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RECENTLY ADDED QUESTIONS AND ANSWERS
How does the Artex Programming Dongle (DGL-1) function?
Most commonly utilized by fleet operators, the DGL-1 programming dongle allows an ELT to be transferred between aircraft without having to reprogram or re-register. The Artex DGL-1 is mounted on the ELT cover (see picture). The DGL-1 is not a memory device that stores multiple ELT coding formats. Instead, the aircraft 24 bit address is coded into the dongle by setting a series of small dip switches. The switches are accessed by removing 4 screws that attach the dongle to the ELT top cover. Inside the dongle, there are two rows of 12 switches (see picture). These 24 switches are used to set the aircraft's 24 bit address by way of binary 1s and 0s. 1s are electrical ground, 0s are electrically open.

A few other notes regarding the DGL-1:
  • The connector between the DGL-1 and ELT is only compatible with the C406 and G406 series ELTs.
  • The DGL-1 switches do not have to be set by an approved Artex programming facility.
  • The 24 bit address programmed via the DGL-1 switches overwrites any other programming on an ELT once it is powered on.
Do Bendix/King (Honeywell) gyros require periodic testing after being in storage?
Yes, according to Bendix/King Service Memo 347, periodic testing of a gyro is required to keep the unit in an airworthy state. The testing consists of running the gyro for a minimum of 6 hours on a Scorsby table. This periodic testing applies to the following King gyro instruments along with the maximum storage time:

    KG-102A12 Months
    KG-10712 Months
    KSG-10512 Months
    KI-2566 Months
    KG-2586 Months
    KG-2596 Months
    KG-2536 Months
    KI-2546 Months
    KVG-3506 Months
What is radar stabilization?
Radar stabilization uses an aircraft's vertical gyro (if equipped) to maintain the selected radar antenna beam relative to the horizon. Therefore, while in a turn, the radar will maintain the selected tilt angle instead of changing in relation to turn.
Can a fleet programming dongle be used with the Artex ME406 ELT?
No, the ME406 series ELTs cannot be used with a programming dongle. Dongles can only be used with the Artex C406 and G406 series ELT systems.
What is the difference between Garmin part numbers beginning with 010 and 011?
Garmin part numbers beginning with 010 are System part numbers. These numbers are the catalog part numbers normally used to order systems from Garmin that would include a unit and its related system accessories such as installation kits, antennas, databases, manuals, etc. 010 part numbers do not appear on the dataplate of any Garmin component. Garmin part numbers beginning with 011 are the actual unit part numbers. That is, this is the part number on the dataplate of the main unit within a system. 011 part numbers do not imply that system accessories are included.
When is an STC required for installation?
An STC (Supplemental Type Certificate) is a document needed to prove that you complied with Federal Aviation Regulations (FAR) in installing a certain type of system. Certain systems such as TCAS, EFIS, FDR, and Class A TAWS change the flight characteristics of the aircraft. Therefore, STCs are required whenever a major design or operation change is made to the aircraft. In addition, STCs can be required if a significant amount of analysis or flight tests are required or if extensive flight manual changes are needed.
Can the KHF-950 be installed into a helicopter?
Yes, with the appropriate equipment, hardware, antenna, and installation considerations.

A shorted tranline often referred to as "towel bar" antennas are best suited for helicopter applications. Towel bar antennas are attached parallel to the tailboom and fed in on the forward end (please see below example). Very specific instructions in relation to spacing, antenna construction, length, and mounting surface should be followed in order to minimize poor efficiencies at the low frequencies.



Since the towel bar style antenna is considered a short or shunt type HF antenna, the -02 version of the KAC-952 antenna coupler along with the KA-161 external capacitor must be utilized in this type of installation.

In certain installations, a towel bar style antenna may not be possible. Therefore, the KA-98 probe antenna may be used in the KHF-950 system. The same installation considerations (as mentioned above) would need to be observed since all short antennas provide poor efficiencies at low frequencies. A rod style antenna element is installed onto the front of the KA-98 (see picture below). It is important that the probe antenna be provided with a good RF ground. Therefore, the coax feedline from the KAC-952 coupler to the KA-98 cannot exceed 18 inches. If this 18 inch requirement cannot be met, then the KHF-990 HF system should be considered since the amplifier it built in to the KAC-992 probe antenna coupler.

What are the main differences between the KX-155 and KX-155A radios?
The KX-155A is part of the Silver Crown Plus product line which includes a backlit bezel so that the lettering on the faceplate can be seen at night.

In addition, the KX-155A adds the following features and functions:
  • Remote channel increment capability and flipflop tuning for applications where pilot cannot take hands off yoke such as helicopter operators
  • Internal Course Deviation Indicator (CDI) included for such times when external CDI is being driven by GPS receiver
  • Stuck microphone alert allows COMM transceiver to automatically shut down if microphone is keyed continuously for more than 33 seconds
  • Bearing-to-station mode and radial-from-station mode on display
  • Includes elapsed-time and approach timer that can be programmed to count either up or downwards
  • New display doubles amount of available presentation space from one line to two
Does the Universal FMS software 801.X support EHS Mode S transponders?
No, Universal UNS FMS units must be upgraded to software 802.X or 803.X to support EHS Mode S.
What does the E in front of a Honeywell unit's serial number indicate?
According to Honeywell, E serial numbered units indicate an engineering evaluation unit which contain a non-airworthy configuration and cannot be modified, tested, or repaired.

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  GENERAL
How does the Artex Programming Dongle (DGL-1) function?
Most commonly utilized by fleet operators, the DGL-1 programming dongle allows an ELT to be transferred between aircraft without having to reprogram or re-register. The Artex DGL-1 is mounted on the ELT cover (see picture). The DGL-1 is not a memory device that stores multiple ELT coding formats. Instead, the aircraft 24 bit address is coded into the dongle by setting a series of small dip switches. The switches are accessed by removing 4 screws that attach the dongle to the ELT top cover. Inside the dongle, there are two rows of 12 switches (see picture). These 24 switches are used to set the aircraft's 24 bit address by way of binary 1s and 0s. 1s are electrical ground, 0s are electrically open.

A few other notes regarding the DGL-1:
  • The connector between the DGL-1 and ELT is only compatible with the C406 and G406 series ELTs.
  • The DGL-1 switches do not have to be set by an approved Artex programming facility.
  • The 24 bit address programmed via the DGL-1 switches overwrites any other programming on an ELT once it is powered on.
Do Bendix/King (Honeywell) gyros require periodic testing after being in storage?
Yes, according to Bendix/King Service Memo 347, periodic testing of a gyro is required to keep the unit in an airworthy state. The testing consists of running the gyro for a minimum of 6 hours on a Scorsby table. This periodic testing applies to the following King gyro instruments along with the maximum storage time:

    KG-102A12 Months
    KG-10712 Months
    KSG-10512 Months
    KI-2566 Months
    KG-2586 Months
    KG-2596 Months
    KG-2536 Months
    KI-2546 Months
    KVG-3506 Months
What is radar stabilization?
Radar stabilization uses an aircraft's vertical gyro (if equipped) to maintain the selected radar antenna beam relative to the horizon. Therefore, while in a turn, the radar will maintain the selected tilt angle instead of changing in relation to turn.
Can a fleet programming dongle be used with the Artex ME406 ELT?
No, the ME406 series ELTs cannot be used with a programming dongle. Dongles can only be used with the Artex C406 and G406 series ELT systems.
What is the difference between Garmin part numbers beginning with 010 and 011?
Garmin part numbers beginning with 010 are System part numbers. These numbers are the catalog part numbers normally used to order systems from Garmin that would include a unit and its related system accessories such as installation kits, antennas, databases, manuals, etc. 010 part numbers do not appear on the dataplate of any Garmin component. Garmin part numbers beginning with 011 are the actual unit part numbers. That is, this is the part number on the dataplate of the main unit within a system. 011 part numbers do not imply that system accessories are included.
When is an STC required for installation?
An STC (Supplemental Type Certificate) is a document needed to prove that you complied with Federal Aviation Regulations (FAR) in installing a certain type of system. Certain systems such as TCAS, EFIS, FDR, and Class A TAWS change the flight characteristics of the aircraft. Therefore, STCs are required whenever a major design or operation change is made to the aircraft. In addition, STCs can be required if a significant amount of analysis or flight tests are required or if extensive flight manual changes are needed.
Does the Universal FMS software 801.X support EHS Mode S transponders?
No, Universal UNS FMS units must be upgraded to software 802.X or 803.X to support EHS Mode S.
What does the E in front of a Honeywell unit's serial number indicate?
According to Honeywell, E serial numbered units indicate an engineering evaluation unit which contain a non-airworthy configuration and cannot be modified, tested, or repaired.
What is the recommended routine maintenance for weather radar systems?
Weather radar transceivers use a magnetron which is basically a cathode emission device. The magnetron is subject to deteriorization due to aging. Therefore, it is recommended to perform some type of periodic maintenance to detect and correct the effects of aging. This reduces the chance of an in-service failure.

An annual, routine test of the following parameters should made:

- Power output
- Transmitter frequency
- AFC voltage
- Sensitivity (MDS)

Ideally, the test should take place between December and March prior to the peak thunderstorm season.
What antenna location considerations should be made when installing navigation and communication radios?
Nav and comm antennas should be located away from any projections, engines, and propellers. Nav antennas should be mounted symmetrically with the centerline of the aircraft. The nav antenna should also be located away from landing gear doors, access doors, or other openings that would break the ground plane of the antenna. The ground plane surface directly beneath the Comm antenna should be a flat plane over as large of an area as possible.

To prevent RF interference, the antennas must be mounted a minimum distance of 3 feet from the nav/comm radio and wiring harness. Antennas should also be mounted a minimum of 6 feet from the DME antenna and 4 feet from the ADF sense antenna.
Why are cooling fans recommended for avionics equipment?
The greatest contributor to reliability and improved life of all modern avionics is to limit the operating temperature of panel or remote mounted units. Therefore, the importance of providing avionics stack cooling is essential to the life span of electronic equipment. While each individual unit may not require forced air cooling, the combined heat load of several units operating the avionics stack will significantly decrease the reliability of the avionics. Failure to provide stack cooling will most definitely lead to increased avionics maintenance costs and frequent issues.
Can the RT-300 be used as a direct replacement for the RT-220 Radar Altimeter?
The Sperry/Honeywell RT-300 can be used as a replacement for the RT-220 as long as Pin E in the RT-220 mating connector is jumpered to Pin N. Of course, the mounting trays would need to be changed to compensate for the size differences between the two units.
Will the Bendix/King KI-209A interface with the Garmin GPS-155XL and GNC-300XL?
Yes, the Bendix/King KI-209A will connect with the Garmin GPS-155XL IFR GPS and the GNC-300XL IFR GPS/Comm to provide Left/Right and To/From Deviation Indications. However, to properly connect the GPS-155XL and GNC-300XL to the KI-209A indicator, the installer must add two 10 kohm, 1/4 watt resistors between the connection. One resistor is placed in between connector P1 pins 35 and 4, and the other resistor between connector P1 pins 37 and 4.
Are King Gold Crown III digital controls such as the KFS-576 interchangeable with the A versions such as the KFS-576A?
Yes, the non A controls are interchangeable with the A version controls. The A controls will plug into the non-A harness with no problems. However, the non-A controls will not work in some A version control harnesses due to the tandem operation and KNS-660 frequency management features of the A version controls.
Are there any compatibility issues with the Bendix/King KA-120 DME/GS adapter when interfacing to the KX-125/155/165 Nav/Comms?
Yes. We are recommending that Service bulletin 1 and 2 be complied with on the KA-120 when the adapter is being installed on a new retrofit. Service Bulletin 1 corrects an impedance mismatch between the KA-120 and Gold Crown III control heads. It also corrects impedance mismatch between the KA-120 and new generation KX-155 and KX-165 Nav/Comms that utilize surface mount technology. Service Bulletin 2 corrects a serial tuning buss incompatibility when interfacing the KA-120 with a KX-125 and also incompatibility when interfacing with new generation KX-155 and KX-165 surface mount units. KA-120 with serial number 1845 and above have Service Bulletin 1 incorporated during original manufacturing. KA-120 with serial number 2819 and above have Service Bulletin 2 incorporated during original manufacturing. The price for Service Bulletin 1 is approximately $250 parts and labor The price for Service Bulletin 2 is approximately $300 parts and labor
Are there any installation considerations for the various part numbers of the Bendix/King KDM-706A DME?
Yes. There are several installation and wiring considerations that need to be addressed when changing KDM-706A units in existing installations. KDM-706A units with P/N 066-1066-20 and -22 did not originally have Mod 4 installed in original production. Mod 4 addresses the addition of a DME track flag output that is used This output is required to complete a compatible interface to some navigation systems such as the older KNS-660 and Litton 3000 as well as Sperry RD-650 HSIs. In order for a unit with Mod 4 to function properly in place of an existing KDM-706A without Mod 4, you must rewire part of the harness to prevent damage to the unit. Connector P7063 must be removed from ground potential (i.e. -20/22, non Mod 4 units) and rewired. Pin 19 of P7063 was used for aircraft ground on -20/22, non Mod 4 units. For units with Mod 4 and -23/24/25, Pin 19 is now used to provide +28VDC at 150ma drive capability for the purpose of operating a DME track valid flag. This can be achieved by connecting Pin 19 to Pin 36. Therefore, in order for units with Mod 4 as well as -24/25 units to function in place of -20/22/non Mod 4 units, you must remove pin 19 from the mating connector harness and connect it to 36 or splice into the wire going to Pin 36. For complete detailed information, reference Bendix/King Installation Bulletin # 245 and Bendix/King Service Bulletin P/N 600-04374-0040.
Are there any other coverage areas available for the Aircell phone besides the USA?
Aircell plans to complete coverage of the United States for their airborne telephone system by 2001. Aircell plans to add Canada, Mexico, and the Caribbean after the USA coverage is complete. Central and South America will be added after this area. No firm completion dates for this coverage expansion have been established.
Are there any potential problems related with the Garmin GDL49 Datalink System?
First, prior to installation of the Garmin GDL49 datalink system, the owner/operator is urged to create a customer account with Echo Flight. If an account has not been setup, complete testing of the system cannot be performed. There should not be a coverage problem related to the GDL49 performance anywhere due to the 35 ORBCOMM satellite constellation. Individual satellites move quickly crossing the U.S. in about 15 minutes. On average there are 2 satellites overhead at any one time but only one is required to communicate. The GDL49 communicates with the satellite system on a VHF frequency range that is susceptible to RFI interference. Due to this, RFI in the 135 to 140 Mhz range may interfere with the GDL49 reception. In addition, the VHF antenna should be mounted on top of the aircraft away from any motorized, pulsating assemblies that may cause interference.
Can Collins Proline II controls such as the CTL-62 be used with Proline I units such as the ADF-60A?
Yes, with the use of the CAD-31 and CAD-62 Control Adapters. The CAD-31 allows Proline II controls such as CTL-22 and CTL-32 to be used with the VHF-20A /VHF-20B and VIR-30A avionics units respectively. The CAD-62 allows Proline II controls such as CTL-62 and CTL-92 to be used with the ADF-60A and TDR-90 avionics units respectively.
Can I use a remote DME indicator such as the KDI-572/573/574 with the panel mount KN-62/62A/64 DME units?
The data bus for the KDI-572 /573/574 indicators is available from the KN-62/62A/64 but there is no 192 volt output from these DME units to light the display of these DME indicators.
Can the Goodrich Skywatch HP Traffic Avoidance System be certified as TCAS I?
Yes. Depending on the indicator configuration utilized, the Skywatch HP System can be certified for TCAS I operation. Sextant IVSIs, Collins EFIS systems (provided that EFIS has traffic software in the processor unit) can display the traffic information from the Skywatch HP for TCAS I approval. Proline IV and Proline 21 MFDs are approved interfaces as well. Various radars, with the use of the Goodrich RGC-250 radar graphics computer, can display this traffic information as well. These MFDs in include the Avidyne Flightmax, Honeywell KMD-550/850, UPS Aviation MX20 and the Goodrich i-Link MFD. Garmin series units such as the GNS-430 and GNS-530 GPS/Nav/Comms are approved for traffic advisory TSO C147 but not for TCAS I TSO C118.
Can the Honeywell KTA-870 Traffic Advisory System be certified as TCAS I?
No. the KTA-870 System does not qualify as a TCAS I System. Although it has TCAS like symbology and specifications when displayed on an MFD, the system does not meet TSO C118 for TCAS I approval. Honeywell has released the KTA-970 and KMH-980 systems for TCAS I approval.
Can the IN-2025A radar indicator be used in the RDR-1400C Radar System?
Yes, the IN-2025A can be used in the RDR-1400C Radar System only if the IN-2025A has Mods 13 and 15. IN-2025A indicators with Serial Number 1610 and above have these mods already incorporated. These mods convert the IN-2025A indicator to display both standard two-pulse beacon replys and to also display the DO-172 six-pulse beacon replys. The resulting modified indicator is functionally equivalent to the IN-2025B radar indicator.
Can the KFS-594 small HF control be used with the KHF-950 HF System?
Yes, but only when used with the KA-594 HF adapter. The KFS-594 control was originally designed for use with the KHF-990 helicopter HF system. The KHF-950 system normally uses the KCU-951 DZUS mount control. Therefore, the KA-594 adapter is not required for use with the KHF-990 system only the KHF-950.
Can weather radar information be overlayed on the moving map display of the Honeywell KMD-850 Multi Function Display System?
No. Weather radar information cannot be overlayed on the moving map page of the Honeywell KMD-850 MFD. Since the KMD-850 does not have a Windows based architecture, the MFD cannot display both since some of the colors for the moving map and radar information would cancel each other out. However, the pilot can overlay his/her flight plan on the weather radar page.
Do the international TAWS databases include vertical obstructions?
As of January 2004, most terrain databases included with TAWS only contain vertical obstacles such as towers, antennas, and buildings for North America. In particular, obstacle information outside North America are not included in the Bendix/King KGP-560/860 and L3/Goodrich Landmark TAWS8000 systems.
Do the KNS-80 and KNS-81 Nav Systems contain FM immunity for use in Europe?
Neither the KNS-80 or KNS-81 Nav Systems contain FM immunity. Likewise, there are no modifications or service bulletins that can be incorporated to achieve FM immunity. However, the KNS-81 can be used in conjunction with KA-155 FM filter to achieve FM immunity. KNS-81 units must have Mod 14 to be compatible with the KA-155. KNS-81 units above serial number 8309 already have this mod incorporated. The approximate cost to add Mod 14 is $150-$250 including testing. According to Revision 4 of the KA-155 installation manual, the KNS-80 can be used with the KA-155 filter as well.
Does the Honeywell KMD-150 multifunction display interface with weather radar systems?
No. Currently, the KMD-150 only will interface wih the BF Goodrich WX-500 Stormscope to display lightning information. Honeywell has introduced the KMD-850 which will interface with most Bendix/King digital radar systems displaying weather radar along with other information such as GPS, stormscope, etc.
Does the KX-125 have FM immunity for use in Europe?
According to Honeywell, all KX-125 Nav/Comms were produced with FM immunity in accordance with ICAO Annex 10.
Is "exchange" price the same as "trade-in"?
No. Please see the above FAAQ for "exchange" price definition. Trade-in values for equipment are based on per instance basis. For example, trade-in values may vary considerably depending on the type of equipment desired to trade-in.
Is a temperature probe interface required for TAWS installations?
Most TAWS product manufacturers strongly recommend that a temperature input be used with terrain awarenss installations. Commonly, this input is only considered for aircraft operating in extreme weather conditions which may cause discrepancies in altitude calculations. The temperature input into TAWS provides a more accurate vertical position and prevents serious discrepancies between actual altitude and TAWS calculated altitude (i.e. "Geometric") under extreme temperature conditions especially during rapid climbing or descending flight plans.
Note: Most TAWS products (i.e. Bendix/King KGP series) consdier the temperature input an option. However, the temperaure input is required for the L3/Goodrich Landmark TAWS 8000 system. This input can be derived from a compatible air data computer or a independent temperature probe kit.
Is heading information required for TAWS installations?
Heading information is required to be interfaced to Terrain Awareness Systems (TAWS) only if the TAWS installation include a terrain display. Generally, compatible interfaces include analog XYZ synchro found in modern HSI/Compass systems or digital ARINC data found in modern AHRS systems. In particular, this detail is true for Honeywell and L3/Goodrich TAWS products.
Is the KNR-630 with Mod 9 incorporated FM immunne for ICAO Annex 10 compliance?
No. Service Bulletin #9 for the KNR-630 only makes the unit meet certain specfications so it can be used with the KA-155 FM filter. Incorporating this SB 9 does not make the KNR-630 FM immune for ICAO Annex 10 compliance in itself.
Is the KTR-905 Comm a direct replacement for the KTR-900A?
Yes, but only if it P/N 064-1009-02 or -03. The harness/connector on the -02/03 KTR-905 is the same but it is physically different than the KTR-900A. The KTR-905 is smaller than the KTR-900A. Therefore, a new rack needs to be installed for the KTR-905 replacement. In addition, the KTR-900A and KTR-905 -02/03 must be used with either KFS-590A or KFS-590B controls. The KTR-905 -00 and -01 must be used with the KFS-590B as it requires parallel BCD tuning.
Is the RDR-2000 radar system a direct replacement for the RDS-82 radar system?
No. The RDR-2000 is not a direct replacement for the RDS-82. While both vertical profile systems utlize the same IN-182A indicator, the ART-2000 radar sensor has a different configuration and connector than the RS-181A radar sensor within the RDS-82.
Is the Skywatch HP a direct replacement for the original Skywatch?
No. Although both the Skywatch and Skywatch HP use the same antenna, optional display and processor mounting tray, the processor connector is different. In order to upgrade a Skywatch system the Skywatch HP system, you must change and wire the 100 pin connector for the HP processor. In addition, the HP processor uses a configuration module for parameter settings while the original processor used strappings. The HP processor can also accept an analog radio altitude input for aircraft so equipped.
Is there a 760 channel version of the King KTR-905 available?
No. Bendix/King did not produce a version of the KTR-905 with 760 channels or any sort of extended range. From original manufacturing and per the maintenance manual, the unit is only capable of tuning 720 channels. Likewise, there is no service bulletin released by Bendix/King to upgrade this unit to be capable of tuning more than 720 channels.
Is there a replacement available for the KTR-905 with 8.33 Khz channel spacing?
No. Bendix/King did not produce a repalcement unit that is capable 8.33 Khz channel spacing. You must install a different radio with this capability.
What antenna is used with Avionics Innovations AICD III AM/FM CD player?
The Comant CI-122 can be used with AICD III AM/FM/CD Player. The CI-122 provide FM frequencies from 88-108 Mhz and AM frequencies from 550-1600 Khz. This antenna retails for $215.
What are Echo Tops?
The Echo Tops product is approximately the elevation where the top of a given precipitation core is located. Echo top data is indicated by the small white numbers located near some of the radar echoes. These numbers are estimates in feet of the highest cloud tops associated with the radar echoes. This information is typically useful because the higher the cloud tops, the more intense the precipitation.
What are STARs & SIDs?
Standard Terminal Arrival Routes (STARs) and Standard Instrument Departures (SIDs) have been established and published as an air traffic control aid in certain complex terminal areas. They help reduce verbage on clearance delivery and control frequencies to provide the pilot with a description of terminal routing. Instructions for pilot use of these coded routes are contained in the Airman's Information Manual. Certain complex terminal areas are covered by Area Charts. Most modern GPS Systems are capable of displaying STARs and SIDs information in relation to the GPS moving map.
What are the installation considerations for Stormscope antenna installation?
Because Stormscope weather mapping systems detect electrical discharge activity, antenna placement relative to other active electrical components is critical. The antenna must be placed at a location that is free from excessive electrical interference. The ideal location varies for aircraft to aircraft. To ensure an interference-free antenna location, every aircraft must be skinmapped prior to installation of the Stormscope antenna. The skinmap must be done with the engines and all electrical systems operating. The Stormscope requirement for an antenna ground plane and a noise free environment complicates installation in aircraft with wood, fabric, or composite construction. Each aircraft needs to be analyzed individually for best antenna location. Avoid mounting the antenna near active electrical components whenever possible. General clearance guidelines are: - Strobe lamps and power supplies 5 ft. (1.5 meters) - Pitch trim servos and amplifiers 3 ft. (1 meter) - Fluorescent lamps and ballasts 5 ft. (1.5 meters) - Heater ignitors 5 ft (1.5 meters) - Air conditioner and heater blowers - DME/Transponder/TCAS antennas 4 ft. minimum (1.2 meters) - Inflight telephone antennas 4 ft (1.2 meters) - VHF comm antennas 1 ft. (.3 meters) - ADF antennas 1 ft. (.3 meters) - Any current carrying cable 2 ft. (0.6 meters) Stormscope sensors are adversely affected by the build up of static charges. Do not mount the antenna near any composite materials (e.g. plastic covers, radomes, fiberglass housings, windows, etc.) as these devices can build up static charges. Avoid mounting the antenna in the ground return current path between the battery and alternator, and the battery and blower motors of other heavy current carrying equipment. Aircraft skin currents may cause antenna interference.
What are the main differences between the KN-62/62A/64 DME units?
The differences between the KN-62, KN-62A, and KN-64 units are the TSO and output power ratings. The KN-62 is not TSO'd and has 100 watts nominal power output. The KN-62A is TSO'd and has 100 watts nominal power output. The KN-64 is not TSO'd and has 50 watts nominal power output.
What are the requirements and applications for Class A & B TAWS?
The TAWS requirement (See FAQ 24G) can be for either a Class A or Class B system, depending on the number of passenger seats and the type of operation. The Class A TAWS requirement is for all FAR Part 121 aircraft and Part 135 aircraft with 10 or more passenger seats. The Class B requirement is for FAR Part 135 aircraft with 6-9 passenger seats and Part 91 aircraft with 6 or more passenger seats. Class B compliance does not require display or input from a 2500 ft. radio altimeter while Class A does require this input with most TAWS systems. More technically, the functional differences between Class A and B TAWS requirements can be detailed as follows. Both Class A and B require Forward Looking Terrain Alert (FLTA), Premature Descent Alert (PDA), Excessive Rate of Descent, Altitude Loss After Takeoff or Negative Climb Rate, and Aural Alert and Warnings. In addition, the Class A requirements include Excessive Closure Rate to Terrain, Flight Into Terrain when Not in Landing Configuration, and Excessive Downward Deviation from Glideslope. Quite simply, the Class B system is intended to allow smaller aircraft to meet the TAWS minimum safety requirements at a lower cost.
What are Victor Airways?
This air navigation route system consists of airways designated from 1,200 feet above the surface (or in some instances higher) to but not including 18,000 feet MSL. Victor Airways are delineated on the ground by very high frequency omnirange radio (VOR) equipment. Each VOR station has a discrete radio frequency, numbering of Victor Airways: even numbers east/west, odd numbers north and south. The airway includes airspace within 4 miles each side of the center line of the airway. Victor airways are delineated on charts as V-1.... Most new MFDs and GPS units such as the Honeywell KMD-550, KMD-850, Skymap IIIC (with enhanced database), and KLN-94 are capable of displaying Victor Airways on the GPS moving map.
What does the letter P represent in the serial number for certain Bendix/King units?
The P indicates a "prototype" unit which was used in earlier parts of certain Bendix/King engineering programs. The P represents units that were produced in early phases of particular unit's life cycle. Therefore, P serial number Bendix/King units typically do not include product improvements such as production cut-in service bulletins and modifications for increased reliability and performance.
What indicators are used as stand alone indicators with the King KDF-805 ADF system?
Two indicators can be used as stand alone indicators for the KDF-805 ADF system. The KNI-580 contains a manually rotable magnetic bearing card and ADF pointer. The KNI-585 is identical in appearance to the KNI-580 except that it has no manual bearing setting knob. The magnetic heading is automatically displayed on the card of the KNI-585 when used with a slaved magnetic compass system.
What indicators can be used with the Garmin GNS-430 and 530 Series Systems?
According to the Installation Manual, the following indicators are compatible with main switchable VOR/ILS/GPS Indicator output (Connector P4001) for the Garmin GNS-430 and GNS-530 GPS/Nav/Comms. GI-102 (no longer available), Garmin GI-102A, GI-106 (no longer available), GI-106A, S-Tec ST-180 HSI, King KI-202, KI-206, KI-208A, KI-209A, KI-525A, KPI-552, KPI-552B, KPI-553, KPI-553A, KPI-553B, Collins 331A-3G HSI, 331A-9G HSI, 331A-6P HSI, Bendix IN-831A, Century NSD-360, NSD-360A , NSD-1000 HSI, Sperry/Honeywell RD-550A, 650 HSI. The following indicators are compatible as well but not mentioned in the installation manual: King KNI-520, Collins/STec IND-350, IND-350A, IND-351, IND-351A, 331H-3G Basically, a non-converter type indicator is required for the VOR/ILS/GPS Indicator interface to the GNS-430/530 Note: The following indicators may be interfaced to the secondary VOR/ILS output of the GNS-430/530 (Connector P4006). This output only provides VOR/ILS information on the indicator not GPS deviation information. King KI-203, KI-204, KI-208 KI-209
What is a AIRMET?
Acronym for AIRman's METeorological Information. This National Weather Service (NWS) aviation product advises of weather that maybe hazardous, other than convective activity, to single engine light aircraft, Visual Flight Rule (VFR) pilots, or any other pilot of limited capability because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs are routinely issued for 6 hour periods beginning at 0145 UTC during Central Daylight Time and at 0245 UTC during Central Standard Time. AIRMETS are also amended as necessary due to changing weather conditions or issuance/cancellation of a SIGMET . AIRMET's concern weather of less severity than that covered by SIGMETs or Convective SIGMETs. AIRMETs cover moderate icing, moderate turbulence, sustained winds of 30 knots or more at the surface, widespread areas of ceilings less than 1,000 feet and/or visibility less than 3 miles, and extensive mountain obscurement.
What is a METAR?
Acronym for METeorological Aerodrome Report. METAR is the international standard code format for hourly surface weather observations which is analogous to the surface aviation observation (SA) coding currently used in the US. The acronym roughly translates from French as Aviation Routine Weather Report. It is the primary observation code used in the United States to satisfy requirements for reporting surface meteorological data. Minimum reporting requirements includes wind, visibility, runway visual range, present weather, sky condition, temperature, dew point, and altimeter setting.
What is a PIREP?
Acronym for "Pilot Report". Acts as a means for one pilot to pass on current, potentially useful information to other pilots such as turbulence. Pireps are essential to maintaining a real-time weather picture for both the pilot and the controller. The importance of PIREP's is to provide inflight advisories, and weather avoidance information to en route aircraft. The Air Traffic Control Tower uses the reports to expedite the flow of air traffic in the vicinity of the field and for hazardous weather avoidance procedures. The Air Route Traffic Control Center uses the reports to expedite the flow of en route traffic, to determine most favorable altitudes, and to issue hazardous weather information within the center's area. The National Weather Service uses the reports to verify or amend conditions contained in aviation forecast and advisories. The National Weather Service, other government organizations, the military, and private industry groups also use Pireps for research activities in the study of meteorological phenomena. FAA facilities are required to solicit Pireps when the following weather conditions exist, are reported, or forecast to occur: Ceilings at or below 5000 feet, visibility on surface or aloft is reported at less than 5 miles, turbulence of moderate degree or greater, icing of light degree or greater, windshear, volcanic ash clouds.
What is a SIGMET?
Acronym for SIGnificant METeorological Information. Refers to information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations. SIGMET advisories cover severe and extreme turbulence, severe icing, and widespread dust or sandstorms that reduce visibility to less than 3 miles.
What is a TAF?
TAF is the international standard code format for terminal forecasts issued for airports. The acronym translates to Terminal Aerodrome Forecast and is analogous to the terminal forecast (FT) coding format currently used in the US. Aviation terminal forecasts serve the pre-flight and in-flight meteorological service requirements of aviation operations by providing a forecast of weather conditions at an airport. It is the policy of the FAA and ICAO (International Civil Aviation Organization) that terminal forecasts shall be prepared, issued, and distributed on a timely basis in a code format designed by the World Meteorological Organization (WMO) for both domestic and international use.
What is a TFR?
Abbreviation for Temporary Flight Restrictions. The most obvious occurrence of a TFR would be restricted airspace for a presidential visit to an area.
What is an AIREP?
Acronym for Aircraft Report. AIREPs are messages from an aircraft to a ground station. These reports describe weather conditions in the upper layers of the atmosphere. AIREPs are normally comprised of the aircraft's position, time, flight level, ETA over its next reporting point, destination ETA, fuel remaining, and meteorological information. Usually reported at intervals of 10 deg longitude. Used primarily by airline class aircraft due to the increased tendency of these aircraft to fly at higher atltitudes (i.e. better fuel efficiency).
What is Class C TAWS?
With the introduction of terrain awareness and advisory products that were not certified for the Class A or B TAWS mandate, clarification was needed to properly categorize all other non-TAWS products. Some manufacturers advertise products with "TAWS-like" or "terrain advisory" features. These details sometimes confused and misled consumers. Class C TAWS refers to terrain awareness intended for aircraft not affected by any TAWS mandate. Some aircraft owner/operators may desire some of the features and functions found in certified Class B TAWS products but do not need to go through the FAA approval process. This might also be common for aircraft operating in VFR conditions. Class C TAWS products achieve terrain advisories in the same manner that Class B products do (i.e. GPS position georeferenced against terrain database). The displays for Class C TAWS products look very similar if not the same as Class B products. However, because Class C is not mandated, the use of aural alerts and certain warnings/annunciations is not required.
What is factory OHC (overhauled condition) equipment and where does it generally come from?
As one can imagine, avionics manufacturers have many units that are surplus to their needs. Whether it be from over-production or warranty returns, federal regulations prohibit manufacturers from selling most returned units (even if unused) as factory new. Therefore, many of these units are available for dealers to purchase for their distribution. Many consumers who have purchased factory reconditioned have commented that the units appear new and unused. Manufacturers generally refurbish units to like new condition before selling to dealers but many of these units are indeed new and unused. Some examples where manufacturers receive back new, unused units would be an over-supply situation to an aircraft manufacturer or over-production caused by low demand and high inventories.
What is Garmin's installation policy for their TSO'd and IFR products?
In order to ensure proper installation and certification of specific Garmin panel-mounted products, Garmin requires Garmin distributors to personally install every new listed product they sell. These products include the GNS-430, GNS-530, GNC-420, GPS-400, GNC-300XL, GPS-155XL, GPS-165, GMA-340, and GTX-327. There are only two exceptions to this distributor installation only policy. First, a distributor may sell the aforementioned equipment for amateur built/kitplane customers provided that this equipment is sold as part of an entire panel, with all interfacing between systems and bench testing completed by the Garmin distributor. Second, a distributor may sell the aforementioned equipment direct to another Garmin distributor.
What is Garmin's warranty policy?
GARMIN's Limited Warranty Policy warrants all products to be free from defects in materials and workmanship for one year from the date of purchase. Within this period, GARMIN International Inc. will, at its sole option, repair or replace any components which fail in normal use. Such repairs or replacements will be made at no charge to the customer for parts or labor; however, the customer shall be responsible for any transportation costs unless prior arrangements have been made with the dealer the item was purchased from. This warranty does not cover failures due to abuse, misuse, accident, or unauthorized alterations or repairs. GARMIN International, Inc. assumes no responsibility for special, incidental, punitive, or consequential damages, or loss of use. Southeast Aerospace usually can offer off the shelf replacements for most Garmin units that experience normal failures not related to any sort of misuse or abuse.
What is GPSS?
The GPS Steering function standard in the System 55X, and optional for all other S-TEC autopilots, dramatically improves enroute and approach GPS navigation tracking. Normal NAV tracking uses heading data and course deviation shown as CDI or HSI needle deflection. GPSS by S-TEC flies the roll steering commands output by many of the newer GPS Navigators. Theoretically, the GPS computer always knows where it is located and, based on the flight plan programmed by the pilot, where it is going. The GPS computer processes this information into right and left steering commands. These are then sent to the autopilot that flies the airplane in response to these commands navigating the GPS course very accurately. Currently, some GPS navigators have roll steering capability for enroute flight and limited approach transition procedures.
What is included in the "installation or install kit"?
Most panel mount units sold by Southeast Aerospace include new manufacturer's installation kits and mounting rack for the unit being purchased. These installation kits normally include the mating connector(s) needed to fabricate the electrical harness for that unit. Antenna (RF) coaxial connectors are usually provided with panel mount avionics installation kits as well. These kits do not include standard wire needed to build the harnesses. Wire can be purchased separately if needed. No panel mount avionics (with the exception of some intercoms) include pre-wired or pre-fabricated harnesses. Installation kits for remote mount avionics sold by Southeast Aerospace are available at an additional cost. These separate kits can vary in price depending on the avionics unit. These kits usually include the mounting rack and connectors needed to fabricate the electrical harness for that unit. These installation kits do not include standard wire needed to build the harnesses. Wire can be purchased separately if needed. No remote mount avionics include pre-wired or pre-fabricated harnesses.
What is indicated by the letter U or X in the beginning of a serial number?
Some Bendix/King avionics units have the letter U or X in the beginning of the serial number (e.g. X87544). Units with the letter X indicate that the unit is in like new condition and has been cosmetically enhanced. In most cases, faceplates and covers have been replaced by Honeywell so that the unit appears the same as a new unit would. In addition, the letter X indicates that the product is less than 3 years old, has the latest software and hardware mods installed, and was repaired by the factory or the factory repair and overhaul shop. Units with the letter U indicate that the unit in average physical condition and, in most cases, have not had much cosmetic enhancement done at the factory. These units are usually more than 3 years old but do have the latest software and hardware mods installed while being repaired at the factory.
What is meant by "Exchange" price?
"Exchange" is a term used in the aviation and most other parts industries to indicate the exchange of a known defective or unserviceable unit for a known good, serviceable unit. In most cases, in simple terms, exchanges are sought after when quick replacement of a defective unit is needed.
Southeast Aerospace exchange rates are based on a flat rate with no additional billing. This policy is based on the return of a repairable core of the same model and same part number. A definition of a repairable core is a unit that has experienced a normal equipment failure not related to an incident (i.e. fire or water damage) or improper and poor installation. Furthermore, units that have been heaviliy modified or extensively and unproductively worked on are not accepted as exchange cores. Please note that exchanges may also be conditional based on serial number of the exchange core since some older units may be no longer be supported by the manufacturer. In conclusion, most shops want to receive exchange cores that can be economically repaired for future resale or exchange.
What is NEXRAD?
Acronym for NEXt Generation Weather RADar. Nexrad is a network of about 140 advanced Doppler radars implemented in the United States between 1992 and 1996. It detects the location and intensity of precipitation out to a range of 143 miles from the radar site. NEXRAD Doppler radar is highly sensitive and can detect precipitation from very light rain and snow up to the strongest thunderstorms with accuracy and detail. However, sometimes the radar's extreme sensitivity will cause ground clutter and other non-precipitation echoes to be displayed in the vicinity of the radar site.
What is OHC or overhauled in relation to avionics?
The term OHC or overhauled condition is widely used and can be defined in many different ways depending on the sector of aviation in question. Most broadly, this terms refers to the inspection and cleaning of an electronic component (in this case) as defined by Federal Air Regulation Part 43.2. The FAA mandates that certified repair stations not only follow any prescribed overhaul procedures listed in a component's maintenance manual but also inspects and verifies that all mandatory service bulletins and subsequent airworthiness directives are complied with. In addition, when certifying a unit as "overhauled", the repair station must verify and validate that all modifications and/or service bulletins marked on the mod chart or dataplate of the unit are indeed incorporated in the unit. Likewise, most repair stations improve cosmetics and overall appearances of unit they may be certifying as overhauled since this should be included in the cleaning and inspecting of a unit.
What is SELCAL?
SELCAL or Selective Calling is a function that allows a ground radio operator to alert an aircraft crew that the operator wishes to communicate with that aircraft. Because of the background noise level experienced on HF (High Frequency) radio frequencies, pilots usually prefer to turn down the audio level of their HF receiver until alerted via Selcal. When the ground station operator wants to communicate with the aircraft, they enter into the Selcal encoder the four letter code of that aircraft. This four letter code is usually included in the aircraft's flight plan and it is transmitted over the assigned radio channel. All aircraft monitoring that specific channel receive the Selcal broadcast but only those that have been programmed with that four letter code will respond by sounding a chime or some other alert for the crew.
What is Southeast Aerospace's return policy?
All items with the exception of special order items may be returned within 30 days for a full refund as long as the items have not been used and are unopened in the original packaging. This includes new and serviceable/overhauled items. Returns requested on special order items are subject to restocking fees.
What is TAWS?
The FAA has mandated that all US registered, turbine powered aircraft with six or more seats must install a Terrain Awareness and Warning System (TAWS) by March 5, 2005. TAWS is a new enhanced technology that replaces earlier Ground Proximity Warning Systems (GPWS). TAWS uses position data from a navigation system such as GPS and a digital terrain database to display surrounding terrain. Most modern mutli function displays have capabilities to interface and display terrain information overlaid with GPS position information and other types of information. The enhanced TAWS adds two new and critical capabilities, FLTA (forward looking terrain avoidance) and PDA (premature decent alerts) to the standard GPWS capabilities of excessive rate of descent, excessive closure rate to terrain, altitude loss after takeoff, negative climb rate, flight into terrain when not in landing configuration, and excessive downward deviation from glideslope. The FAA believes that TAWS can significantly help to reduce the number of Controlled Flight Into Terrain (CFIT) and Approach to Landing Accidents (ALA). CFIT and ALA accidents account for 80% of all fatalities in commercial aviation. The FAA and the Flight Safety Foundation (FSF) estimates that up to 95% of those accidents may have been avoided if the aircraft had been equipped with the enhanced TAWS equipment. TAWS equipment is also being mandated for the U.K. and South American commercial aircraft operators. For more detailed information about the TAWS requirement, please view our TAWS Information Chart
What is the difference between a fixed pointer and a moveable pointer in an attitude gyro?
The pointer on most attitude gyros indicates the aircraft bank angle. This angle is determined by the markings on the dial at the top arch of the attitude indicator. Modern attitude indicators have moveable pointers that point to the indicated bank angle marking as the gyro banks as well. The bank angle dial is fixed against the gyro horizon pictorial display. This gives the best representation of the gyro movement with the aircraft movement. Vintage style attitude indicators have fixed pointers that remain fixed as the bank angle dial moves to the corresponding dial marking as the gyro banks as well.
What is the difference between Collins Microline and Proline avionics?
Collins Microline was a line of self contained, panel mount avionics originally produced by Collins for general aviation. This product line was later sold to S-Tec Corp. by Collins. Collins Proline is a line of remote mount avionics produced by Collins. Proline is still supported by Rockwell Collins.
What is the difference between Honeywell (Bendix/King) part numbers with 9 digits vs. 12 digits?
None. Original King Radio part numbers were 9 digits. For example, 066-3056-01. During the Bendix and King merger (i.e. Bendix/King), a new part numbering system was created that converted these 9 digit part numbers to 12 digits. Therefore, 066-3056-01 became 066-03056-0001. Despite this numbering change, units that were originally from the King Radio design still have the 9 digit part number format on the unit dataplate. The 12 digit format for King units appears to be used for catalog and internal Honeywell purposes only. Therefore, any unit that has a zero in its third to last number (i.e. XXX-XXXX-X0XX) has a 9 digit part number (i.e. XXX-XXXX-XXX) on its dataplate / ID Plate.
What is the functional and feature differences between the Fuel Flow option in the JP Instruments Engine Monitoring Systems and the stand alone FS-450 Fuel Flow Indicator?
There are no functional differences in fuel flow parameters indicated between these systems. All of the JP Instruments Engine Monitoring Systems with the fuel flow option will indicate all fuel quantity and navigation based fuel indications (when interfaced with GPS) that are included in the the FS-450 Fuel Scan Computer. The engine analyzers with the fuel flow option contain a 3 position toggle switch with positions for EGT, ALL, and FF. In the EGT position the numerical display indicates only temperature related parameters and bus voltages. In the FF position, the numerical display indicates only fuel flow parameters. In the ALL position, the numerical display, indicates parameters for both EGT and FF. The bar graph display is not affected in any of the positions nor are the alarms for the engine monitoring system. The FS-450 was designed as a budget, stand alone fuel computing instrument.
What is the main difference between the ART-2000 and ART-2100 radar sensors?
The main difference between the ART-2000 and the ART-2100 is that the ART-2100 has 50% more transmit power than the ART-2000. The range on the ART-2000 is 240 nautical miles while the ART-2100 has a range of 320 nautical miles. The ART-2100 also has a 120 degree scan instead of the 90 degree scan as with the ART-2000. The ART-2100 also has additional features such as autorange which alerts the pilot when radar energy cannot penetrate and autotilt which manages the tilt angle as the aircraft climbs or descends.
What is TIS?
TIS is an acronym for Traffic Information Services. This system incorporates the usage of a Mode S transponder with datalink capablities. The datalink traffic capabilities are accessed through the FAA's Traffic Information Services. The TIS System is available through 124 Mode S Air Traffic Control (ATC) radar sites throughout the United States. Aircraft within a 60 nautical mile (expected to increase to 90+nm) radius of a Mode S radar site will receive traffic advisories and warnings from ATC via the Mode S datalink. This information can be displayed on most modern multi function displays. Although this system uses standard traffic symbology when used an MFD, this system is not to be confused with and cannot be used in place of TCAS (Traffic Collision and Avoidance System) which is required by certain types and classifications of aircraft.
What radio altimeter input is required Class A TAWS compliance for the Sandel ST3400?
The Sandel ST3400 TAWS System is unique in that it can accept either a 2000 or 2500 ft. radio altimeter input as part of the Class A TAWS requirements. Most Class A TAWS systems require strictly a 2500 ft. input but Sandel was able to prove equivalency in the functionality of their system with only a 2000 ft. input.
What software level is required for the ART-2000 radar sensor to function correctly with the KMD-850 Multifunction display?
At present SW (software) level 01/09 with MOD-6 is required in the ART-2000 to be compatible with the KMD-850. Any ART-2000 unit below this level can be upgraded to this level by Honeywell at no charge.
What software version is required for the processor of the Skywatch system to interface with the Garmin GNS-430/530?
Software Version 1.6 is required on the processor of the Goodrich Skywatch System to interface and display traffic information on the Garmin GNS-430 and GNS-530 GPS/Nav/Comms.
What type of altitude input is required for TAWS?
Most TAWS installations require only uncorrected barometric pressure altitude information from an existing encoding altimeter. This altitude information is combined together with the altitude dervied from the connected GPS to provide accurate altitude information. This combination of pressure altitude and GPS altitude is called "Geometric Altitude" which is less susceptible to errors or malfunctions from normal altimeter systems. Another benefit of the Geometric Altitude is that the pilot now has an independent monitor of altitude. The system will provide a voice alert and display to the pilot should an abnormal difference between the two altitude sources occur.
Note: As mentioned, most TAWS systems only require uncorrected barometric pressure altitude information. This information is found in all modern encoders and encoding altimeters that are used for Mode C ATC operations. However, the L3/Goodrich Landmark TAWS8000 requires corrected barometric pressure altitude information from a compatible air data computer or encoding altimeter with such an output.
What version of the GNS-XLS will interface with VHF comms that have 8.33 khz channel spacing?
GNS-XLS Part # 17960-0102-00XX with software Mod level 6 and all versions of P/N 17960-0203-00XX will channel 8.33 khz Honeywell Primus II and Collins Proline II radio systems.
What version of the King KY-96A/97A VHF Comm is still available factory new?
The -70 version is the only version of the KY-96A and KY-97A that is still available from Honeywell (formerly Bendix/King). This unit is categorized under their Crown Series product line of low budget panel mount avionics. Under this product line, the Crown Series units have a solid black face unlike the black face with silver trim synonmous with the Silver Crown product line. The -60 version of these units is the original Silver Crown version no longer available from Honeywell and is functionally equivalent to the -70 units.
What versions of the GNS-XLS include the enhanced features with Terrain and Datalink displays?
In order to display terrain and other graphical information, you must purchase a GNS-XLS with the middle part number series -0203 and related required software updates. Of course, as with any multi function type display, there are other remote units and processors required to use these features. For example, you must interface a compatible Ground Proximity Warning Computer with the GNS-XLS to receive and display terrain information on the GNS-XLS. In order to receive and display graphical weather and Automated Flight Information Services (AFIS) information on the GNS-XLS, you must purchase and use an AFIS Data Management Unit (DMU) and Remote Processor Unit (RPU). The additional cost for this information interface is approximately $40000-$45000 not including any related information subscription services. The DMU purchased will also depend on the data link format that will be utilized (i.e. Aero H, H+, I or C Satcom). AFIS installations that do not include a dedicated VHF antenna require a single Antenna Switching Unit (ASU) as well.
Why are some autopilot, fuel flow and engine analyzer systems made to order and not in stock?
Most of the items within these systems such as the harnesses and cables are fabricated for the specific aircraft or aircraft type they are going to be installed into. Most of the computers for these systems are calibrated and adjusted to the specific aircraft or aircraft type as well. Therefore, it would be virtually impossible for a dealer to stock every exact system needed for every aircraft the systems are approved for.
Why cant some avionics be sold over the counter (without dealer installation)?
When a company becomes a dealer for an Original Equipment Manufacturer (OEM), it is required to commit to a dealership agreement. Most OEMs state in these agreements that no new parts, unless otherwise specified, will be sold outright. Therefore, they must be installed by the dealer. The reasons for this is two fold . First the OEM wants to minimize their liability risk by having their equipment installed by known trained and knowledgeable technicians. Secondly, they want to maintain their products integrity by making sure the product is installed and operating properly so the customer is satisfied with the performance.
Why can't the KI-209A be used with the KLN-90B GPS?
The KI-209A does not have an OBS resolver inside the indicator to provide selected course information to the GPS. Instead, it has a Sine/Cosine potentiometer. To see the Sine/Cosine potentiometer and properly calibrate to it, it requires more than the +/- 10 degrees of adjustment that a KLN-90B has. The KLN-89B and KLN-900 has +/- 180 degrees of adjustment. Therefore, the KI-208A and KI-209A are limited to the KLN 89B and KLN 900.
Why do some avionics vary so much in price even though they have the same model number?
Most avionics unit have both a part number and model number. Some models will have several part numbers representing technically and functionally different units available. An example of this might be the King KNR-634 Navigation Receiver which has several versions. Some part numbers of the KNR-634 include marker beacon receiver and glideslope receiver boards while some may not have these boards at all. Some other instances of this may be panel mount units such as the KX-155 which may or may not contain such features as glideslope receiver and isolation amplifiers for audio. Therefore, a unit containing all available features for a certain model will generally have a higher cost than a unit that does not have the same features and function.
Why is a "Terrain Inhibit" function required in TAWS installations?
Terrain Avoidance and Warning Systems (TAWS) require the installation of a "Terrain Inhibit" switch as part of the system installation. When switched, this function will inhibit all audio and visual (where applicable) alerts to the pilot. The purpose of the Terrain Inhibit function is to allow aircraft to operate without nuisance or unwanted warnings at airports that are not in the system database. An example of such an unwanted warning might be a private airport or those airports with runways shorter than 2000 feet. In addition, there may be some VFR type airports where unique terrain features are in close proximity to the runway. Other special aircraft operations or applications such as Forest Service or firefighting missions may require this inhibit function as well. Generally, the Terrain Inhibit function will only remain engaged for the particular alert that is presently giving and will be disabled when another alert is encountered.
Why should I install a 406 MHz ELT system?
As of February 2009, the International COSPAS/SARSAT System will cease satellite monitoring of 121.5/243 MHz Emergency Locator Transmitter (ELT) beacons.
121.5 and 243 ELTs have been the standard for many years so many of the ELTs are still in operation in many aircraft around the world. Digital 406 MHz ELT beacons have many advantages over analog 121.5/243 MHz beacons. With a 406 MHz beacon, the position of the distress can be relayed to rescue services more quickly, more reliably and with greater accuracy.
Some of the more specific advantages of 406 MHz ELTs include:
- Unique identification, registration data that provides information on the specific owner/operator and aircraft.
- 5 watts pulse type signal power vs. .01 watts continuous
- Global vs. regional coverage
- Search accuracy within 5 km or 100m if GPS position is encoded into message via nav interface (121/243 is only 20 km)

In addition to being much more accurate, dependable, and ideal, 406 MHz ELTs have dramatically decreased in price since their introduction. If you have not already, it would be a good idea to update your ELT as soon as possible to avoid any rush that may occur before 2009. After February 2009, your older 121/243 will not provide adequate search and rescue function should an incident occur with your aircraft.
Will the L3/Goodrich Skywatch interface with the Bendix/King KMD-250/550/850 MFDs?
Yes, the KMD-250, KMD-550, and KMD-850 Multi Function Displays will all display traffic information from a Skywatch (TRC497) or Skywatch HP (TRC899) processor. However, the Skywatch processors do not accept ARINC 429 control from the KMD units for Test (TST), Standy (SBY), and ON controls. The TRAFFIC CONTROL on the Traffic Setup Page of the KMD MFD must be set to DISABLED. In addition, the installer must provide two push buttons to control the operating mode of the Skywatch processor unit. These buttons provide a momentary connection to aircraft ground when pressed and should be labeled as indicated.

   GPS
How do I update the database for my Bendix/King (Honeywell) GPS?
In most cases, Honeywell offers two options for GPS database updates: - Card/cartridge replacement - Computer download

Users can order a subscription and have a database card/cartridge delivered to a given address every 28 days. If an update is not required as frequently, users can simply order a database card or cartridge direct from Honeywell Wingman Services. Click Here to go to the Wingman website.

The GPS database Internet download option is available for most receivers. The update is downloaded to a laptop computer. The laptop is then interfaced to the GPS inside the aircraft via the PC interface kit (P/N 050-03213-0000). Certain GPS receiver software as well as laptop performance requirements must be met in order to properly utilize Internet downloading and the computer interface. Please see the document GPS_download.pdffor complete instructions on computer updating.

Please Note: The KLN-35A and KLX-135A GPS units can only be updated via computer as they do not have externally accessible databases.
How do I update the database in my Garmin GPS?
For handheld GPS receivers, database updates can be ordered and downloaded directly through Garmin's Internet site. Click Here to access this section of Garmin's website.

For panel mount GPS receivers, all database cards and computer downloads (if applicable) must be ordered through Jeppesen. Contact Jeppesen at www.jeppesen.com for more information.
How does the CDI deviation sensitivity change when performing a GPS approach to an airport?
During the Enroute navigation mode, the CDI sensitivity is + or - 5.0 nautical miles. During Terminal mode, + or - 1.0 nm. During Approach, + or - 0.3 nm.
Does the Garmin GPS 400 contain the same annunciators/switches that the GNS 430 has?
No. Since the Garmin GPS 400 is the GPS only version of the GNS 430 GPS/Nav/Comm, it only contains the annunciators for message, waypoint, Auto (GPS AUTO mode of operation), OBS (GPS OBS mode of operation), terminal, approach, and integrity (for position error). Since the GPS 400 does not contain the VOR/LOC/Glideslope portion of the GNS-430, the CDI source select button is omitted as well as the VLOC/GPS annunciator.
What types of heading and GPS inputs will the KMD-550/850 MFDs accept?
The KMD-540 display used in the KMD-550 and KMD-850 Multi Function Display systems is capable of receiving magnetic from several sources. This heading information is used to correct the difference between heading and track based display pages to allow overlay of flightplan information and other data. Compatible heading sources include synchro XYZ, FMS/HDG, Traffic ARINC 429, digital heading via WX-500 Stormscope. According to the KMD-550/850 installation manual, synchro XYZ is the highest priority heading source. However, the KAC-504 traffic PCMIA card must be installed in the KMD-540 base unit for the XYZ heading to operate. Therefore, this card must be installed in the KMD-540 display to interface common heading systems such as the Collins PN-101 and Bendix/King KCS-305 & KCS-55A. The cost of the KAC-504 traffic card is $2000 list price. Click Here to view a page from the KMD-550/850 installation manual detailing these interfaces (Adobe Acrobat Reader required). The KMD-540 will utilize position information from many GPS or FMS sensors. It can be configured for either RS-232 or ARINC 429 as the position source depending on the PCMIA card configuration in the KMD-540. That is, the ARINC 429 source option requires the installation and configuration of the KAC-504 traffic card option in the KMD-540. Most GPS receivers output RS-232 information. This includes common receivers such as the Bendix/King KLN-89B / KLN-94 / KLN-90B / KLN-900, Garmin GPS-400 / GNC-420 / GNS- 530 / GPS-150XL / GPS-155 / GPS-155XL / GPS-165 / GNC-250 / GNC-250XL / GNC-300 / GNC-300XL and UPS/II Morrow GX-50 / GX-55 / GX-60 / GX-65. Flight Management Systems such as the Bendix/King GNS-X / GNS-XLS and the Universal UNS-1A, 1B, 1K only output ARINC 429 information. In addition all Garmin receivers and the Bendix/King KLN-90B, KLN-900 will output both RS-232 and ARINC 429 formats. Please note that if the KAC-504 card is installed, Honeywell recommends that the ARINC 429 source be used if available. Click Here to view a page from the KMD-550/850 installation manual detailing these interfaces (Adobe Acrobat Reader required). The KAC-504 card was used for the above interfaces because of its extended expansion capabilities (inputs and proessor). The other interface cards available for the KMD-540 do not have expansion potential. As of 7/1/02, Honeywell is reporting that WX-1000E Stormscope interface may be the next interface available for the KMD-540 via the KAC-504 card.
Will the Bendix/King KI-209A interface with the Garmin GPS-155XL and GNC-300XL?
Yes, the Bendix/King KI-209A will connect with the Garmin GPS-155XL IFR GPS and the GNC-300XL IFR GPS/Comm to provide Left/Right and To/From Deviation Indications. However, to properly connect the GPS-155XL and GNC-300XL to the KI-209A indicator, the installer must add two 10 kohm, 1/4 watt resistors between the connection. One resistor is placed in between connector P1 pins 35 and 4, and the other resistor between connector P1 pins 37 and 4.
As long as the information is current in my approach approved IFR GPS, do I still need to have charts and approach plates?
Yes. Having a current IFR GPS receiver database does not relieve a pilot of the need to have current en route charts and approach plates.
Can database updates for the Garmin handheld GPS units be downloaded on the Internet?
Yes, Jeppesen database updates for most Garmin handheld GPS units can be downloaded on Garmin's Internet site. Single updates and annual subscriptions can be purchased. For more information, please click Here.
Can GPS be used in place of ADF for IFR?
Yes, with a few exceptions. If there is no ADF in the aircraft, you cannot use GPS to fly an NDB approach that is not overlayed. Therefore, unless it is also an overlay, you must have ADF for NDB approach.
Can GPS be used in place of DME for IFR?
Yes, with only a few exceptions. You can use GPS in place of DME if the named fix appears in the GPS database or the datum upon which the fix is based is in the GPS database. For example, if you were flying a VOR-DME approach without a DME in the aircraft, the GPS can substitute if the required fixes are named and included in the GPS database or the VOR upon which the approach is based can be found in the GPS database. One other exception is when flying an ILS-DME, one cannot legally use GPS in place of DME because DME fixes are not normally named in the GPS database. In addition, DME fixes are based on localizer DME sources that do not appear in GPS databases. The exception is ILS-DME approaches that may either have 5-letter named fixes or DME sources based on named datum such as a VOR.
Can Nickel Cadmium (NiCad) batteries be used with the GPSMAP 295?
Yes, standard Nicad AA rechargeable batteries can be used with the GPSMAP 295. There is no NiCad battery pack available from Garmin for the GPSMAP 295 as there is for the GPSMAP 195. The battery level indicator in the GPS is calibrated for alkaline batteries. Using NiCad batteries in the GPS will cause the battery level indicator to display differently due to voltage and discharge pattern differences. Therefore, to display the battery level accurately select the appropriate type of battery being used (alkaline or NiCad) by accessing the System tab on the Main Menu page of the GPSMAP 295. Use the rocker keypad to select the battery section on the lower left side of page. Press Enter to select the battery type and then Enter again to save the setting. Please note that while using the cigarette adapter for the GPS power source, the NiCad batteries do not charge.
Can the Bendix/King KPI-553A display the distance information output by the Garmin GNS-430?
Yes, the Bendix/King KPI-553A can display the distance information output from the Garmin GNS-430 BUT only with the use of the Garmin GAD-42 Adapter. The KPI-553A uses King Serial Data/Clock for its distance information format. The GNS-430 outputs ARINC 429 distance information. The GAD-42 is required with this interface to convert the ARINC 429 Distance Label to the KING Serial Data/Clock Distance information
Can the database in the GPS III Pilot be switched between regions ( i.e. Americas, Atlantic, Pacific)?
The aviation database can be changed but the basemap cannot be changed in the GPS III Pilot and the GPSMAP 195. The basemap is permanent in the memory of the unit and can not be changed.
Can the display fields be changed on the GPSMAP 295?
Yes, the display fields such as distance and speed can be easily changed in the menu settings from the main map screen. This is especially useful in the mobile, land uses of the GPSMAP 295 as well. For example, through the menu settings, you can have 2,4, or even 8 fields displayed at once along with the moving map. There is a list of approximately 15-20 fields that can be chosen from the drop down list on the menu settings such as ETA, distance to waypoint, distance to destination (for routes), course, track, and more.
Can the King KI-208/209 indicators be used with a Garmin GPS?
No. The KI-208 and KI-209 indicators contain an internal VOR/LOC converter. These indicators do not provide any means to bypass the converter for a direct meter movement connection. The KI-208A and KI-209A include a relay that provides the means to bypass the converter for GPS deviation indication.
Can the Mapsource CDs and software be used with all Garmin aviation handheld GPS units?
No, currently only the GPSMAP 295 is compatible with the Mapsource software option
Can the NavTalk Pilot GPS/Phone be sold over the counter?
No. Although the Garmin NavTalk Pilot GPS/Phone is classified in the handheld electronics portion of the Garmin dealer catalog, it still requires installation by a Garmin and Aircell dealer. The telephone portion of this unit incorporates installation of a specifically designed celluar antenna and interface module. Furthermore, it is critical that the antenna is installed properly for proper function. In addition, the Aircell service can only be initiated by an Aircell dealer.
Can the Skymap IIIC operate from standard batteries like most handheld GPS units?
No, although the Skymap IIIC can function outside of an aircraft panel, an external power source such as aircraft voltage or a cigarette adapter cable is required to operate the unit.
Can the UPS/II Morrow GPS receivers be used with the GPS autopilot steering function (GPSS)?
On July 26 2001, UPS Aviation announced that a software/hardware upgrade would be available to enable the UPS/IIMorrow line of GPS receivers (GX series and SL series) to be compatible with the ST-901 GPSS converter and System 55X Autopilot. The software upgrade will cost $395 to non database subscribers and $295 to database subscribers. A $995 "black box" will be required for this conversion of RS-232 signal output from the UPS units to the ARINC 429 standard required for the GPSS unit. For more information on this upgrade, please click Here.
Do all IFR GPS units require database subscriptions?
No. For IFR GPS approaches, the unit must have a current database revised to the 28 day cycle. A current database is not required for GPS units only approved for IFR enroute and terminal operations.
Do any of the Garmin aviation handheld GPS units include obstruction data?
The Garmin GPS III Pilot, GPSMAP 196, and GPSMAP 295 do not have vertical obstruction data such as radio towers standard in the Jeppesen database. Obstruction data is included on the Mapsource Topographic CDs that can be used as an option with the GPSMAP 196 and 295 units.
Does the Garmin GNS-530 contain interface capability for weather radar?
No. Currently, the GNS-530 does not support an interface for analog or digital weather radar display. Since the GNS-530 is intended to be a multifunction display containing such information as GPS, Nav, Ryan TCAD, and Echoflight , the potential is present. Although the possibility has been addressed by Garmin, they have not released any projected date or timeframe for this interface.
Does the GPSMAP 295 have the vertical/horizontal screen orientation capability that the GPS III Pilot has?
No, the GPSMAP 295 screen is horizontally configured. Internally the unit does not have the capability to change the screen orientation to vertical. Furthermore, the shape of the unit does not allow for this either. This is perhaps one of the only disadvantages to the GPSMAP 295. At times, the GPSMAP 295 is not able to give a true representation of direction in relation to the top and bottom of the unit. For example, when traveling in northerly direction, the unit will switch its display to show on the side to show the vehicle/aircraft moving to the left of the unit. The GPS obviously switches its display so it can display more forthcoming information when traveling north or south. Therefore, one should not use the top of the unit as north reference always. However, the GPSMAP 295 menu settings does allow for the display to be changed between north up, track up, and course up. Both the GPSMAP 195 and GPS III Pilot have vertical screen orientation.
Does the GX-55R GPS retrofit for the Apollo Loran have a matching antenna retrofit as well?
Yes, the GX-55R GPS retrofit system includes a GPS antenna as well. This antenna should have the same footprint as the Loran antennas originally supplied with many of the Apollo Lorans. As long as the Loran antenna was properly installed originally, the GPS antenna should match up and function correctly with no rewiring and repositioning. Please note that this only applies if the Loran antenna is installed on the top of the aircraft. The GPS will not work properly if the antenna is installed on the bottom of the aircraft.
Does the King KLN-900 DZUS mount GPS have internal relays for GPS/NAV CDI switching ?
No. A separate annunciator/switching panel such as the Mid-Continent MD41 is required to accomplish this for the KLN-900.
Does the Northstar M3 GPS output RS-232 GPS data for use with MFDs?
No. The Northstar M3 GPS has a very limited RS-232 Bus that is not capable of building a suitable moving map on most modern Multi Function Displays such as the Bendix/King KMD-150, KMD-550, and KMD-850. The RS-232 data that the M3 outputs is a proprietary format that was originally intended for use with Northstar SmartComm option where the GPS could tune the VHF comm transceiver based on the GPS receiver's current position
Does the remote antenna for GPSMAP 195 and 295 mount on the outside of the aircraft?
No. The remote antenna that is included with the GPSMAP 195 and GPSMAP 295 handheld GPS units is primarily intended for interior, remote use. This antenna is not an external antenna for mounting on the exterior of the aircraft. A common use for this antenna would be for better satellite reception by mounting the antenna on the windshield or dash of the aircraft.
How can the internal GPS be bypassed in the Skymap IIIC?
The Skymap IIIC has a built-in GPS receiver. To use this unit with an external GPS source. use the following steps to disable the internal GPS receiver: 1. Press the SET UP key. 2. Press the INST & DIAGS key. 3. Press DATA IN/OUT key. 4. Use the Joystick to select 'GPS Source'. When you try to toggle, you will get a message asking if you really want to do this. Select YES, and then it will let you toggle the GPS source.
How can the new 14/28 Volt version of the GNS-430 be used in both 14 and 28 Volt aircraft?
The 14/28 Volt version of the GNS-430 units will work on either 14 or 28 volts. The wiring is the same with the only difference being that the 14 volt usage requires a 10 amp breaker instead of a 5 amp breaker on the comm power line.
How is Garmin handling the update for the Mapsource MetroGuide CDs?
Currently, Garmin is offering a one-time update for the USA MetroGuide CDs. If you purchased the CD after June 1st 2001, you can receive a free update directly from Garmin. If you purchased the CD before June 1 2001, you can purchase an update directly from Garmin for 50% of the list price ($87.50 plus applicable sales tax). For either siutation, you must complete an update form and return the old CDs with the request form. Garmin has indicated that this update request takes 8-12 weeks to process. To obtain instructions and the update form, click Here to go to this page on Garmin site.
How often do I need to update the database on my handheld GPS?
Since all handheld GPS units are for VFR navigation only, there is no mandated schedule for database updates. Handheld database updating is solely at the leisure and choice of the user. We found most handheld GPS users update their databases every 6 to 12 months.
In relation to GPS receivers, what is FDE?
FDE is an algorithm that monitors the accuracy and reliability of GPS signals, detects erroneous GPS data, and excludes that data from the active navigation solution. Unlike Receiver Autonomous Integrity Monitoring (RAIM), which will terminate GPS navigation if signal integrity is compromised, FDE actively enables the pilot to continue navigating with GPS technology. FDE offers an increased level of safety to pilots flying over the Atlantic or Pacific or in remote areas where navigation aids are scarce. Most GPS receivers that are found in trans-oceanic aircraft will have provisions for the FDE. Therefore, most handheld GPS units and lower end GPS receivers will not have FDE.
In relation to GPS receivers, what is RAIM?
RAIM is a software algorithm that is available in some GPS receivers which gives an indication if the position accuracy of the GPS receiver is suitable for use. The RAIM availability (or ability of a GPS receiver to provide a RAIM warning) is dependent on th