We recommend going to the L3Harris website which has many anwers to common questions about installation, software and other topics.
Pelase visit: Lynx NGT-9000 FAQ
In relation to NE (New) parts, many OEMs change their prices and availability without any notice to dealers or the industry. Therefore, through the REQUEST or RFQ indication, we ask that customers contact us for the most accurate price and availability.
In relation to SV & OH parts, the used parts aftermarket in the aviation industry is not an infinite supply. It is a dynamic, constantly changing market that is significantly affected by and susceptible to highs and lows in supply and demand. Therefore, although we attempt to, at times, we are unable to predict the exact moment when an item may be available. Once again, through the REQUEST or RFQ indication on our website, we ask that customers contact us for the most current and accurate price and availability.
According ACSS, there is no difference between the -55001 and -57001. The -57001 was created for the NXT-700 version's rights that were sold to Bendix King. Bendix/King is responsible for all the sales and support for the -57001
NTSC is a video format developed by the National Television System Committee. It is a standard format commonly used in North America and most of South America.
For the most part, the KT-76C is a direct fit and form replacement for the KT-76A. However, there are considerations when replacing a KT-76A that was installed into a 28V aircraft installation. The original KT-76A utilized a voltage changeover (i.e. dropping resistor) kit for the KT-76A to be installed to a 28V installation. The KT-76C was designed to operate from any input voltage of 11-33 VDC. Therefore, the dropping resistor is not needed for the KT-76C in a 28V aircraft. The original droppiong resistor is removed from the original KT-76C wiring harness. In addition, the harness fuse needs to be changed from 3A to 5A. If an RFI suppression adapter was installed originally, then it must be removed as well.
The aviation parts industry uses abbreviations and terminology to designate and describe the status or condition for a component. They usually apply to finished goods or complete assemblies.
It should be noted that these conditions and descriptions can be misused at times and parts misrepresented for sales and marketing purposes. There are legitimate, documentable methods for properly representing the condition of a part in the aviation industry. Many descriptions follow specific regulatory agency guidelines. Therefore, this article is not intended to address every condition scenario or status for describing a part. However, it will describe the following condition codes - NE, AR, SV, OH - which are more or less universally accepted by legitimate entities in the aviation industry.
Mode 2 is the main version of VDL being implemented for support of Controller Pilot Data Link Communications (CPDLC). Mode 2 specifies 3 layers: the Subnetwork, Link and Physical Layer. The Subnetwork layer specifies and end to end data protocol for use with multiple ground stations and subnetworks including VDL. The Link layer consists of 2 sublayers (Data Link & media access control MAC) which provide aircraft with positive link connection to a ground station. The Physical Layer includes the use of 25 Khz VHF digital radios.
VHF Data Link or VDL is a means of sending information between aircraft and ground stations in the 117.975-137 MHz band. It is utilized in CPDLC technology which has been implemented in many air transport aircraft to improve communications between ATC controllers, pilots and other aircraft.
Controller-Pilot Data Link Communication is a method of communication between an ATC controller and aircraft pilot using data link. CPDLC is a two-way data-link system that provides air-ground data communication for the ATC service. The use of CPDLC is anticipated to enhance national airspace system safety and efficiency by improving the accuracy of air to ground communications.
National Marine Electronics Association (NMEA) 0183 is a data interface standard used across various industry segments. It includes electrical signal requirements, data transmission protocol and time. It is used in certain GPS interfaces as well.
The North American Industry Classification System or NAICS is a system of classifying business by industry developed in cooperation with Canada and Mexico. It is a standard used by federal agencies for classification purposes. Businesses are classified into a six-digit NAICS code number based on the activity of the business. Businesses can be classified under multiple NAICS codes.
Southeast Aerospace provides products and services under the following NAICS codes:
In order for the GI-275 to be the approved primary attitude indicator for an aircraft on the STC Approved Model List, the ADAHRS version of the GI-275 must be purchased.
The only indication that new ACR/Artex ELTs have the upgraded G-switch as detailed in SB1000 is the "UPGRADED G-SWITCH" box on the identification plate. Please see image for reference.
Garmin has provided Service Advisory 2051 for general recommendations, materials, and supplies to clean and disinfect Garmin products. Otherwise, not following the recommendations could void the warranty.
Both are Garmin kit part numbers for the GTX-335 ADS-B panel mount transponder with internatl WAAS GPS that can be sold over-the-counter without dealer installation.
Both include the transponder w/ WAAS, GA-35 antenna, STC product registration, installation kit, and pilot's guide.
PN K10-00276-04 additionally includes the GAE-12 altitude encoder and high-speed multi-charger.
ADS-B Out takes affect in Europe on June 7, 2020. The mandate only applies to aircraft with a Maximum Take-Off Weight (MTOW) more than 5700 kg (12566 pounds) or with a maximum cruising speed more than 250 knots.
AHARS or AHRS is an abbreviation for Attitude and Heading Reference System. An AHARS/AHRS unit normally consists of solid-sate sensors that provide attitude, heading, roll, pitch, and yaw for an aircraft. AHARS/AHRS was designed to replace legacy mechanical gyroscopic flight instruments due to higher reliability. AHARS/AHRS may be combined with an air data computer to produce ADAHRS to provide other data such as airspeed, altitude and OAT (outside air temperature).
No. While the GTX-325 is a Mode C transponder replacement for the Mode C GTX-327, they have different connectors. The GTX-325 uses a 62 pin high-density connector while the GTX-327 has a standard 25 pin D-sub type connector.
Yes, the KI-300 attitude indicator by itself is available for over-the-counter sale. However, if the KI-300 with KA-310 autopilot adapter option is desired, Southeast Aerospace recommends that you contact your local BendixKing dealer for purchase and installation.
The -501/-502/-551/-552 versions of the TDR-94/94D comply with DO-260B (V2) standard for ADS-B Out. The -501/-502 is applicable to fixed wing aircraft while the -551/-552 is applicable to rotary wing aircraft. Service bulletin upgrades and exchanges are available to bring select TDR-94/94D transponders to DO-260B statuses.
According to Collins' ADS-B Out Pricing Guide, it is not economical to upgrade a -006 or below TDR-94 or -94D. A replacement unit with a PN that meets ADS-B requirements should be installed.
Software Control Number
Exchange core values should be indicated on all invoices. Per US customs regulations, the value of the unit must be indicated on a Commercial Invoice, not the value of the transaction. Both the invoice and Customs Invoice must match. The following excerpt is from the Department of Commerce Foreign Trade Regulations:
Export value: The value of the goods at the U.S. port of export. The value shall be the selling price (or the cost if the goods are not sold), including inland or domestic freight, insurance, and other charges to the U.S. seaport, airport, or land border port of export. Cost of goods is the sum of expenses incurred in the USPPI's acquisition or production of the goods. (See § 30.6(a)(17)).
In general, the value to be reported in the EEI shall be the value of the goods at the U.S. port of export. The value shall be the selling price as defined in this paragraph (or the cost if the goods are not sold), including inland or domestic freight, insurance, and other charges to the U.S. seaport, airport, or land border port of export. Cost of goods is the sum of expenses incurred in the USPPI acquisition or production of the goods. Report the value to the nearest dollar; omit cents. Fractions of a dollar less than 50 cents should be ignored, and fractions of 50 cents or more should be rounded up to the next dollar. (i) Selling price. The selling price for goods exported pursuant to sale, and the value to be reported in the EEI, is the USPPI's price to the FPPI (the foreign buyer). Deduct from the selling price any unconditional discounts, but do not deduct discounts that are conditional upon a particular act or performance on the part of the foreign buyer. For goods shipped on consignment without a sale actually having been made at the time of export, the selling price to be reported in the EEI is the market value at the time of export at the U.S. port.
On May 23, 2018, BendixKing announced the KA-61A as a replacement for the KA-61. Since it has a BNC connector, it is only a direct replacement for the KA-61 PN 071-00221-0010.
As of 1/1/18, the following products can only be sold in new condition AND installed by an approved dealer:
Aircraft On Ground or AOG is a term used in aviation indicating that a problem exists that prevents an aircraft from flying. It implies a heightened urgency to acquire parts or service to allow the aircraft to be put back into service and prevent further delays.
Per the FAA, "Surplus" is described as "a product, assembly, part, or material that has been released as surplus by the military, manufacturers, owners/operators, repair facilities, or any other parts supplier. These products should show traceability to an FAA-approved manufacturing procedure."
"New Surplus" is a trade or industry specific term that is not officially recognized by the FAA. Unfortunately, "New Surplus" is a loosely used term by some parts supplier to describe items that may appear to be new and unused but have no documentation or certification to support the claim. Therefore, in most cases where items do not have traceability or proof of condition, such items are be considered "As Is" or "As Removed".
In FAA Advisory Circular AC20-62E, it is further explained that surplus items "although advertised as "remanufactured," "high quality," "like new," "unused," or "looks good," should be carefully evaluated before they are purchased. The storage time, storage conditions, or shelf life of surplus parts and materials are not usually known." "New Surplus" is not an acceptable term to be input into any maintenance release such as the FAA Form 8130-3 according FAA Order 8130.21G.
In most transactions, Southeast Aerospace does not consider "New Surplus" a valid condition term. Southeast Aerospace will not consider any unit as "New" condition without exact traceability, documentation, and history for a unit from the Original Equipment Manufacturer (OEM). Otherwise, Southeast Aerospace considers any unit lacking appropriate OEM paperwork as "As Removed" and thus will require recertification.
Once any item regardless of condition is tested and certified according to manufacturer's specifications, it is considered "Inspected", "Repaired", or "Overhauled" depending on the work performed during the certification process.
Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 75% of the original exchange price. That is, it cannot cost SEA more than 75% of the original OH/SV exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.
For more information, please refer to these other Exchange FAQs
Garmin part numbers beginning with 010 are used by Garmin to identify products as "Shipping Level Part Numbers", Catalog or Kit part numbers. 010 type part numbers do not appear on the actual dataplate for almost all Garmin aviation units.
Garmin part numbers beginning with 011 are the actual unit part numbers, meaning the 011 part numbers are on the dataplate and paperwork of the unit. In most cases, related system accessories within the 010 standard kit and 010 catalog p/n with install kit do have individual 011 part numbers, but are ordered with the single 010 part number that designates a complete kit.
There are several categories of equipments used in determining shelf life for avionics. Shelf life refers to the amount of time that an avionics unit can remain in storage and still be expected to perform to specifications. Shelf life suggestions assume that a unit is controlled and maintained in environment where humidity is less than 60%, temperature is 68 deg. F +- 10, and in the absence of noncorrosive contaminants.
The categories are based on equipment intricacy, type and quantity of mechanical parts, and other factors such as lubrication, etc.
According to the Rockwell Collins Instruction Book for Avionics Standard Shop Practices, the longest shelf life period should be 5 years. This pertains to the least complex equipment such as mounts that only require visual inspection after 5 years to recertify.
For other, more complex equipment the following shelf life guidelines should be followed:
|Air Data Computers||24 Months|
|Control Panels||24 Months|
|EFIS Displays||12 Months (applies to any unit with CRT)|
|Gyro||12 Months (any unit w/ gears, bearings, etc)|
|Indicators||12 Months (units w/ meter movements)|
|Radio Altimeters||24 Months|
|Sensors (analog)||12-18 Months|
|Sensors (digital)||24 Months|
|Servo||12 Months (any unit w/ gears, bearings, etc)|
Most avionics manufacturers advise that units should be recertified per performance tests in the applicable manual by the end of the shelf life period.
"Exchange" is a term used in 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's exchange price is based on a standard exchange. Additional billing will only occur if the cost to repair the core received exceeds the repair cap. The "repair cap" is the maximum allowable cost to repair the customer core. If the cost to repair the core exceeds the repair cap, the customer will be billed an additional fee equaling the difference between the repair cost and the repair cap. If the additional fee exceeds or equals the core charge, the core will be deemed to be beyond economical repair and the core will be billed back to the customer at the original stated core charge amount indicated on the exchange invoice. A billback of the original core charge amount will also occur in the vent that a core is not returned.
A standard exchange is only valid with the return of an economically repairable, normal core of the same model and same part number. A definition of a normal, repairable core is a unit that has experienced a normal equipment failure not related to an incident (i.e. fire, water damage, or act of nature) or improper installation. Units that have been heavily modified or extensively, unproductively worked on are not accepted as exchange cores. In rare cases or situations, exchanges may be conditional based on the serial number or service bulletin threshold of a unit due to certain older units not being supported by the manufacturer.
Click on a question below to see the answer. Please note, as more questions are answered, this document will be updated to include them.
Check back often for even more ADS-B information. Need ADS-B Help?
Yes, the RANGR Lite is meant for owner/operators who do not have an ES (Extended Squitter) upgradeable transponder or WAAS GPS in their aircraft. The less expensive unit (TXL) is Transmit only while the other (XVRL) includes ADS-B In as well which will display (traffic and weather) on the GNS-430 but would be need to be interfaced.
First, we would recommend contacting a local Garmin dealer to discuss the following:
Bendix/King, L3 and ACSS released the NXT-700/MST-70B as form fit replacement for the MST-67A. It is DO-260B compliant to meet the ADS-B Out mandate.
There are other options besides the MST-70B to gain ADS-B compliance. There are various STCs that allow the removal of the Bendix/King transponder system and installation of Rockwell Collins or Garmin transponders. Upgrade prices vary depending on actual installed equipment.
Regarding ADS-B for the Garmin GTX-330 transponders, the best solution is to simply have the units converted by Garmin to include the ES (Extended Squitter) upgrade. This upgrade is about $2000 approximately. Additionally, a WAAS/GPS source will need to be interfaced. We can process the upgrade for you or any other Garmin dealer can as well.
First, please reference the information Garmin provides in relation to the ES upgrade:
There is perhaps a misconception that simply having your Garmin GTX-330 transponder upgraded to include Extended Squitter capability is the only step for ADS-B Out compliance. As with almost all ADS-B installations, appropriate interfacing to other systems in the aircraft (ex. approved position source & altitude source) is required along with approved guidance material that indicates the airworthiness approval procedure followed for return to service of the aircraft (ex. AML STC). Garmin provides an Installation Manual with Approved Model List STC for its Aviation dealers. Authorized dealers should not be distributing the necessary data and paperwork for the ADS-B installation to non-dealers.
As with all ADS-B installations, Southeast Aerospace strongly recommends that you only contact and consult a trained, authorized avionics dealer.
No. Southeast Aerospace strongly recommends that you only contact and consult a trained, authorized avionics dealer for all ADS-B installations.
One of the reasons for much of the confusion, controversy, and misinformation surrounding ADS-B is due to those in the aviation realm who are minimalizing or ignoring key aspects of an ADS-B installation. Most if not all ADS-B installations are not a “box-swap” regardless of any advertising or information on the Internet stating as much. Even if you were to seek alternate, unauthorized methods to obtain ADS-B equipment or upgrades to existing equipment, you still need a way to get it in the aircraft and approved by the FAA. Most ADS-B product manufacturers only offer AML STCs they have to authorized dealers in their network.
If you want to be compliant and able to fly in 2020, then just get the job done right the first time. Unfortunately, some people in aviation always try to cut corners on avionics installations by underestimating the job at hand in hopes to save a buck. It never works out to your advantage no matter how it looks on the bottom line on the frontend of the job. The old saying holds true for ADS-B installations especially – “Pay Now or Pay Later”.
If you want your installation done right the first time legally and technically, then contact a trusted avionics shop that has formal training on ADS-B and the related products from the OEM. Or, 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.
Citation S550 equipped with: Transponders MST-67A 066-01143-2101. Chance to update to ES?
Garmin GPS400. Chance to update software to WAAS? Or maybe to replace with a GPS400W and link it with transponders? - FMS UNS-1L SCN 803.1. Citation Mustang C510 equipped with G1000 Integrated Flight Deck. It is a 2008 plane.
What can I do to get ADS-B at an affordable price?
A: Since the aircraft are operated in Spain, what region or ADS-B spec do you need to meet? (i.e. USA, DO-260B?)
Without knowing exactly what ADS-B requirement or mandate you might be trying to comply with, I can only provide information relative to what we know here in the USA in reference to ADS-B for Part 25 aircraft.
For the Citation 550, the MST-67A will be superseded by the MST-100B if/when Honeywell can produce and certify the MST-100B. I have attached the only details that we currently have on the MST-100B. Honeywell has not even released pricing on this unit yet, however, ideally it would be an ideal solution ultimately since it is said to be plug and play with the MST-67A. With a WAAS GPS interfaced it would meet all ADS-B mandates. Also, keep in mind, that your CAS-67 can be upgraded fairly easily to Change 7.1 via Honeywell sales bulletin upgrading the TPU-67A processor to the TPU-67B. There is a company that offers some STCs for Part 25 aircraft if your region requires an STC for the 7.1 upgrade - http://www.prostaraviation.com/
If the MST-100B does not pan out for some reason and/or Honeywell keeps delaying its release, then there is a company named Jettech that has released Garmin GTX 3000ES ADS-B capable transponder to its existing STC covering Garmin GTN install on Citation and Citation Jet aircraft equipped with TCAS II. In addition, the company amended its Garmin GTN autopilot coupled LPV FAA STC for the Citation 500 series to include all Primus 1000 equipped Bravo, Ultra, Encore and Excel aircraft. They do not have much information on their website about the ADS-B STC but I recently learned about it at the AEA convention last week - http://jettechllc.net/index.html
Regardless of what direction you might go in, you should most likely get your GPS-400 upgraded to the GPS-400W while Garmin is still offering the upgrade. It is relatively inexpensive at around $3000 USD. Most FANS type systems will require WAAS GPS input or accuracy ultimately. Plus, Garmin's WAAS interface tis very compatible with most ADS-B solutions. Regarding the Citation Mustang C510 equipped with G1000, Garmin is still working on this solution. We assume it will include the GTX-3000 transponder(s) as this aircraft will require a 1090 MHz, (not 978 MHz UAT) system. I would continue to monitor Garmin's website for announcements relating to the G1000.
In most cases, if you already have Garmin equipment, the easiest route to comply with ADS-B is to stay with Garmin. Based on what you gave me below, you would need to upgrade your GNS530 to the 530W (WAAS) and replace your GTX327 with the GTX330ES (Extended Squitter). Most shops will give you a trade-in value for the GTX327 and there are some used GTX330ES units out there on the market. This route will make you compliant with the 1090ES part of ADS-B compliance.
Otherwise, if you choose to keep the GTX327 and go with the GDL88 or GDL84 UAT (978 compliance), you will still have to get your GNS530 upgraded to WAAS and then handle some additional considerations.
Unfortunately, the GPS in the KMD-150 does not comply with any of the requirements for GPS performance in the latest ADS-B mandate or DO-260B. More or less, although it is not specifically referred as such, current WAAS GPS receivers are the only GPS receivers that meet the performance requirement needed for ADS-B Out.
Considering your current situation, here are a few possible scenarios for you to comply:
The second option is obviously going to be more expensive but gives you a little more versatility and more capability in your aircraft. I only included UAT (978) options because I am assuming that you are flying below 18,000 feet.
A few questions related to the KGX 150 :
There are a few things to be aware of with all UAT installations. These units require a control device and a switch to place them in air/ground mode. The switch is not a major issue and is a minor cost. However, the controller is additional if the aircraft is not already equipped with a transponder and/or display (MX20 for example).
As you’ll see below, yes, the KT-76C will pair with the unit via the antennas. Basically the UAT will sense the XPDR. This will enable you to send the Mode A and IDENT information to the UAT unit. However, you are still required per the FAA to have a way to know your ADS-B status. If a suitable display such as the Garmin MX20, Aspen EFD1000 or the KSN 770 is not installed, then a remote control unit is required. The KGX Control Panel list price is currently $619. Depending on the aircraft and the kind of flying, there are a lot of factors and options to consider.
In regards to your RV-6A, upgrading to the GTX 330ES will take care of your 2020 requirements for ADS-B. As you already have a GTX 327 and a GNS 430W, you may be more pleased with the installation of a GDL 88 standard. The prices of the units are similar even once you add the new antenna for the GDL-88 (give or take about $150). The labor to install the GDL 88 will be more, but with the GDL 88 you will get free weather and traffic on the GNS 430W. This would then free up the Garmin 696 and the GDL 39 for your Luscombe.
In regards to your 1947 Luscombe 8-E, your options are not as straight forward. You have no WAAS/GPS receiver in the aircraft so one of the UAT units like the GDL 88/84 from Garmin, NGT-2500 from L-3, or the RANGR 978 from Freeflight will be your best option to give the ADS-B Out. The RANGR 978, with its control head (required per the installation manual), may be the least expensive option but all three will have a fair amount of labor for the installation.
Since SEA is a Rockwell Collins dealer, we can perform this modification. Some of the equipment for this modification can be sold in serviceable condition, but we cannot sell factory new without performing the upgrade ourselves. There are several components required to perform this modification as well as wiring changes and additions. We’re happy to discuss this modification in more detail with you and gather the information necessary to provide you with an accurate proposal.
Portable ADS-B Out systems, also known as "suitcase" units, should not be operated (transmitting) aboard any aircraft. While marketing associated with these units may imply approval for use by way of an FCC license, the FAA prohibits their use for the following reasons:
The KLN-94 is not a WAAS GPS, nor is it upgradeable to one. We recommend the KT-74, but if you decide to upgrade to a GPS400W or GNS430W, then you would want to go with a GTX-330.
The FAA Rebate program has come to and end. Please reference the FAA's webite for more information. https://www.faa.gov/nextgen/equipadsb/rebate/faq/#q0201
Other discount opportunities include the following:
1. Fleet or multiple aircraft discounts. Many avionics shops will offer significant discounts for multiple aircraft ADS-B upgrade committments.
2. Avionics vender sales bulletin special pricing. Avionics venders will, from time to time, come out with special pricing on specific equipment or equipment combinations. Sometimes the equipment pricing is tied to certain airframes. Avioncs shops often times pass these special pricing opportunites on to the customer. Special pricing bulletins always have an expiration date for equipment ordering and shipping so be mindful that pricing can change drastically if you do not commit.
3. Avionics upgrades beyond ADS-B. When performing ADS-B upgrades along side of EFIS, Radio, or other upgrades discounts can be extended due to aircraft access and equipment bundle pricing.
BendixKing announced a modification to the CitationJet CNI 5000 using the KT-74 transponder and a remotely mounted WAAS GPS receiver. A package including the hardware, modified bezel, and STC will be available to authorized dealers. Please contact Southeast Aerospace to discuss ADS-B and upgrade options for the CitationJet. See photo below. Alternatively, there are existing STCs that allow the installation of Garmin GTN navigators in the CNI 5000 location. The GTN can then control remote mounted GTX 3X5R transponders for ADS-B Out and In.
There is no ADS-B In display option for a Honeywell MFRD. An iPad or other Flight Bag is the only option.