King KX-155 G/S Navcom with KI-209 CDI.  BK introduced the KX-155 in 1984.  Is the most popular navcom of all time and dominant between 1985 and the early 2000’s.  Display issues have always been a problem for the KX-155 and the other “Silver Crown” avionics.  A replacement was about $400 and something that needed to be done every once and a while but … this option no longer exists.  Today, a display failure requires an LED conversion kit (about $1600) but most radios coming out of this conversion require additional repair (leaking capacitors is common) and the final bill closer to $2500.  Your KX-155 is likely 25-30 years old.  Spending $2500 on this radio which is also basic by today’s standards makes little sense to me.  We will discuss options.

King KT-76 Mode A/C transponder.  This is very old, cavity tube technology and has no future.  We will explore options as it relates to ADS-B.

Bendix King KR-87 ADF System with KI-227 and KA-44B Antenna.  ADF approaches and navigation are also 50 years old and no longer viable or desirable.  I would remove this but note, there will be a small cost to do it right.  The KA-44B belly antenna should be removed and the relatively large hold patched.  Removing the antenna is optional but the right thing to do.

Bendix King KN-62 DME.  This is a good DME with a bad lens.  DME will play a very small role in IFR once an IFR GPS is installed.  However, some pilots are keeping them when doing an install.  Unfortunately, the Lens is about $100 but you can replace it yourself.  Keeping it is certainly optional.

NorthStar M1 Loran.  These were a great thing to have in the airplane in the 80’s and 90’s for long range navigation.  GPS had not yet caught up to general aviation.

No longer viable and should be removed along with the antenna.  The antenna is likely that rod antenna above the cockpit.

Electronics International EAC-1 CHT/EGT/OAT with 6 Channel switch.  While not as functional as a unit than scans automatically, the EAC-1 is better than nothing or a single channel option.  It lacks the software that can help you lean correctly but with the probes already installed will allow you to upgrade more affordably than starting from scratch.  We will explore an upgrade.

Piper AutoControl IIIB single axis Autopilot w/ Heading Bug DG/ Tracking.

The AutoControl IIIB was introduced in 1973 as an improvement to the III.  It’s a pretty good autopilot provided it has been maintained.  It uses the aircraft’s vacuum attitude gyro as the position sensor, so the system is reliant of a good working AI.  Keep an eye on that!  It’s 42 years old and basic by today’s standards and may do the job for a while.   TruTrak and Trio offer very sophisticated two-axis options that can be installed for less than $10K.  Neither company has an STC for the Arrow currently.

iPAD with Foreflight.   This is becoming “standard” equipment in legacy aircraft and an affordable way (vs. an MFD or EFIS) to display ADS-B IN Traffic and WX.  It’s also an excellent back-up nav source. This is good to have and will likely be the ADS-B display in your Arrow!

This is what is currently installed in N5935V.

What Avionics should you have to Fly

Light IFR Safely?

        In my opinion, to fly Light IFR you need a capable Pilot and …

                                          (in the order of Priority)

•        Dual comms and dual Nav sources (VOR, ILS, GPS*)

          *IFR GPS has become a standard IFR navigation tool

•        An Audio Panel with Markers and an intercom (required with 2 radios)

•        A Mode S ES ADS-B Compliant Transponder (WAAS is required)

                        Or … A Universal Access Transceiver/Transmitter (UAT)

•        ADS-B IN WX and Traffic (traffic is most important!)

•        A Basic Autopilot

•        Enhanced Engine monitoring (beyond factory basics)

•        A 406MHz ELT (recommended in Terrain)

N593XX has …

An old audio panel and intercom that can use updating. 

A Primary Navcom with Glideslope with an expensive repair liability pending. 

An outdated VFR (installed) GPS/Com.  This could serve as the #2 comm and back-up GPS? 

An outdated Mode A/C transponder and no ADS-B Solution.   

Enhanced but basic manual EGT/CHT. 

A basic autopilot.  

An ELT but is it a 406 MHz?

N59XXV Needs …

  • An updated Audio Panel
  • An IFR GPS
  • A reliable back-up comm
  • A Mode S ES transponder or Mode A/C unit with UAT for ADS-B
  • Enhanced Engine Management
  • A 406 ELT if not already installed

Audio Panels

I recommend PS Engineering!  They are responsible for inventing the integrated audio panel and are responsible for all the new features we see in audio panels today.  They are rock-solid reliable and actually a few dollars less than an equivalent Garmin model.   You can spend up to $2500 for top of the line but the needs of a light IFR pilot can be met in a more moderate price-point.  Here’s the three models from PS Engineering that I recommend for Light IFR:

PMA6000B. The 6000B (@ $995 retail) is entry level into audio control from PS ENG.  It has all the switching required, a good quality mono intercom and markers for an ILS approach.  It will require about 18-20 hours so installed, about $2800.

Here’s the Link:  http://www.ps-engineering.com/pma6000b.shtml

PMA7000BT.  The 7000BT (@ $1395 retail) adds a stereo intercom (music) and Auto squelch and Bluetooth.  You set the squelch once and it adjusts to the ambient noise level in the aircraft automatically.  Bluetooth allows wireless music interface and full wireless cell-phone capability. The 7000BT will require about 18-20 hours so about $3300 installed. Here’s the link: 

http://www.ps-engineering.com/pma7000b.shtml

PMA8000BT.  The 8000BT (@ $ $1495) adds a lot of additional features like Monitor Mode which allows you to monitor the back-up radio simultaneously at a lower volume level.  You can check ATIS without leaving ATC.  The 8000BT also has a built-in digital recorder that records all communications including ATC clearances and allows you to play back with the push of a button.  The 8000BT will also require 18-20 hours so about $ 3500 installed.  Here’s the link:

http://ps-engineering.com/pma8000b.shtml

Used options:  There isn’t much.  I’m always looking at ways to save a legacy owner money on an upgrade.  This is not the place to do it when you can buy new @ $995 and have a two-year warranty.

IFR GPS Options

The Garmin GNS-430/530 series changed the IFR GPS market.  The integrated navigator with Comm, VOR/ILS and IFR GPS made a lot of sense for pilots flying light to medium IFR and in need of upgrading their primary navcom at the same time.  I believe that factory support for these units (the 430W/530W) will be discontinued within the next five years so I’m not recommending a new installation of the 430W anymore.  A used 430W ($6000) with SV (used/certified) CDI and labor is still in the $11-12,000 price range installed.  Once Garmin announces the end of support (they just cancelled the GNS-480 effective June 30) then your 430W value will plummet.  When it fails with no repair support, you’ll get to throw it away!  For perspective, the GTN-650 or Avidyne IFD440 with Comm, VOR/ILS and WAAS GPS are about $17,000 installed.  Garmin’s GPS only unit (The GTN-625) is about $14K installed.  The good news is that Garmin just announced two new affordable IFR WAAS GPS units.  The GPS175 and GNX 375, the later with built in ADS-B In and Out.  I think N5935V is an excellent candidate for the GNX 375.

Garmin GPS175  WAAS IFR GPS            about $4300 plus Installation

The GPS175 is a GPS only unit with WAAS GPS and Touchscreen operating system and Bluetooth.  Garmin designed this to be compatible with some “legacy” CDI’s so you can buy a compatible CDI for as little as $900 to go with this unit.  Installation will be about 30-35 hours so the GPS-175 installed will be about $9000 installed with a SV CDI, about $10,200 with a new Garmin GI-106B CDI.

Here’s the link: https://buy.garmin.com/en-US/US/p/577202/

The Garmin GNX 375 does what the 175 does but adds built-in Certified ADS-B In and Out and should retail in the $7500 range. ADS-B can be displayed on the face of the 375 or wirelessly sent to your iPAD thanks to built-in “Connectivity”.  You can buy a SV KI-209 CDI, just like the one you have with your KX-155 and have matching CDI’s for under $1000 from a reliable source.  Then, you’ll have WAAS IFR GPS and ADS-B In and Out installed for about @ $13,000. 

Here’s the Link:  https://buy.garmin.com/en-US/US/p/577174

So, we have a new, modern audio panel, new IFR WAAS IFR GPS and ADS-B In and out.  We need to address the KX-155 Navcom issues and provide a back-up comm.  Let’s talk about the KX-155.

KX-155/TKM MX155

As mentioned above, the KX-155 display is an issue.  Your KX-155 is likely 25-30 years old and the design has not changed since it’s introduction in 1984.  Would you spent $2500 to keep it running or would your money be better spent upgrading to modern technology.  I would vote for the later.

TKM MX155 Digital Navcom with “Touchpoints”  New @ $4000

You might be surprised to know that the TKM MX155 was my idea!  TKM has been making slide-in radio solutions since 1984. 

In 2015, a new owner bought TKM and I contacted him in support of the product.

TKM replacement radios are aircraft owner installed.  They are direct slide-in units that only require the owner to do a logbook entry.  As a result, avionics shops (who can’t make any money on TKM products) have always sold against them and even labeled them as junk.  I sold hundreds between 1997 and 2012 and knew them as a good product and excellent value.  I contacted the new owner and offered to do an article in support of the product and in that discussion, recommended that TKM consider making a slide-in replacement for the “tired” KX-155.  The MX155 was born!  You can stick with your KX-155 until the display fails and at that time, I would recommend the MX155.  Your total cost will be about $4000.  The MX155 is a modern, digital radio software driven and upgradable and should be available in the next 2-3 months.  Here’s the link: 

Back-up Comm

You could keep the existing GNC-300XL and use that as your back-up comm and as a back-up GPS?   You need a second comm and the one in the 300XL is a good one.  You won’t need a back-up GPS.  The iPAD with Foreflight serves fine in that role.  Or, you could remove the 300XL and install a new comm.  Here’s the options on a new comm:

ICOM IC-A220T  (TSO) Comm                             New @ $ 2500 Installed

ICOM has been best known for their portable comms and navcoms but they have offered a very good panel mount comm for several years.  I was included in a panel discussion when they were redesigning their original IC-A110.  The A-220 has most of the modern features you see in more expensive models.  The IC-A220 also offers a built-in two place intercom.  This could work but only if you choose to have a single comm. Installation about 10 hours.  Here’s the Link:   http://www.icomamerica.com/en/products/avionics/panelmount/a220/default.aspx

Trig TY96A Comm                                             New @ $ 2700 Installed

Trig is an up and coming avionics manufacturer from Europe.  They had the first Certified Mode S ES ADS-B solution in the world.  The TY96 is a jump up in features from the ICOM including a “say again” feature that allows you to replay ATC transmissions.  The TY96 also allows you to store 200 airport frequencies and Identifiers into the radio via a USB port.  The unit has a built-in two place intercom but my experience with these from other manufacturers has not been positive. 

Changing squelch settings on the intercom (as ambient noise levels change) has been clumsy vs. a simple knob found on dedicated intercoms?  The TY96 may be better?  (installation should be about 10 hours)

Here’s the Linkhttps://trig-avionics.com/product/stack-radio/

Garmin GTR-225 Comm                                      New @ $3000 Installed

As you might expect, Garmin is the more expensive option but, the TY96 beats it in some features.  Garmin lacks the “say again” feature and the USB frequency option in the Trig.  Unless you are hung up on having Garmin in your aircraft, I would save the $300-500.  Here’s the link:

https://buy.garmin.com/en-US/US/p/95158

Of the three options, I think the TRIG TY96 is the most bang for the buck. 

Engine Instrumentation-EDM-730

Another consideration for an aircraft being flown in IFR, even light IFR is the condition of your engine.  Pilots in clouds need to know the condition of their engine NOW!  The simple engine instruments provided by the aircraft manufacturer don’t give you enough tools to know this. 20 years ago, we had relatively simple graphic digital engine analyzers that monitored CHT and EGT and a few additional parameters.  Today we have full-blown engine management systems with primary certification that can monitor everything going on in a GA aircraft engine.  These are generally for the more serious IFR crowd.  On the other side, your existing EI CHT and EGT, as I mentioned, requires you to actively search through the cylinders looking for issues and it does not provide enough information to safely lean the engine. 

There are lots of options but the needs of a light IFR pilot are just a notch above basic.  For aircraft owners with no enhanced engine information, I frequently suggest the JPI EDM-730.  Your existing EGT/CHT probes are not compatible.

The JP Instruments EDM-730-6  @ $ 2200 plus install (24 hrs.) or $4600

The EDM-730 monitors CHT and EGT on all cylinders (and a few optional parameters) and is an excellent leaning tool. You can add fuel flow to the EDM-730 for $400 additional.  In addition to monitoring CHT and EGT, fuel flow can tell you a lot about what is going on with your engine and when interfaced to an IFR GPS (you can’t do this with your fuel flow), will provide helpful extrapolations like fuel needed to destination, fuel remaining at destination and a back-up to fuel level instruments etc..  A lot for an extra $400 plus labor and important info when flying IFR!  Here’s the Link:

However, since you already have EI EGT and CHT probes in your aircraft, this may be a better option that can save on install time and probe costs.

Electronics International has two options that might make sense here.  They both will save you money because you are utilizing the existing EI probes.  The first is an engine analyzer, the second is engine management.

EI  UBG-16-6 Engine Analyzer   $1100 plus labor (with your Probes)

The UBG-16 is not the latest display technology but it’s a very capable “active” engine analyzer and will scan EGT and CHT on all cylinders and actively warn you if something changes in either parameters and has the software required to be an effective leaning tool.  Leaning correctly saves you fuel.  Leaning incorrectly can damage your engine.  This unit can go in the pilot panel where the ADF indicator is now.  This is an economical option but consistent with the needs of a light IFR pilot.  The UBG-16 is an advisory unit and will be about $2200 installed. 

Here’s the Link:  http://www.chiefaircraft.com/ei-ubg-16-6.html

EI CGR-30P-6 Primary Engine Management System (Basic) $3200 plus install

The CGR-30P is a Primary instrument which means it is a legal replacement for some factory installed instruments.  The CGR-30P Basic includes RPM (Arc Gauge), EGT/CHT Bar Graph, Fuel Remaining, Fuel Used, GPS/Fuel Flow Data, Eng Time and Tach Time.  In addition, you chose four additional functions that are primary and can replace factory instruments (probes/sensors are included).  The options include: Oil P, Oil T, Fuel Flow1, Fuel Pressure, Right Fuel Level, Left Fuel Level, Aux Fuel Level, TIT, Vac, Volts and Carbon Monoxide Detector2.  The CGR-30P is a very capable, Primary engine management system.  Total installed price with your probes is still in the $5200 range and may therefore be more than you can justify however for $600 more than the JPI 730, it’s a significant upgrade.  Here’s the link: 

http://www.chiefaircraft.com/ei-cgr-30p-6-b.html

EI CGR-30P-6 Primary Engine Management System (Premium) $3800 plus

The CGR-30P Premium adds Manifold Pressure and some additional features.  Having RPM and MP next to each other on the instrument is desirable in the Arrow but we now jump up to an installed price in the $6000 range.

Here’s the Link: 

http://www.chiefaircraft.com/ei-cgr-30p-6-p.html

406 MHz ELT

Upgrading your 121.5/243MHz ELT (likely on board) is not mandatory now but it will be in a few years.  The FAA/FCC has banned the sale of the original 121.5/243 MHz ELT’s sometime this year.   

Where mountainous terrain or extended over-water flying is common, the investment in a 406 ELT is recommended.  The Artex Model 345 ELT transmits your exact position and allows search and rescue to simply go pick you up.  Old 121.5/406 ELT’s can require hours even days before you are located. The Artex 345 is under $550 and about $1700 installed.  Yes, it can be considered a luxury until you need it!

Here’s the Link:

https://www.aircraftspruce.com/pages/st/manu_artex/artex11-13989.php

Garmin G5 Attitude Indicator @ $2549 including Antenna plus installation

               G5 Horizontal Situation Indicator @ $2995 with GAD-29B plus.

The G5 AI is designed to replace a vacuum AI and requires a GPS antenna or WAAS GPS signal from an external source.  It is not a compatible position sensor for your Piper AutoControl IIIB autopilot so the existing AI must remain and so does your vacuum system.  The G5 HSI can interface to the GNX 375 GPS and it will provide tracking information to your IIIB but, it will not interface to your KX-155.  It may interface to the New TKM MX155 because it is a digital unit, but that compatibility is not yet confirmed.   Installation of dual G5’s should be in the $8000 Range.  Here’s the link: 

https://buy.garmin.com/en-US/US/p/570665

The G5’s are nice but I don’t think it makes sense in this application.  The goal for most owners installing G5’s is to remove the vacuum system.  You can’t do that here without updating your autopilot and that does not make sense unless you plan to keep the Arrow forever or except a significant loss when you sell. 

Aspen EFD1000 Pro PFD @ $11,000 w/ EA-100 Adapter plus install

While the G5’s are not compatible with your AutoControl IIIB, the Aspen EFD1000 with EA-100 Autopilot adapter is.  It is a more expensive option than the G5’s but it is compatible with your autopilot and your KX-155 navcom.  Synthetic Vision is available as an option although Aspen is currently offering this for free.

I would expect an installed price in the $14K range.  This is a consideration for Phase Two.  Here’s the Link:

https://aspenavionics.com/products/general-aviation/evolution-1000

That’s all the Avionics or pieces of the panel puzzle that we need to know about to

put together an avionics panel that will be safe for Light IFR.  Your goal is to do it in two phases.

Phase One:  Audio Panel, IFR GPS and New Back-Up Comm ($25K budget)

  • PS ENG PMA8000BT/Installed                                                $ 3,500
  • Garmin GNX 375 WAAS GPS-ADS-B In/Out

With SV KI-209 CDI/Installed                                  $13,000     

  • Trig TY96A Comm would be Comm #1 *                                 $ 2,700
  • KX-155 G/S would remain as #2 Nav and Com                        $  00
  • EI CGR-30P Basic Engine Management                                   $ 5,200

                                      ________________________________________

                                                Phase One estimated total         $24,400

*  The GNC-300XL could remain as the #2 Comm and as a back-up GPS but the comm functions in the 300XL and the KX-155 are basic.  The Trig TY-96 gives you modern features and is still within the budget.

Phase Two:  Upgrade the KX-155 and Add EFIS PDF with HSI

  • Aspen EFD1000 PRO PFD with EA-100/Installed           $14,000
  • TKM MX155 Slide-In replacement for KX-155              $  4,000

                                      ________________________________________

                                                Phase Two estimated total        $18,000

Note to expect some misc. parts in the final bill. 

Conclusion

Garmin’s new GPS options offer significant features and savings vs. their previous models however they require the right “situation” to fit in.  The aircraft needs to have a good Navcom with Glideslope and for the GNX 375, neither ADS-B In or Out currently installed.  N5935V fits this situation!

Often, to meet a client’s budget, compromises are required and often some used equipment is required.  Your $45,000 budget allows you to check off all the boxes and utilize all new equipment.  This would not have been possible two months ago.

Garmin’s new GNX 375 makes it possible.

So, you have a “state of the art” Audio panel, Latest IFR GPS,  Mode S ES Transponder is built into the GNX and with internal connectivity, you’ll be able to load flightplans into you iPAD at home and wirelessly transfer into the GNX at the airport.   Mode S allows you to venture outside the US into Canada.  The TRIG TY-96A comm is also “state of the art” with great features and easy frequency storage.  The EI CGR-30P Basic is a bit overkill for a light IFR platform but the UBG-16 is yesterdays technology and the difference between the JPI 730 and the CGR is just about $600 so I think, for that reason, it makes sense.  I generally think that adding EFIS to a light IFR airplane is a luxury and with most of my client’s budgets, it’s not possible.  The G5’s do not fit here but the Aspen EFD1000 does and it’s actually more capable than the G5’s.  Updating the old KX-155 to the New MX155 just makes sense.  Bottom line is you’ll have a very nicely equipped Arrow that will be very desirable at the point of sale.

One final thought?  If you remove everything else, all this will fit into the center stack and the right-side avionics stack will be empty.  The iPAD issue for many pilots is where to put it?  I suggest you explore a mount that will allow the iPAD to be installed in that location?  It won’t fit flush mounted but with the right mount, it could work. 

Thanks for your Consideration!

Bob Hart

www.AvionixHelp.com

ADDENDUM 9/19: Since receiving my report, Sean has pursued a quotation from a well-known West-Coast Avionics shop and sent it to me for evaluation. Equipment prices were fair but the install labor hours showed, what I believed was about 60 extra hours @ $105 ($6300!). I consulted with another shop and they agreed the quote hours were excessive by 60 hours! He has since got a re-quote (with some changes) and that quote was acceptable. This is a part of my service.

Locating Good, Used Avionics

Every aircraft owner of a Legacy Aircraft is usually on a budget, especially those who fly VFR for Fun.  Frankly, these pilots have a strict budget for flying and often compromise on other things in their lives to make “room” for an aircraft.  For example, they will drive an older car to make room in the household budget for an airplane.  In 1974, in anticipation of getting married, I sold my 1947 Stinson 108-2 Voyager to get married.  My flying friends advised me to keep the Stinson and get rid of the girl.  I made the wrong decision.  I should have kept the plane!  I digress.

Avionics, next to the engine and prop, represent the biggest investment in the airplane although when aircraft owners were asked, if they had the funds, what part of their aircraft would they improve, 57% said they would upgrade the avionics (engine came in a distant 25%).  Often, replacing or upgrading avionics in a legacy airplane means buying good, used equipment.  Everyone wants a “deal” but … what is a good deal?  If you think that a good deal is the lowest price, your heading in the wrong direction!

A good deal on used avionics is:

  • A FAIR price on the right solution from a Reliable Source
  • A clean, recently tested and certified unit
  • A Warranty

Avionics are expensive and repairing them is too so looking for the lowest price is a dangerous approach to buying used avionics.  There is almost always a compromise.  Make sure that what you are buying is the right solution to your problem.  A good price on the wrong unit gets you nowhere!  Buying your avionics from a reliable source is key!  Spending $8000 on a used piece of avionics from a private party with no warranty is risky.  The avionics you are considering should have been tested and re-certified in the last 90 days.  Equipment that sat on the shelf for extended periods of time can be troublesome.  If it’s a new installation on a used piece of equipment, you’ll need the mounting rack and connectors, or even better, a new installation kit.  Make sure these are included at the price.  The standard industry warranty on SV (Serviceable) avionics is 90 days.  Serviceable avionics is bench tested and confirmed to be operating at a certain standard.  OH (overhauled) equipment is rebuilt per specific overhaul standards and while it costs a bit more, frequently comes with a 6 month warranty and likely to last longer in the field.  Buying with No warranty on an $8000 piece of avionics is crazy!

I have contacts and access to the inventories of many reliable avionics vendors who will sell you the right unit (actually, I’ll determine that in advance).  They will offer you a fair price and stand behind the unit with a minimum 90 day warranty.

In short,   I can help you locate a good, reliable piece of avionics from a good source with a warranty.  This can be done in a few emails in  generally one hour or $75.  In most cases, my advice will save you money and in all cases, keep you from making a mistake!

Back to REAL COSTS(click)

Bob Hart                                                                                    www.AvionixHelp.com

 

 

 

 

Avionics on a Budget

Hey Bob,
I just had an opportunity to read your report. Paying you is the very best money I have ever spent in aviation. JUST WHAT I WAS LOOKING TO OBTAIN!!

Mike Brown, 2003 Cessna T182T, Michael Edwin Madison Aircraft, Chattanooga, TN 7/19

How to Replace, Repair, and Upgrade your avionics… without breaking the bank

When I purchased my first airplane in 1972, a Piper Colt for $2800, and proceeded to take my first flying lesson in it, I was fulfilling a dream that started when I was eight years old—I was just twenty-one and already an aircraft owner! I love to tell people that I would have done it sooner, but I discovered girls when I was fifteen and they slowed me down. My father had the airplane “bug” too, but never had the budget to get his license. Instead, he fulfilled his need to fly by designing, building, and flying radio-controlled aircraft. As many of us do, I too, fill time on the ground with model airplanes.

If you missed it, I bought the Colt first and then took my first flying lesson. Why? I simply reasoned that the biggest chunk of cash required to get my license was the cost of renting someone else’s airplane, so why not put that money into my own aircraft instead. All said and done, you could safely say I got my private ticket on a budget. I always thought I would take the next step and get my instrument ticket, but I never did. I decided that “flying for fun” was for me.

Today, a decent mid-time Piper Colt will cost you ten times what I paid; and with the cost of fuel, etc., those of us who fly for fun are finding it harder and harder to keep that dream alive. Avionics alone can easily represent 15-20 percent of the total value of your aircraft; and, other than your annual inspection, especially with older avionics, they can also represent a good chunk of your yearly maintenance budget. With frugality in mind, here are some tips on buying, selling, and repairing your avionics that can help you keep your avionics costs to a minimum.

Installation Options

Whether you buy new or used, the cost to install avionics is about the same, so the key to buying on a budget is to find an affordable way to get them installed—legally. This can be done via a local avionics shop, a “freelance” avionics guy, or your local aircraft mechanic.

The Local Avionics Shop – Though they may present the biggest budget challenge, begin here as you’ll need a relationship with an avionics shop for your biannual inspections anyway. Obviously, if your local shop spends the majority of their time working on corporate jets, you’re probably looking in the wrong place. Instead, look for a small avionics shop that can relate: be frank, let them know your situation and budget challenges, and ask them what things you can do to minimize the bill. For example, if you’re removing a radio and replacing it with another, ask if you can handle the removal portion of the install. This may include removal and installation of the interior, which can easily add eight hours to an avionics installation, so ask if you can do that as well. Ask if you can you provide your own equipment for the job. Small avionics shops typically don’t have much of an inventory of used avionics, but ask them before you go out and search. They may have a good solution to your problem; and, provided it’s worth buying, you can often do well on price too. Remember, you’re a local customer: the shop will want to stand-behind it. We’ll talk more later about the concept of what’s “worth buying.”

Be forewarned: if you go the avionics shop route and expect to pay the minimum, be patient. You’ve probably heard the old saying: “You can’t have it good, cheap, and fast.” Well, you get to pick two out of the three. When working with a budget, you want “good” and “cheap,” so prepare to concede the notion of “fast.” Your job is likely to be a “fill-in” job for the shop and will be done when one of their big jobs is halted due to parts delivery or whatever. Such an arrangement is good for you and good for them so accept it.

The Freelance Avionics Guy – If your attempts to find an affordable avionics shop fail, try to locate an avionics guy in your area that will work on your plane at your location. This can be ideal if you find the right person, but make sure they have the correct qualifications and licenses: ask around; talk to other pilots; check the airport bulletin boards; and talk to your mechanic. Often, these guys have experience in the shop environment, but are independent by nature and prefer to work for themselves, by themselves. The cost of setting-up and operating an avionics shop is a big “nut” and they’ve figured out how to do business without the costly overhead. You should also be able to negotiate an hourly rate that is significantly less. Again, do as much as you can yourself (with the tech’s approval) and be patient—the “freelancer” is less structured by nature.

Your Local Aircraft Mechanic – The final option is your aircraft mechanic. An A&P or IA can sign off most avionics work. From my experience, they love it if you can provide them with avionics that are pre-wired. This is a plus since most pre-wired units have been tested after the harness is installed, so you now have a radio and harness that have both been tested prior to installation. If something isn’t working, you’ve already eliminated the radio and the harness and can now assume that there is an issue with the install itself. It’s unlikely that your mechanic will tackle a whole panel upgrade, but changing out a few items is possible.

With either the “freelancer” or the aircraft mechanic option, providing your own equipment is pretty much a given. However, that means you will need to know how to shop for avionics and how to get the best advice and value.

Shopping for Avionics

Shopping is not the same as buying; and the first thing to remember is who the expert is. You need to develop a relationship with a good avionics consultant. Notice I said consultant not salesperson. The salesperson seems more focused on making the sale, while the consultant is more focused on helping you solve your problem, simple as that. With a little time on the phone or through emails, you’ll start to see the difference. Don’t shop for a box, shop for a solution! We are getting ahead of ourselves a bit. Start by doing a little research yourself. The avionics forums are good for this, but spend some time reading before you jump in. There is both good and bad advice everywhere and the forums are no exception. You’ll start to see where the best answers/solutions are coming from and you’ll start to filter out the good from the not-so good. You can learn a lot by looking for posts from pilots with similar problems. When a product is mentioned as a possible solution, check it out by asking around and looking online. Speaking of the Internet, as an avionics consultant, I preferred to start an email dialog with a customer, especially if they were considering a major investment in avionics. Though a simple transponder replacement doesn’t necessarily require that level of communication, I would usually send them an email confirming the discussion along with a brochure or sometimes an owner’s manual. Ease of use between two products was often a part of such discussion. With a little bit of knowledge, you’re ready to start the shopping process.

Don’t shop for a box, shop for a solution.

I’d often get calls from pilots simply asking, “How much for a KX-155?” Such brief discussions that were focused only on price completely bypassed my years of knowledge and experience. Without knowing their “problem,” I couldn’t suggest an alternative solution that may have been less costly or give the customer more for his money. The possibility of buying the wrong thing and/or wasting money on a more expensive solution is real, so let’s look more closely at this scenario.

Let’s say the customer above has two old KX-170B Nav-Coms in his aircraft and they’re both “tired.” He’s flying for fun or uses the aircraft for light IFR every so often. His research points him to the King KX-155. The KX-155 is a good radio, but they’re getting old. KX-155s are not a bargain these days and they’re not without some issues. Fact is, used KX-155s have gone up in price, especially in the coveted fourteen-volt variety. Look at the estimated cost to replace both KX-170Bs with used King     KX-155s:

One KX-155 G/S with KI-209 CDI (SV with 8130-3)      $3700

One KX-155 (no G/S) with KI-208 CDI (same)              $2800

16 Hours Labor @ $ 90/hr (includes removal)               $1440

Est. Installed Cost                  $7940

TKM in Arizona has been making avionics test equipment for more than 40 years and started making Michel slide-in replacement radios twenty years ago. Simply stated, they saw the need to replace older avionics from King, Narco, and ARC (original Cessna factory radios) from the 60s and 70s with a modern, affordable radio that would slide-in and use the original rack, harness, and nav indicator. The radios have good transmit power, digital flip-flop displays, 760 channels, and memory storage. I’ve sold many of these radios, both new and used, and can recommend them with confidence. Here’s the same installation using TKM Michel radios as a solution:

Two TKM Avionics MX-170B/C Navcoms (SV)             $3600

No Labor Required (you do a Logbook Entry

TKM Solution     $3600

Here, the radios are also Serviceable.  (We’re assuming that your existing nav indicators are serviceable.) You can find TKMs on the used market for about $1800. Note, if you have the original ARC radios (either 14- or 28-volt) in your old Cessna, the same solution applies. It’s a good chance that the guy shopping the KX-155 above didn’t know about this option. Don’t do this! Take the time to explain your problem and listen for a solution.

Okay, so you’re on the phone exploring a solution to your avionics problem. If you’re not ready to buy today, tell the person up front. The consultant will hang in there; and, in the process, will attempt to earn your business. At the same time, you’ll learn a lot about them and the company they represent. Take good notes. If he or she is a good consultant, they’ll do the same, so that if you call back two weeks later, you can pick up the discussion where it was left off. What you’re after is “a friend in the avionics business.” Once you find one, stick with him or her—loyalty is often rewarded. Know that shopping for the lowest price is seldom the answer and recognize that sound advice has real value. Look for a fair price and make sure that the seller knows that quality, appearance, and warranty are important to you. Good avionics companies know this.

Buying Used?

5 Fundamental Features of a Smart Buy when shopping the Secondary Market

When shopping for a piece of used avionics, your purchase must ultimately meet the following criteria:

It has a fresh certification, preferably an FAA 8130-3 that is no more that 90 days old. A shop “yellow tag” is also okay. If it’s a first time purchase from this company, feel free to ask for an email copy of the tag before you buy.

It’s a “reasonably” good-looking unit. Ask if the seller does cosmetic work on their radios as part of the re-cert process. Ask for a picture or assurances (in writing) that you can return it if it doesn’t meet your standards. But, be realistic—a good, forty-year-old radio isn’t always going to look like new.

It has the correct rack and connectors. If the radio is used, you’ll likely get used connectors. They should be serviceable. Crimp style connectors can’t be reused. Expect solder connectors and make sure your installer can work with them. The seller will often include new connectors with the sale for a few dollars more. If something different is going into your panel, a mounting rack and connectors are a must. Make sure they’re included.

You get a 90-Day Warranty. This is standard in the avionics industry and starts from the date of shipment. Hopefully, all will be okay, but you really learn a lot about a company when something goes wrong. Make sure you’re covered.

Selling Avionics

Unfortunately, the adage, “One man’s trash is another man’s treasure,” isn’t always true when it comes to avionics. Once support and reliability are gone, the industry will identify a unit as “over the hill.” Nevertheless, ask the seller if they’re interested in trading for the avionics you have coming out. You’ll likely get wholesale trade-in value, but that may meet your needs. You’ll also get a sense for knowing whether selling your old radios is worthwhile or not. If it is, look for cost-free ways to advertise your stuff. There are websites and forums where you can do this. Spend a few dollars to get the avionics checked and freshly tagged before you try to sell as this will add a lot of credibility to your offer. Think like a buyer when you’re selling. There’s a lot of avionics activity on EBAY. I’m not a fan of buying there, but it’s a good place to sell, for a fee. Barnstormers.com looks like a great option for selling avionics. Customers don’t expect a warranty from you on a personal sale like this, but they do expect it to be working fine when it arrives. This speaks to my final advice on selling avionics—don’t skimp on the shipping! True story: a few years back, I sold a customer a KX-155 Nav-Com. As I mentioned, there are 29 versions of the KX-155; and he was not specific enough about his needs. KX-155s are most often seen in pairs and with an audio panel. The audio panel does the job of switching between them and provides the amplification to drive the aircraft’s speaker and headphones. Based on what I knew, I sold him the most common version and shipped the unit to CA. The customer later called and said he needed an audio amplifier in the KX-155 because it was stand-alone. In response, I offered to put an audio board in it at no charge if he sent it back. He handed the radio to his wife who proceeded to ship it to me in a shoebox. The unit was stuffed into the box with no protection and shipped postal. As you can imagine, when it arrived the faceplate and all the knobs were pushed in and broken, the backend the same. My shop estimated the repair costs at over $1000. I offered to repair it at my cost.

If the customer had been specific about his needs, the return shipment would have been unnecessary. Had he packed it right, the shop bill would’ve been avoided. He asked me to file a claim with the Post Office, but they just laughed—insurance does not protect you from an inadequate packing job. The unit should’ve been bubble wrapped with four-fingers of clearance around the unit filled with of those Styrofoam “thingies.” When done, the box will look too big, but it’s actually just right. If you don’t have a way to do this correctly, use a pack & ship store and use UPS or Fedex. Don’t ship postal. Enough said.

Repairing Avionics

“Time is Money!” This is never truer than when you have a piece of avionics on the bench. If you have a local avionics shop relationship—and you should—that’s usually the place to start when it comes to repairs. On the other hand, if the bench-tech is not familiar with your unit or lacks up-to-date manuals and used parts (old units often require used parts), you may be wasting your time and money. Make a few calls and find a shop that has experience with your radio. Unfortunately, with the older stuff, this is getting harder to do. This is where that aforementioned “friend in the avionics business” may help.

If all the guys who know how to work on your radio have retired, you may be thinking that it’s time to retire the radio too? Unfortunately, your budget may not allow this, so find someone who can repair your radio, efficiently. In addition to knowledge and parts, they also need good feedback from you. Shops receive a fair amount of repairs that are vaguely reported as “broken,” “dead,” or “not working.” The fact is you’re likely to have at least some idea as to what’s going on; and with a little observation you can probably be fairly specific with the bench-tech. Your repair is priced by the hour. Avoid the extra time on the repair bill by communicating the problem with the repair facility, in writing. Put a note on the unit when you drop it off or send it in. Why pay the extra hour or so while the bench-tech guesses what’s wrong? Here are some examples: ATC reports garbled modulation or weak signal; Nav side won’t pick up the signal or ILS until I’m too close; Radio receives and transmits, but the display is blank, etc. In short, if you can point the shop in the right direction, you’ll likely save on your repair bills.

I’ll say it again, if you’re shipping in your repair, package it correctly. There’s no room in a tight avionics budget for shipping damage!

Today, when I think about how excited I was as a young boy at the prospect of being a pilot and aircraft owner, I’m actually saddened. The dream of flying and owning an aircraft is now beyond the reach of many and those who can still find room in the budget to own and fly their own aircraft are the lucky ones. It’s not only a rare skill and privilege, but it’s a very rewarding experience. With good advice and a little homework, you can keep your avionics costs to a minimum and maybe, just maybe, spend a few more hours a month in the sky.

Suggestion: Keep an eye out for a little boy or girl poking their nose through the fence at your local airport; and, on one of those “extra” flights you earned by shopping, selling, and repairing your avionics, introduce them to the joy of flying and give them the dream! That would be a great way to spend those few extra hours in the sky, don’t you think?

Happy and Safe Flying!

Bob Hart                                                                                    www.AvionixHelp.com

Full Panel Avionics Upgrade

More often than not, an aircraft owner of a Legacy aircraft will be able to upgrade their avionics, to the point where they can fly the aircraft the way they want to, without upgrading everything.  Occasionally, I get a client that needs it all or in this case, almost all!

Ivan Leibbrandt of Florida approached me recently about his 1963 Cessna 205.  He has owned the aircraft for about a year with plans to keep it for “5-8 years”.  A good photo of the panel and an explanation of his “situation” is where we start.  Ivan is instrument rated and comfortable in IFR conditions but a quick look at his existing panel (photo above) told me he wasn’t going to get it done with what he had.  The only upgrade to the panel was a TKM MX-170C Navcom which was an upgrade to one of the aircraft’s original KX-170B radios from the 60’s and at some point a King KN-64 DME had been added.  We would need to design a new avionics panel, Integrated Navigator as the primary navcom/GPS, the MX-170C is a suitable #2 (in my opinion) an ADS-B solution, Autopilot and a modern, metal panel.  He already had his heart set on a high-end engine management system which was “overkill” in my opinion and I let him know it.  Don’t get me wrong, updated engine information is a plus for any aircraft that will fly in IFR conditions but he wanted a 70″ TV when a 40″ would do the job. so to speak.  Ivan also saw EFIS as a part of his upgrade and we found a way to work the New Garmin G5’s, both Attitude Indicator and DG/HSI into his budget.  As I mentioned, an Integrated Navigator (SV) was included in my recommendation and a New CDI ($2400) would have been required and I pointed out that Garmin G5 would upgrade both his old DG and at the same time eliminate the need for the new CDI (with the G5’s HSI function) at only about $600 more.  It became obvious that the G5 DG would look terrible without the G5 AI on top so it was included and a definite improvement in performance and safety over the old, existing mechanical attitude indicator which was likely due for a $1000 overhaul.  His old DG would likely be ready for the shop also. I created two budget options for the 205, one including a new integrated navigator and a second utilizing a good, Garmin factory rebuilt unit.  An autopilot was a must as the 205 had nothing and any aircraft in single-pilot IFR should have one and we included the new options from TruTrak and Trio in the package.  I was assured by Trio that and STC for the 205 was coming.

Ivan is just about to “tackle” his avionics upgrade but he knows what he needs and how much it will cost.  I’ll be there to monitor his installation quotations and help him “get it right” along the way.

If you are considering an avionics upgrade, either minor or major as in Ivan’s case, wouldn’t you want to step into as an educated buyer also?

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Bob Hart                                                                                    www.AvionixHelp.com

 

 

A Panel Upgrade-Light

Every pilot and aircraft owner  would would love to have a state-of-the-art avionics panel!   Even if you fly only VFR, its nice to look at a sexy, EFIS screen with all the features and benefits of today’s avionics but then … there’s the budget!  So, when the local avionics shops says”throw that all out and put in a Garmin Stack” … They know that is not an option! Sadly, when the aircraft owner admits to a lack of budget and asks how to best achieve their panel goals on significantly less money, they frequently don’t get the answers or the help they need.  Simply stated, that’s what I do!

I recently was approached by a client with a 1983 Cessna 182 with a 1990’s Bendix King stack that would have been great in that vintage.  The owner flies a lot and light IFR was common but with displays failing and navcoms unreliable on both the com and nav side, he no longer “trusted” his avionics.  He came to me for advice.  His primary goals were reliability and ease of use and unlike most of my clients flying legacy aircraft, budget was less of a concern.  I would have never suggested a whole new radio stack but I reasoned that new would be most reliable so I priced him up a new avionics package.  He already had a good, modern autopilot so without that but including the least expensive new IFR GPS and an ADS-B solution and taking a “conservative” approach, he was looking at about $35,000.  Were not talking dual GTN-650’s here.  I did this as an exercise to show him the reality of what a new option would cost and then showed him ways we could compromise and I got the package down to about $26,000 using a combination of new and reliable, used avionics.  Here’s rub as Mr. Shakespear would have pointed out.  When you tell your local avionics shop that you can’t “justify” a $35K upgrade to your $65K airplane, they lose interest and you’re not going to get a lot help from that point on.  FYI, my client above was ready to spend the $35K on his 182 based on encouragement from his wife (that’s a surprise also!) but instead he bought a nicely equipped Cessna 210.  I guess money was not an object here. If your considering an avionics upgrade, I bet money is an issue in your house and that the wife is not on your side!

Frank Gulla from Florida approached me some time back about an upgrade to his 1981 Piper Turbo Arrow.  He had owned the aircraft for over 10 years and had decided that it fit his needs and in anticipation of getting his instrument ticket, approached me for advice on an upgrade to the panel.  Frank’s new panel photo is the feature at the top of the article.          Here’s Frank’s panel before the upgrade (shown above!      

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ADS-B

What is ADS-B?

ADS-B stands for “Automatic Dependent Surveillance Broadcast” and is one of the improvements in the NEXGEN upgrade to the world’s Air Traffic Control System.  I say the world because NEXGEN is a a U.S. concept but ADS-B will be installed all around the world.  In the U.S. pilots who fly in areas where a Mode A/C transponder is required today must have an ADS-B “OUT” compliant aircraft by Jan. 1, 2020.  The goal of ADS-B is to convert the ATC system from radar based to satellite based and to therfore provide a more reliable and safer way to separate aircraft. ADS-B will in fact, allow more aircraft into a given airspace because the location of each aircraft’s position will be more accurate.  This is of significant advantage to the airlines and will hopefully make flying a GA aircraft in this country in VFR or IFR conditions safer.

Where is ADS-B Required?

Today, all aircraft that fly within certain “controlled airspace” must have a Mode A/C transponder on board and functioning.  After Jan 1, 2020, all of these aircraft must have an ADS-B “Out” device on board and functioning to fly in this airspace.  Commercial aircraft are frequently required to install new equipment that the FAA deems necessary to operate safely but this is the first time that I am aware of that the average GA aircraft owner flying a private, small aircraft has been asked to “invest” in safety equipment.

What Equipment is Required to meet the ADS-B Mandate?

The 2020 Mandate is for ADS-B Out however the real feature and benefit of ADS-B to pilots in ADS-B IN which provides WX and Traffic information courtesy of the FAA.  ADS-B Out requires either an Mode S ES (Extended Squitter) transponder operating on 1090 MHz or a UAT (Universal Access Transmitter or Transceiver) operating on 978 MHz. Aircraft that fly above 18,000 feet must use 1090 MHz or the transponder option while smaller aircraft may use either the 1090 Transponder option or a UAT on 978 Mhz.  Of interest, the U.S. is the only place in the world (at this time) that is using 978 MHz.  The rest of the world settled on 1090 MHz as the standard.  This means that there are two frequencies being used in the U.S. in an attempt to maximize bandwidth but it creates an other issue.  How does an aircraft on 978 “see” aircraft on 1090?  The answer is through a “rebroadcast” from the ADS-B system which happens seconds later.   

How do you decide which Equipment  is right for me?

You do your homework or … you let someone do that for you!  ADS-B Out equipment must be TSO’d and there are nine manufacturers making ADS-B out “certified” equipment and many more than that making ADS-B certified and non certified “IN” equipment.  Note there is no requirement that ADS-B “IN” equipment be certified unless the device will interface to a certified display of some kind.  Portable ADS-B receivers displayed on a smart tablet is very popular in combination with a certified ADS-B “OUT” device. Choosing the right ADS-B equipment starts by identifying how you fly, what you have now (that may interface) and how much you want to spend.  I am very knowledgeable about ADS-B and the products available and once I know your “situation” and budget, I can point you towards the right ADS-B “solution” for you and your aircraft!  We can accomplish this in a single, one-hour phone conversation.

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Bob Hart                                                                                    www.AvionixHelp.com