By Bill Forbes, Director of Avionics Sales at Elliott Aviation
There are about 30,000 turbine-powered aircraft in the US that have been manufactured during the past 50 years. Within that timeframe, there have been many major advances in technology and government regulations. These, along with parts obsolescence, all impact the components in the cockpit.
Significantly complicating the situation, many of these airplanes have had avionics upgrades over the years, whether to improve safety or to take advantage of new features that became available.
With so many systems being built over the past half-century, the only easy part of understanding is that there is no simple, ‘one-size-fits-all’ solution to the operator looking to upgrade their cockpit avionics. While many operators see value in a complete avionics retrofit, for many, that option is neither practical nor cost-effective. Thus, understanding your options and knowing the right questions to ask your service provider will be critical to deciding what will be the best solution for your aircraft and mission.
An integrated avionics system is one in which all of the components are made together as a group in one system, including the autopilot system. A non-integrated avionics system, meanwhile, is one that has newer components working with older ones. This may be displays, transponders, flight management systems, or other components.
Keep in mind that a non-integrated system is just that: it involves the replacement of components. The new components weren’t originally engineered to pair with your system as one fully integrated package. To illustrate, imagine trying to hook up a VCR to an HD smart television at home…you’re likely to find the right parts to make it work, but you will not realize its entire value without streaming in HD or hooking up to a Blu-ray player.
Many times, these non-integrated systems include equipment from two or more OEMs. Non-integrated systems can seem an attractive option because they can initially cost less, but it can be a very expensive and time-consuming process to engineer a new autopilot. Thus you should approach a cockpit upgrade to understand the full extent of any non-integrated system upgrades.
The FAA’s upcoming mandate requiring all aircraft flying in controlled US airspace to be Automatic Dependent Surveillance–Broadcast (ADS-B) compliant draws ever closer. ADS-B Out will essentially eliminate the need for old, unreliable radar systems by using GPS technology, allowing air traffic controllers to safely reduce separation minimums.
While ADS-B Out does not give aircraft operators any direct benefit, ADS-B In will. When choosing an ADS-B Out solution, some offer you ADS-B In the benefits of getting graphical traffic and weather either on your primary flight displays or on a Bluetooth-connected mobile device.
Thus, an operator - while seeking to comply with the FAA’s NextGen mandate ahead of the 2020 deadline may find it well worth their while more fully exploring the options available to them, along with the cost for any added benefit to themselves.
Similar to consumer technology, avionics technology becomes outdated. New FAA mandates are passed, safer ways of operating aircraft are introduced, better ways of communicating with the ground and other aircraft are available, and better, easier ways of displaying your information are developed.
Ways to fly airplanes with the latest avionics are continually evolving to make air transportation safer, easier, and more efficient. As with advances in consumer technology, advances in avionics eventually lead to obsolescence. In fact, many of the items that are in airplanes have been driven by consumer technology.
Take Cathode Ray Tubes (CRTs) as an example. A CRT is a vacuum tube that uses phosphor to display an image on a screen. Every television manufactured since the 1930s had a CRT display until plasma and LCD (and now LED) displays began to be made. As demand for then-new televisions began to rise, the demand for CRT declined to the point of obsolescence.
During their peak, CRT displays were used as primary flight displays. Now that there is no consumer demand, no factories are willing to manufacture new CRT displays, making locating a replacement incredibly difficult and expensive.
This can be particularly concerning for aircraft operators as primary flight displays experience long periods where they display a static image. Doing so causes a CRT to be prone to phosphor burn on a screen. A primary flight display that shows phosphor burn beyond tolerances can essentially ground an airplane until a replacement unit can be located and installed.
Thus an operator using obsolete avionics equipment should shop around the many alternatives, understanding their related benefits.
With factors like meeting upcoming mandates, upgrading software, and keeping older technology from failing, it can be very expensive to maintain an aging avionics system. In many cases, it can cost about $30,000 per year.
Suppose you run into an issue where one of your more expensive components (a radar, for example) malfunctions, the cost of repair or replacement could be more than $50,000. OEMs offer avionics programs that cover a portion of yearly avionics maintenance costs for a fee, which may or may not suit your own operating needs.
You do have an alternative to signing up for an OEM avionics program; however: A good aftermarket avionics supplier will give you trade-in credit on old parts that are in working order, potentially making for an extremely competitive price on replacement equipment purchased from them.
With the success of the Garmin G1000 system as a retrofit for older aircraft panels, for example, there is now a thriving market for aftermarket equipment, particularly for high-fail items such as tube-driven primary flight displays.
Thus, an operator might consider having a full set of spare equipment on hand at their facility in case one of their components fails. If a primary flight display goes out of tolerance, for example, an operator may be scrambling to find a replacement without incurring unnecessary downtime and cost on their annual budget.
Maintaining your current avionics will not increase aircraft value, but upgrading to a fully integrated avionics system can increase the value of your airplane when it comes time to sell.
While you are not going to see a 100% return on your investment, we have seen major value increases. For example, having installed over 370 Garmin G1000 systems in King Airs, we have seen increases in value to a retrofitted aircraft of up to 80% return on the investment.
Understanding what to do when faced with the decision of upgrading your avionics can be tough. Ultimately, you have to make the decision that will be best for you. Do your research, talk to reputable shops and talk to other operators.
Never feel pressured into making a decision without fully understanding all of your available options. Weigh the pros and cons, and when you come to your conclusion, you will know that you made the right call!
Find out more about our world-famous avionics retrofit services here.
AUTHOR BIO
Bill Forbes is an Avionics Sales Manager for Elliott Aviation. Bill has been with Elliott since 2018. He started his career in aviation as a crew chief in the Air Force in 1985. He has been associated with Beechcraft Aircraft and Service Centers since 1996. He has been involved in avionics sales and management since 2003 and has been involved in several STC projects with Collins, Honeywell, and Garmin before joining Elliott Aviation. You can reach him at bforbes@elliottaviation.com.