Aircraft Stepups

The final stages of an avionics installation can be the most critical because thats when the configuration and final testing occur. Unfortunately, its when a shop can be rushed to the point where you-the aircraft owner-are left holding the bag to test newly installed gear, which includes critical ADS-B equipment. The good news: Shops that do the most ADS-B retrofits will own the specialized test gear to make sure the system is programmed and properly tested before you fly the aircraft away. The better shops will fly it with you for a final check. But for shops that are less equipped, you’ll have to fly it off yourself and eyeball the data on the Public ADS-B Performance Report, or PAPR. Link to this automated tool at https://tinyurl.com/y9hrtsyw. It can tell a shop a lot about the systems performance should they have to troubleshoot it. When the government was paying out rebate checks for ADS-B upgrades, it required specific flight testing and a validation report for conformity. Thats no longer the case, but you might follow similar guidance when validating a new install. The FAAs advisory circular 20-165B provides guidance for ADS-B Out system installations and airworthiness approvals. In it you’ll find the recommended flight profiles and maneuvers to perform on the flight test. Worth mentioning is that a typical FAR 91.413 transponder test wont check a 1090ES transponders ADS-B data output.

A favorite topic of post-flight barroom chatter is anguish over the price of new airplanes and the heartfelt conviction the industry could build a $40,000 airplane if it adopted automotive manufacturing methods. If youre a believer in that, your ship has arrived in the new Vashon Ranger LSA.But it doesnt cost $40,000, its $100,000 and it may be a push to deliver on that. Against the limits of low volume, the Ranger at that price is still a high-value proposition and the company-an offshoot of Dynon Avionics-sees the Ranger as potentially nothing less than a modern iteration of the Cessna 150, with a dash of modest adventure flyer thrown in.

Every few years we take a close look at the U.S. general aviation insurance market. During the research we speak with underwriters and brokers to get a feeling for what changes they see, what problems they are having and what they anticipate coming down the track for those of us who write premium checks. …

The new devices are completely redesigned and all three portable models (GDL50/51/52) share the same chassis. They stand 4.9 by 1.3 by 3.4 inches, weigh .75 pounds and have built-in antennas, but have inputs for external antennas. The receivers have an anti-skid base to keep them from sliding around when on the glareshield and Garmin has a securing base mounting bracket and a suction cup mount for the cable.

The Cessna 206 Stationair is one of those airplanes that you can dress up with a classy paint scheme and a stylish leather interior to fly business associates in style. Or, put one on floats and jump in with a wet swimsuit. Got stuff to haul? Load as much as you can fit through the big cargo door. Indeed, any vintage of the Stationair can wear a lot of hats.

• ELECTROAIR IGNITION
• GARMIN’S PORTABLE WX
• INSURANCE MARKET
• SUNGLASSES FOR PILOTS
• ADS-B FLIGHT TESTS
• USED CESSNA 206

Thats my prediction for the coming years and we can all thank the FAA. Thats because the agency has a welcomed shift in mentality when it comes to certifying avionics, which of course has a direct effect on pricing. The reality check is that avionics technology has changed since the bad old days of analog equipment, and the long drawn out TSO pathway to certification is finally coming to an end.

After reading about three-blade prop upgrades in the April 2018 Aviation Consumer, I thought I would share my upgrade experience. After converting my elliptical prop tips to square tips by touching a runway at speed, I decided to change to a three-blade prop for my Mooney 231-not for the looks-but to have less noise and vibration without a performance penalty.

MiraCheck Copilot runs on iPads, iPhones and works with an Apple Watch, plus a somewhate less capable version works is available for Android. You get basic functionality for free on one device, including a brief trial of the Pro version. You can buy the Standard version for $29.99 to get a few more features and support for three devices. The full Pro version is what I evaluated. It adds verbal interaction, web history and a more useful features. Pro costs your choice of $4.99 per month, $49.99 a year or $129.99 for life.

I read Larry Anglisanos editorial on FBO price gouging in the March 2018 Aviation Consumer and have some thoughts. Like Larry, I don’t mind paying for good FBO service when I avail myself of it, but these days with venture capital firms consolidating ever-larger chains of glitzy and highly profitable FBOs even at relatively small airports around the USA, it is getting increasingly difficult to avoid both sky-high fuel fees and onerous ramp charges.

Somehow we don’t think Shes real fine, my 709 will ever be the intro lyrics for a hit rock song. Even though the improbable idea of a big-block Chevy engine as a Beach Boys muse proved wildly popular, we suspect the concept that someone would pen an ode to what is probably the FAAs least-liked and most misunderstood checkride is probably too far out there.

If youve ever scrutinized an invoice or a proposal for an avionics upgrade, you might have spotted a line item that mentions an avionics cooling fan. While its an option that could add $500 to as much as $1000 to the project, its a sign that the shop is thinking about long-term reliability. Weve seen too many high-dollar avionics installs completed without protecting the avionics from heat damage, which is easily handled with an avionics cooling fan.