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The Duncan Download Blog: Business Aviation Advice & Observations

Duncan Aviation Does Not Go Unnoticed at Heli-Expo 2017

Posted by Duncan Download Blog on Tue, Mar 21, 2017 @ 11:00 AM

Duncan Aviation set out once again to make its presence and services known to the larger helicopter world at the 2017 Heli Expo in Dallas, Texas.

Just like 2016, we were greeted with enthusiasm, professionalism, and curiosity. But two things stood out to Ken Hurd, Duncan Aviation Accessories Technician that made this year’s show different.

  1. A Lot More People

“This year's show was promoted as bigger than ever, and the size of the crowds seems to confirm the show as one of the best attended.”

  1. More People Recognized Duncan Aviation

“During the show we were more widely recognized as a company that supports rotor wing accessories and avionics. Attendees visited the Duncan Aviation booth and shared their ideas on how we could take advantage of our impeccable reputation and abilities in the business aviation industry to expand our presence in the helicopter industry.”

Avionics Technologies, Inc.jpgMike Kizziah with MOOG.jpgKenny from precise flight.jpg

Although we have been Heli-Expo attendees for several years, 2017 is the second year we had a show booth with team members representing areas that often touch helicopters or helicopter components. These areas include component repair and overhaul, parts sales and exchange, as well as the Government and Military contracts.

“I didn't know Duncan Aviation worked on helicopter components” was heard over and over again during the show. While it is true Duncan Aviation’s history is firmly grounded in the fixed-wing industry, we have been working on helicopter avionics for decades and the business is growing. 

Read about Duncan Aviation in the 2017 HAI Insight Magazine

According to Karl Detweiler, Duncan Aviation Components Business Development Manager, several attendees and exhibitors were glad to see Duncan Aviation expanding into helicopter components. “They expressed the need to have more long-term stability in the available service shops. To them, Duncan Aviation represents stability and quality."

Taylor From Aerotex.jpgIMG_20170307_100346962 (Mobile).jpgRSG_Rotorcraft Services Group.jpg

Since purposefully promoting the Duncan Aviation helicopter component business in 2016, the projected growth for 2017 has a positive outlook. In fact, by the end of Heli-Expo, every Duncan Aviation representative found new helicopter business for the company to add to its already expanding portfolio.

We will continue to work hard and continue to build our reputation into the helicopter industry.

Tags: Parts & Accessories

Don’t End Up Grounded: Comply with the ADS-B Mandate Now!

Posted by Matt Nelson on Tue, Mar 14, 2017 @ 09:00 AM

The business aviation industry has been talking about Automatic Dependent Surveillance-Broadcast (ADS-B) for the last decade, and the January 1, 2020, mandate deadline is coming fast. It is now time for aircraft owners and operators who want to avoid inconvenient circumstances to finalize their ADS-B compliance plans.

ADS-B_Illustration_2.jpg

What is ADS-B?

In May 2010, the FAA published its final rule mandating ADS-B Out, with the goal of making crowded skies safer and more efficient. ADS-B is a relatively new technology that provides Air Traffic Control (ATC) with precise, three-dimensional position data. Pilots in equipped aircraft have access to air traffic and weather services that provide a new level of safety, better situational awareness and more efficient routing.

ADS-B transmissions include position, altitude, velocity, aircraft identification and other information and are more accurate than ground-based radar.

The ADS-B Out mandate requires all aircraft operating in the US airspace to have a certified GPS position source paired with a transponder capable of transmitting data from the aircraft without prompting from the pilot or a request from ATC.

What If I Miss The Deadline?

If your aircraft is not ADS-B compliant by January 1, 2020, it will, unless you plan to fly below 10,000 feet and avoid Class A, B and C airspace, be grounded.

Post-mandate, and on a case-by-case basis, ATC may give permission to relocate the aircraft in order to have it modified for compliance with the mandate. You’ll then be notified that the aircraft is grounded until it complies.        

The Myths of ADS-B

We are seeing an interesting industry trend. Nearly 9,000 business aircraft need ADS-B. Roughly one-third of them are in compliance. So 6,000 more need to upgrade. With the deadline roughly 34 months away, more than 175 aircraft will need to be upgraded each month. Yet many operators are waiting. Those who continue to wait will face scheduling pressure and higher installation costs. Yet many unfortunately believe several myths currently circulating.

Those in the industry need only think back to 2005 and the RVSM mandate. Capable avionics installation facilities were at capacity 24 months before the mandate and for a full 12 months AFTER the mandate. ADS-B installations are similar to RVSM (Reduced Vertical  Separation Mimimum) installs in complexity and downtime.  Make no mistake.  There simply isn’t enough capacity in the industry to complete the number of modifications required.  There will be aircraft sitting and waiting for modification after January 1, 2020.

I feel confident in telling customers that the deadline will not be extended. FAA Administrator Michael Huerta and other FAA and industry leaders have consistently gone on record several times saying the mandate deadline will not change.

Installation shops and aircraft manufacturers have collaborated, and owners now enjoy a wide array of choices and price points for equipping to meet the mandate.  I am sure that with supply and demand for equipment and labor, prices will only increase as the mandate deadline moves closer.

For most models, the preowned business aircraft market is still very buyer-oriented. If you don’t upgrade to ADS-B before the sale, the price you will be able to ask for your aircraft will be significantly less than if it had ADS-B.

ADSB Now small.jpgBe Informed

I feel that we, as leaders in the business aviation community, have a responsibility to inform and provide a solution we are capable of providing.  I don’t share this information to scare operators; but I remember the RVSM days well.  We fielded lots of calls from owners who wanted immediate input, and I was unable to help. I want to make sure owners and operators understand the risks they take by not having an ADS-B compliance plan--now.

As originally appeared in the March/April 2017 issue of Business Aviation Advisor

Tags: Avionics Installation, ADS-B, NextGen

Duncan Aviation Releases March Duncan Intelligence

Posted by Duncan Download Blog on Thu, Mar 09, 2017 @ 09:00 AM

Have you heard about the Honeywell HTF7500E Stator Vane Seal Inspection Program? How about the cause behind those intermittent software failures on your Avidyne EX-500 MFD? 

No? Then you haven't read the March issue of the Duncan Intelligence. 

 March Duncan Intelligence

Falcon 7X Flap Rigging Precautions

 Caution is needed when rigging the flaps on a Dassaut Falcon 7X aircraft.

ADS-B Solution for Bombardier Challenger 800/850 SE Aircraft

 This was an industry-first installation in the United States and was performed in the customer’s hangar.

Honeywell HTF7500E Stator Vane Seal Inspection Program

 This inspection program is applicable to the HTF750E model engine.

Why Is My Avidyne EX-500 MFD Experiencing Intermittent Software Failures?

 Completing a proper shutdown every time will prevent this.

Got a crack in your APU Exhaust Support? Don’t Replace It. Repair It.

 Duncan Aviation has AWS D17.1 certified welders and inspectors on-site, all capable of welding all types of materials for aerospace applications.

The NBAA Tech Committee Wants To Hear From You

Progress can only be accomplished if we have regular interaction with and feedback from you, the Citation operator.

Get The Duncan Intelligence In Your In-box

The Duncan Intelligence is a free, technical newsletter for business aircraft owners and operators. Written in-house by Duncan Aviation's technical representatives, each edition includes technical tips and advice on topics and trends in business aviation. It is a free, monthly e-mail subscription for aviation enthusiasts around the world.

Duncan Intelligence Subscribe Now

Tags: Avionics & Instruments, Engine Maintenance, ADS-B, Falcon, Challenger

Honeywell HTF7000 Service Bulletin Update

Posted by Duncan Download Blog on Tue, Mar 07, 2017 @ 08:00 AM

For the Honeywell HTF7000 series engine model, there are a number of Service Bulletins that have become hot items. These can be accomplished at our Turbine Engine services shop in Lincoln, Nebraska, or any one of our Engine Rapid Response locations across the United States.

HTF700_2

SB AS907-76-9021

Issued on May 13, 2016, this SB addresses the possibility of water entering the ECUs (Electronic Control Unit) after the aircraft is parked in the rain for an extended length of time. This may lead to unscheduled maintenance and expenses, aircraft dispatch delays, Loss of Thrust Control (LOTC) events and the possibility for inflight shut downs.

This is a CAT 1 SAFETY SB meaning it may require urgent action and may be associated with an FAA AD (Airworthiness Directive). Compliance is recommended to be within 400 engine operating hours or 18 months from the date the SB was issued.

This SB is relevant to the following aircraft:

  • Bombardier Challenger 300/350 (HTF 7000/HTF 7350)
  • Gulfstream G280 (HTF 7250)
  • Embraer Legacy 450/500 (HTF 7500)

SB AS907-72-9064

This SB was issued to address instances of corrosion and pitting found in the inner and outer bypass ducts and supports. This SB will inspect and evaluate the corrosion and pitting of the FWD and AFT Ducts as well as the Core Cowls. If corrosion is noted, we will perform a repair to add a coat of paint as a preventive barrier for future contamination.

Because this SB requires the removal of the forward and aft outer fan bypass duct(s) and mid and aft inner fan duct panels, it should be scheduled during a maintenance event that will have the aircraft down for 7 to 10 days. I recommend accomplishing SB AS907-72-9044 at the same time, if applicable and you meet the required interval per the bulletin. Another good time to schedule this bulletin is during a 4000 hour digital borescope inspection. If repairs are noted from the borescope, most of these ducts and panels would be removed for the repair of the hot section components.

The SB applies to the following engines:

  • AS907-1-1A (Bombardier Challenger 300)
  • AS907-2-1G (Gulfstream G280)
  • AS907-2-1A (Bombardier Challenger 350)

HTF700_1SB AS907-72-9044

The SB replaces the engine combustion chamber assembly. I recommend you have this SB accomplished at the same time as the previous SB mentioned (SB AS907-72-9064), if applicable and you meet the required interval per the bulletin. Most of the same panels and ducts need to be removed for both.

SB AS907-76-9013 W5

This SB changes the location of the W5 & OSSD (Overspeed Shutoff Detector) wire harness to increase its reliability and prevent failure in the high-heat environment in the engine.

Honeywell Engine Technical Support

Shawn Schmitz-DA15090901.jpgShawn Schmitz

Engine Technical Representative

+1.402.479.8166 office

+1.402.730.8767 mobile

Shawn.Schmitz@DuncanAviation.com

Tags: Engine Maintenance

Nextgen Acronym Confusion

Posted by Duncan Download Blog on Thu, Feb 23, 2017 @ 08:30 AM

Every day we field questions from operators about the FAA’s NextGen initiatives. This tells us there is still significant confusion about the various acronyms associated with NextGen. 

What You Need to Know About the ADS-B Mandate

Here are some of the more common questions surrounding the many acronyms and which acronym applies to which solution.

ADS-B (Automatic Dependent Surveillance-Broadcast). A cooperative system that transmits digital information regarding the identity, velocity and position of the aircraft to ATC (Air Traffic Control). This is a mandated item. Every aircraft planning on flying in controlled airspace after December 31, 2019, will need to have ADS-B Out. To comply with the ADS-B Out mandate, aircraft need a 1090-MHz Mode S extended squitter transponder combined with a certified GPS (Global Positioning System) navigation source such as WAAS GPS. ADS-B In allows the aircraft to read ADS-B signals from other aircraft.

WAAS (Wide Area Augmentation System). A system developed to augment GPS with the goal of improving its accuracy, integrity and availability. Intended to correct GPS signal errors, WAAS collects data from ground stations and satellites, allowing aircraft to rely on GPS for all phases of flight, from takeoff through Category I precision approaches. WAAS permits the use of more fuel efficient flight planning and approaches that have reduced minimums. WAAS-approved units also incorporate navigation procedures to take advantage of preferential flight routing. To upgrade to WAAS, certified equipment appropriate for the aircraft must be installed and properly approved by the FAA or its designee.

FANS 1/A– (Future Area Navigation Systems). This is a datalink system that lets pilots and ATC communicate directly using text transmissions that appear on the CDU (Central Control Unit). It requires a certain level of navigational performance that your aircraft must meet in order to fly overseas while communicating with ATC via CPDLC.

CPDLC (Controller Pilot Data Link Communications.) This is the method of communications being used for operators flying overseas outside of VHF coverage. The aircraft must meet a certain level of precision and performance to fly in these assigned flight routes. CPDLC is the text-messaging component of FANS 1/A.

Still have questions?

Tags: Avionics Installation, ADS-B, NextGen, FANS 1A

How Your Aircraft's Interior Affects Business Aircraft Resale Values

Posted by Bob McCammon on Tue, Feb 21, 2017 @ 11:00 AM

Duncan Aviation Falcon 2000 Interior RefurbishmentPeople tend to judge how a business jet has been maintained by looking at the condition of the cabin. Prospective buyers and clients will hesitate if a jet appears to be in less than good repair. Yet, interior maintenance tends to be dismissed as a merely aesthetic or unnecessary expense.

The importance of an interior modification’s appearance varies by how an aircraft is used, and if it will be sold. Aircraft that are reserved for private or corporate use might postpone interior touchups until the next major refurbishment. By contrast, aircraft that are chartered tend to target the interior appearance as a much higher priority for passenger comfort and appeal.

The rationale for chartered aircraft is a well-maintained interior looks clean and feels more comfortable, and passengers feel more confident with how the aircraft has been handled and cared for. The same principle applies to selling an aircraft.

A worn or abused interior leads prospective buyers to question how the rest of the airplane has been maintained. When preparing to list an aircraft for sale, maintaining high-wear areas like armrests, entry door step treads and the galley help make a favorable impression with a buyer.

First impressions make a big difference in the sale. A well-maintained interior will help a business jet sell faster at a better price, and the broker or selling agent won’t have to make excuses for it.

Duncan Aviation’s aircraft acquisition and consignment representatives are among the most experienced in the industry, and are known for their dedication to the interests of their clients. For advice on how to keep your aircraft interior looking new without the expense and downtime of a complete interior refurbishment, request a phased interior maintenance schedule at www.DuncanAviation.aero/interior.

This article was contributed by Bob McCammon. Bob McCammon is a long-time Duncan Aviation team member, starting in the Line Department in 1968. He has since worked in a variety of areas and moved to Aircraft Sales & Acquisitions in 1992. He enjoys working with customers who are buying and selling aircraft, getting to know them and their companies. He loves that so many turn into repeat customers when they sell or upgrade.

Tags: Interior Refurbishment, Aircraft Sales

A Little Perspective on the Business Aircraft Purchase Agreement

Posted by Diane Heiserman on Tue, Feb 14, 2017 @ 09:00 AM

Contributed by Doug Kvassay, Aircraft Sales Representative

An aircraft purchase agreement provides the roadmap, defining processes and deadlines, through to the point of closing.

An aircraft purchase agreement provides the roadmap, defining processes and deadlines, through to the point of closing.

A couple of years ago, one of the larger banks in the business aviation industry called asking for my immediate assistance in locating the purchase agreement for an aircraft that we bought for a client a few years prior. The bank was undergoing an audit and had no record of it. Although I located the file on the transaction, it did not contain a purchase agreement. This transaction was for the acquisition of an aircraft that, at the time, was worth close to $20 million for a well-known individual. It didn't take long to remember the details of the events surrounding the deal.

There Was No Aircraft Purchase Agreement

The aviation attorney for our client negotiated with the bank (the aircraft owner) until the bank called and said they had had enough. We were told we had to close on the acquisition the following day or lose the aircraft. We wired funds, received an FAA Bill of Sale (BOS) from the bank and took delivery of the aircraft.

When I started in this business the process to buy a business aircraft was simple. You flew out to look at it, reviewed the records, did a quick test flight around the patch, handed the owner a cashier’s check, received a FAA BOS in return and flew home with the aircraft, all in the same day. No purchase agreements. No pre-purchase inspections. No escrows. Today, it is not uncommon to have two outside aviation attorneys spend the better part of two or more weeks negotiating a purchase agreement, usually at considerable expense to their clients.

Purpose of Aircraft Purchase Agreements

An aircraft purchase agreement provides the road map, defining processes and deadlines, through to the point of closing. However, in almost all cases, the purchase agreement is filed away once executed and never referred to again during the transaction. Even if a point of contention arises prior to closing, the buyer and seller usually work it out together without legal action, as the cost of litigating a dispute is never an economical option.

What many fail to realize is that an aircraft purchase agreement governs and spells out what both the buyer and seller are responsible for prior to closing. Typically, the only contractual promise in the purchase agreement that survives closing is the warranty of title, which is included on the standard one page FAA BOS. In the scenario above, since time was of the essence, we verbally agreed to move along with the deposit and pre-purchase inspection and were finished before we had a contract, at which point it didn't really matter. All we were receiving was warranty of title. And if you ever bought an aircraft from a bank, you know that warranty is limited to anything they specifically had to do with the aircraft.

Necessary Legal Advice

If you have special tax requirements or require setting up of an entity to hold the aircraft, legal advice from an aviation tax attorney can be indispensable. However, for a business aircraft transaction, where a straightforward purchase and sales agreement is sufficient, a competent broker working with your in-house or regular corporate attorney is a much more economical alternative to hiring a specialized aviation attorney.

Know the Details Before You Sign

Whether you are buying or selling a business aircraft, the Aircraft Purchase Agreement is a very important document to the transaction. Because it incorporates all terms and conditions of the sale, it is vital that you take the time know all the details of the contract before you sign.

Buying and selling an aircraft can be a stressful experience. You can lessen the stress by having a thorough understanding of the Aircraft Purchase Agreement.

Duncan Aviation’s Aircraft Sales & Acquisitions has been assisting operators buy and sell aircraft since 1991. Backed by in-house legal counsel, flight operations staff and over 2,000 airframe, engine and avionics technical representatives located around the world, gives Duncan Aviation first-hand access to, and knowledge of, the aircraft marketplace unmatched by any other broker or acquisition organization.

Visit www.DuncanAviation.aero/aircraftsales/listings.php for the latest aircraft for sale.

Doug Kvassay is a part of a team of four Aircraft Sales Representatives. He specializes in advanced aircraft aftermarket analysis and managing complex transactions. His aviation career began in 1980.

Tags: Aircraft Sales

ADS-B Myth #5: I Don’t Need ADS-B

Posted by Kate Dolan on Thu, Feb 09, 2017 @ 09:00 AM

Yes, you almost certainly do. You need a transponder capable of DO-260B transmissions and an upgraded or new WAAS (Wide Area Augmentation System) receiver unless you plan to fly below 10,000 feet and avoid Class A, B, and C airspace*.

With fewer than 34 months remaining to equip the entire US business aviation fleet with ADS-B Out avionics equipment, there will likely be shortages of hangar space at qualified shops as the deadline draws nearer. From now until the mandate deadline, January 1, 2020, roughly 174 aircraft per month still need to find available hangar space and qualified technicians.

Avoid The Scheduling Crunch

ADS-B-LobbyPoster-sm.jpgIf you are not yet ready for the required upgrades and are worried about finding available capacity at certified service centers, take a look at our ADS-B Slot Program

The Duncan Aviation ADS-B Slot Program lets you buy a slot to reserve a confirmed date and hangar space for your aircraft at one of our Satellite Avionics Shops. The deposit will be applied to the ADS-B installation when you arrive.

By scheduling now, you will see better pricing, have easier access to the certified transponders and GPS sensors, and find time for the upgrade/installation that fits your flight schedule and calendar.

Contact the Duncan Aviation Satellite Shop (www.DuncanAviation.aero/locations/#satellites) nearest you, one of our Duncan Aviation Avionics Installation Team Members (www.DuncanAviation.aero/services/avionics-installation/contacts), or call +1 402.475.2611 for more information about ADS-B upgrades and the new slot reservation program.

ADS-B Myth Busting

ADS-B Myth #1: There Is Plenty Of Time

ADS-B #2: The Deadline WIll Be Extended

ADS-B Myth #3: The Prices Will Drop

ADS-B Myth #4: We’re Going To Sell Our Aircraft Anyway

ADS-B Myth #5: I Don’t Need ADS-B

Download ADS-B  Straight Talk Now 

*What Is Class A, B & C Airspace?

Class A airspace encompasses all airspace over the continental United States and Alaska from 18,000 feet to 60,000 feet. This includes all airspace withing 12 nautical miles of the coasts of the continental United States and Alasaka and some designated international airspace beyond those 12 nautical miles. All flights in Class A airspace are under ATC control and must operate using IFR (instrument flight rules) only.

Class B airspace, which is the airspace around the 37 busiest airports in the United States, is strictly controlled. Aircraft flying in Class B airspace must be under the control of ATC, and VFR aircraft must receive explicit permission to enter the airspace. No aircraft can takeoff or land at these airports without permission or without an operating Mode C transponder and a two-way radio. These rules cover airspace within 30 nautical miles of the airports, often encompassing other airports in the area. For instance, the Dallas Love Field is not a Class B airport, but DFW is and Love Field is within the DFW airspace and is subject to the same rules.

Class C airspace goes from the surface to 4,000 feet MSL (Mean Sea Level) above the airport. These 122 airports have operational control towers, currently control approaches by radar, and have mostly IFR operations. Two-way radio communication is required for takeoff and landing, and aircraft may not enter Class C airspace without directly communicating with ATC first.

Tags: Avionics Installation, WAAS, ADS-B, NextGen

Be Aware of Naked Brokerage Transactions with Business Aircraft

Posted by Diane Heiserman on Tue, Feb 07, 2017 @ 09:00 AM

Contributed by Doug Kvassay, Aircraft Sales Representative

Naked Broker

The primary focus of a Naked Broker is to maximize their personal income, not minimize the cost or risk to the buyer.

I first heard the term "Naked Brokerage" from a colleague who used it to describe an aircraft brokerage deal where the broker did not have a written agreement with either the buyer or seller of a business aircraft. Because, the broker has no protection or guarantee of payment from either side, they essentially are "naked."

Increased Aircraft Sale Price

In a Naked Brokerage situation, a business aircraft buyer is typically talking to many brokers offering different aircraft, some of which are represented by a second broker, who has the actual agreement to represent the seller. During the course of the transaction, the broker will contract with the seller of the business aircraft while at the same time write a duplicate contract between themselves and the buyer, increasing only the sales price. Surprisingly, many aircraft transactions are done this way due to ignorance or indifference on behalf of the aircraft buyer.

No Incentive to Represent Buyer Interests

Brokers in a Naked Brokerage transaction are not guaranteed to receive payment for their efforts. During every transaction they look out for their own interests and seek to maximize their profit; oftentimes collecting fees many times greater than paid under an acquisition agreement. In the Naked Brokerage arrangement, the interests of the broker in the middle are not aligned with the interests of the buyer. Their primary focus is to maximize their income, not minimize the cost or risk to the buyer.

Seek Out Predetermined Brokerage Fees

More and more aviation attorneys are refusing to consult on purchases set up as a Naked Brokerage transaction. They want to receive the warranty of title and any other representations, directly from the actual owner, not from a broker in the middle of the transaction.

Most business aviation brokers offer an acquisition service, where the fee is predetermined and the acquisition agreement clearly states that the broker is solely looking out for the interest of the buyer. This benefits both the buyer and the broker. The broker will receive the predetermined fee and the buyer will get 100% of the broker’s effort in the acquisition transaction.

The Bottom Line

Always take a second look at the Letter of Intent and make sure you understand exactly who you are buying the aircraft from.

Duncan Aviation offers business aircraft acquisition services where the fee is predetermined and the agreement clearly states we are working for the buyer. Our interests are to secure the aircraft that best fits their needs at a greatest value. View the latest aircraft for sale by Duncan Aviation’s Aircraft Sales & Acquisition.  

Doug Kvassay is a part of a team of four Aircraft Sales Representatives. He specializes in advanced aircraft aftermarket analysis and managing complex transactions. His aviation career began in 1980.

Tags: Aircraft Sales

ADS-B Myth #4: We’re Going To Sell Our Aircraft Anyway

Posted by Kate Dolan on Tue, Jan 31, 2017 @ 11:04 AM

 

Myth4 paperweight.jpgAs one industry broker told us, “Without ADS-B, you may as well use your aircraft as an expensive paperweight. No one is going to buy it.”

Duncan Aviation’s Aircraft Sales & Acquisitions team says that whether an aircraft is equipped with ADS-B Out is already affecting its resale value. In this buyer’s market, if you don’t pay to upgrade to ADS-B Out now, the price you’ll be able to ask for your aircraft will be significantly less than if you had performed the upgrade.

And, with less than 35 months remaining to equip the entire US business aviation fleet with ADS-B Out avionics equipment, there will likely be shortages of hangar space at qualified shops as the deadline draws nearer. From now until the mandate deadline, January 1, 2020, roughly 167 aircraft per month still need to find available hangar space and qualified technicians.

Avoid The Scheduling Crunch

ADS-B-LobbyPoster-sm.jpgIf you are not yet ready for the required upgrades and are worried about finding available capacity at certified service centers, take a look at our ADS-B Slot Program

The Duncan Aviation ADS-B Splot Program lets you buy a slot to reserve a confirmed date and hangar space for your aircraft at one of our Satellite Avionics Shops. The deposit will will applied to the ADS-B installation when you arrive.

By scheduling now, you will see better pricing, have easier access to the certified transponders and GPS sensors, and find time for the upgrade/installation that fits your flight schedule and calendar.

Contact the Duncan Aviation Satellite Shop (www.DuncanAviation.aero/locations/#satellites) nearest you, one of our Duncan Aviation Avionics Installation Team Members (www.DuncanAviation.aero/services/avionics-installation/contacts), or call +1 402.475.2611 for more information about ADS-B upgrades and the new slot reservation program.

ADS-B Myth Busting

ADS-B Myth #1: There Is Plenty Of Time

ADS-B #2: The Deadline WIll Be Extended

ADS-B Myth #3: The Prices Will Drop

ADS-B Myth #4: We’re Going To Sell Our Aircraft Anyway

ADS-B Myth #5: I Don’t Need ADS-B

Download ADS-B  Straight Talk Now 

Tags: Avionics Installation, Aircraft Sales, ADS-B, NextGen

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