Greenville Avionics

KMGU Avionics FAA Certified Repair Station in Greenville SC

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GET YOUR AIRCRAFT Winter Ready! 

We can get your Aircraft ready for this Cold Season! Which is fast approaching.

Winter Ready Package Includes: - Put on storm windows - make sure there are no cracks in the walls - make sure all seals are covered - Take a look at your Manual for Winterization for your Model of aircraft. - Change engine oil to multi-grade or manufacture approve winter grade oil - Renew Carbon Monoxide detector and have system checked for cracks - Test Aircraft heaters - Make sure pitot over-head covers are in working order. - Confirm Drain Holes are clear of dirt. (This prevents water from freezing.) - Also clean the airframe of any mud, slush, and dirt to prevent any build up. - And More...

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Signs your Aircraft Needs Regular Maintenance

While all aircraft have periodic inspections, large aircraft have to go through an extensive inspection process, also referred to as “checks.” There are several checks that need to be done according to calendar dates, flight hours, or flight cycles. A flight cycle is one flight, with a take-off and landing.

Aircraft owners are responsible for keeping their aircraft airworthy. Find ways to save some money by doing the routine preventive maintenance on your own aircraft. Access general aviation maintenance alerts here, or browse through a variety of AOPA articles on maintenance-related topics.

Pilot’s Guide to Preventive Maintenance By performing routine maintenance on their own aircraft pilots not only become better educated about the equipment they fly, but might also save a substantial percentage of their annual maintenance costs.

Most general aviation aircraft control systems include flexible steel cables, otherwise known as wire rope. The cables can be manufactured from galvanized steel or stainless steel alloy, depending on the specs from the aircraft manufacturer. The most common aircraft cable diameters are 1/16 through 5/32 with 7x7 or 7x19 construction. The most common control cable sizes (depending on strength required) are 7x7 and 7x19 cables. A 7x7 cable consists of six strands of seven wires each, laid around a center strand of seven wires. A 7x19 cable has an additional layer of 12 wires laid over the 7x7 in the opposite direction.

What does that mean in English? It means that your control cables are made from individual steel wires wound in bundles and grouped together to provide both strength and flexibility. It also means that there are many layers of wires within a control cable and you can’t tell the true condition of a cable from a cursory visual inspection while it is installed in the aircraft. Aircraft cables live in fairly harsh environments with temperature changes and exposure to the elements. They are subject to wear and deterioration and remain in static positions around pulley bends for extended periods of time while the aircraft sits. Sadly, most control system cables in the GA fleet are original to the aircraft and have remained in service for far longer than their intended design life.

100 HOUR INSPECTION:

At every annual or 100-hour inspection, all control cables must be inspected for broken wire strands. The easiest way to check for exposed strands of broken wire on a cable is to have one person move the cable through its length of travel while another person holds a cotton cloth gently around the wire looking for places that the cable snags the wire. This must be done along the entire length of the accessible cable (although issues are most likely near pulleys and guides). Any cable assembly that has even a single broken wire strand located in a critical fatigue area must be replaced. Per the FAA guidance, a critical fatigue area is defined as the working length of a cable where the cable runs over, under, or around a pulley, sleeve or through a fair-lead; or any section where the cable is flexed, rubbed, or worked in any manner; or any point within one foot of a swaged-on fitting.

This process is generally OK for identifying external cable damage. However, cables also fail from the inside out due to environmental deterioration, distortion, fatigue, and wear. The only way to accurately inspect cables for internal damage is to remove the cables from the aircraft and flex them manually while inspecting them under a magnifying glass for damage. Since the labor to remove, install, and rig aircraft cables is generally higher than the cost of the cable itself, it generally makes sense just to replace your control cables on a regular basis, such as every 15 years. For tailwheel aircraft, I would personally recommend replacing the rudder/tailwheel cables every 5 years due to the high stress and risks associated with control system failures.

During your inspection, it’s also important to inspect and rotate the pulleys. Rotating the pulleys allows you to check the wear and functioning of the bearings. The wear pattern on the pulley can tell you if the bearing is frozen or if the pulley is misaligned. You should also lubricate the pulleys and cables per the manufacturer’s specifications (if applicable).

The bottom line is that it’s simply not worth the risk to keep flying with 30-plus-year-old cables that have exceeded their design service life. Inspect them carefully at annual, along with the pulleys. Personally, I recommend implementing an incremental replacement process that will ensure that, in some reasonable amount of time, all control cables that may be original to the aircraft get replaced.  Start with the most critical systems and replace one cable system at a time (such as the elevator cables) as your budget allows.

If you see any of these signs, then it is time to bring your aircraft into Greenville Air! We are a certificated 145 repair station and have passed everyone of our FAA Inspections. That means that we are following FAA Guidelines for safety, installation and paperwork follow-up.

Come see the Greenville Air difference when you come to get your Annual or 100 hour inspection done.

Call today to schedule an appointment [864] 641-7776 GMU Downtown Greenville SC airport.

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Hurricane Harvey tests Civil Air Patrol’s Summer Training Program

Hurricane Harvey’s aftermath will test the skills Civil Air Patrol volunteers learned at the recently concluded National Emergency Services Academy. Civil Air Patrol Director of Operations John W. Desmarais founded the Indiana training program in 1996 and said skills learned at the academy—including photography—will be put to use once the weather in Texas clears enough to sustain visual meteorological conditions.

“CAP is working with FEMA and Texas state officials to plan sorties to collect imagery for damage assessment purposes as soon as feasible,” likely starting Aug. 30 or 31, Desmarais noted. The summer academies were designed, in part, to prepare attendees for natural disasters such as Hurricane Harvey—which brought pounding wind and drenching rain to Texas—that result in an often-lengthy cleanup.

The 2017 academy included 503 participants who learned or sharpened ground search-and-rescue techniques, aircrew skills, and incident command procedures. “We do more training over those two weeks than some Wings will do over an entire year,” noted Desmarais, whose initial class consisted of a few dozen attendees.

“We literally had people from every state involved in the program,” Desmarais told AOPA. “Participants take a lot of the training back to their Wings,” which are scattered throughout the United States, he explained. “It gives us a great capability to train folks” that can then pass the skills and knowledge to other cadets and adult volunteers. “It’s pretty amazing.” He noted that participants “from all walks of life” sharpened their skills at the emergency academy. “We had doctors, lawyers, and nurses” who in many cases took personal vacation time “to do something different.”

Desmarais said pilots logged more than 500 hours among 31 aircraft and 414 sorties during the special training in July. Additionally, 44 ground vehicles completed more than 750 ground movements.

The Civil Air Patrol operates a fleet of 560 aircraft and performs about 90 percent of continental U.S. inland search-and-rescue missions.

This group will be doing what it does best—assisting wherever and whenever the need arises.

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Kevin’s Korner Keen with the Cool

And once again the seasons are changing. Time to get ready for winter.

There are regular maintenance duties we all need to do to keep our homes safe and winter ready. (Put on storm windows, make sure there are no cracks in the walls, make sure all seals are covered.)

The same goes for our aircrafts we want them to be safe and warm with no unwanted  guests.

Here are a few tips to get your Aircraft Winter Ready: - Take a look at your Manual for Winterization for your Model of aircraft.

- Change engine oil to multi-grade or manufacture approve winter grade oil

- Renew Carbon Monoxide detector and have system checked for cracks

- Test Aircraft heaters

- Make sure pitot over head covers are in working order. - Confirm Drain Holes are clear of dirt. (This prevents water from freezing.)

-Also clean the airframe of any mud, slush, and dirt to prevent any build up.

- Find out if your aircraft requires isopropyl alcohol in the fuel for operation in low temperature.

- After refueling let the tank settle and check the water in the system.

- Check the airframe, propeller and windscreen systems are in operating order.

- Batteries can take the hardest tole in the winter months. Check that all of your batteries are fully charged and that your alternator is working properly.

- Before take off check the carb heat and alternate air inlet.  

Some tips if you are storing your Aircraft for the winter: - If possible store your aircraft in a hanger and cover it.

- Run aircraft once in a while to keep things running smoothly when you are ready to fly.

-  Change Oil (recommended to use low temp oil even if not running during the winter)

- Chock front and back wheels releasing the parking break. (This prevents the parking break from seizing up)

The AOPA suggest packing a winter survival kit. Along with a winter jacket, gloves and boots to keep in your  aircraft.

And if you are anything like me those handy dandy hand warmers couldn’t hurt.

The AOPA also reminds us to use our cowling plugs in really cold area. Keeping our tanks full topped off and perhaps switching to a lower viscosity oil.

Always check the weather before take off, making sure your route is clear.

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Upgrades, Avionics or Electrical

Aircraft today are not what they were 30 years ago. This is even more true of avionics.

Such as noise-cancelling headsets and stereo entertainment systems that bring studio-quality music to pilots and passengers. The same technology also provides new features that offer significant enhancements to pilot safety and crew efficiency.

But there’s a catch: Not every airplane is properly wired to exploit the new systems. So, before we look at new features, let’s consider the wiring.

We humorously had a customer that bought a used plane from Texas which had all the wires held together by bread ties! Bread Ties! hahaha.. Our mechanics at Greenville Air got a real kick out of that. According to the FAA, today’s average GA airplane is more than 40 years old, and many of those airplanes were manufactured without an intercom system. Some were built without any electrical system at all. For those airplanes, it’s necessary to add audio wiring. An inexpensive, time-tested solution is a portable intercom system.

Typically, that consists of a box that can be placed on the floor or secured in a convenient location with Velcro®. Power is provided either through a cigarette lighter adapter or batteries. Cables run from the intercom to the pilot’s headset and microphone jacks, and jacks are provided for pilot and passenger headsets.

In the case of updated audio system in a 30 plus older aircraft is that installing that unit not only required removing the old avionics, but also installing audio cabling and headset jacks for all passengers. That turned out to be a lot of work—some of which I did myself under the supervision of a licensed aircraft and power plant mechanic. It’s a job best done during annual inspection when the airplane will be grounded, anyway.

Even if your airplane is wired for an intercom, the wiring may need to be replaced. Old wiring deteriorates over time, and there’s no value in installing a state-of-the-art stereo intercom with old monophonic wiring. To have the best intercom / audio system for your plane get together with your mechanic and take a hard look at what audio wiring you have.

That will help you generate a realistic estimate of how long it will take—and what it will cost—to wire your airplane for state-of-the-art sound.

Did you know?

The most unusual “avionics” upgrade was used in the jungles of Ecuador, back in the 1950’s. A missionary pilot devised a scheme of towing a basket on a long rope behind a circling aircraft. With a long enough rope and a tight enough circle, he found that the basket moved to the center of the circle and hung stationary, below the level of the aircraft. He put a telephone handset in the basket, another in the aircraft, flew the circle and then gradually descended until the stationary basket touched the ground. Missionaries at remote jungle outposts were then able to talk to the pilot circling overhead. Not quite Sat phone, nor even a mobile, but a definite improvement on hand carried letters once every 6 months or so.

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FIVE Emergency Procedures every Pilot should know

Seven seconds is how long it takes to respond emergency situation. To prepare a head of time for emergency situations bring your co-pilot and passenger along before the flight to fly the airplane first.

AVIATE, NAVIGATE, COMMUNICATE

Use checklists when possible but don’t read a checklist into the ground. Here are five emergency procedures that every pilot should know. #1. Alternator Failure

Let’s say your alternator fails are you going to fall out of the sky? No. Could this become a serious situation if your alternator goes bad overnight in IMC? Yes.

If you get a low voltage signal start reducing electricity and use the checklist. It could-be something as simple as a popped circuit breaker or having reset the regulator on the alternator side of the master switch. If your alternator does fail in most aircraft the battery takes over. But it won’t last forever, fly the plane and follow the check list. It’s always a good idea to have a handheld radio and have the numbers to your local tower on your phone (A Good Reference: Kevin’s Korner “A Back up to Your back up. “)

#2. In Flight Fire

First things first, turn off the fuel, make sure cut off, use the fuel shut off valve if it has one. If you have a fire in flight the Second thing you need to do it STOP feeding the Fire and Land Quickly. Fires feed on air. You should be prepared to make a forced landing.

There are two types of engine fires, Electrical Fires and Fuel Fires. Electrical Fires general cause white smoke while Fuel and engine fires are more difficult to detect. Can cause grey or black smoke.

In the boy scouts, they taught us that black smoke means the fire is still burning. (Just kidding I learned that from the TV show The Walking Dead)

Remember in any Emergency Situation Remain Calm.

#3. Parachute Deployment

It is every Pilot’s responsibility to know how your parachute works and when to use it.

Not every emergency requires a parachute deployment. As long as you have   positive control of the aircraft to keep flying the plane.

When you pull the shoot, you are giving away your control. Only pull the shoot if you have lost all control of the situation. However, if you are able to fly the plane to make an emergency landing, you should have your landing area made, to continue to fly and land the airplane.

Parachutes do save lives, it is your responsibility to know whether or not you are in a no control situation to deploy your parachute or not.

#4. Engine Failure in Flight

We know the ABC’s of Engine Failure.

A - Airspeed B - Best place to Land C- Checklist

We pitch for your best glide, find the best place to land and lastly, we use the check list to try and restart the aircraft.  

#5. Engine Failure on Take off

The first thing to do is check your altitude. Depending on the aircraft if you are above 1,000 feet you can turn back to the run way.

If you are below 1,000 ft. most people recommend to land immediately.

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How to Get a Good Weather Briefing

Here are some tips on how to get a good weather briefing. This document complements other pilot educational material published by the Federal Aviation Administration (FAA) and other aviation organizations. Just like everything else in life, practice makes perfect, or nearly so. If you practice getting a weather briefing on a regular basis, then after just a few sessions you will be like an old pro and will know how to get a quality weather briefing. Note: The use of the generic terms “Flight Service” and “Flight Service Station (FSS)” in this document should be understood to include both Automated Flight Service Stations and non-consolidated Flight Service Stations. Flight Service should not be confused with “Flight Watch,” which is the call sign for En Route Flight Advisory Service (EFAS).

A good weather briefing begins with developing a total awareness of the overall big picture before obtaining a detailed or standard briefing. Many pilots start by monitoring weather patterns through commercial television, such as The Weather Channel, several days before the flight. The day or evening before the flight, pilots may wish to obtain an outlook briefing from Flight Service or electronically from a Direct User Access Terminal (DUAT) vendor, or they may choose to download weather and forecast charts from the Internet. (When using DUATs, don’t hesitate to contact Flight Service to clarify any information you do not fully understand.) As close to departure time as possible, call Flight Service or log on to DUAT for a standard briefing If you obtain a standard briefing several hours before the flight or when the weather is questionable, it is a good practice to call an FSS for an abbreviated briefing just before takeoff.

To help the briefer provide you with the best service, state your request (that is, a standard, abbreviated, or outlook briefing or to file a flight plan). Provide the briefer with the following background information so that your briefing can be tailored to your needs: • Your qualifications (for example, if you are a student, private, or commercial pilot and if you are instrument rated).

• Type of flight planned—visual flight rules (VFR) or instrument flight rules (IFR).

• Aircraft N-number or pilot’s name. • Aircraft type.

• Destination. • Proposed route of flight, if other than direct; specify any landing points along the way.

• Departure point. • Estimated time en route. • Estimated time of departure. Proposed flight altitude(s).

Types of Weather Briefings: Standard Briefing The standard preflight briefing includes the following elements: • Adverse Conditions. Significant meteorological information (SIGMET) (for example, thunderstorms, icing, turbulence, low ceilings or visibility) that might influence you, the pilot, to alter your proposed route of flight or even cancel your planned flight entirely.

• Synopsis. A brief statement about the cause of the weather (for example, fronts or pressure systems) that is pertinent to your proposed route of flight.

• Current Conditions. When your proposed time of departure is within 2 hours, current conditions include a summary of the current weather, including Pilot (weather) Reports (PIREPs) and radar weather information applicable to your planned flight.

• En Route Forecast. The briefer will summarize the forecast conditions (unless requested to read the forecasts verbatim) along your proposed route in a logical order (that is, climbout, en route, and descent).

• Destination Forecast. The briefer will provide the destination forecast for your estimated time of arrival, including any significant changes expected within 1 hour of your planned time of arrival.

• Winds Aloft. The briefer will summarize Forecast Winds Aloft (FD) for the proposed route. Temperature information will be provided on request. Notices to Airmen (NOTAMs). The briefer will provide current NOTAMs pertinent to your proposed route of flight in a standard briefing. Information on Global Positioning Systems outages, Long Range Navigation Military Training Routes (MTRs) and Military Operations Areas (MOAs) and published NOTAMs must be specifically requested.

Weather Judgment Judgment, often defined as the ability to arrive at a wise decision, is the combination of knowledge and skills, tempered by experience. Studies show that pilot judgment can, in large part, be learned and that the learning process starts with sound pilot education. You can improve your go or no-go weather judgment by setting personal weather minimums based on your level of training and experience.

For instance, you might use personal minimums of 2,000 feet and 5 miles instead of the regulatory VFR minimums of 1,000 feet and 3 miles. You may then gradually reduce your personal minimums to whatever limits you find comfortable at or above the legal limits. Pilots also cannot make good decisions based on incomplete or missing information. Knowing what is going on around you is called situational awareness. The key to safe flying is the combination of situational awareness and sound pilot judgment.

Here are some safety-related “Don’ts” for beginner and pro pilots: • DON’T fly in or near thunderstorms. Scattered thunderstorms may be safely circumnavigated, but do not try to fly through or under one.

• DON’T continue VFR into Instrument Meteorological Conditions. Wait it out or turn around if you find en route weather lowering below your personal limits.

• DON’T forget that areas en route, or even near airports, may be below VFR minimums, even though reporting stations are at or near VFR minimums. Be especially cautious when the temperature and dewpoint spread is    3 oC or less—fog may form. • DON’T proceed “on top,” hoping to find a hole in the clouds at the other end or hoping to get Air Traffic Control (ATC) to talk you down if you get caught on top. Allow more margin for weather at night. Scud clouds, lower clouds, and even the   horizon may be difficult or impossible to see on dark nights. Always stay above the highest terrain until a safe landing is assured.

• DON’T fly into areas of rain when the air temperature is near freezing. Ice can form on the windshield, impairing forward vision, and, worse, it can form on the wings, which decreases aircraft performance. Remember, flight into known icing conditions is prohibited for all aircraft not properly certificated for flight in icing conditions or not properly equipped with ice protection equipment.

Finally, if you do get caught in weather, immediately contact Flight Watch, Flight Service, or any available ATC facility. Their specialists will do their utmost to assist you. Maintaining legal IFR currency can be a challenge if we are not flying frequently. Hopefully this discussion will assist in reducing that challenge.

First, let’s make a distinction between “legal” and “safe.” Legal is defined in FAR 61.57(c) and basically requires that every six (6) months instrument-rated pilots accomplish six (6) instrument approaches, holding procedures and intercepting and tracking courses through the use of navigational systems. This can be in an airplane, simulator, or flight training device. If you have not done this you may do so with a safety pilot on board within the second six (6) month period. If not accomplished within a twelve (12) month period, you must receive an Instrument Proficiency Check (IPC) from a Certificated Flight Instrument Instructor (CFII). We will have more to say about the requirements on the safety pilot later.

Now consider what constitutes safe: Safe is when you can complete your flight within your comfort zone with the issue never in doubt. Let’s face it, the legal requirement of an average of one (1) approach a month with one (1) holding pattern in six (6) months is not very conducive to peace of mind while flying actual IFR.

The first step in reducing tension is to maintain familiarity with the IFR environment, both regulatory and actual. You can do this by always filing IFR whenever you fly cross-country, even short trips.

This keeps you current on radio procedures and working within the system. The second step in keeping instrument safe is to fly in actual Instrument Meteorological Conditions (IMC) whenever possible. No matter how long you have been flying, flying into actual IMC gives you a mental hiccup at first. The more frequently you fly IMC, the less the transition time to a comfort level. Of course, consideration for the possibility of thunderstorms, ice, fog and low minimums must be taken into account.

You are gaining valuable experience and confidence, even if the ceilings are high at your destination, or your destination is in Visual Meteorological Conditions (VMC). If you want to take along a friend as safety pilot, fine. Just remember, if you are planning on using a vision restricting device or if you are six (6) months out of currency and therefore require a safety pilot, that pilot must be able to act as Pilot In Command (PIC) in the aircraft under the conditions of flight.

NOTE: That’s anytime you are unable to fly by visual references, whether you are using a vision-restricting device or are IMC.

This means the safety pilot must have a current medical, be rated in the aircraft and, if you are IFR (not IMC, because at this point the safety pilot must be qualified to act as PIC), the safety pilot must have an instrument rating. Now let’s look at methods to make your currency efforts more effective, less stressful and hopefully less costly. The following information assumes you are going up just to maintain proficiency, but the principals apply to cross-country flight as well.

There are two things that grow rusty first. Actually, they are two branches of the same tree. “Scanning” the flight instruments go rapidly unless practiced. Most occasional pilots need to work on restoring their scan. Next, when training for your ticket, you developed the habit of reaching for something, like a radio without looking until you touch the controls, then you glanced, with minimum head movement, to make sure you were touching the proper control. Then without looking, you turned the knob and again glanced momentarily at the result until you achieved the setting you needed. This accomplished two things for you: It enabled you to keep your scan focused on the flight instruments, and reduced the possibility of inducing vertigo. Plan your flight in advance because just like a good landing begins at pattern entry, a good instrument flight begins before you get into the airplane.

It is best to visualize the entire flight in general terms. If you are planning on a series of approaches at the local airport, know which approaches are in use and the sequence in which you intend to execute them. If you plan to ask Air Traffic Control for a full missed approach sequence, have that in mind also. In doing this you have relieved yourself of a great deal of stress, minimized surprises, and will likely get what you request from ATC if traffic permits. Once you have a plan, you can develop alternate plans as you go.

Of course, you have to check weather in advance and listen to ATIS or ASOS so you know what runways are in use, and what the wind and local weather are like.

Also, you have to conclude that the ceiling and visibility are within your personal minimums. Enroute charts tend not to be so intimidating as approach plates. However, we would be remiss if we didn’t point out that unless you are a frequent flyer, a review of the charts and particularly their legends, is much in order. Even if you are just going to a nearby airport, use of the enroute chart will keep you on top of the situation and the FAA will like you a whole lot more should you be part of a ramp check.

Approach plates offer a final road map to your destination, and there are a few things to consider. First, recognize that the airport to which the approach applies is irrelevant until you are on the ground and you can worry about taxi routes later. That’s because approaches are the same anywhere in the U.S. So, studying approach plates is the same everywhere. If you feel you are uncomfortable with the documents, then sit down and study them.

If you use National Aeronautical Charting Office (NACO) charts, better known as simply “government” (issued) charts, a good place to begin is with the information at the front of the book. (Japanese charts have the same information, but we will limit our discussion to NACO charts. All the symbols are interpreted there and you will be amazed at what additional gems of information you may find.

For example, departure minimums and alternate minimums are there, along with other good things that will delight and amaze you. So, if you don’t understand every little symbol on your approach chart, you can go there and find it. Come to think of it, you should understand every little symbol on the approach chart. When you become adept at reading charts, you don’t have to plan that far ahead, but until then, a bit of a head start can’t hurt. Well, what things are important? Remember your initial instrument training: missed approach procedures, altitudes, radios and radials, headings, times if appropriate, and communication frequencies all count.

These things are all right before your eyes. Study them before each flight and you will soon become adept at reading new charts quickly and accurately. The briefing panel along the top of the chart is a good way to start. Just have a method and use it. Before reaching the final approach fix, my instrument students are to know the first stages of the missed approach sequence, including the missed approach point; time from the Final Approach Fix (FAF), if applicable; and the appropriate minimum approach altitude, along with the number and methods of identifying step down fixes before the missed approach point and the necessary course. Because the step-down fixes have a clearly marked minimum altitude and are usually a ways out on the approach and not too close to the ground, I only require that my students know how many and where. They can always check the altitude before they get there. If you have done this properly, the approach will hold no mystery for you.

Next, having decided what we are about to do, we need to decide whether or not we should file a flight plan. If it is VFR and we have a safety pilot, we can always ask to do the approaches VFR. Since we are trying to maintain our currency and hopefully our competency, why not just file IFR? 

You can do this in the manner appropriate to your airport. I have found it helpful to make a notation in the remarks section of the flight plan stating the purpose of the flight if it is not for travel.   This alerts controllers to what you are about to do and ATC will usually be quite helpful. A notation such as: “training flight” can be quite helpful. Before the flight think about cockpit organization.

While this is a mundane subject akin to cleaning house, it is one of the most important to smooth IFR operations.  

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A Pitot Static System does effects every Pilot, here’s why.

“We had a customer come in for a routine plug and play install product, only to find they had a leak on the right wing. Which was a surprise to them because they had just gotten an IFR done in February!... Honestly this plane should have never passed IFR inspection. We were glad to have found and resolved the issue to assure our customers safety.” - Greenville Air

What is the Pitot Static System? Airspeed & Altitude! Where you are in the air communicating with both Airspeed and Altitude.

All aircrafts use pitot RAM Air for velocity, this tube is usually placed on the wing, which reads the air pressure in the cabin. This shows if air pressure is building up or depressurizing accurately depending on what altitude you are at.

For Example: 30 knots static is coming into the pitot tube. (static system vacuum.) Zero altimeter on the coast (at sea level) 1,000 in Greenville SC and 8,000 in some places of Denver CO. These are examples of extreme air pressure differences around us that drop the air around you making altitude drop.

Standard readings should be 29.92 inches of mercury / 14.7 psi / 1,001 millibars at 10,000 ft above sea level it is 7.00 inches of mercury. Drop in air pressure bellows. There is a difference in full and  partial bellows.(Partial is okay)

Altimeter determines how high pilots can go. If a pilot went 20,000 ft but his plane is only equipped for 18,000 ft then his altimeter reader would not read correctly.

Why should pilots be concerned with an edo peak leak in their system, if they are not flying IFR?

When you have a leak then the Altimeter readings may be incorrect. Pilots could be close to mountains or the ground and not even know it due to a leak in your system.

Your airspeed maybe incorrect if you have a leak. Pitot system leak check can only allow 2 knots per minute and 100 ft per minute on GA aircraft.

Even if you are not flying IFR and you have a leak you can still not know where you are.

A leak check is done with every IFR completed on your plane (IFR’s are recommend getting done every two years.)

BUT I recommend getting a leak check done with every annual.

Again, why do pilots need it? They can tell how high  they are when flying. And how fast they are going.

The new ADS-B Systems that are being installed will help with this leak issue even further. With ADS-B it tells the ATC (Air Traffic Control) your exact location in the air. So, they can tell what altitude you are at.

Say you are flying 2,400 ft back from another plane and they are 2500 feet from their destination. If your altimeter is off 500 feet due to a leak then can be very dangerous. Although planes bumping into each other are not as much of a concern because they have radar system to help see other planes. The main concern with altimeter flying safety is due to as something simple as having an IFR or Leak check done.

Say you are flying near the beautiful mountains of TN or GA, NC or SC and your altitude is off due to a leak... you could too easily crash into the side of a mountain. Let’s face it, it’s simple to have an IFR or a Pitot leak check done.

If your altimeter is off, it’s time for an IFR Systems check or if your annual is coming up you can add a Pitot Systems leak check.

Unless you want to play chicken in the sky.

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Where the wind comes sweeping down the planes... and more?

It’s Summer Time! And for some of you that means VACATION. Vacations can be fun and exciting. Weather you are looking forward to kicking your feet up at the beach or hitting the tee with your buddies. Here are some weather facts to think about when prepping for your next Fly-in vacation.

FIVE Surprising things about bad weather and flying: 1. Summer Storms vs. Winter Weather. The FAA says summer storms are worse than winter storms.

2. Thunderstorms / Weather Flying delays. Sure, there are some thunderstorms in the wintertime, but they are far more frequent and more intense in the spring and summer. In fact, pilots are trained not to go anywhere near them, if they can help it. Veteran Alaskan Airlines Capt. Sean Cassidy says, “Depending on the nature of the thunderstorm activity, you might fly as much as 20 miles or more around a thunderstorm.” You never know how long a weather detour will take and it is best to not fly in stormy or bad weather.

3. Summer can be Frosty Iced aircraft wings can be an issue even in the summer - not on the ground, of course, but depending on how high you fly and the amount of time you are up in the air and the amount of precipitation in the air with you. 

4. Ground Fires and Weather. The Flight Safety Foundation website states that wildfires, if they’re big enough and conditions are just right, can create their own “weather”. This can result in updrafts and ultimately, extreme turbulence. Bottom Line: A bright sunny day is no guarantee for a smooth flight.

5. Mother Nature’s Surprise Tornados and Hurricanes.

At Greenville Air, we care about your Flight Safety so we have done some Research to show you where the weather may become a little bumpy around the globe.

Bahamas: There’s a much greater chance of rain during the summer and fall.

The curse of Bahamian weather hurricane season, lasts (officially) from June 1 to November 30. But there is no cause for panic. More tropical cyclones pound the U.S. mainland than The Bahamas.

The average July Weather Nassau Bahamas In Nassau, the month of July is characterized by essentially constant daily high temperatures, with daily highs around 89°F throughout the month, rarely exceeding 92°F or dropping below 86°F. Daily low temperatures are around 79°F, rarely falling below 75°F or exceeding 82°F. For reference, on August 5, the hottest day of the year, temperatures in Nassau typically range from 79°F to 90°F, while on January 29, the coldest day of the year, they range from 66°F to 77°F.

Hawaii July’s weather in Hawaii can be described as very summer-like with lots of sunshine and warm temperatures. Daytime high temperature average in 80s F. Nighttime temperatures only dip into the low to mid 70s F. July’s rainfall is typically one of the lowest for the year.

Hawaii lies in the central Pacific, where about four or five tropical cyclones appear each year, although as many as fifteen have occurred, such

as in the 2015 season; rarely do these storms actually affect Hawaii.

The 2017 hurricane season in the Central pacific kicks off in June and forecasters are predicting an “above average” year, with five to eight named possible storms. The season comes on the heels of two busy hurricane seasons over the last two years.

Jamaica Four Weather Tips

1. January through March have the lowest rainfall.

2. September and October are the cheapest, rainiest and least popular months to visit.

3. Temperatures in July and August are often uncomfortably hot.

4. March and April have the best combination of low rainfall and warm temperatures.

Like most Caribbean islands, Jamaica has a hurricane season that runs from June through November every year. Average rainfall during the hurricane season shows a modest increase during June and a drop in July.

Although it Rockets back up in August it seems to be the third most popular month to visit this rich in culture island destination.

Montego Bay, Jamaica July is the hottest month of the year in Jamaica, and the beaches and swimming pools of Montego Bay are packed during this time. Humidity and heat are both high during the peak summer months, so if you don’t deal well with either then perhaps this isn’t the best time for you to visit!

Although it may be hard to resist with July being the month of music, with the Reggae Sumfest celebrating the life and music of iconic musician and activist Bob Marley, as well as reggae music as a whole. The festival begins with a beach party on the Friday night and basically continues with musical fun throughout the weekend, with plenty of rum thrown in for good measure.

Just remember if you are flying into a beach destination you will need to check the weather and be prepared for the heat and humidity! Some other alterative vacation destinations further inland.

North Carolina Outer Banks where the Wright Brothers first took flight in 1903. Imagine landing just steps from the Wright Brothers Monument.

Florida Keys Key West, Florida (EYW), is a favorite spot for pilots in the United States, allowing you to get a taste of the Caribbean without the pesky Customs procedures! The Atlantic hurricane season formally begins June 1 and ends November 30. Historically, the chances of hurricane activity are greater between August 15 and October 1. During the past 100 years, the historical average frequency of a hurricane impacting somewhere in the state of Florida is once every two years.

Colorado Steamboat Springs (KSBS) Steamboat Springs is an internationally known winter ski resort destination, so pack your coat and head out to Colorado for some awesome skiing in the winter, or visit during the summer for hiking around the mountains.

Alabama Dauphin Island (4R9) Landing at the Dauphin Island Airport (4R9) is as close as you can get to landing on an aircraft carrier. In 1519, the Spanish explorer Alonso Alvarez de Pineda was the first documented European to visit the island.

California Lake Tahoe (KTVL), Lake Tahoe is the second deepest lake in the United States and the tenth deepest in the world, with a maximum depth measured at 1,645 feet. It’s also incredibly clear with a 70-foot visibility. There’s world-class skiing in the winter, and plenty to do in and around the lake during the summer.

New Orleans Lake Front (KNEW), Louisiana Originally the major commercial airport in the New Orleans area, the Lake Front Airport relinquished its role in 1946 when commercial airline service began from the nearby Louis Armstrong International Airport. If you want to visit the French Quarter during Mardis Gras, this is the airport for you.

Alaska Skagway (KSGY) Enjoy a Gold Rush style meal in historic downtown Skagway, Alaska. Surrounded by Yukon Territory and snow-capped mountains, you’re sure to get gold fever. With over 1,000 new miners flooding the area each week in the late 1800s, by June 1898, with a population between 8,000 and 10,000, Skagway was the largest city in Alaska. Today, it has around 900 permanent residents.

Virginia Tangier Island (KTGI) Tangier Island is a historic and cultural destination for pilots located in the middle of the Chesapeake Bay. The majority of the original settlers were from South West England, and the tiny island community has attracted the attention of linguists because its people speak a unique English Restoration-era dialect of American English. Most of Tangier Island is listed on the National Register of Historic Places.

Arizona Grand Canyon West (1G4) The Grand Canyon West Airport and the surrounding land is owned by the Hualapai tribe of Native Americans.

Texas Gillespie County (T82) The Gillespie County Airport is home to the Hangar Hotel, a 50-room hotel dedicated to providing visitors with an experience much more than just a room. It’s built to look and feel like a hangar from the WWII era, and you can park your plane right out front if you’re visiting!

Arkansas Gaston’s White River Resort (3MO) has their very own grass airstrip open to all guests. Come in to visit for breakfast, lunch or dinner, or stay overnight.

Tennessee Dyersburg Army Air Base-Veterans Museum, Halls, TN The Veterans’ Museum was founded on the site of The Dyersburg Army Air Base in 1997. The base had been a training facility during WWII for B-17 pilots. While the Museum honors our veterans from that era with displays, photographs, and history of the base, we are proud to honor all of our veterans with displays from conflict wars starting with WWI through present day.

Always check the weather, your radar, and stick to your flight plan when flying anywhere.

Another tool is https://www.wunderground.com/hurricane an aviation hurricane weather reporter.

Last month’s issue of the BEACON JUNE 2017 also has a great resource. Remember article on page 11? “Prevention of Loss of Control Accidents. Fly Safe FAA Recommended Aircraft Safety Do’s.” “Fly safe, and enjoy your vacation!” from the Greenville Air company and the BEACON.

[greenvilleavionics-blog]

What Happens when a Drone Collides with an Airplane? And what the FAA  is doing to stop it!

The FAA says that reports of near-misses between drones and planes have surged since 2014, with as many as 650 cases as of August 2016. During that month an airliner narrowly avoided hitting a drone near London’s tallest skyscraper. Dubai airport has been repeatedly shut down by drone activity, and low-flying drones are increasingly disrupting fire fighting aircraft in the western U.S.

Sooner or later, those near-misses are going to collide. So experts from the U.S. and U.K. are recreating these deadly scenarios before they become real-world consequences, hoping to nip this 21st century problem in the bumm. New studies by the FAA and its European counterpart, the EASA, are looking at computer simulations and running physical tests to understand the problem and prevent disaster.

What actually happens when an aircraft runs into drone? While some continue to believe drones are no more of a danger than one stray bird, new studies are showing that drones are more like mechanical goose when it comes to commercial and low-altitude helicopters. “Impacts from drones are not the same as impact of birds,” says Javid Bayandor, associate professor and director of the Crash worthiness for Aerospace Structures and Hybrids.

What happens when a drone collides with a plane? Virginia Lab Testing: Drones are made of materials much denser and stiffer than soft tissues and muscles of geese and other airborne animals. Simulations show that when a bird goes into an engine, it’s essentially liquidized by spinning blades. Not so with a drone. “Birds can disintegrate relatively easily...you get something like a very viscous bulk of fluid on the other side” says Bayandor. “A drone can be like a rock going through the engine.”

That can mean immediate damage, leaving an engine blade deformed, broken, or completely fragmented. Even where there is no initial damage, the sheer momentum of a larger drone can cause the engine to become unbalanced. This unbalance can escalate, and the blades may start hitting the casing that contains them. The engine ricochets back and forth inside its casing and the damage grows into a real problem.

Luckily, engines are designed to withstand some damage from stray objects, and the high-speed fragments thrown out by such events would likely be contained within the engine. “In general, the casing is designed so that it can also act as a shield between fuselage and engine,” says Bayandor. However this protection is not a given. Modern engines are not designed to gobble up drones, and models have already shown some unexpected results, such as the dramatic difference that the location and angle of impact can make.

But it’s not just engines we need to worry about. - To simulate drone impact, Horsfall created a projectile which mimics the physical properties of a drone, with components of the same size and weight. There are four grape-sized steel cylinders instead of motors, nylon blocks standing in for circuit boards, a camera, and drone batteries. These components were then encased in a Styrofoam block to recreate the similar weight and structure of an average commercial drone. Tests showed that mock drones won’t damage an airliner’s windshield. However the circular cover over the radar at the aircraft’s nose, isn’t so lucky. While simulated birds of the same weight just bounce off, a drone can become embedded or even tear right through the radome. It is the hardness of some of the components rather than the weight that matters.

- What the FAA is doing about it! New Drone-Sensing Technology to Avoid Airport Collisions

The tests at Dallas-Fort Worth Airport are the sixth and final in a series of tests around the country evaluating different technologies for drone detection.

“The bottom line is that anyone who flies a drone in and around the airspace near airports can pose a serious safety risk,” said Michael O’Harra,” said Michael O’Harra, a deputy regional administrator for the FAA.

For the last week, the FAA and several partners have been testing new technology at DFW Airport that’s meant to quickly identify drones in restricted airspace. The tests are set up like a high-tech game of hide and seek, with a team of operators flying a drone on the west side of the airport, while engineers for Gryphon Sensors use a combination of radar, radio-frequency and optical sensors to identify and ultimately pinpoint the aircraft. The tests at DFW are the sixth and final in a series of tests around the country evalua ing different technologies for drone detection.

O’Harra said DFW Airport, which has about 1,800 daily take offs and landings, provided an ideal place to test the technologies in a heavily congested airspace. One of many challenges facing the sensors is being able to differentiate between unauthorized drones; other, authorized aircraft and even non-aircraft objects like wildlife or stray plastic bags blowing in the wind. The research also allows the FAA to compare different proposed systems, gauge how many sensors would be needed to monitor a given area and see what combination of different sensors provide the quickest and most accurate detection.

The FAA recorded about 1,800 reports of unmanned drones, or sometimes model planes, in 2016, relying for now on visual sightings by pilots or people on the ground. That’s up 50 percent from the roughly 1,200 sightings reported in 2015, a trend that FAA officials expect will continue as drones become more widespread. “We believe that most people who fly drones for fun or those who do so for commercial purposes intend to fly those drones safely,” O’Harra said. “Some people don’t understand exactly what flying safely means.” Hobbyists are not allowed to operate drones within five miles of an airport unless they’ve received permission from airport and air traffic control officials. Civil penalties for operating near an airport can range up to a fine of $27,500, according to an FAA official.

The testing being done at DFW and other airports is only the beginning stages of eventually incorporating these types of drone-detecting systems across the country. Researchers will analyze the data gathered and use it to develop minimum standards detection systems should meet. From there, airport officials and regulators would still have to figure out how the systems would be incorporated into an airspace, who would be responsible for responding when a drone is identified and ultimately who would pay to install the technology.

The work represents a small but critical step toward safely incorporating more drones into the airspace.

“We don’t want pilots coming unexpectedly across a drone. You could run into impact issues...quite frankly it could be a distraction to the pilot if they weren’t expecting to see it. We’re concerned about anything that could take the pilot’s attention away from the flight they’re operating.

[greenvilleavionics-blog]

What is FIS-B and How Does it Work?

Overview: FIS-B is short for Flight Information System-Broadcast - a data broadcasting service that works along with ADS-B to allow aircraft operators to receive aeronautical information such as weather and airspace restrictions through a data link to the cockpit. Along with its partner system TIS-B, FIS-B is available at no cost to ADS-B users as part of the FAA’s Next Generation Air Transportation System (NextGen).

The system gathers information through the use of ADS-B ground stations and radar and delivers that data to an aircraft’s onboard cockpit display in the form of weather alerts, airport information and various other reports. FIS-B was created for use by general aviation pilots.

How it Works: Information for FIS-B is transmitted from ground stations to participating ADS-B In aircraft on a 978 MHz UAT data link. Aircraft that use a 1090 MHx Extended Squitter transponder will not be eligible to receive the FIS-B product.

There are currently over 500 operation ground stations that are part of the ADS-B network, and the FAA is working to add approximately 200 additional stations. The aircraft’s ADS-B receiver (known as ADS-B In) interprets the data and displays it onto a screen in the cockpit. The actual interface on which FIS-B will be displayed will vary, but it will typically be incorporated into a flight management system or an electronic flight bag (EFB).

Equipment: Aircraft that want to receive FIS-B information must be equipped with ADS-B Out and ADS-B In equipment. ADS-B requires a WAAS-enabled GPS receiver and a transponder when one is not already included with the ASD-B unit. While TIS-B (Traffic Information Service- Broadcast) is available to both 978 MHx UAT and 1090ES transponder users, FIS-B is only broadcast to ADS-B users with a dedicated 978 MHz Universal Access Transceiver (UAT). FIS-B is not available to aircraft operators that use a 1090ES transponder for ADS-B. Operators using a 1090ES transponder will have to get their weather services and graphics from a third-party source, such as XM WX Satellite Weather. A compatible cockpit display (CDIT) is also needed to display the FIS-B data in a usable format.

Limitations: FIS-B is strictly an advisory service and is not meant to take the place of standard weather briefings and preflight planning. It is not a substitute for official weather sources such as air traffic control, flight service stations, NOAA or DUATS. FIS-B data link services operate in line-of-sight only. Aircraft receivers must be within the service volume of the ground station to receive FIS-B.

Services: One of the advantages for pilots using the 978 MHz UAT is that basic FIS-B services will be available to use at no cost, and these services are comparable to an XM weather subscription service. Currently, FIS-B offers the following communications services: Aviation weather products such as METARs, TAFs, winds aloft and NEXRAD precipitation maps. Temporary flight restrictions (TFRs) and status updates for special use airspace (SUA). AIRMETs, SIGMETs and convective SIGMETs.

Pilot Reports (PIREPs). NOTAMs (Distant and FDC).

Future services might include cloud top reports, lightning and turbulence information, and icing forecasts in both textual and graphical depictions. It’s expected that these upgraded services will originate from a third-party and might require a subscription fee.

All of the services above are updated as they become available and are transmitted every five or ten minutes, depending on the type of information. NEXRAD will be rebroadcast every 2.5 minutes.

[greenvilleavionics-blog]

What’s the hype about Drones!?? %$#@

Is a Drone an aircraft? An unmanned aircraft system ( UAS ), sometimes called a drone, is an aircraft without a human pilot onboard – instead, the UAS is controlled from an operator on the ground. When you fly a drone in the United States, it is your responsibility to understand and abide by the rules.

How are drones useful? Pipeline Surveys Road Electric Arial Photos / home demand assessment - mapping areas GPS Grid pattern - traffic monitors. Helping saves lives - Fuel  and Time -

Drone jamming - radio cone ? Frequency jamming is the disruption of radio signals through use of an over-powered signal in the same frequency range. When most people think of frequency jamming, what comes to mind are radio, radar and cell phone jamming.  

What is RTF drone? Most often you’ll see a drone in its RTF and BNF versions. RTF stands for Ready-to-fly, which means that you don’t need to purchase any additional accessory to be able to fly the drone once you do take the plunge and make the purchase. What is a BNF drone? RTF stands for Ready-To-Fly. Usually an RTF quadcopter doesn’t require any assembly or setup, but you may have to do some simple things like charge up the battery, install the propellers or bind the controller to the quadcopter (get them talking to each other). BNF stands for Bind-And-Fly.

Want to become an Official FAA Drone Pilot?

Drone Update: Drone Testing is going on now. First FAA testing in Canada May 2nd, 2017 Stopping drones from colliding with airplanes. Not allowed to fly radio controlled aircraft. Why are drones allowed?

Anything over a certain size now needs to be registered. Serial numbers matching to person bought. The issue is that those who have already bought drones (some do not want or see the need of registering there already bought drones)

How do I become a FAA Drone Pilot? Now instated: Drone Pilot the FAA (Federal Aviation Association) has their own Drone Pilot teaching section. Get your very own Part 107 remote pilot certificate.

Find out more at: https://www.faa.gov/uas/getting_started/fly_for_work_business/becoming_a_pilot/

or: http://uavcoach.com/drone-certification/

[greenvilleavionics-blog]

Find your ADS-B match - What part do you need to be ADS-B compliant?

[greenvilleavionics-blog]

Is there a cost effective alternative to the Garmin 770?

For years, there were only two choices for a retrofit multi-function GPS navigator—either Garmin’s GNS430 or GNS530—or the current GTN650 and GTN750. Bendix King offered the KLN94 standalone GPS, but it wasn’t an all-in-one WAAS navigator with an open architecture. It also lacked a comm and nav radio and it didn’t have any multi function capability.

These are all the features the KSN770 was supposed to have when it was announced several years ago. It’s no secret that the KSN770 stalled in the R&D phase and essentially became obsolete before it was even brought to market. But a partnership between Bendix King and Aspen Avionics ultimately advanced the product to the certification stage.

Hybrid Control

Bendix King believes that many pilots aren’t entirely sold on a total touchscreen interface, so they designed the KSN770 with a combination of touchscreen and hard buttons and knobs. This hybrid interface arguably brings the best of both worlds, especially for pilots that prefer to interface with the unit the old fashioned way.

“You can interface with the unit using knobs, touchscreen, onscreen keyboard control, or with the joystick. Old grey-beards may still prefer to transfer the radio frequencies from standby to active using a familiar transfer key, so we added it to the KSN770 bezel,” said Bendix King chief test pilot Doug Hawley during our recent demo flight.

Tuning the radio frequencies on the KSN770 can be accomplished with an onscreen touch keypad but you can still twist, turn and tune the radios with a familiar concentric knob and adjust the volume with a familiar round volume control. The comm radio frequency window is strategically positioned in the lower left corner of the display, in close vicinity to the tuning knob and frequency transfer button. The nav radio—including glideslope receiver—is tuned in similar fashion and has a dedicated frequency window in the upper left portion of the screen.

Since the user interface was mostly designed by Aspen Avionics, users of the Aspen Evolution PFD and MFD products will recognize the color and format of the KSN770s onscreen hot keys. There’s also an eight-position joystick—another way of entering data and manipulating the map screens. This joystick also serves as a cursor control device (CCD). The CCD trickles down from jet FMS systems, including the Honeywell Apex integrated avionics suite that’s in the Pilatus PC12NG turboprop.

You could also enter data in a QWERTY pop-up window. The screen is resistive, which means putting pressure on the surface with your finger or an object commands a given function on the screen. Bendix King says the touchscreen will easily work with gloves. What you can’t do is pinch zoom with two fingers as you would on a tablet display. Instead, the joystick is used for map panning and dedicated map zoom soft keys are placed on the left side of the bezel.

The 5.7-inch active matrix LCD screen is full VGA and has a 640 by 480 pixel count. The unit stands 5.25 inches tall, which is slightly larger than Garmin’s old GNS530. If you’re moving up from a GNS530, we will need to restack the avionics rack. Still, it shouldn’t require nearly as much work as fitting a Garmin GTN750. It requires a full 6.0 inches of vertical height.

The onscreen hot keys carry over from Aspen’s Evolution flight displays. They sit along the right side of the screen and are aligned with and displayed adjacent to their corresponding soft key. As an example, when configuring the map, hot keys and the corresponding soft keys are used to turn on and off various information overlays for each map. The best way to grasp the concept is to understand that hot means active, so the hot keys activate a function and turn green to indicate that the function is active.

VFR, IFR or Both

“The KSN770 was designed to give both VFR and IFR pilots tremendous amounts of information. You can customize the displays for the way you think and display as little or as much information as you want at one time,” said Hawley. You can configure it for single-screen or split-screen view, add a single thumbnail view of traffic, for example, or two thumbnails for displaying both traffic and terrain, while also displaying the map page as a third screen. The map can be configured for VFR or IFR (low or high airways) while traffic, terrain and weather—including XM data from Aspen’s EWR50 datalink receiver can be overlaid on each. The system is also compatible with the L-3 WX500 Stormscope. Georeferenced NACO charts—including taxi diagrams—come standard and are provided by Seattle Avionics. Navigation data is loaded through a USB port on the front bezel and the data is purchased through Honeywell’s WingMan Services data subscription division, via download.

The system can display a variety of TCAS, TAS and TIS systems, including Garmin’s GTX330/33 and Avidyne TAS. Traffic is displayed on a dedicated traffic page, in a thumbnail, and as a pop-up during traffic alert conditions.

Standard is an advisory terrain function with typical terrain coloring that’s displayed on the map page or on a dedicated terrain screen. The system also interfaces with the Bendix King KGP560 EGPWS.

Real-Deal FMS

At the core of the KSN770 is Honeywell’s WAAS-enabled GPS and FMS (flight management system). VFR pilots will find that single-point navigation is simple, especially with the Direct key on the bezel. Here you can select airports and navaids using the onscreen QWERTY keypad or by scrolling with the joystick. Point to point navigation is about as simple as it gets, in our view.

On the other hand, IFR pilots who aren’t familiar with operating a FMS will have a lot to learn when it comes to building flight plans and loading procedures. That’s because the KSN770 is a true FMS and you can create and load an entire flight from departure to approach before you even leave the ground. Users that are familiar with the KLN94 GPS (and Garmin’s GNS and GTN navigators) will recognize the Procedure hot key. It brings up a menu for loading departure, arrival and approach procedures.

There’s also an onscreen FMS function that’s referred to as “graphical flight planning”. The flight plan window has a dragbar that you slide with a finger to view the way points in the flight plan (or you can use the joystick). As you scroll though the flight plan, the flight plan way points are identified on the map screen, so you can watch the construction of the route.

Open Architecture

Impressive is the KSN770s ability to interface with a variety of remote systems, including new and older navigation displays. For instance, not all aircraft will be equipped with an integrated PFD, but the system is compatible with some traditional analog CDI displays, including the Bendix King KI209A and KCS55A HSI system. It also interfaces with many existing analog and digital autopilot systems—providing GPS roll steering and full nav tracking capability. The KSN770 is fully compatible with the Aspen Evolution PFD and MFD and with the Bendix King  KI825 electronic HSI.  

The system will also interface with the Honeywell RDR2000/2100 and RDS84-series weather radar. The weather data can overlay on the active flight plan and display on a dedicated weather radar screen.

The unit does display ADS-B data to include Aspen’s ADS-B receivers. The KSN770s WAAS GPS is an appropriate source for ADS-B Out and can feed the KT74 1090ES transponder.

Back in the Game The KSN770 came to market on the heels of two other newer products from Bendix King: the KT74 Mode S ADS-B transponder and the KMA30 audio control panel (a product that’s made by PS Engineering but wears a Bendix King faceplate).

With a list price of $14,141, the KSN770 may not attract the lower end of the market that’s been waiting for the low-cost alternative products that Bendix King initially promised. It is however a powerful FMS that can hold its own against the Garmin 750 that is 30% cheaper and plays well with other legacy components in your aircraft without costly patch units.

“The KSN770 is the first of many products that Bendix King is developing as we move toward the future. It’s the cornerstone of the diverse product line we plan to build going forward,” said Roger Dykmann, Bendix King’s director of  product development.

[greenvilleavionics-blog]

What is aviation ADS-B? 2020 Compliance Deadline

In an industry famous for its ridiculous acronyms, ADS-B stands out for being uniquely confusing. Everybody uses the term, but few really know what it means. And who can blame them–it’s incredibly complicated. Unlike WAAS or LORAN, you can’t even pronounce it! So what is ADS-B? Why should you care about it? Can you just ignore it? No. While ADS-B may be confusing, it’s probably the most important technological change you will have to deal with as a pilot over the next two decades. So suck it up and spend some time learning the language.

ADS-B involves ground stations, GPS satellites and panel-installed avionics.

What is it? At heart, ADS-B is really just a new way to manage air traffic. As such, it will eventually replace radar as Air Traffic Control’s (ATC) primary tool for separating aircraft. It’s different from radar in that it does not depend on controllers in a central location watching radar scopes. Instead, aircraft self-report their GPS position in a networked environment, so pilots can see the entire air traffic picture around them. There is also the added benefit of datalink weather available through ADS-B.

ADS-B stands for Automatic Dependent Surveillance-Broadcast. It’s a dreadful name that only an engineer could love, but it happens to be fairly descriptive. Let’s look at each part of it:

Automatic–properly-equipped aircraft automatically report their position, without need for a radar interrogation. Dependent–ADS-B depends on aircraft having an approved WAAS GPS on board and an ADS-B Out transmitter. Surveillance–it is a surveillance technology that allows ATC to watch airplanes move around.

Broadcast–aircraft broadcast their position information to airplanes and ATC. This system doesn’t need radar to work properly, but it will depend on a network of ground stations to receive aircraft reports and send them back to ATC. These stations also transmit weather and traffic information back up to properly-equipped aircraft.. So when you hear that ADS-B moves from a “ground-based” radar system to a “satellite-based” system, it’s only partially true.

By the way, you’ll often hear the phrase NextGen used interchangeably with ADS-B. Technically, NextGen (or the Next Generation Air Transportation System) is the FAA’s omnibus plan for modernizing air traffic control. ADS-B is a critical part of NextGen, but it’s only one part of it.

Now that we know what ADS-B is, how does it work?

Out vs. In ADS-B is made up of two main parts: ADS-B Out and ADS-B In. Out is of interest to controllers, while In is mostly of interest to pilots.

ADS-B Out is a surveillance technology for tracking aircraft–it’s what ATC needs to manage traffic. It reports your aircraft’s position, velocity and altitude once per second. This transmission is received by ATC and nearby aircraft and this data makes up the equivalent of a radar display. Most aircraft will be required to have ADS-B Out by 2020 . ADS-B In allows an aircraft to receive transmissions from ADS-B ground stations and other aircraft. This is how pilots can get subscription-free weather and traffic in the cockpit. Adding ADS-B In is strictly optional. While it offers some great benefits, the FAA is only concerned about you equipping with ADS-B Out–the free weather and traffic is simply the carrot to get you to write a check.

Note that there are various combinations of these two: Out-only equipment that simply meets the FAA requirement, In-only portable devices that receive weather, and ADS-B In/Out products that do it all. One thing to keep in mind–there is no such thing as a portable ADS-B Out device. All Out equipment must be panel-installed.

1090 vs. 978 You would think that would be the end of the confusion with ADS-B, but unfortunately you would be wrong. Due to concerns about frequency congestion (and other issues too boring to detail here), there are two different datalink technologies that meet the ADS-B requirement: 1090 MHz ES and 978 MHz UAT. As the names imply, these are simply different frequencies used by the equipment to transmit and receive data.

Changes for ATC Remember that, while datalink weather and traffic are nice, the whole point of ADS-B is for ATC. And the FAA has some grand plans for how ADS-B will transform the way it does business, claiming it will reduce aviation’s environmental impact, improve safety and increase capacity at airports. A lot of this seems awfully optimistic, and will not be a reality for many years (if ever).

But there are some more realistic improvements that will probably come to pass sooner. Since ADS-B is so much more accurate than radar, separation minimums can be reduced. This should lead to at least a little more direct routing and some increased capacity. Because ADS-B does not require radar, air traffic control will be available in many remote areas that cannot be served by radar. ADS-B will also impact ground operations, giving controllers the ability to prevent runway incursions and ground traffic conflicts. But of course this won’t come free.

Regulations Final ADS-B Out rules were finalized only in 2011. Those rules say that by 2020, all aircraft will be required to have ADS-B Out equipment to fly in Class A, B and C airspace, plus Class E airspace above 10,000 feet but not below 2,500 feet. So in general you’ll need ADS-B Out most of the places you need a Mode C transponder today–and you’ll need to keep that Mode C transponder, because radar will be the backup for ADS-B.

ADS-B airspace ADS-B Out will be required by 2020 for flight in most controlled airspace. That does mean some pilots will not have to upgrade to ADS-B Out. If you fly a Cub on sunny Saturdays away from major airports, you’ll be exempt. But if you use your airplane for any type of transportation flying, plan on equipping with ADS-B Out by 2020.

This ADS-B Out transmitter must be a panel-installed, certified solution (again, no portable ADS-B Out option). An approved WAAS GPS source is also required, to make sure your reported position is accurate. Remember, though, there is no mandate for ADS-B In equipment.

There are a number of products available now to satisfy this requirement, from major avionics manufacturers but if you think the prices are going to go down any farther, guess again.  With just under 1000 days left, it would take too much time to get any new systems approved.  There are no other similar products in the experimental world that have not been upgraded for approval, and the current players are already priced for their best competitive value.  The cost of installation will only go up as shops get busier toward the end of the 2020.  Now is probably the best time to consider upgrading.

What should I do? This may all sound overwhelming, and the FAA certainly has made things complicated. But the end result is pretty simple: by 2020, you will most likely need to install an ADS-B Out transmitter in your panel (or upgrade your Mode S transponder if you have one). The only questions are what solution to install and when to do it.

When to purchase an ADS-B Out solution is a tougher decision. If your transponder breaks in the next few years, it’s probably sensible to replace it with a full ADS-B Out unit instead of spending the money on a soon-to-be-outdated Mode C transponder. And if you want free in-flight weather and traffic, it may also be worth it.

But in many ways, 2020 is still a long way off. Will you still be flying in 2020? Will you own the same airplane in 2020? If there’s nothing wrong with your transponder and you already have a weather and traffic solution, you can probably wait until closer to 2020 to make the move to ADS-B.

No matter what decision you make, it seems clear that ADS-B is coming to US airspace–eventually. In time, it might even be a good thing.

[greenvilleavionics-blog]

2020 Compliance Deadline General Aviation ADS-B Rebate

Find out more at www.GreenvilleAir.com > click Avionics > click ADS-B link at bottom / middle of page

The FAA is offering a $500 rebate to help owners of less-expensive general aviation aircraft equip now with the required avionics. Starting January 1, 2020, you must be equipped with ADS-B Out to fly in most controlled airspace. Federal Regulations 14 CFR 91.225 and 14 CFR 91.227 contain the details. The program will run for one year from September 19, 2016 or until all 20,000 rebates have been claimed.

Are you eligible for a rebate? Eligible aircraft: Defined as U.S.-registered, fixed-wing, single-engine piston aircraft whose operation requires an onboard pilot, 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. Are you eligible for a rebate? Where to Fly: To receive the rebate, eligible Aircraft must be flown in rule airspace, which is the airspace defined in 14 CFR §91.225 for at least 30 minutes, with at least 10 aggregate minutes of maneuvering flight (Part 23 flight maneuvers as described in AC 20-165B sections 4.3.2.3-4.3.2.6).

Exception: In Alaska, Guam, Hawaii and Puerto Rico, flight of an Eligible Aircraft above 10,000 feet MSL and within FAA ADS-B coverage will qualify as meeting the airspace requirements for the Rebate program. www.faa.gov/nextgen/equipadsb/rebate/