Bendix/King sees its potential market slice as building avionics that are easier to use than a Garmin. While it has yet to deliver any clean-sheet designs of its own since announcing its comeback over a year ago, the newly introduced myWingMan tablet app could be the launch pad for a fresh product line.
Aside from digital displays and push-button features, entry-level transponders have been slow to advance. That’s changing—since manufacturers are developing new models that save panel space, simplify installation and include advanced features as standard.
At some point, many pilots answer to ATC for blowing through an altitude restriction. Altitude busts can be costly and easy to commit—made easier by the distraction of programming complex avionics and falling behind speedy aircraft. Altitude alerting technology comes from the jet world, where climbs and descents happen at a brisk pace. While similar systems are less common in basic aircraft, PFDs and autopilot integration provide helpful altitude bugging, preselect and aural annunciation. You can also install a dedicated altitude alert system. Here’s a look at some worthy choices, including an affordable portable option, autopilot integration and ways you might enhance altitude buffering while using your PFD.
While stepping up to a glass panel may appear to offer lower maintenance bills and downtime, it’s just as likely that when the all-in cost of ownership is added up—including data revisions—glass could cost more than a well-kept steam gauge panel. Glass ownership is fraught with unexpected costs that many owners seem unprepared for. Routine costs might include optional upgrades, which offer system improvements and additional features. Some of these are free through manufacturer-provided software downloads, but cost several hours of billable shop labor to perform. For aging systems, some repairs could run thousands of dollars, especially if you haven’t purchased an extended warranty. In this article, we’ll take a look at some of the maintenance issues you might expect with glass panel ownership.
We like the combination of our ANR headsets and Oakley M-Frame sunglasses for short trips but not for long, non-stop hauls. That’s because the clamping pressure and resulting ache it creates on the noggin is unbearable. Sunglasses maker Flying Eyes has an alternative, with pilot glasses that are designed with webbing straps instead of traditional temples. We gave them a try and liked what we saw and felt.When we reviewed sunglasses in the December 2010 issue of Aviation Consumer we judged them, in part, for comfort while wearing headsets. While some brands— including the Oakley M-Frame wrap design— offered exceptional comfort, none were immune to eventual discomfort after hours of headset and temple clamping.
If you’re stepping up into the world of higher-end twins and some high-flying singles, you’ll eventually be faced with maintenance of onboard weather radar. Upgrading and maintaining weather radar is an expensive investment, and the benefits of real-time ship’s weather radar might not be obvious to today’s datalink pilot. But resist the urge to yank ship radar from the airframe—it still has its place. On a recent trip up the East coast in a small twin, we were picking our way along the back edge of a slow-moving line of Gulf-fed buildups that offered no shortage of drama for hundreds of miles. It was a tense flight, but tempered by the NEXRAD images steadily arriving from XM. But as we motored closer to a large cluster of buildups, XM’s image just wasn’t jiving with our view through the windscreen. A watchful controller then offered a heading through a gap that would have been through the heart of a red NEXRAD return.
Protecting your cabin and pricey electronics from damaging ultraviolet rays should be a priority. If your aircraft lives outside, chances are you’ve invested in a cabin cover, but you might not use it for short parking stays on transient ramps. Cabin window sunscreens can be a good alternative. They’ll reduce cabin heat while keeping the sun from frying avionics, cabin accessories and interior components while also deterring theft. We judge sunscreens on three primary traits: Fit, durability and ease of storage. When they fit properly, they keep the sun out and reduce cabin heat. Good durability means they’ll continue to fit properly and stay in one piece after repeated manhandling and sloppy stowage.
Avidyne is targeting Garmin’s customer base and simplifying installations with the CNS line of drop-in avionics that replace an entire Garmin stack. The core products include the IFD540 and IFD440 GPS navigators and can plug into existing GNS530 and 430 wiring. The concept of plug-and-play avionics is hardly revolutionary. In 1990, Michel Avionics’ MX-series TKM radios came close to perfecting no-wiring upgrades. Radios that mated with the aircraft’s existing wiring and mounting hardware became so popular that nearly 40,000 TKM navcomms were placed in service. This cheap alternative to costly avionics retrofit was later mimicked by now-defunct Narco Avionics.
When Garmin’s capable G600 retrofit PFD system came to market somewhere around 2008, it wasn’t the brisk seller many shops hoped for. Its sticker price closing in on $30,000 was part of the problem.
We don’t envy Italian GPS veteran AvMap in their attempt to compete in today’s world of cockpit iPad and with Garmin’s well-rounded line of portable navigators. Garmin and Apple all but own the aviation GPS and mapping market. Still, we’ve been impressed with nearly every model of AvMap navigator we’ve tested over the years. The company has a knack for offering high-end mapping displays packaged in a case that’s convenient and rugged enough to throw around the most hostile cockpit. And so it goes with the new flagship EKP-V. We were surprised that the latest-generation EKP doesn’t have a touchscreen. But the unit’s utilitarian capability and brilliant screen take the bite out of this shortcoming. Some might even prefer it.
Most communications radios are designed for installation into a traditional radio stack. That’s great for traditional panels, but they can be a non-starter in classic LSA and ultralight craft. The market offers few choices other than Becker Avionics for standalone comm radios that fit in tight spaces. Now UK-based Trig Avionics offers a worthy alternative with the TY-91 and TY-92 transceivers. Trig is best known for their innovative and space-saving transponder solutions, including the recently certified TT22 ADS-B unit. The new TY-91 and TY-92 comm radios are pitched to complement the similarly packaged transponders, adding to the growing Trig product line.
Geeks to the core, we’ve always had an odd fascination with aircraft antennas. Maybe it’s our ham radio background or the fact that airborne antennas are a critical means of communicating, navigating and reporting our position to the ground. Truth is the average pilot rarely gives these critical antenna systems—fondly slanged “antlers” around the shop— a second thought. That’s until the avionics shop suggests a high-cost replacement option or they’ve deteriorated to the point of creating a system failure. Antenna work can be an expensive endeavor while fabric and composite aircraft could make the invoice even more shocking. Here’s an insider’s look at antenna maintenance, tips for upgrading ancient ones and some of the symptoms associated with deficient antennas.
