2016

MEDIA INFORMATION &

ADVERTISING OPPORTUNITIES

JULY 2015

a v i o n i c s n e w s . n e t

AVIONICS NEWS IS A PUBLICATION OF THE AIRCRAFT ELECTRONICS ASSOCIATION.

SMALL TOWN AIRPORTS

LEGACY OF

LETTING INNOVATION

WORK ON ADS-BJACK J. PELTON

Chairman of the Board, EAA

MEETING THE ADS-B

MANDATEMARK BAKER

President and CEO, AOPA

POINT OFCOMMUNICATION

FROM AIRSHOWS TO AIRMAIL TO ECONOMIC ENGINE

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AUGUST 2015

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AVIONICS NEWS IS A PUBLICATION OF THE AIRCRAFT ELECTRONICS ASSOCIATION.

EDUCATIONAEA ANNOUNCES SCHOLARSHIP WINNERS FOR 2015-16 /// pg. 60

LIBERTY UNIVERSITY

• MEMBER PROFILE

COMBINES LEARNING

WITH BUSINESS

TRAINING TOMORROW’S

AVIONICS TECHNICIANS

• INDUSTRY SPOTLIGHT

FEBRUARY 2015

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AVIONICS NEWS IS A PUBLICATION OF THE AIRCRAFT ELECTRONICS ASSOCIATION.

SPECIALIZING IN MISSION-READY HELICOPTERS HELI-ONE

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JULY 2015a v i o n i c s n e w s . n e t

AVIONICS NEWS IS A PUBLICATION OF THE AIRCRAFT ELECTRONICS ASSOCIATION.

SMALL TOWN AIRPORTS

LEGACY OFLETTING INNOVATION WORK ON ADS-BJACK J. PELTONChairman of the Board, EAA

MEETING THE ADS-B MANDATEMARK BAKERPresident and CEO, AOPA

POINT OFCOMMUNICATION

FROM AIRSHOWS TO AIRMAIL TO ECONOMIC ENGINE

• PRODUCT PROFILE GARMIN’S G3X TOUCH

MORE POWER TO THE PANEL

• INDUSTRY SPOTLIGHT

AUGUST 2015a v i o n i c s n e w s . n e t

AVIONICS NEWS IS A PUBLICATION OF THE AIRCRAFT ELECTRONICS ASSOCIATION.

EDUCATIONAEA ANNOUNCES SCHOLARSHIP WINNERS FOR 2015-16 /// pg. 60

LIBERTY UNIVERSITY

• MEMBER PROFILE

COMBINES LEARNING WITH BUSINESS

TRAINING TOMORROW’S AVIONICS TECHNICIANS

• INDUSTRY SPOTLIGHT

FEBRUARY 2015a v i o n i c sn e w s . n e

t

AVIONICS NEWS IS A PUBLICATION OF THE AIRCRAFT ELECTRONICS ASSOCIATION.

SPECIALIZING IN MISSION-READY HELICOPTERS

HELI-ONE COASTAL HELICOPTERS

• MEMBER PROFILE

ROTORCRAFT AVIONICS

• INDUSTRY SPOTLIGHT

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Avionics News magazine, a monthly publication of the AEA, is the voice of the general aviation electronics industry. The magazine is read by the decision-makers in the industry. Avionics News readers are the owners, managers and technicians of Part 145 repair stations who sell, service and install avionics, as well as maintenance facilities and fixed-base operations. They are in the position to recommend products to the end-users — their customers.

• Regulatory Issues• Avionics Systems• Legislative Issues• Technical Procedures• New Products• AEA Events• New Technologies• Member Profiles• New Aircraft• Marketing Issues

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WHAT’S NEW: This section highlights the latest developments and progress of AEA members, their employees and products. There is no charge to AEA members to submit company news for this section. Send your news releases to Avionics News at newsreleases@aea.net.THE VIEW FROM WASHINGTON: THE AEA’s vice president of government and industry affairs reports each month on the latest regulatory and legislative issues — nationally and internationally.

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Avionics Facilities (Owners, Managers, Technicians, Mechanics) ..........4,700Avionics Manufacturers ...........................................................................1,200 Maintenance Facilities/FBOs ...................................................................1,000 End-Users/Pilots (Corporate, Private) .....................................................1,500 Instrument Shops .......................................................................................200Government Agencies (FAA, NTSB, DOT, TCCA, EASA, CASA) .............300Airframe Manufacturers ..............................................................................300Test Equipment Manufacturers...................................................................200Technical Schools .......................................................................................200Miscellaneous (Ad Agencies, Avionics Students, Flight Schools) ..............200 Aviation Consultants ...................................................................................200

Nearly 10,000 copies (representing 29,000+ readers) of Avionics News are received monthly by subscribers, including:

READERS/CIRCULATION

WORLD'S LARGEST GATHERING OF AVIONICS PROFESSIONALS LANDS IN DALLAS, TEXAS

APRIL 2015a v i o n i c s n e w s . n e t

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• REAL-WORLD AVIONICSGROUND-PLANE ISSUES

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NEXT-GENERATION TRANSPONDER L-3’s LYNX:

INTERNATIONAL NEWS

The Aircraft Electronics Associa-tion hosted the annual AEA Eu-

rope Meeting in May, in Cologne, Germany. The meeting featured an-other solid program, and hopefully, you were able to attend this year.

During the meeting, the AEA gave a review of regulatory issues important to its European member-ship, followed by a presentation from John Vincent, the head of the safety analysis and research depart-ment for the European Aviation Safety Agency. Vincent’s presenta-tion focused on the activities of his office, specifically those with the European Strategic Safety Initiative (ESSI).

ESSI is an aviation safety part-nership between EASA, other reg-ulators and the industry. Its objec-tive is to further enhance safety for citizens in Europe and worldwide through safety analysis, implemen-tation of cost-effective action plans, and coordination with other safety initiatives worldwide.

EASA launched ESSI launched in July 2006, as a 10-year program. It has three teams: the European Commercial Aviation Safety Team (ECAST), the European Helicopter Safety Team (EHST), and the Euro-pean General Aviation Safety Team (EGAST).

ECAST addresses large, fixed-wing aircraft operations and aims to further enhance commercial avia-tion safety in Europe and for Euro-pean citizen worldwide. It cooper-ates with the Commercial Aviation Safety Team and other major safety initiatives worldwide, in particu-lar under the Cooperative Devel-opment of Operational Safety and Continuing Airworthiness Program (COSCAP) of the ICAO Technical Cooperation Program.

ECAST monitors the implemen-tation of action plans inherited from the former Joint Safety Strategic Initiative of the Joint Aviation Au-thorities, and it has developed a new safety approach using a three-phase

Full-Bleed PageBleed: 8 3/4” x 11 1/4”Trimmed to: 8 1/2” x 11”

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INTERNATIONAL NEWS

The Aircraft Electronics Associa-tion hosted the annual AEA Eu-

rope Meeting in May, in Cologne, Germany. The meeting featured an-other solid program, and hopefully, you were able to attend this year.

During the meeting, the AEA gave a review of regulatory issues important to its European member-ship, followed by a presentation from John Vincent, the head of the safety analysis and research depart-ment for the European Aviation Safety Agency. Vincent’s presenta-tion focused on the activities of his office, specifically those with the European Strategic Safety Initiative (ESSI).

ESSI is an aviation safety part-nership between EASA, other reg-ulators and the industry. Its objec-tive is to further enhance safety for citizens in Europe and worldwide through safety analysis, implemen-tation of cost-effective action plans, and coordination with other safety initiatives worldwide.

EASA launched ESSI launched in July 2006, as a 10-year program. It has three teams: the European Commercial Aviation Safety Team (ECAST), the European Helicopter Safety Team (EHST), and the Euro-pean General Aviation Safety Team (EGAST).

ECAST addresses large, fixed-wing aircraft operations and aims to further enhance commercial avia-tion safety in Europe and for Euro-pean citizen worldwide. It cooper-ates with the Commercial Aviation Safety Team and other major safety initiatives worldwide, in particu-lar under the Cooperative Devel-opment of Operational Safety and Continuing Airworthiness Program (COSCAP) of the ICAO Technical Cooperation Program.

ECAST monitors the implemen-tation of action plans inherited from the former Joint Safety Strategic Initiative of the Joint Aviation Au-thorities, and it has developed a new safety approach using a three-phase

process:• Phase 1: Identification and se-

lection of safety issues • Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as • Phase 1: Identification and selection of safety issues

• Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as topics for further analysis in Phase 2. Last year, using a prioritization process combining safety impor-tance, coverage and high-level, cost-benefit considerations, ECAST decided to launch two activities on safety management systems and

ground safety as part of Phase 2.EHST brings together manufac-

turers, operators, research organiza-tions, regulators, accident investi-gators and a few military operators from across Europe. It is the heli-copter branch of ESSI and the Euro-pean component of the International Helicopter Safety Team.

EHST is committed to the goal of reducing the helicopter accident rate by 80 percent worldwide by 2016, with an emphasis on improv-ing European safety.

General aviation is a high prior-ity for EASA. General aviation is a dispersed community of diverse components, such as business avia-tion, aerial work, air sports and rec-reational activities. EGAST is a new venture in Europe and a challenge.

The initiative responds to the need for a coordinated European effort. The stated mission of EGAST is to promote and initiate best practices and awareness to improve safety,

INTERNATIONAL NEWS

The Aircraft Electronics Associa-tion hosted the annual AEA Eu-

rope Meeting in May, in Cologne, Germany. The meeting featured an-other solid program, and hopefully, you were able to attend this year.

During the meeting, the AEA gave a review of regulatory issues important to its European member-ship, followed by a presentation from John Vincent, the head of the safety analysis and research depart-ment for the European Aviation Safety Agency. Vincent’s presenta-tion focused on the activities of his office, specifically those with the European Strategic Safety Initiative (ESSI).

ESSI is an aviation safety part-nership between EASA, other reg-ulators and the industry. Its objec-tive is to further enhance safety for citizens in Europe and worldwide through safety analysis, implemen-tation of cost-effective action plans, and coordination with other safety initiatives worldwide.

EASA launched ESSI launched in July 2006, as a 10-year program. It has three teams: the European Commercial Aviation Safety Team (ECAST), the European Helicopter Safety Team (EHST), and the Euro-pean General Aviation Safety Team (EGAST).

ECAST addresses large, fixed-wing aircraft operations and aims to further enhance commercial avia-tion safety in Europe and for Euro-pean citizen worldwide. It cooper-ates with the Commercial Aviation Safety Team and other major safety initiatives worldwide, in particu-lar under the Cooperative Devel-opment of Operational Safety and Continuing Airworthiness Program (COSCAP) of the ICAO Technical Cooperation Program.

ECAST monitors the implemen-tation of action plans inherited from the former Joint Safety Strategic Initiative of the Joint Aviation Au-thorities, and it has developed a new safety approach using a three-phase

process:• Phase 1: Identification and se-

lection of safety issues • Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as • Phase 1: Identification and selection of safety issues

• Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as topics for further analysis in Phase 2. Last year, using a prioritization process combining safety impor-tance, coverage and high-level, cost-benefit considerations, ECAST decided to launch two activities on safety management systems and ground safety as part of Phase 2.

EHST brings together manufac-turers, operators, research organiza-tions, regulators, accident investi-gators and a few military operators from across Europe. It is the heli-copter branch of ESSI and the Euro-pean component of the International Helicopter Safety Team.

EHST is committed to the goal of reducing the helicopter accident rate by 80 percent worldwide by 2016, with an emphasis on improv-ing European safety.

General aviation is a high prior-ity for EASA. General aviation is a dispersed community of diverse components, such as business avia-tion, aerial work, air sports and rec-reational activities. EGAST is a new venture in Europe and a challenge.

The initiative responds to the need for a coordinated European effort. The stated mission of EGAST is to promote and initiate best practices and awareness to improve safety, thereby reducing the accident rates. This objective applies to all general

One-Third Page Square

4 1/2” x 4 7/8”

One-Third Page Vertical

2 1/4” x 10”

One-Half Page Horizontal

7” x 4 7/8”

INTERNATIONAL NEWS

The Aircraft Electronics Associa-tion hosted the annual AEA Eu-

rope Meeting in May, in Cologne, Germany. The meeting featured an-other solid program, and hopefully, you were able to attend this year.

During the meeting, the AEA gave a review of regulatory issues important to its European member-ship, followed by a presentation from John Vincent, the head of the safety analysis and research depart-ment for the European Aviation Safety Agency. Vincent’s presenta-tion focused on the activities of his office, specifically those with the European Strategic Safety Initiative (ESSI).

ESSI is an aviation safety part-nership between EASA, other reg-ulators and the industry. Its objec-tive is to further enhance safety for citizens in Europe and worldwide through safety analysis, implemen-tation of cost-effective action plans, and coordination with other safety

initiatives worldwide.EASA launched ESSI launched

in July 2006, as a 10-year program. It has three teams: the European Commercial Aviation Safety Team (ECAST), the European Helicopter Safety Team (EHST), and the Euro-pean General Aviation Safety Team (EGAST).

ECAST addresses large, fixed-wing aircraft operations and aims to further enhance commercial avia-tion safety in Europe and for Euro-pean citizen worldwide. It cooper-ates with the Commercial Aviation Safety Team and other major safety initiatives worldwide, in particu-lar under the Cooperative Devel-opment of Operational Safety and Continuing Airworthiness Program (COSCAP) of the ICAO Technical Cooperation Program.

ECAST monitors the implemen-tation of action plans inherited from the former Joint Safety Strategic Initiative of the Joint Aviation Au-

thorities, and it has developed a new safety approach using a three-phase process:

• Phase 1: Identification and se-lection of safety issues

• Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as • Phase 1: Identification and selection of safety issues

• Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as topics for further analysis in Phase 2. Last year, using a prioritization process combining safety impor-tance, coverage and high-level, cost-benefit considerations, ECAST

INTERNATIONAL NEWS

The Aircraft Electronics Associa-tion hosted the annual AEA Eu-

rope Meeting in May, in Cologne, Germany. The meeting featured an-other solid program, and hopefully, you were able to attend this year.

During the meeting, the AEA gave a review of regulatory issues important to its European member-ship, followed by a presentation from John Vincent, the head of the safety analysis and research depart-ment for the European Aviation Safety Agency. Vincent’s presenta-tion focused on the activities of his office, specifically those with the European Strategic Safety Initiative (ESSI).

ESSI is an aviation safety part-nership between EASA, other reg-ulators and the industry. Its objec-tive is to further enhance safety for citizens in Europe and worldwide through safety analysis, implemen-tation of cost-effective action plans, and coordination with other safety initiatives worldwide.

EASA launched ESSI launched in July 2006, as a 10-year program. It has three teams: the European Commercial Aviation Safety Team (ECAST), the European Helicopter Safety Team (EHST), and the Euro-pean General Aviation Safety Team (EGAST).

ECAST addresses large, fixed-wing aircraft operations and aims to further enhance commercial avia-tion safety in Europe and for Euro-pean citizen worldwide. It cooper-ates with the Commercial Aviation Safety Team and other major safety initiatives worldwide, in particu-lar under the Cooperative Devel-opment of Operational Safety and Continuing Airworthiness Program (COSCAP) of the ICAO Technical Cooperation Program.

ECAST monitors the implemen-tation of action plans inherited from the former Joint Safety Strategic Initiative of the Joint Aviation Au-thorities, and it has developed a new safety approach using a three-phase

process:• Phase 1: Identification and se-

lection of safety issues • Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as • Phase 1: Identification and selection of safety issues

• Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as topics for further analysis in Phase 2. Last year, using a prioritization process combining safety impor-tance, coverage and high-level, cost-benefit considerations, ECAST decided to launch two activities on safety management systems and ground safety as part of Phase 2.

EHST brings together manufac-turers, operators, research organiza-tions, regulators, accident investi-gators and a few military operators from across Europe. It is the heli-copter branch of ESSI and the Euro-pean component of the International Helicopter Safety Team.

EHST is committed to the goal of reducing the helicopter accident rate by 80 percent worldwide by 2016, with an emphasis on improv-ing European safety.

General aviation is a high prior-ity for EASA. General aviation is a dispersed community of diverse components, such as business avia-tion, aerial work, air sports and rec-reational activities. EGAST is a new venture in Europe and a challenge.

The initiative responds to the need for a coordinated European effort. The stated mission of EGAST is to promote and initiate best practices and awareness to improve safety, thereby reducing the accident rates. This objective applies to all general

aviation sectors. The team can make non-binding recommendations. In addition, specific objectives and priorities can be defined at sector level, depending on safety impor-tance and available resources.

The AEA participates on Euro-pean General Aviation Safety Team. As EGAST develops tools to bet-ter communicate safety initiatives to the public, the AEA will ask its membership to help distribute these products.

At the Canada/European Union Eco-nomic Summit in May, in Prague, Czech Republic, an air safety agreement was signed by the two governments. This will enable the agreement to be present-ed to the Canadian and EU parliaments for ratification. The agreement will enable the long-awaited Bilateral Air-worthiness Treaty, which will include procedures for reciprocal acceptance of supplemental type certificates between Transport Canada Civil Aviation and the European Aviation Safety Agency.

Although the content of the proposed

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INTERNATIONAL NEWS

The Aircraft Electronics Associa-tion hosted the annual AEA Eu-

rope Meeting in May, in Cologne, Germany. The meeting featured an-other solid program, and hopefully, you were able to attend this year.

During the meeting, the AEA gave a review of regulatory issues important to its European member-ship, followed by a presentation from John Vincent, the head of the safety analysis and research depart-ment for the European Aviation Safety Agency. Vincent’s presenta-tion focused on the activities of his office, specifically those with the European Strategic Safety Initiative (ESSI).

ESSI is an aviation safety part-nership between EASA, other reg-ulators and the industry. Its objec-tive is to further enhance safety for citizens in Europe and worldwide through safety analysis, implemen-tation of cost-effective action plans, and coordination with other safety initiatives worldwide.

EASA launched ESSI launched in July 2006, as a 10-year program. It has three teams: the European Commercial Aviation Safety Team (ECAST), the European Helicopter Safety Team (EHST), and the Euro-pean General Aviation Safety Team (EGAST).

ECAST addresses large, fixed-wing aircraft operations and aims to further enhance commercial avia-tion safety in Europe and for Euro-pean citizen worldwide. It cooper-ates with the Commercial Aviation Safety Team and other major safety initiatives worldwide, in particu-lar under the Cooperative Devel-opment of Operational Safety and Continuing Airworthiness Program (COSCAP) of the ICAO Technical Cooperation Program.

ECAST monitors the implemen-tation of action plans inherited from the former Joint Safety Strategic Initiative of the Joint Aviation Au-thorities, and it has developed a new safety approach using a

three-phase process:• Phase 1: Identification and se-

lection of safety issues • Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as • Phase 1: Identification and selection of safety issues

• Phase 2: Safety issues analysis • Phase 3: Development, imple-

mentation and monitoring of actions plans

Phase 1 was conducted from April 2006 to December 2007. Eighteen safety subjects were identified as topics for further analysis in Phase 2. Last year, using a prioritization process combining safety impor-tance, coverage and high-level, cost-benefit considerations, ECAST

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As an added benefit for placing a help-wanted ad in the Avionics News Marketplace classified advertising section, the same ad also is placed in the Careers section of the AEA/Avionics News website during the same month for no additional charge.

FREE HELP-WANTED AD POSTING ON AEA.NET

94 avionics news • june 2011

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Marketplace To place a Marketplace ad, contact Lauren McFarland at 816-347-8400 or laurenm@aea.net

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We are looking for experienced Avionics Technicians with strong trouble-shooting skills and Licensed Aircraft Technicians. We offer competitive compensation, comprehensive benefit package and relocation assistance. To learn more about Nextant, visit our website at: www.NextantAerospace.com Email a resume of interest: LDonato@nextantaerospace.com www.AEA.net

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► AEA Participates in South Pacific Initiatives

◄ Helicopters Gain Fresh Avionics Options

E&B HelicoptersSpecializes in being Jack-of-all-Trades

► Helicopters are an Emerging Opportunity for Avionics Shops

86 avionics news • april 2011

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• 28 years IFR factory experience

• Actual test data supplied with

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• Calibrations and repairs“The IFR Guys”ProCal Laboratories, Inc.

800-572-0331/Fax 817-280-9907

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January February

This issue includes important information for avionics technicians regarding the 15th annual Avionics News Technical Training Exam. Owners, managers and avionics technicians of AEA member repair shops may get a head start on their FAA-accepted training. By completing the exam, which covers regulatory and technical topics fea-tured in the 2015 issues of Avionics News, technicians may earn eight hours toward their IA renewal.

* To be considered for inclusion in an article, contact Avionics News three months prior to publication.* All articles are subject to change without notice. For more information, contact Geoff Hill, editor of Avionics News, at geoffh@aea.net or 816-347-8400.

May June July August

September October November December

FAA-Accepted Training Exam Issue Helicopter Issue

• Ad Sales Deadline: Nov. 4, 2015 • Materials Deadline: Nov. 11, 2015

• Ad Sales Deadline: Dec. 2, 2015 • Materials Deadline: Dec. 9, 2015

March April

This issue offers a preview of highlighted regulatory and technical training sessions available at next month’s AEA Convention in Orlando. AEA Trade Show exhibitors are encouraged to include their booth number on their advertising materials in this month’s issue. Invite convention attendees to learn more about your prod-ucts and services by visiting your booth in the exhibit hall.

AEA Convention & Trade Show Preview AEA Convention & Trade Show Issue

• Ad Sales Deadline: Feb. 3, 2016 • Materials Deadline: Feb. 10, 2016

International Issue AEA Convention Recap Issue

• Ad Sales Deadline: March 2, 2016 • Materials Deadline: March 9, 2016

• Ad Sales Deadline: April 6, 2016 • Materials Deadline: April 13, 2016

EAA AirVenture Issue Education Issue

• Ad Sales Deadline: May 4, 2016 • Materials Deadline: May 11, 2016

• Ad Sales Deadline: June 8, 2016 • Materials Deadline: June 15, 2016

AEA Regional Meetings Issue NBAA Convention Issue

• Ad Sales Deadline: July 6, 2016 • Materials Deadline: July 13, 2016

• Ad Sales Deadline: Aug. 10, 2016 • Materials Deadline: Aug. 17, 2016

ADS-B Issue Rate & Labor Survey and Careers Issue

• Ad Sales Deadline: Sept. 7, 2016 • Materials Deadline: Sept. 14, 2016

• Ad Sales Deadline: Oct. 5, 2016 • Materials Deadline: Oct. 12, 2016

This issue features technical topics, products and companies that serve the rotorcraft market. It includes a bonus distribution opportunity at the annual HAI HELI-EXPO, the world’s largest helicopter exposition and trade show. More than 20,000 helicopter industry professionals from all around the world gather to see the latest products and services available.

• Ad Sales Deadline: Jan. 6, 2016 • Materials Deadline: Jan. 13, 2016

This issue will be available to more than 1,800 aviation professionals in attendance at the 59th annual AEA International Convention & Trade Show in Orlando, Florida. This is the final opportunity for ad-vertisers to invite all convention attendees to personally meet your staff in the AEA Trade Show’s exhibit hall.

The AEA is truly an international organization with member companies in more than 40 countries. This issue illustrates the avionics industry’s powerful reach across borders and the AEA businesses that make it possible.

A strong market exists for avionics repair stations when it comes to servicing warbirds, vintage, homebuilt and ultralight aircraft. This month’s issue is one of the most widely distributed each year, as thousands of pilots and aircraft owners flock to the AEA’s AirVenture booth in Oshkosh, Wisconsin, to pick up their copy of Avionics News.

This issue takes a look back at the events surrounding the 59th annual AEA International Convention & Trade Show, the only wholesale avionics show representing nearly 90 percent of the world’s government-certified repair stations.

This month’s edition spotlights the individuals who were awarded academic scholarships by the AEA Educational Foundation. Each year, more than 20 scholarships totaling more than $125,000 are awarded to students pursuing a career in avionics or aircraft maintenance, as well as students from AEA member companies.

September traditionally marks the kickoff to the AEA Regional Meetings that take place in the fall. The AEA annually hosts regional meetings in the U.S., Canada, Europe, Latin America and the South Pacific. These events offer a forum to see, hear and learn about all the new technology on the market, network with industry peers and discover best practices for the aviation repair station industry.

This issue focuses on ADS-B. As the Federal Aviation Administration’s ADS-B Out mandate quickly approaches in the U.S., avionics repair stations are tirelessly working with aircraft owners to meet their individual budgets and equip thousands of aircraft in the general aviation fleet.

This month’s edition places the business aviation segment of the industry in the spotlight. It also will reach hundreds of business aviation professionals in attendance at the National Business Aviation Association’s Business Aviation Convention & Exhibition, the world’s largest business aviation event and the fourth-largest trade show in the U.S.

This issue covers important information repair station owners and managers need to know when it comes to setting shop and labor rates. The annual AEA Rate & Labor Survey offers data by national and international regions. It also shows employee benefit/compensation package information, a profile of technician experience, regional employment demand and a business outlook perspective.

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- 30 -

AROUND THE

GLOBED i f f e r e n t d e a d l i n e s , s i m i l a r c h a l l e n g e s

ADS-B

It’s not news that general aviation operators in the

U.S. continue to drag their tailcones moving ahead

with equipping their aircraft for the Federal Aviation

Administration’s 2020 mandate requiring ADS-B Out in

most airspace.

For general aviation operators, the resistance stems

partly from a wait for lower prices. Conversely, commer-

cial operators and GA Part 25 operators largely await

approved solutions for their more complex panels.

Airframe manufacturers increasingly integrate an

ADS-B solution into their avionics installations. Still, not

all light GA aircraft are rolling off the production lines

equipped to meet ADS-B Out requirements for the U.S.

and some export markets.

Meanwhile, other nations and regions already

require compliance where ADS-B Out is needed to fulfill

traffic-surveillance requirements. And more are coming.

On some levels, ADS-B progress abroad appears

more rapid and robust than in the U.S. Nonetheless,

some of the issues in the U.S. ripple through other

regions, such as Australia, according to voices in its

aviation community.

Further, equipment compatibility issues arose that

required Airservices Australia to address, but the

system progresses.

In Europe, multiple mandates – ADS-B, CPDL commu-

nications, to name two – nudged air-traffic management

officials to adjust the latter’s deadline to “solve technical

issues.”

Elsewhere in the world, the issue comes to the fore in

some areas and not in vast other expanses.

Credit the individual approach that the International

Civil Aviation Organization allows for states to meet inter-

national standards. While freedom and flexibility are good,

the goal is a globally compatible precision surveillance

and navigation network that pilots can use more or less

seamlessly.

Conversely, the variety of deadlines and systems in

use highlights the importance of learning what’s required,

when and by where. The spectrum ranges from mandates

already in effect to where the mandate remains years into

the future.

Operations outside the U.S. are a mixed bag of ADS-B

Out requirements, evolving standards or a wholesale lack

of ADS-B requirements.

Consider the situations in these areas around the

world, but note that mandates are dynamic, dates can

shift, and verification is critical.

PILOT’S GUIDE

S T O R Y B Y D A V E H I G D O N

- 68 -

- 69 -

isn’t so equipped, and “all of the sudden, it’s a pretty expensive solution.”The unknown on the stand-alone WAAS/GPS-ADS-B

system, said Harpster, was the FAA. “Would it be comfortable disabling a unit’s intended function” and replacing that capability with a separate stand-alone unit? Apparently so. Gulfstream just certified the Garmin

solution on its G150 and G200, said Harpster. Another challenge, he continued, is the system’s teething pains. “The FAA says 20 percent of all ADS-B installs are not done correctly; when seen on ATC screens, airplanes are disappearing or jumping to parallel routes 3 to 5 miles away, and then jumping back.” The downside of the stand-alone ADS-B solution,

added Loso, is its WAAS/GPS engine serves only the transponder. That works for ADS-B, but it does not open the door to LPV instrument approaches, which are supplanting the ILS at airports nationwide, and tighter RNP

tolerances, which open the door to optimized flight paths. If ADS-B is NextGen Phase I, controller-pilot datalink

communication is Phase II, Loso continued. It is a digital

communication through VHF when in line-of-sight range

of terrestrial stations and satellite systems, such as Inmarsat or Iridium, when they are out of VHF range, which is why CPDLC is an integral part of FANS, or the future air navigation system. Developed by the International Civil Aviation

Organization in partnership with leading airframe and avionics OEMs in the 1980s, the final datalink plan published in 1993. With no radar coverage on the trans-Atlantic run, position reports (and the bubble of safe airspace that surrounded them) determined how many flights could make the trip. Offering more reliable communications than HF voice, CPDLC conveys position reports as text messages, and ADS-C (automatic dependent surveillance-contract) makes the datalink reports automatically. Assessing the wind and weather, every 12 hours the

organized track system determines the roughly half-dozen routes between flight level 350 and 390 that provide the optimum flight and fuel efficiency. Before CPDLC, these tracks could handle approximately 900 flights a

PILOT’S GUIDE

W hen time and money play a critical role in a complex challenge, looking beyond a deadline that is drawing inexorably closer to what follows can be a distraction from the imminent situation. Facing the Next Generation

Air Transportation System’s ADS-B mandate, this is the reality for many operators of Part 25 business jets.

Like their Part 23 cousins, the transport category turbines must be equipped with ADS-B Out by Jan. 1, 2020. Unlike their cousins, ADS-B solutions are determined, for the most part, by the airframe and avionics manufacturers who initially met the stringent certification requirements for Part 25 cockpits, according to David Loso, avionics sales manager at Jet Aviation St. Louis.Business aviation has been waiting for the OEMs to

define and certify their ADS-B solutions. If they aren’t already, a number of them are close to certification.

“I expect things to pick up this year and next,” Loso said

in the spring of 2015. “But there’s always that component that will wait until the fall of 2019, and then there will be a massive push, unless something changes.”

That “something” might be a stand-alone WAAS/GPS engine that feeds the necessary position information to an ADS-B 1090 extended squitter transponder. On the plus side, it’s a less expensive ADS-B option than the OEM solutions. Collins released its ADS-B transponder last November, but it still needs an STC to complete the solution, according to Gary Harpster, Duncan Aviation’s senior avionics sales representative, who specializes in Part 25 aircraft. And Honeywell has a DO-260D solution for its Primus radios, but only a few have stepped up to it, so there are not a lot of STC options now available.

Using the Primus as an example, Harpster explained how meeting the ADS-B mandate could cost a Part 25 business jet operator $200,000 to $250,000, a concern for airplanes with hull values ranging from $1 million to $3 million. The Primus 2 is a combination box that includes the transponder and communication units. The system needs an updated transponder to supply the ADS-B outputs. When upgrading this unit to DO-260D standards, the operator also must upgrade its radio management units. And the airplane needs the more accurate WAAS/GPS position sources, if the airplane

Continued on following page…

NEXTGEN’S NEXT TECHNOLOGYFOR PART 25 JETS, IT’S DATALINK, SATCOM AND FANSS T O R Y B Y S C O T T M . S P A N G L E R

Imag

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The primary components of a future air navigation system are a data-capable cockpit voice recorder,

a WAAS/S-BAS GPS-driven flight management system like Universal’s UNS-1Ew, and a communication

management unit like Universal Avionics’ UniLink, which routes messages between the FMS keypad and the

transmission system – VHF, satcom or HF – appropriate to the aircraft equipment and location.

- 40 -

PILOT’S GUIDE

It’s been more than 30 years since the

McDonnell Douglas MD-80 and Boeing

757/767 introduced glass cockpits to aviation.

The succeeding generations of these systems give

pilots an ever-growing ratio of capabilities to cost.

Digital avionics and their displays are standard

equipment on most aircraft manufactured today,

and many of the airplanes that preceded them are

updating their analog systems with glass.

Pilots who are amateur builders of experimental

aircraft have the same needs and desires as

those who fly store-bought airplanes. But because

they assume some of the risk addressed by the

certification requirements production aircraft

must meet, homebuilders have more freedom

in designing avionics systems that meet their

operational and economic requirements while

ensuring the desired level of reliability and safety.

Redundancy is one of the hallmarks of aviation

safety. If the primary system fails for whatever

reason, the backup will sustain safety through

the precautionary landing. When it comes to

the instruments essential to flight, tried-and-true

analog and steam gauges are the go-to backups.

But two builders, an individual and a company that

designs experimental aircraft kits, have taken the

next step by relying on digital redundancy.

David Halmos –

Van’s Aircraft RV-10

“Avionics technology is at a level where we

have enough redundancy and ways to build

the system so that we don’t have to have

steam-gauge backups,” said David Halmos, a

prosthodontist (a specialist in prosthetic dentistry)

S T O R Y B Y S C O T T M . S P A N G L E R

DIGITAL REDUNDANCY

& PLUG-AND-PLAY

CAPABILITIES

Avionics that meet a homebuilder’s operational and economic needs

The Sonex Aircraft JSX-2 SubSonex single-seat jet

Photo by S.M. Spangler

One Price for Year-Round Advertising and ExposureBack Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 6,575Inside Front Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 5,350Inside Back Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 5,350Full page 4-color. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 2,195Full page black & white . . . . . . . . . . . . . . . . . . . . . . . . . .$ 1,7501/2 page 4-color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 1,5101/2 page black & white . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 9651/6 page 4-color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 675 1/6 page black & white . . . . . . . . . . . . . . . . . . . . . . . . . . .$ 400

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PILOT’S GUIDE AD SIZES

- 21 -

The non-certified GTX 330 and GTX 33 tran-sponders with 1090 MHz extended squitter transmission capabilities were also on display at the show.

Garmin is offering the ES technology as a retrofit upgrade option for GTX 330 and GTX 33 units already in the field or as an optional upgrade on newly purchased GTX 330 and GTX 33 transponders.

For more information, visit www.garmin.com.

GeoeyeGeoEye, which specializes in satellite imag-

ing and airport mapping, announced it now offers civilian databases.

On Sept. 6, 2008, the Dulles, Va.-based com-pany launched its new GeoEye-1 Earth-imaging satellite from Vandenberg Air Force Base in California, and it now is able to provide airport data maps for avionics manufacturers and other commercial vendors.

GeoEye-1 imagery products and solutions are available in half-, one-, two- and four-meter ground resolutions. Imagery products are avail-able in color or black and white. Color imagery

comprises four bands: blue, green, red and near-infrared.

The company, which can deliver airport map-ping for any airport in the world in 2-D or 3-D, also makes terrain databases for terrain aware-ness warning systems.

For more information, visit www.geoeye.com.

Global Jet ServiceSGlobal Jet Services, the Weatogue, Conn.-

based company specializing in aviation mainte-nance and professional training, announced it is offering new Web-based training courses: three NCATT Aircraft Electronics Technician (AET) courses and the Barfield DPS-450 air-data test system training.

The fully interactive, eight-hour e-learn-ing courses are FAA-compliant and approved inspection authorization online training.

The AET 1 course includes training on basic AC/DC currents and circuit theory calculations as well as on resistors and troubleshooting and repairing DC circuits. AET 2 offers training for

continued on following page…

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Every 28 days, pilots spent hours updating the leaves.

This accumulation of compo-nents is flying today in most GA airplanes, a sizeable population of which was born during the heyday of analog aviation, from the 1960s to the early 1980s, when American airframers annu-ally fledged them by the tens of thousands. These airplanes still have plenty of life ahead of them, but their analog avionics are on their last legs, with the cost of repairs and lack of parts herald-ing their retirement.

Their replacements can be seen in the seemingly empty panels of most of today’s new airplanes, from light-sport air-craft to high-performance piston singles. Collectively, it’s called “glass,” for the eye-catching, full-color display component integrat-ing aircraft operation, navigation, communications and information to make flight safer, capabili-ties once reserved for the early adopters of digital avionics: busi-ness and commercial operators.

It’s all about the software. With a few exceptions, the Dynon EFIS-D100 primary flight display and EMS-D120 engine monitor-ing system used in many LSAs deliver capabilities similar to Avidyne’s Entegra, Garmin’s G1000 (and its offspring), and L3’s SmartDeck. Certification decides what functions pilots can employ legally.

Adding capabilities to a digital avionics system (synthetic vision is the latest) often requires little more than a software upgrade and any applicable peripherals.For the cost-conscious aviator, this can help make it simpler to build a new digital avionics sys-tem one component at a time.

As any avionics technician will attest, interfacing — getting all of the digital components to talk to each other reliably — can be a challenge, especially when introducing a digital newcomer to a legacy system. Like the new kid on the playground, some play well with others, while some do not.

To avoid these conflicts, your avionics shop is a key ally, because its technicians know who gets along with what. Together, you can plan a digital system that will give you full access to the Next Generation Air Transportation System, known as NextGen.

NextGeN AvioNicsNextGen is another paradigm

shift. It replaces the 1940s tech-nology of ground-based surveil-lance and navigation — radar and VORs — with dynamic 21st century technology, satellite navi-gation and digital communica-tions networks.

With this new technology comes “new procedures, includ-ing the shifting of certain deci-sion-making responsibility from the ground to the cockpit,” according to the FAA on its NextGen website, www.faa.gov/nextgen.

Good decision-making depends on accurate real-time information delivered through hardware on the ground and in the air. The government has accelerated its work on the ground, promising to have much of NextGen operational in the “midterm,” between 2012 and 2018. As a whole, NextGen is scheduled to be operational nationwide by 2025.

According to the FAA, “Lesser

equipped aircraft will still be accommodated in the NAS (National Airspace System).” It doesn’t say where, which means building a compatible digital avionics system is the only way to keep flying where you want. (Only the communications radio makes the jump to aviation’s digital era, and IFR pilots still will want two of them.)

NextGen is a performance-based system, meaning avionics must perform to certain toler-ances. The FAA uses an IFR example; it requires a positional accuracy of 0.3 nautical miles, or required navigation perfor-mance of 0.3. RNP is RNAV with onboard performance monitoring, which tells the pilot how accu-rately the system is fixing the air-plane’s position. This increases

Pil

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PILOT’S GUIDE DISTRIBUTION

No agency discounts.Distribution of the 2015-2016 AEA Pilot’s Guide to Avionics begins July 2015.

Your advertising contact for the Pilot's Guide to Avionics is:

Lauren McFarland 816-347-8400 • laurenm@aea.net

A DV E R T I S I N G R AT E SThe 2016-17 Pilot’s Guide to Avionics is the pilot’s single source for avionics buying decisions. If your customers are pilots or owners of general aviation, business aviation or sport aviation aircraft, the Pilot’s Guide to Avionics is your can’t-miss advertising opportunity.

The 2016-17 edition of the AEA’s Pilot’s Guide to Avionics will debut in July 2016, at EAA AirVenture in Oshkosh, Wis. Deadline for ad space reservations is May 5, 2016.

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