2018 End of Year Thoughts & Reflections

Written by: Joe Braddock

Hard to believe that 2018 is almost a wrap and we are thinking about what 2019 will bring. We all get so involved in the busyness of our daily lives that we don’t get a chance to sit down and reflect on happenings, trends, or challenges that might be around us. The aviation industry continues to change and evolve. No doubt about that. Here at Southeast Aerospace, we’ve seen our share of happenings and whatnot so I thought I’d share a few with you.

On our side of things, ADS-B is dominating the avionics world. 2018 finally saw many aircraft owners committing to comply with the 2020 ADS-B Out mandate. Most avionics shops, big or small, are scheduling out ADS-B installations well into 2019. Most ADS-B equipment manufacturers appear to be keeping up with demand although a few are already experiencing some backorders. It’s safe to say that shops should start thinking of stocking some ADS-B equipment if they are not already. I cannot imagine that manufacturers and distributors will have ADS-B equipment ready on the shelf all throughout 2019. While there’s more options than ever for ADS-B equipage, some aircraft owner/operators are still waiting to comply with the mandate. It’s not all about procrastination either. Some aircraft owners (mostly bizjet and up) are weighing the investment of implementing ADS-B Out into their aircraft versus selling and investing in a new aircraft. It will be interesting to see how many owners in 2019 opt to comply or not. Regardless, 2019 should be hectic for shops to juggle existing, scheduled, and last minute installs as 2019 comes and goes. No doubt that 2019 will be an exciting year for ADS-B.

Obsolescence and support for legacy parts continues to be an interesting topic for the bench shop and part sales world. Support for many legacy parts is getting more challenging as manufacturers discontinue their own support, lifetime buys of piece parts run out, or other issues render some parts unrepairable in some way. This is obviously a natural progression in most industries, however, in years past, it didn’t happen as quickly in aviation. With the affordability of digital, glass systems and retrofit units, it is becoming a no-brainer to upgrade certain legacy systems and components. Conversely, it’s amazing to see some manufacturers continue to increase prices on the support of certain legacy items without having an affordable upgrade for the customer to consider. As manufacturers continue to reconsider their traditional dealer network and large companies are getting larger through mergers, the choices for customers to maintain their legacy systems in their aircraft will continue to be affected. That’s not to say that it’s all bad and legacy parts/systems will disappear overnight. However, as time goes on, this support aspect may not get easier and it’s probably time for a lot of aircraft owners to upgrade in some way. Most manufacturers are doing a great job of bringing realistic, affordable upgrade paths for many aircraft. I think 2019 will bring even more affordable upgrade options for aircraft owners. I can’t wait to see what is next as technology seems to be advancing exponentially.

Open up any aviation magazine or newsletter and you will see something about the hiring challenges in the industry. Whether it’s pilots, technicians or mechanics, the industry is facing a significant shortage. Talk to almost any aviation company and they will tell you that they are looking for people. That sounds like good news for the people already in the industry as far as wages and salaries. It will be interesting to see how much the industry can bear in relation to supply and demand. It will also be interesting to see the affect on labor rates, overhead and sustainability for most shops. Expenses, wages, and just the cost of doing business in aviation will probably increase again in 2019. The bottom line is that it’s not getting easier to run an aviation business for a lot of reasons. How much of all that is the end customer willing to absorb?  On a positive note, this issue facing the industry has brought together many organizations and associations to market and promote ways to bring more people into the industry. While smartphones and computers might be more interesting technology to the younger generations, airplanes and all aircraft in general are still cool, high-tech and incredible in a lot of ways. We need to continue to remind the public about that as we promote and market.

All in all, it has been a good year for the industry in many ways. There will always be challenges and issues that arise but that’s part of life whether we like it or not. Part of who we are as people, a community and society is defined on how we choose to react to something challenging: rise above and grow from it. For better or worse, the aviation industry gives us those opportunities fairly regularly :). The end of a year also gives you that opportunity to reflect on what you appreciate and value. I know one of the things I appreciate about my daily work is the relationships I have with my co-workers and friends in the industry. People are still what make the difference in this world. Maybe the world would be an easier place to live in if we all just said “Thank You” and showed genuine appreciation to the people you talk to every day. Perhaps this holiday season, we all can do that and start 2019 on a high note!

REMINDER: Value is what someone is willing to pay

Written By: Joe Braddock

As a seller/distributor of avionics components and instruments for over 25 years, we have seen our share of interesting vendors and negotiations.  We routinely receive calls and emails asking what someone’s parts or excess might be worth to us. Most of the time, we can reach a fair price for both and agree to purchase. Other times, the other person may not like our offer and decide to either go elsewhere or hang on to what they have.  I’m here to tell you that it’s not a good idea to hold out or hang on to your parts anymore.

The parts business (especially with avionics and instruments) has changed so rapidly in just the past 10 years that what you have now could be worth less and less as time goes on. The rate of declining value is increasing even more with the introduction of new, more affordable technology for even the smallest of aircraft.

So what is your stuff worth?

Let’s look at the definition of a free market first.  The ways and means of a free, open market are that prices for goods are determined by the market and consumers.  At the same time, the laws and forces of supply and demand are free from government intervention or monopolies (in most cases).  Free markets have operated this way for thousands of years. For the most part, it doesn’t matter if you are selling goats or GPS receivers.  After all is said and done, something is only worth what someone will pay for it.  You may think it is more valuable but your buyer may not share the same love affair with what you have.

In the past, avionics systems were less centralized meaning that comm, nav, and other boxes were bought and sold independently not part of a larger avionics system.  Glass cockpit retrofits have flooded markets with parts from these legacy systems.  High supply + lower demand = lower prices.  Economics 101.  I often like to use comparisons to products that people are more familiar with like automobiles. Would you pay today’s New price for a 10 year old car?  No.  So what would you pay?  Whatever the ‘market’ says you should pay.  That’s the way a free market works.

Today, it is easy and quick to get a rough idea of what something is worth – EBay, e-commerce sites, search engines, and online databases.  No more mystery or guessing needed. You can easily get an idea of someone who is lowballing you. Once again, there’s not a whole lot of uncertainty with the value of someone’s offer.  Receiving a lower than expected offer is an unpleasant surprise and may be dejecting but it’s part of a free market for better or worse.  On one hand, you may think you are taking a loss. However, look at it this way – something is better than nothing.  I’ve seen my share of inventory around the world that once was worth something, held on for too long, and now is scrap. We’ve made offers on inventories where people told us “No Way” only to have them come back later and have to tell them that we have no interest.  As mentioned earlier, that amount of time it takes for a part to decline in value is decreasing.  Sorry, we can’t buy yours if I already bought 10 others since we last spoke.

Sometimes, as the saying goes, you have to take the money and run. We all don’t like to do it, but at times you have to take a loss to get something instead of nothing.  That’s business.  It’s tough to make the decision but sometimes you have to cut your losses.

I’m not here to lecture anyone about basic economic principles or obvious day-to-day business activities. However, look at it as more of a reminder that the value of what you have laying around in surplus is definitely not increasing. It’s quite the opposite and there are many current market factors driving that. And maybe you don’t have any cost in to your parts and don’t really care if you sell them or not. We get that, and it makes sense but someone still has to lift all that stuff into a garbage dumpster when it is completely worthless someday.

So let’s make a deal!

Why should I use the more expensive shops?

By James Brewer

Your guy on the inside at SEA

At the risk of sounding like the 11 o’clock news, there is (probably) something wrong with your airplane. It’s probably inconsequential and may or may not even be noticeable.

I’ve had the opportunity to work on quite a few aircraft in 27 years and very rarely have I seen one that did not have a small problem in addition to the discrepancy reported. Sometimes it’s a misrouted wire or wire bundle, sometimes it’s a missing nut or screw, sometimes it’s an open static line on a VFR airplane that came in for a radio squawk and yet sometimes it’s something so makeshift that rational thought lacks the capacity to describe that which can never be unseen.

I’ve spent many years trying to figure out how these things happen. It’s too common to attribute it to shoddy technicians or mechanics. Although I’m sure they exist, I have yet to meet a tech or mechanic that would intentionally leave anything in a condition reminiscent of Medusa’s head.

The next most obvious culprit is time. It seems time is always against us in everything we do. I mean that in a collective us, not just in reference to techs and mechanics. Look at your own hectic schedule. How many times have you completed a project with a deadline looming like an obelisk from Jupiter that wasn’t just good, but good enough? The same Time Savingholds true in aviation. With the percussive beat of the second hand on the clock, a job can be completed that is good enough to meet the standards of aviation maintenance, and apparently occasionally less than the standards if empirical evidence is to be believed. Even if you were to take your aircraft out of service and do the work yourself to ensure everything gets done exactly as you want it, conforming to the most stringent interpretation of the regulations, and conforming to an aesthetic standard the likes of which Michelangelo would be jealous of, two years later your aircraft would still be in a hangar and you will still have taken a short cut along the way so that it was not just good, but good enough. Not that I speak from experience about that in any way (It’s only been a year and 10 months so far- this time).

That leads us to resources. The most common problem I see on an airplane is a repair or a work around that has all the signs of a lack of resources. For example; a floor panel that should have fourteen #10 screws in it has thirteen #10s and one #8, with Loctite. An instrument missing its clip nuts or a stripped brass screw is quite common. Rivnuts that have been broken and replaced with aviation nuts are my favorites. Especially when I have to figure out how the heck the person who put that nut there actually did it so I can perform a feat that would make MacGyver awestruck. The best resource (and maybe even time related) work around I’ve seen is black electrical tape used to seal a leak on a static line (I knew it was going to be a bad day as soon as I saw that).

After many accumulated man-hours of puzzled looks and utterances of “how the…” my “research” has led me to believe those are the primary culprits of less than acceptable repairs. They are problems that are universal and affect every person in every profession. With the ubiquity of time and resource scarcity being paramount to life in general, they are not easy problems to surmount. But there are ways to mitigate their effects. As it relates to your aircraft, using a more expensive shop can help with reducing the effects of time, resources, and technical aptitude.

When you ask a shop that charges $110.00 / hour for a labor rate how they can justify their rates, what is the answer you receive? Having been on the other side of that question, I have had to answer honestly: “We have quite a bit invested in technical data, parts stock, training, tooling, and experience. Because of that, we have a high level of quality that corresponds to that level of pricing.” That investment covers all three of the primary culprits of poor maintenance.

More importantly, that investment helps you get a better return on your maintenance dollars. Although all of the resources work in conjunction with each other, please allow me to address them individually to show how the customer can benefit from their availability.

The amount of technical data available at Southeast Aerospace is phenomenal. There is nothing that cannot be looked up and researched quickly and easily. Fortunately, much of it is digital, so there is a time savings of not having to search an entire hangar of print material. This gives me, the technician, more time to focus directly on your airplane. Even with a time crunch of a quick turn.

The parts stock at Southeast Aerospace is beyond compare. Hardware, radios (appliances), wire, tubing, and obscure “stuff” that I don’t even know what it goes to. More times than Shipping Inventoryare countable, an instrument has a stripped nut or screw. It takes just moments to go to the traceable stock and have the part in the aircraft with everything as it is supposed to be. For troubleshooting, having the ability to put in a serviceable unit from Southeast Aerospace stock to test a theory saves hours probing and rigging up test points in the aircraft. In short, when I get assigned an aircraft, as a tech I know I have all the resources available to tackle the job, and most of the unforeseen things that always seem to crop up in any project.

The amount of training we do as technicians at Southeast Aerospace is far beyond what I have seen elsewhere. The awards from the FAA and AEA speak for themselves and cover a broad band of aviation maintenance. Aside from formal training, we have technicians with a veritable potpourri of experience on many different aircraft. As technicians, we like to talk about technical stuff with other technical people. With all that talking comes a level of training from others experience that cannot be measured or quantified but has a direct impact on the quality and time taken to perform maintenance on your aircraft. This impromptu transfer of experience, training and ‘tribal knowledge’ can be as simple as “Hey, when you’re working on that plane, don’t forget that the static bulbs are located behind this panel.” or “I worked on that airplane five years ago, the radio you’re looking for is behind the baggage and on the left side. And watch out for that wire bundle above it.” It is tips like these that cut time from a project and provide an overall higher level of quality.

Tooling is one of the easier aspects to quantify. It’s easy to see how having the proper tool to do the job speeds up the process and allows for the job to be completed properly. But there are unmeasurable aspects to having a large selection of tools as is available at Southeast Aerospace. For example: while performing a 91.411 / 91.413 inspection, the #1 radio sounds a bit scratchy on ATIS. Having a NAV/COM test set available, a quick check of sensitivity can be performed while the static system returns to ground level. No additional time has been added to the job, but another point of inspection has been performed.

All of these assets combined, reduce the amount of time directly involved in any particular aspect of aircraft maintenance and allow for things to be looked at more closely. With just an extra 10 minutes of savings from having an experienced tech pass on tribal information about a particular airplane, a #8 screw in a #10 hole can be replaced. With a serviceable parts stock that is beyond compare, two hours of troubleshooting can be cut just by replacing the suspected NAV radio for testing, vastly cutting down on a time and materials bill. Having technical data relating not just to the job at hand, but to something that “looks a little odd” unrelated to the task allows for a check of something that could turn into a pricey repair later.

The short version of this is for that $110.00 / hour rate, you’re getting far more than FAA standards on your aircraft maintenance. You’re getting the little details covered that can add up to major problems down the road. I’ll replace the worn screw on the instrument panel now so that later it won’t take an hour of billable time to drill it out and replace the hardware behind it. Or re-rout the wire bundle that is lying across a sharp edge, so that six months from now you don’t have an intermittent audio problem. Or take the black electrical tape off of the static line and fix it with the parts on hand while looking at an HSI discrepancy so your next IFR cert goes well and doesn’t have an extra four hours of labor for troubleshooting a leak. Those are some of the things that make a $110.00/hour labor rate a better return on your maintenance dollars.

My ADS-B Experience

_MG_2201.jpgBy James Brewer

An Avionics Technician & Aviation Enthusiast

I know, I know. You’ve been hearing about ADS-B non stop for the last 5 years or more. I know you’ve heard every single reason to get a system installed; from the benefits to the requirements. I know you’ve heard that at midnight of 2019, your airplane will magically never be able to fly again. You’ve no doubt heard all the regulations and requirements over and over again, as well as the applicable air spaces. I know I have long since reached saturation on the subject some time ago. More importantly, I know what the burden means to you. Really, I do.

I have the opportunity to live a dual life. One half as an avionics technician, and the other with a small partnership on an airplane so I understand the myriad of costs associated with airplanes from both sides. The hanger fees, the maintenance costs, the fuel, tie downs, endless inspections, and of course, that bulb that keeps blowing right before you want to get in the air. Every time you turn around, there’s some other thing you have to comply with. So adding on yet another burden is less than pleasant. Don’t tell anyone else in the industry, but I really disliked ADS-B when it was announced. I saw it as another overbearing requirement to fleece “the rich guys with airplanes.” Especially when you hear comments like “well, it’s only $5000. Be glad you don’t have (insert fancy jet name here) its $100,000 on one of those.” That’s great. But on a $15,000 Cessna 150, $5000 is a big chunk! Or the classic “well if you can afford an airplane, you can afford (insert outrageously priced aviation item here).” I hate that one.

But. I have become a convert and I am singing the praises of ADS-B now. All it took was one flight.

I have a friend who was looking to upgrade his aircraft to be compliant. It just so happens I was attending an ADS-B training session at the same time. Fortunately my boss, Joe Braddock, pulled me aside and told me about the Freeflight RANGR products. He knows I have a tight budget so he presented them to me as an affordable solution. I’m not yet at the point of doing the upgrade myself, (like I said, tight budget) but I did pass the information on to my friend, and for a lot less than he was expecting to pay, he had an ADS-B solution.

Fast forward a few weeks and we go up in his ADS-B (in and out) equipped 172. Wow. It was cool! I really stink at spotting traffic, but having that Ipad displaying the aircraft with their info and velocities right there in front of me, it was like a whole new world opened up. We had WAAS GPS, traffic, and weather! In a 172! For less than 5 grand! With no weight or amperage penalties from a heavy radar. Win-win-win! Plus there were no functional changes in cockpit duties. We still set the transponder when we had to and the ADS-B updated its information accordingly with no input from us. The amount of information and situational awareness we had was amazing for that price. Being a bit of a tech geek, it was a lot of fun to play around with too. I’m glad I was in the right seat!

As we were flying, the technician side of me came out too. The install was a lot faster than we expected, and a lot simpler with digital communication instead of big round bundles of wires and adapter modules. I was pleasantly shocked at the minimal panel real estate that the ADS-B control head took. We were both smiling big on that flight.

On the other hand, I also get to back seat a Super Decathlon from time to time. There is something beautiful about a small bird with minimal distractions and a lack of flashy electronics to take away from actually flying. If that’s you, then I have nothing constructive to offer. Flying like that is a treat in life and on the ADS-B ruling, you’re getting the short end of the stick. The only consolation is that the prices for minimal systems are coming down and there’s still enough competition for your business to keep labor costs reasonable. For now. But as a guy with an inside view of the avionics world, that tipping point is coming soon.

If you have the opportunity to go up in an equipped airplane, by all means do it. Take the right seat and play around. I’m sure you will be very pleasantly surprised and the pain of upgrading will be lessened significantly.

Stay tuned for an informational chart to help guide you to the right system for your needs and budget.

Modifying Older Aircraft

A TECHNICIAN AND AVIATION PROFESSIONAL’S PERSPECTIVE

By Nathan Hernandez

So you find your aircraft. You’ve wanted one, looked for one, and finally found one. It’s a great aircraft and was a great deal but the avionics are old and maybe outdated. Where do you start?

421c-beforeMost people start looking at before and after pictures on various websites and get some ideas. Then they get a quote for that full glass panel upgrade they saw online and….once their heart starts beating again and the sticker shock sinks in you ask the real question – what do I really need?

First of all, please remember this is about avionics. If your engines are past TBO, then get that done ASAP!

Avionics can perhaps be broken down into 3 sections- radios, flight instruments, and your autopilot. I tell people that electronic flight instruments and a great autopilot are wonderful tools but they are not practical without a good foundation. Your foundation tends to be the radios. That is, your audio panel, GPS, NAV, COMM and transponder. Those are the foundation of a good avionics package.

Start with your audio panel and transponders when you shop. You can have the biggest and best GPS/NAV/COMM on the market but if you cannot communicate with tower due to a failed audio panel or report altitude due to a failed transponder, well, then you’re grounded. That big awesome display means nothing at that point. Make sure your installers are putting in all new wiring and jacks for your intercom. The transponder needs a good serial encoder. This will reduce the risk of failures later and good shops will require it. No one wants to spend good money on their aircraft and have issues because they saved421c-after a few bucks with old wiring or an old encoder.

After those important details, at this point, you can look at the new displays with the GPS/NAV/COMM all built in. Personally, I recommend you aim for one really good unit and a strong secondary. Most of us are not going to buy an aircraft and spend the aircraft’s value on new avionics. Installing 2 large GPS/NAV/COMMs is great and looks cool but one with a solid back up will save you money and keep money in your pocket for the EFIS, autopilot, or maybe something like fuel? Just a thought.  Great avionics manufacturers like Garmin, Aspen, Sandel, Universal, Rockwell Collins, etc. have done their homework and produced systems with not only great features but great reliability and quality.

Don’t let yourself get caught off guard when you look to modify your aircraft. It’s always fun to go big and your avionics shop will be happy to help you do that. Make sure the shop you go to is looking out for your best interest. I have had clients ask me to install a nice EFIS with old unsupported radios. That does not help when you’re on final approach and your audio is not clear enough for ATC to give you clearance. What’s behind your panel or not in directly in your field of vision can be as critical as that nice looking big display in front of you.

For questions, comments, or even just to chat about anything avionics related, feel free to give me a ring or shoot me an email whenever you want.

Nathan Hernandez (321)255-9877 ext.291    nathan.hernandez@seaerospace.com

 

How Will You Meet the ADS-B Mandate?

The FAA’s ADS-B Out rebate program kicked off on September 19. In the first 2 weeks since the rebate program went live 2360 rebates were reserved by aircraft owners. The FAA will run the program for a period of 1 year or until 20,000 rebates have been reserved. 2016-AJM-098-Equip_ADS-B_DRAFT_sd06The FAA estimates that between 100,000 and 160,000 general aviation aircraft will need to equip with ADS-B Out. So, why wait until the last minute to reserve your rebate? Why take the chance that there will be no rebates left?

There are no obstacles now for owners to equip at this time. Approximately 1,100 certified repair stations are ready to install ADS-B avionics, but installation shops could be overwhelmed the closer we get to the Jan 1, 2020 deadline. If too many operators wait, suppliers and installers will not be able to keep up with demand. This will result in a bottleneck of long wait times and possibly higher installation prices. As previously discussed in our blog, “ADS-B… How Long Will You Wait? The Data Does Not Lie” the time to schedule your service and get your rebate is now.

Are you eligible for the FAA’s rebate program? FAA-ADSB-Rebate-Qualify

Eligible aircraft: Defined as U.S.-registered, fixed-wing, single-engine piston aircraft, first registered before Jan 1, 2016.

Eligible equipment: Avionics that are certified to FAA Technical Standard Orders and meet the program rules (software upgrades of existing equipment are not eligible). Rebates are not available for aircraft already equipped with rule compliant ADS-B or for aircraft the FAA has previously paid or committed to pay for upgrade(s) to meet the ADS-B mandate. Recently the AOPA put out an article clarifying the FAA process for pilots seeking the ADS-B rebate so that they may ensure that pilots understand exactly what needs to be done to be within the mandate rules. That article can be found here: https://www.aopa.org/news-and-media/all-news/2016/october/05/pilots-seeking-ads-b-rebates-some-steps-clarified?utm_source=eBrief&utm_medium=Content&

For more information regarding the FAA’s ADS-B Out rebate and eligibility visit: https://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=20434

How will you meet the mandate?

General aviation aircraft owners can choose to install only ADS-B Out equipment to meet the 2020 requirement, or they can purchase an integrated system that also includes ADS-B In. Most ADS-B product manufacturers only offer AML STCs they have to authorized dealers in their network. Make sure to get with your local avionics shop to find out exactly what you need. The FAA has a list of certified ADS-B equipment, which can be found here: http://www.faa.gov/nextgen/equipadsb/equipment/

As for the business aviation community, Southeast Aerospace partnered witcaptureh Garmin International, Gables Engineering, and Peregrine Avionics to bring them the most cost-effective and flexible ADS-B solution. Southeast Aerospace’s Part 25 AML STC for ADS-B Out/In will be available for non-TCAS II Beechjet, Citation, Hawker, Learjet, and Falcon Jet by November 1, 2016. Check out our website for more information. http://www.seaerospace.com/adsb-stc

Most if not all ADS-B installations are not a “box-swap” regardless of any advertising or information on the Internet stating as much. Southeast Aerospace strongly recommends that you only contact and consult a trained, authorized avionics dealer for all ADS-B installations. Contact the OEM and ask for a recommendation in your area. Most OEMs are more than happy to refer to a legitimate, quality dealer in your area.

Make sure to visit the Southeast Aerospace ADS-B Help Page for all your equipment and installation questions. http://www.seaerospace.com/ads-b

 

 

 

Garmin Makes Major New Product Announcements

Garmin has once again taken the aviation world by surprise providing new, exciting products and updates to existing products that make sense, help pilots, and invigorate the market. Below is a list of some highlights of the announcements:

FLIGHT STREAM 510 Garmin 510.PNG

The new Flight Stream 510 will revolutionize how Garmin users manage databases with wireless technology.

The Flight Stream 510 is an SD card with built-in Wi-Fi and Bluetooth capability. The card installs into the existing card slot of the GTN series units and updates the databases throughout the cockpit between GTN units as well as G500/600 glass displays. Other added features of the Flight Stream 510 include two-way flight plan transfer between GTN 650/750, sharing of traffic, weather, GPS info, back-up attitude info,
and text messaging though a compatible mobile device.

The Flight Stream 510 will be available in early August for a list price of $1495. Normal terms and conditions of Garmin Dealer Installation Policy apply.

NEW GTN SOFTWARE UPDATES

Garmin GTN 560

Improving on an already powerful, capable product, Garmin announced new, expanded features for the popular GTN 650/750 touchscreen navigators.

New features include:

•Voice command control: Over 300 spoken commands at the push of a button through the GMA 35/350 auto speech recognition
•Pinch to Zoom Interface: Similar to features on smartphones or tablets; zoom in/out on pages now with this feature
•Flight Stream 510 capability: Incorporate wireless technology into your aircraft with software update and the Flight Stream 510
•Text & Voice Call Control: Also with Flight Stream 510 and update, users can pair to an Apple mobile device for text and voice via GSR 56 datalink

Also additions with the software update include radio availability during power-up before engine start, flight track vectors, clear-all function, and pilot selectable SafeTaxi diagram descriptions.

ONE PAK

New, more cost effective options are now being given to Garmin users through Garmin’s new OnePak Database bundling.

OnePak bundles allow customers to download datbases to multiple Garmin avionics and portables for one low price. Now updates for the GTN 650/750 as well as GNS 430W/530W range from a single update of $129 to an annual subscription of just $299. Bundle updates including all data (nav, obstacles & terrain) range from $449 to $649 for annual subscriptions. In addition, OnePak can cover your entire Garmin avionics package in your aircraft for one low price. From $649 to $924 including FliteCharts.

Garmin has not only made the database updating process easy but very affordable now.

PROMOTIONS & REBATES

Garmin Rebates

In addition to announcing new products and updates, Garmin is offering big savings on ADS-B products and other product packages. Some of these special offers include:

•Up to $2000 savings on various Garmin products when purchased with an ADS-B product such as the GTX 335/345, GDL 84/88 or GTX-330/33ES
•GTN 625 / GTX345R package for $9940 List or Aera 660 / GTX345 package for $6195 List
•$500 Off List Price for the GDL 84/88 series ADS-B products
•$100-$200 seminar bucks during EAA AirVenture Oshkosh
For complete details on any of these products or special offers, please contact Southeast Aerospace today.

ADS-B… How Long Will You Wait? The Data Does Not Lie

WAIT MORE = PAY MORE

The year 2020 is rapidly approaching and the ADS-B mandate is not going away. All aircraft flying in controlled airspace will be required to be equipped with ADS-B Out equipment. As with every mandate, as time draws closer to the deadline, installation openings dry up and schedules become tighter. As we all know, fewer options usually equals higher costs in the end. ADS-B hardware prices seem to have leveled off for now and we do not see them decreasing in price anytime soon. There are only a limited number of places to get a properly certified ADS-B installation in relation to the number of aircraft needing ADS-B installation. There are certain factors in an ADS-B installation that an average A&P mechanic cannot and should not handle.

 SO MANY AIRCRAFT, NOT ENOUGH TIME

Recently Woodrow Bellamy III did a case study for Avionics Magazine showing how many aircraft have been equipped, are being equipped currently, and how many could be remaining by 2020. At the current rate which installations are being completed this case study predicts the following: There will still be 1,818 commercial aircraft still requiring ADS-B Out avionics upgrades to fly in the NAS and 59,150 GA aircraft that operators will need to equip upgrade for ADS-B Out. More info from this case study can be found at: http://www.aviationtoday.com/av/issue/feature/ADS-B-Case-Study-Equipping-100000-Aircraft_87845.html#.V4ALiY-cGUk

 TICK, TOCK, TICK, TOCK

Time marches on as 2016 is already more than halfway over. Qualified avionics shops only have a finite amount of space in their hangars to take on the massive amount of aircraft that will need to be upgraded. Many incentives have been presented to aircraft owners from shops, OEMs, and even the FAA. The numbers don’t lie, read them for yourself. Wait more and you will pay more as 2020 draws closer day by day. We highly recommend contacting your local avionics shop to make sure you will be ready for the 2020 mandate.

SEA’s Newly Released Parts Website

Don’t waste your time on garbage parts websites & apps! Visit SEA’s newly released parts website, www.Parts.SEAerospace.com –> Your Connection to Important Inventory Information!

SEA’s new parts site features Actual Inventory Reporting that is updated automatically throughout the day, and specific Serial Numbers & Mod Status on individual In-Stock units. Check it out today and let us know what you think!

new-web-ad2016