Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Panel Planner 101 Live: Cessna T210 Avionics Upgrade appeared first on FLYING Magazine.

In this episode of Panel Planner 101 Live, Aviation Consumer magazine Editor Larry Anglisano along with CiES Corp. founder Scott Philiben talk through the installation and benefits of replacing the old sensors with modern digital smart fuel sensors. Done correctly, they yield more accurate and reliable fuel quantity measurements.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Fuel Display Upgrades: Go Digital appeared first on FLYING Magazine.

Or so I thought.

Going into such an endeavor with zero knowledge of panel design, I assumed the process would be as simple as arranging magnets on the front of a refrigerator. I fired up Photoshop, found photos of all the avionics I was planning to install, and got to work positioning them to my heart’s content. 

First on my list of priorities was repositioning the radios, transponder, and GPS. In my airplane, these are presently all relegated to the very bottom of the panel. Half are down by the pilot’s left knee, and the other half are over by the passenger’s left knee. They are so far out of the pilot’s line of sight one must occasionally duck to see the frequency windows. It’s annoying, and it’s a distraction.

As I designed my ideal layout, I immediately set out to relocate the radios. All would be grouped together in perfect alignment and positioned in the exact center of the panel, easily accessible by either front-seat occupant. Additionally, they’d be up high, nicely in the field of view, and easily referenced during flight.

Similarly, I opted to position the engine-monitoring unit directly above the throttle and mixture. It seemed logical that they be placed adjacent to one another. There seemed to be plenty of space for this, and I gave it no second thought as I pasted its likeness onto my Photoshopped panel.

Finally, I positioned the attitude indicator and horizontal situation indicator (HSI) in the most prime panel real estate available—directly in my field of view, above the yoke. Though I didn’t need to retain the analog airspeed and turn/slip indicators, I did so. I liked the idea of airspeed and coordination being represented by relatively large shapes that physically move and are thus a bit more noticeable in my peripheral vision.

Several hours later, I had created an extraordinarily poor-quality representation of my dream panel. Though severely pixelated, out of alignment, and not scaled properly, it seemed the perfect arrangement. Like a kindergartener presenting their artistic creation to their parents, I proudly presented my dismally-Photoshopped creation to my friend Jessica Voruda at NewView Technologies, an avionics and maintenance facility in nearby Oshkosh, Wisconsin. 

Ever the professional, Jessica took pity on my feeble understanding of avionics installs. Marking my mock-up with red Xs like a teacher correcting a student’s test, she patiently explained the limitations inherent in modifying old panels. And there are quite a few to contend with.

As it turned out, two critical concepts had escaped me. First, many radios and avionics are quite deep, extending well into the panel toward the firewall. And second, some aircraft types require ample internal volume within a panel to provide the inner workings sufficient freedom of movement. 

Jessica explained that most of the new avionics I was planning to install had to remain clear of the entire central portion of my instrument panel. She further explained that, inside my panel, I’ve got a large central column shaped like a T that connects the two smaller control yokes. Because of the slope of the upper cowl, there’s a minimal amount of space above this column. 

Additionally, when the control yokes are pulled back, this T-column moves in unison. It is, therefore, critical that nothing impedes its range of motion. New radios and avionics, for example.

As with most matters of aviation, it is entirely possible to throw money at the problem until it goes away. In my case, I could source and install a newer U-column with available conversions that would provide sufficient internal clearance to clear a central radio stack. However, this solution was expensive and time-consuming, and my budget was already stretched thin.

So it was back to the drawing board. Armed with a quick education and better images to drag around in Photoshop, I worked on creating a layout that was compatible with my newly-learned technical constraints. After several days and many revisions, I presented a modified plan to Jessica. After a few minor tweaks of her own, we settled on a final plan and prepared for the fun second phase—how to incorporate minor changes and introduce design elements to balance modern capability with original, vintage design.

This initial phase was an interesting and educational one, however. It underscored the importance of finding and selecting an avionics shop with people who possess the patience and talent to educate and work with you along the way. Working with an impersonal shop that cares more about its bottom line and schedule, you feel like a number, like you’re just along for the ride. 

But with shops and technicians that explain every step of the process and patiently walk you through it, the entire project becomes that much more enjoyable and educational. I’m thankful to have found such a shop and such a technician. Spending tens of thousands of dollars is stressful enough, after all, and thus far, my experience has been a lot more fun than I expected it to be.

The post The Adventures of a Panel Redesign appeared first on FLYING Magazine.

From an owner’s point of view, the two forms of transportation share another important characteristic—they can both infect their owners with severe upgrade fever. I first experienced this malady as a student in junior high school. Rather than studying relevant, lesson-related material in class every day, I could invariably be found building custom mountain bikes on graph paper, meticulously listing each and every part along with its corresponding cost and weight down to the last gram. I’d build exquisite titanium masterpieces in theory, and then save my pennies to upgrade my decidedly more modest bike part-by-part in practice.

In those days, I was what was known as a shop rat. Any time not spent working and earning upgrade money was spent loitering at the bike shop, annoying the employees with endless questions, and drooling over the latest high-end componentry and suspension forks. Just one shifter upgrade or set of tires would be the hard-earned result of weeks or even months of research and work, and when the new part was finally installed, my bike would become that much more magical.

Fast forward to the present day, and things haven’t changed much. Life has become cluttered with more complications, such as a full-time career, medical bills, and the unanswered question of what state I’ll call home a year from now. But for better or worse, the specter of upgrade fever remains firmly perched on my shoulder, criticizing my current setup and urging me to upgrade just one more part on my beloved Cessna 170.

From the beginning, I’ve recognized and acknowledged that the weakest element of the equation was the one seated at the controls. Whether I was straining to climb steep hills so easily dominated by my decidedly more fit riding buddies, or carefully planning flights only to airports with crosswinds within my meager personal limitations, it has always been clear that I am the part most badly in need of replacement. Still, analyzing and upgrading my pride and joy has proven to be as addictive as it ever was.

Both then and now, I’ve found myself wondering how much more enjoyable my machine would be if I were provided with unlimited funds; how much more fun I’d have if I could swipe a magical credit card and instantly transform my steed into a showcase of perfection. From Nuke Proof carbon fiber handlebars to Lycoming IO-390s, I imagine how much more fun it would be to own and utilize a fully tricked-out, custom machine with nothing left to upgrade. 

I’m fortunate to have made that journey in the far more affordable world of bicycles, because doing so taught me an important lesson. It taught me that when it comes to upgrading one’s machine, it’s actually far more rewarding to do so gradually, part by part. Only in this manner can one take time to absorb the difference…positive or negative…that the latest change has made in terms of the overall experience.

I’ve also been fortunate to have leveraged social media (separately from my work here at FLYING) to establish partnerships with a handful of companies. In exchange for honest evaluations of certain products on my most popular social media platform, they’re providing me with products for free or for a reduced cost. As an everyday airplane owner with piloting skill that is in no way remarkable or impressive, my feedback provides them with a correspondingly real-world view into how their products serve a decidedly average customer.

As it happens, the key to an accurate, unbiased review is no different than the key to getting the most enjoyment out of each upgrade—the gradual introduction of each element separately, so each can be independently evaluated and appreciated. Thus far, the formula has worked beautifully.

For example, I decided to get familiar with my 170 on small, high-pressure tires before upgrading to big, low-pressure Alaskan Bushwheels. I reasoned that if I were to upgrade right away, I’d never have a reference point to properly evaluate the real-world effect of the big tires. Nearly a year later, I bought some used 26-inch Bushwheels and subsequently had a blast discovering how they change takeoffs, landings, and even taxiing. Had I installed them at the time I purchased my airplane, I’d never have been able to fully appreciate the difference they make. I’d have taken their benefits for granted, and I would never have been able to explain them thoroughly to readers.

Similarly, I opted to fly on my well-worn stock propeller for a couple of seasons before pursuing a sponsorship for a new one. My old prop had around 2,000 hours on it since overhaul and produced a level of thrust nearly as anemic as that produced by an old broomstick strapped to the crankshaft. Takeoffs from short strips with obstacles were exciting in all the wrong ways. But like the tire upgrade, my recent switch to a factory-fresh McCauley seaplane prop has taught me a tremendous amount about how such an upgrade can completely transform an airplane.

In my younger mountain biking days, I found the long waits between each upgrade excruciating. I hated having to settle for basic, entry-level components for so long while I saved my pennies to replace them with the parts I ogled in magazines. But looking back, that experience was hugely valuable. It taught me to savor each upgrade and enjoy the gradual process of making my machine into the machine I want it to be. It taught me that the journey toward a perfect spec sheet is far more enjoyable than having the perfect setup from the beginning.

The post The Specter of Upgrade Fever appeared first on FLYING Magazine.

According to its second quarter 2021 Avionics Market Report, the Aircraft Electronics Association (AEA) says sales during the first half of 2021 exceeded $1 billion.

While the exact figure of $1,069,737,831 represents a 7.1 percent decrease in total sales compared to the first six months of 2020, during the second quarter months of April, May, and June, sales rose 2.1 percent compared to the same time frame one year ago.

To calculate figures for its report, AEA receives sales data from 22 participating avionics companies. The dollar amount reported—using net sales price, not manufacturer’s suggested retail price—includes all business and general aviation aircraft electronic sales.

Contributing to the data were sales of all components and accessories in:

• Cockpit, cabin, software upgrades, portables, certified and noncertified aircraft electronics
• All hardware (tip to tail)
• Batteries
• Chargeable product upgrades

The amount does not include:

• Repairs and overhauls
• Extended warranty
• Subscription services

“While it’s encouraging to see a modest increase in sales compared to the second quarter of last year, this report is somewhat mixed as it ended a string of sales increases over the preceding nine months,” said AEA’s president and CEO Mike Adamson.

“The avionics industry is still facing some headwinds with various supply chain issues and global travel restrictions,” he said. “With new products and services entering the market, the resounding success of recent trade shows, and resilient consumers, there are still positive signs for general aviation to continue its climb.”

Of the more than $1 billion in sales during the first half of 2021, 55 percent came from the retrofit market (avionics equipment installed after original production), while forward-fit sales (avionics equipment installed by airframe manufacturers during original production) amounted to 45 percent of sales.

AEA reported that so far in 2021, 75.2 percent of sales came from the U.S. and Canada, with 24.8 percent from other international sales.

The association was founded in 1957 and represents nearly 1,300 member companies in more than 40 countries. AEA first introduced its Avionics Market Report in 2013 during the 56th annual AEA International Convention & Trade Show in Las Vegas.

To ensure confidentiality, the participating manufacturing companies submit their sales figures to an independent third-party firm retained to produce the AEA Avionics Market Report.

The post AEA Reports Avionics Sales Over $1 Billion for First Half of 2021 appeared first on FLYING Magazine.

When you’re facing a major update to your legacy airplane’s instrument panel, it’s easy to get distracted by the big-ticket, high-visibility items such as integrated flight decks, navigators, and large-format multifunction displays. While the utility of such cool new avionics appeals, the unsung heroes in a new panel don’t get as much attention—and they should. Upgrades such as overhauled aircraft instruments, panel lighting, circuit breaker boards, and all of the electronics behind panel deserve serious attention as well—and that is the sandbox in which Mid-Continent Instruments & Avionics has played for decades for the average general aviation aircraft owner.

However, Mid-Continent has been expanding its reach and reputation over the past nine years, developing increased capabilities in avionics repair and overhaul—and its True Blue Power line of USB charging ports, inverters, converters, emergency power supplies, and advanced lithium-ion batteries. To this portfolio, the company recently added a unique new custom function display, the Flex MD23, which (as its name implies) has the flexibility built in to replace a wide range of analog aircraft instruments.

The two-inch digital instrument comes TSOed with a customizable configuration—for both inputs and outputs—supporting any number of user interfaces and graphics. A podcast presented by the Aircraft Electronics Association provides in-depth technical information on the Flex MD23. During the podcast, Brett Williams, vice president of engineering, summed up the instrument’s capability as “a replacement for mechanical gauges in a digital world.” If a customer needs to sub out just about any gauge—from engine parameters and cabin pressurization to airspeed and attitude indicators—the off-the-shelf hardware and software of the MD23 can be adapted quickly to display the desired information. “Our customization can happen in an extremely rapid fashion,” said Williams, noting turnaround times of 30 to 60 days possible.

The Flex MD23 is lightweight (0.4 lb), with a daylight-readable LCD display, high-definition graphics, and a simple-to-use push-and-turn control knob interface. The software is upgradeable in the field using a standard USB-A port. Pricing varies with customization; the unit comes with a two-year warranty.

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