Duncan Aviation recently released an updated Straight Talk book on the NextGen initiative Automatic Dependent Surveillance-Broadcast (ADS-B). Intended as a learning tool to answer your questions regarding ADS-B Out, we also hoped it would inspire more questions and discussion surrounding the NextGen technologies.

We have not been disappointed. The questions have been rolling in ever since.

Below are real questions from aircraft operators just like you and their answers.

Answer: I don't believe that there is a mandated interface between the hardware components. However, there are only a couple being used. Off the top of my head, they are RS-232 and Arinc 429.

Answer: A TCAS-II-equipped aircraft will not see a UAT-equipped aircraft any better than if the aircraft did not have a UAT. A TCAS-II-equipped aircraft will see it by virtue of the TCAS. Did you mean ADS-R system?

Answer: Unfortunately, ADS-B is not designed to carry messaging other than what is being mandated. However, digital messaging of all types is being developed as we speak, which will likely accommodate your idea.

Answer: You are close. The 1090 Transponder (for Part 25 aircraft) must be Mode S and meet the specification necessary to transmit ADS-B information. The GPS data must also be WAAS/GPS information supplied from a WAAS/GPS engine which meets the WAAS specification. Then they must be connected and configured properly. There must also be a component installed which monitors the WAAS/GPS/ADS-B data for failure which supplies that failure information to indications in the cockpit.

Answer: Yes...there is. Although the manufacturers have not focused on 'In' yet, as they are still struggling with 'Out', at least in terms of Part 25 applications.

Answer: The upgrade for your Honeywell TCAS system depends on the exact system you have installed. If you provide us with the part number for the TCAS processor installed in the aircraft, we will be able to tell you the upgrade path.

Answer: The answer to your question depends on the specific aircraft you are referring to.

The short answer is no. Your transponder and Mode C equipment remains and ADS-B is added. ADS-B will become primary ATC and transponder secondary. Assuming you are referring to a Part 23 aircraft, you have the option of equipping for ADS-B with 1090ES transponder upgrades, or with a UAT transmitter.

How can I find out what version of transponder I have in a Falcon 2000, s/n 022

Answer: If you can tell me the part numbers of your transponders, I can tell you exactly where it stands. They will be Collins TDR-94Ds with Part Number 622-9210-XXX. The -XXX are the three numbers that I need to know.

Follow-up question 1: Both transponders have -008 at the end of the part number.

Follow-up answer 1: You have Elementary and Enhanced Surveillance with the -008 Transponders. They would need upgraded to -501 for ADS-B Out status. The pre-requisite for ADS-B will be a WAAS upgrade to your existing Flight Management Systems, which on S/N 022 (I believe) are the Collins FMS and GPS-4000s.

Follow-up question 2: The airplane is for sale and the buyers want to know if it’s just a software or hardware change. They are looking for a dollar figure for what it will take. Is it closer to 20K or 100K? We have Collins FMS, and GPS 4000a

Follow-up answer 2: It's a hardware change. For ADS-B, the airplane would need the WAAS upgrade with FMS upgrades, GPS-4000Ss and -501 TDRs with some annunciators in the cockpit. The mods would be closer to $150k.

Follow-up questions 3: This is great info. Without this upgrade, after December 2015 this Falcon will not be able to go into Europe?

Follow-up answer 3: No sir. The EASA mandate for 2015 is forward-fit. All new aircraft being certificated in EASA countries must meet the mandate. Retrofit aircraft (such as the Falcon) need to be retrofit by 2018. With that said, the Falcon may start to see some degradation of flight services because it is not equipped, but it will be legal to fly in EASA airspace.

Answer: I assume your G-II is N-registered. As such, the aircraft will need to be equipped with ADS-B Out in order to operate in U.S. airspace by January 2020.

In a Part 25 aircraft like yours, it will likely need to be fit with a WAAS-enabled GPS sensor and dual Mode S transponders which have ADS-B capability. I can tell you more if I had some detailed information about the current equipment configuration in the aircraft.

Answer: There are a couple of challenges we have been working to overcome. All of these issues are specific to Part 25 certificated aircraft.

         - Certification manpower and understanding by local FAA representatives.

         - ADS-B product development has been extremely slow to come to market.

         - The sheer number of aircraft and aircraft types.

Answer: Your onboard Flight Management System does not employ ADS-B information. In some aircraft, the Flight Management System with an approved WAAS-GPS receiver can provide GPS information to the ADS-B system, but that is the extent of the interface.

What are the implications and deadlines for experimental aircraft?

Answer: The rules are indiscriminate between experimental and non-experimental aircraft or Part 91 and 135. They are dependent on where your aircraft is flying.

As with the current transponder operating requirements, the ADS-B rule requires operators to have ADS-B Out avionics installed and operating in order to fly their aircraft in the busiest airspace, as described below:

- Class A, B, and C airspace.

- All airspace at and above 10,000 feet Mean Sea Level (MSL) over the 48 contiguous United States and the District of Columbia.

- Within 30 nautical miles of airports listed in 14 CFR §91.225, from the surface up to 10,000 feet MSL.

- For Class E airspace over the Gulf of Mexico from the coastline of the United States out to 12 nautical miles, at and above 3,000 feet MSL.

The date for the mandated equipment to be installed, certified and operational is January 1, 2020.

Answer: At this time, I don't know what impact ADS-B will have on airfield design. My guess would be that airfield design will be more affected by increased capacity needs in the future.

If you haven’t already, download your free copy of the most recent version of the ADS-B Straight Talk book here.

In celebration of Earth Day, Duncan Aviation in Lincoln, Nebraska, partnered with several businesses and schools, to participate in the Cornhusker State Bank One Day Without Shoes drive to benefit the local homeless shelter, People's City Mission! 

The generosity of Duncan Aviation employees contributed five full barrels of shoes to the more than 16,000 pair of shoes collected across the community.  

In addition to shoes, employees cleaned out their dressers and closets and donated bags of clothing to support another local charity, Catholic Social Services. At the end of this three day event, a trailer full of clothing was pulled away.

All donations were welcomed. Clothing and shoes not fit to be worn will be recycled and any money earned from that recycling will be used to provide counseling, pay utility bills and rent, etc. for those in need.

Five years ago Duncan Aviation brought a group of team members together from all across the company with the goal of researching and implementing "green" initiatives that will save energy and money, reduce waste and give precise focus to innovative efforts, as well as strategic priorities. To this end, at the beginning of this they removed all Styrofoam cups from break rooms and continue to provide education on how to go green.

As a group, they wanted not only to impact change while at work, but also to encourage change in the daily lives of all Duncan Aviation team members. Their message is that even small changes can have a large impact.

“We saw the shoe and clothing drive events as an opportunity to combine our green initiatives with our strong support of volunteerism in the community,” says Kaela Paseka, lead graphics designer at Duncan Aviation and a member of the Green Team. “Each year we plan to pick a different organization in the community to support.”

Submitted by Curt Campbell, avionics tech rep

There have been many articles and videos in the Duncan Intelligence over the years, written and produced by tech reps and technicians at Duncan Aviation about the proper care and maintenance of an aircraft gyro. 

However, it wasn't long ago that I got a call from an operator who was having precession errors and failures to erect on his gyro. It didn't take long for me to figure out that the cause of his issue was the result of the gyro not being allowed enough time (20 minutes) to spool-down before the aircraft was moved.

He stated his crew wasn't aware of this required spool-down time. This oversight unfortunately required a complete overhaul of the gyro, costing several thousand dollars.

Time for another reminder..

I encourage you to share this information with all personnel tasked with aircraft movement/maintenance in your company. Below are links for your use. You can bookmark them for future reference.

Gyro Handling Care

(VIDEO) How To Care For Your Aircraft Gyro: Proper Spool-Down Time
(VIDEO) How to Care for Your Aircraft Gyro: Handle Like Eggs
Proper Handling of Your Gyroscope

Gyro Shipping Procedures

Critical Shipping Procedures When Transporting An Aircraft Gyroscope
Critical Shipping Procedures: Two-Box Shipping Method

Gyro Maintenance

What are Electrolytic Leveling Switches and Why Should You Care?
What Happens During an L-3 Vertical Gyro Overhaul?
Recommended Service Bulletins for L-3 Vertical Gyros
Recommended Service Bulletins for Honeywell Vertical and Directional Gyros
What Happens During an L-3 Vertical Gyro Overhaul?

Gyro Exchange Units

Honeywell Aerospace VG14A Gyro SPEX Exchanges

Duncan Intelligence

You can get technical articles like these in your in-box every month by subscribing to the Duncan Aviation Duncan Intelligence. 

The Aircraft Electronics Association (AEA) declared the 58^th annual AEA International Convention & Trade Show a success with record 1,897 attendees. According to reports about the traffic in Duncan Aviation’s booth from our team members who were at the show, most of the attendees must have stopped by.

By and large, the best part of AEA was the face-to-face connections made with customers and vendors, both old and new.

Here are some photos and personal highlights from several of Duncan Aviation team members who were in Dallas, Texas, at AEA 2015.

Larry Troyer, avionics instruments tech rep

The biggest highlight for me was meeting face-to-face with some customers I have worked with on the phone. It was good to establish those relationships and renew old ones.

Scott McKenzie, avionics instrument tech rep

My highlight for this conference would be the same as all of the others that I have attended in the past. That is the opportunity to meet the customer's face-to-face that I communicate with on a regular basis, either on the phone or email. The personal interaction seems to go a long way in helping build not only a good working relationship, but in many cases true friendships as well. 

Duncan Aviation Avionics Instruments Tech reps (L to R) Dan magnus, Scott McKenzie, Larry Troyer, Curt Campbell. 

Dan Magnus, avionics instrument tech rep

I found a lot of good information about upcoming requirements, such as ADS-B available.  

Vince Cruickshank, rotable sales manager

I enjoyed being able to connect with so many long-time and new customer vendors in one venue. We spoke about the new growth between our companies and how we can better serve each other’s needs.

Mike Morgan, avionics sales rep

I always enjoy being able to connect with our vendors and build on those relationships, as well as, connect with potential new vendors and new products coming to market. Also during the convention this year I was able to get a better perspective of the state of the business aviation industry.

Michael Meyer, avionics team leader

There were more learning opportunities than I could possibly take advantage of. I was happy with the educational sessions I was able to attend. The main themes were ADS-B and connectivity. And the message I got is that the ADS-B mandate will not change and we have a lot of work to do by the end of 2019.

While walking the convention floor, I was able to see some of the new equipment we will be using in the near future.  

Vince Cruickshank and Jamie Blackman with Taylor Mason from Aerotex International.

Jamie Blackman, rotable manager

This year’s convention was great!  I had the opportunity to meet several people and vendors for the first time, many of which I've been working with on the phone for years!  It's nice to put a face to the voice. Vince Cruickshank and I had a wonderful opportunity to tour the offices of Aerotex International, a Duncan customer and vendor. 

Brian Leffers, avionics install manager

My highlights were moving specific programs forward with several avionics OEMs, such as The highlights of my conference experience was being able to move specific programs forward by asking questions and addressing concerns with several avionics OEMs, such as GoGo, Universal, Collins and Honeywell.

An article by Duncan Aviation’s Regional Avionics Sales Manager, Mark Francetic, was recently featured in the Business Aviation Advisor. He talks about the greatest benefits to the NextGen system and how the future of flying, even though there will be more aircraft in less space, will be safer and more efficient.

You can read “For The Safety of Our Skies” here.

Francetic is traveling across the United States this year conducting free NextGen seminars to present useful, practical information about not only the technology but also precisely what equipment operators need to outfit and/or retrofit aircraft to comply with the mandates stipulated in the rapidly approaching 2020 deadline

For the current list of speaking events, see the schedule here: http://www.duncanaviation.aero/events/index.php

Contributed by Nate Klenke, completion sales rep

Ever wonder what happens during the first few days your business jet is in getting a new exterior paint?   

During the earliest stage of the repainting process the aircraft is prepared for the existing paint to be removed. After all composites and other areas on the aircraft are protected, a yellowish peroxide-based stripper is applied and then the paint just begins falling off.

To the casual observer, your jet appears to be sitting around waiting with very little activity. But in reality quite a lot is happening. You just have to be patient and wait…and watch…a long time…nearly two days. But don’t blink, you could miss something.

Seriously, unless you have time to hang out for a weekend at a Duncan Aviation paint facility, you’ll just have to take my word that paint stripping magic is happening.

After a quick scrub, second application and a rinse to neutralize the stripper, all of the protective taping is removed and your aircraft is ready for the next step towards its new look.

Video Magic

Over this past weekend we captured a Citation 560 Excel at our Lincoln Nebraska, facility as it began the paint-stripping process.

We shortened and sped up this two-day event into a 60 second video. But don’t blink; you still could miss something.  

Taking operator cost concerns to heart, Duncan Aviation and Honeywell Aerospace have worked together to develop efficiencies for Honeywell SPEX exchanges on the VG14A gyro that allow Honeywell to drop the exchange price of that unit by half.

"Operators prefer the value and quality of the Honeywell SPEX exchange for the VG14A gyro, but have provided feedback that they would like a lower exchange cost," says Kevin Miesbach, manager of Duncan Aviation's Avionics and Instrument Shop, which performs overhaul and recertification for all Honeywell SPEX VG14A exchanges. "Honeywell and Duncan Aviation collaborated and developed service efficiencies that allow for more value with the SPEX exchange on that unit."

Starting in April, operators will be able to receive the VG14A Honeywell SPEX exchange (part number PN7000622-901)for $5,500, half off the former rate of $11,000. However, customers who buy the exchange unit will still receive the same reliable, high-quality Honeywell unit backed by a full one-year unlimited warranty, Honeywell's liberal "no billback" guarantee and Duncan Aviation's excellent 24/7 customer service complete with same-day shipping and no AOG fees.

To purchase a Honeywell VG-14A SPEX exchange, call Duncan Aviation's Parts Sales at +1 402.475.4125 or 800.228.1836.

Tim Garity, a longtime Tech Rep with Duncan Aviation, loves aviation, but he also enjoys the people he has met along the way.

Like many 18-year-olds, he joined the military so he could see the world. Originally from Erie, Pennsylvania, Tim was thrilled to be stationed on a naval aviation base in Hawaii and rotate from there to bases in Thailand, the Philippines and Japan. His stint in the Navy did more than offer travel opportunities; through it, he found his calling in life.

In 1977, Tim began working in the business aviation industry. In the intervening years, industry changes have been numerous and momentous, and he has enjoyed being on the forefront of aviation technology and mechanics.

However, what he values most are the ongoing, long-term relationships he’s established with Duncan Aviation customers over the years – particularly those who own Astra aircraft.

“I’ve enjoyed working on the Astra because I know the aircraft pretty well, and I’ve always thought the Astra is a well-built, easily maintained plane,” says Tim.

Tim first learned about the Astra in 1985, the year they were type-certificated. And in his Tech Rep position at Duncan Aviation, he began working on the newly certified Israel Aircraft Industries’ Astra in 1986.

“Astras have a niche in the industry where the pilots and mechanics both really like the aircraft,” says Tim.  “Owners who have bought one tend to buy them again and again.”

It’s All About Relationships

Phil Carrell, Director of Maintenance at Cin-Air, shares Tim’s long history with the Astra. Phil went to A&P school at the Somerset State Vocational Tech school in Somerset, Kentucky, and the opportunity for hands-on experience is what drew him to aviation in the first place.

“When I was growing up in Bloomington, Indiana, my next door neighbor built airplanes in his garage,” says Phil. “It intrigued me that someone could build an airplane out of nothing.”

In the late 1980s, Cin-Air managed a fleet that included a Citation II, a Westwind and a King Air, and looking to replace the Westwind, Phil’s boss began researching the Astra. They had worked with Duncan Aviation in the past, so when they decided to add to their fleet, they contacted Rene Cardona, a member of Duncan Aviation’s Aircraft Sales and Acquisition team.

“We had worked with Rene in the past and trusted his recommendations,” says Phil. “Our boss believed that the Astra would be a good fit for our company, and when Rene confirmed it, we decided to fly over to the UK and take a look at one.”

In 1990, Phil and Tim traveled to Manchester, England, to look at an Astra SP. Based on that assessment and the market information Rene had provided them, Cin-Air bought the Astra.

Extending the Family

“We liked the economics of the Astra and appreciated its operational capabilities; it was a high-speed, long-range aircraft with a stand-up cabin, and it had all of the latest comforts,” says Phil. “The Astra was a great airplane, and I loved to fly it. It was reliable, and I got to know it well over the years.”

In 2000, Cin-Air added another SP to its fleet because they were so pleased with the aircraft’s reliability. Cin-Air kept the first Astra SP for about 14 years, and in 2004, traded it in for an SPX. Last year, they traded both Astra aircraft for a G200.

“We like the G200 quite well; it was the second in our fleet,” says Phil. “We got our first G200 brand new in 2006. Because we know and like this airplane, and it’s in the same family of aircraft, we bought a third, so now our fleet consists of three G200s.”

Despite changing the composition of the fleet, one thing has remained fairly constant in the last two and a half decades: Cin-Air has turned to Duncan Aviation to service its fleet and provide sales assistance on many occasions.

“When we need refurbishments or paint, I always call Tim Klenke,” says Phil. “My company and I have always valued our relationship with Duncan Aviation because of the honesty and integrity of everyone at the company. Honesty is paramount in our business. We will absolutely continue to do business with Duncan Aviation, and we’ve started taking our aircraft to the Battle Creek, Michigan, facility because it’s so much closer for us.”

As the January 2020 ADS-B deadline gets closer every day, the questions keep pouring in. At Duncan Aviation, it is our goal to provide operators with the most accurate information in a clear, concise manner and to answer their most pressing questions.

Mark Francetic, a regional avionics sales manager with Duncan Aviation, will be doing just that at the Aircraft Electronics Association's (AEA's) 58th Annual International Convention and Trade Show being held April 8-11 in Dallas.

Francetic will give a presentation at 8 a.m. on Friday, April 10, where he will present useful, practical information about not only the technology but also precisely what equipment operators need to outfit and/or retrofit aircraft to comply with the mandates stipulated in the rapidly approaching 2020 deadline

Experience. In Action.

In addition to Francetic's class, Duncan Aviation will be educating and assisting attendees at the show in the company's booth at #411/510. Back by popular demand, Duncan Aviation's four Avionics and Instrument Tech Reps, Curt Campbell, Dan Magnus, Scott McKenzie and Larry Troyer, will be fielding live technical troubleshooting questions on-site during open Exhibit Hall hours.

They will be answering emails and phone calls from operators in the field and will be available for one-on-one consultation with AEA show attendees. Attendees with avionics questions or who need troubleshooting assistance should make a point of stopping by Duncan Aviation's booth to talk with them and other Duncan Aviation representatives.

To learn more about Duncan Aviation's avionics and instrument repairs services, visitwww.duncanaviation.aero/parts/avionics_instruments.php.

NextGen Mandate Timeline

Transitioning the safety of the skies from ground-based tracking systems to satellite-based systems of air traffic control requires new standards and upgraded avionics equipment.Check our timeline to see what mandates may apply to your aircraft and when.

"Years ago, I told our employees that not only do we want to be the best company in business aviation …but we wanted to be one of the best companies in all of business.” –Robert Duncan

At the recent NBAA Leadership Conference held in Dallas, TX, Robert Duncan, Duncan Aviation’s Chairman Emeritus, was one of nine featured “game changers” delivering inspirational messages via pre-recorded video.

"There are so many great people and businesses throughout our industry, and this is one way we can recognize and tell their story – and the story of business aviation," said Jeannine Falter, vice president of business development at Duncan Aviation and a co-chair of the conference, which is planned by NBAA's Corporate Aviation Management Committee.

View Robert’s video message below.