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I read with interest Jim Cavanaughs article on battery upkeep and battery minders in the September 2016 issue of Aviation Consumer. I am a big believer and have had great results (including eight years of reliable service) from two Concorde gel mat batteries set up in series in a 24-volt Beechcraft Sierra. My question to you relates to testing. I had been told that using a 12-volt load tester on each battery is the approved method to test for battery condition.

If you thought even a modest new avionics upgrade was in the budget, but proposals are proving otherwise, plan B might be buying used equipment. While this isn’t a bad plan, a hasty buying decision might end up costing more in the long run. This is especially true when buying complex instruments and avionics that require factory service. Worse is buying equipment, having it installed and paying for troubleshooting when it doesnt work. In this article, we’ll take a look at the current used avionics market, the potential costs of pricey factory service and some common traps to avoid at any cost. We cant cover all equipment, but we’ll look at some that may cause problems.

In the early days of avionics retrofitting, guys like Harley Bennett were (affectionately, he says) called junkies. Now theyre referred to as legacy avionics specialists. Bennett fell into a nearly 50-year career buying and selling used avionics after equipping his flying club airplanes for IFR using more affordable used avionics. It was the used avionics listings in the publication Trade-A-Plane, plus a demand from avionics shops, that made him realize he could make a living in a business that does nothing but sell used avionics. Bennett has no interest in competing with avionics shops, so his company doesnt sell new avionics and it doesnt do installations.

If there’s anyone in the aviation community who hasnt heard about the Icon A5 S-LSA, she or he probably lives under a rock. The two-place, Rotax-powered amphib has been the subject of more breathless excitement in the non-aviation media than we can conveniently recall. In the aviation world, the level of coverage and the fact that Icon is assertively targeting its marketing to induce non-pilots to discover the excitement of flying has resulted in a level of outspoken opinions about the airplane and company that we havent seen since the hype and meltdown of Eclipse and the BD-5.

The second leg in Icons approach to safely making flying more accessible to those who want to do it (after the design of the aircraft) is an on-purpose training program that it controls. We spent time with Greg Zackney, Icons director of flight training, discussing the program it is putting in place and reviewing some of the training materials they have created. …

When Icon released its original aircraft purchase agreement for the A5 the response within the industry was intense. While understanding that Icon was trying to control its product liability exposure contractually, the terms were decried as unreasonable. Icon listened and in mid-June rolled out a newer, shorter agreement. It is a combined purchase and operating […]

To date, the trouble with cabin Wi-Fi systems has been two-fold: The hardware and data cost can be way too expensive for the markets lower end, plus bandwidth issues generally make them too lousy to be useful when compared to ground-based web surfing. Well cut to the chase and say up front that BendixKings AeroWave 100 system succeeds in addressing the price thing, but doesnt quite conquer the bandwidth limitations. But compared to other systems weve used, we think it represents serious progress from an installation and cost perspective.

Its time to drop the ambiguous experimental label that follows avionics without a TSO and ones that started life in the experimental aircraft category. Is the experiment whether or not the equipment is going to kill you while flying in the clag? I think were past all that. Besides, the FAAs experimental category is for aircraft and includes special airworthiness certification issued to operate an aircraft that doesnt have a type certificate. There’s really no category for avionics. But there are STCs and the FAA is now issuing them for so-called experimental avionics-or those not previously approved for installation in type-certified aircraft.

The requirement of a third class medical, which has been shown to provide absolutely no safety enhancement over a drivers license medical, has disenfranchised many private pilots, hurting general aviation.

Icon was launched in 2006 with the stated goal of revolutionizing the general aviation industry with a sexy, two-place sport amphibian marketed not through traditional aviation channels but using methods common to the motorsports market. Icon also promised new business practices and its buyer agreement certainly qualified.

Given its luxury panache, the DA62 seems more likely to become the personal ride for owners wealthy enough to afford it. And given that it is, in our view, the most sophisticated airplane Diamond has ever offered, we think those buyers arent likely to be disappointed.

Several years ago when it was looking like FAA-mandated ADS-B equipage was a sure thing, buyers logically envisioned an easy path to compliance with a transponder. That came early on with Garmins upgradable GTX330. But it was only a partial solution.