The Duncan Download Blog: Business Aviation Advice & Observations

Most communication systems on aircraft are relatively simple, with a transmitter/receiver, corresponding antenna and a controller. However, the HF system is more complex with additional components needed to get the job done.

Duncan Aviation avionic tech reps, Dan Magnus and Scott McKenzie, field numerous calls weekly from pilots, directors of maintenance and aviation technicians around the world needing assistance in troubleshooting their HF systems when they squawk. At the upcoming Aircraft Electronics Association (AEA) U.S. East Regional Meeting at Fort Lauderdale, Florida, Dan and Scott will put their combined years of experience together for a joint training session to assist attendees in understanding common HF issues.

Their class, HF Mysteries in Troubleshooting, will be at 8 a.m. on Friday, September 27, 2013, at the Hilton Fort Lauderdale Marina Convention Center in in Fort Lauderdale, Florida. They will cover the basics of HF technology and get into the quirks inherent in these systems. Discussion will include tuning, grounding and idiosyncrasies of different systems, as well as antennas. The session will conclude with a Q&A session and the critical exchange of pilot and crew debriefs.

You can register for any AEA meeting, by visiting https://www.aea.net/events.asp. While there plan on stopping by Duncan Aviation’s table to speak to all of our avionics experts representing.

 Dan Magnus is an avionics instrument technical representative located at Duncan Aviation's Lincoln, Neb., location. He specializes in ADF, Comms, Control Heads, CVR, DME Gables Control Heads, Receivers, Nav-Comm/Receivers, Radar Systems, GPS, GNS, Transponders and UNS Components and Systems Specialist. His aviation career began in 1976.

Scott McKenzie is an avionics tech rep located in Duncan Aviation's Lincoln, Nebraska, facility. He specializes in troubleshooting the latest in avionics systems installed on aircraft today. His aviation career began in 1995.

Duncan Aviation has installed and certified Wi-Fi on a fleet of three CitationJet CJ2+ aircraft, earning the 525A Supplemental Type Certificate (STC).

This STC adds CitationJet CJ2, CJ2+ and CJ3 aircraft to a long list of Duncan Aviation STCs for aircraft internet systems. With completed installations nearing 400 aircraft, Duncan Aviation holds a prominent position as leader of the aftermarket installation of in-flight internet and Wi-Fi upgrades such as Aircell Gogo Biz and SwiftBroadband systems.

“Broadband with Wi-Fi is one of our most requested avionics upgrades, and our continual investment in STCs represents our commitment to our customers,” said Duncan Aviation’s Avionics Sales Representative Andy Fernandes. “Combining the benefits of both our ODA and many locations, we’re able to offer owners a great deal of flexibility as well as the confidence that their aircraft is in the care of the most experienced technicians in the industry and a company known for its service and support.” 

Duncan Aviation has invested heavily in this market. The company owns 13 STCs for broadband with Wi-Fi. The Duncan Aviation Engineering Team completed the STCs under Duncan Aviation’s Organization Designation Authorization (ODA), which includes STC, Major Repair and Alterations (MRA) and Parts Manufacturing Approval (PMA) authority. In addition to the CJ2, CJ2+ and CJ3, Duncan Aviation holds STCs for in-flight Wi-Fi for the following models: Hawker 800A, 800XP, 850XP, 900XP, the Falcon 2000, 2000EX, 2000EX EASy and 900EX, 900EX EASy, the Citation 525A, 680, 750, the Challenger 300, 601-3A/R, 604, 605, Lear 45, Embraer Legacy 600, 650 and the Gulfstream GIV, GV.  

Fernandes says Duncan Aviation is working to amend the STC to include the CJ, CJ1, CJ1+ and CJ4 in the near future.

Dennis Kruse & Melissa Raddatz, avionics installation sales reps

In 2009, Universal Avionics discontinued the production of the DTU-100, P/N 1406-01-X and Portable DTU-100, P/N 1407-01-1, because the internal zip disk drive technology was no longer supported. More information about this can be read in the Universal Avionics Service Letter, No. 2816, Revision A, dated February 25, 2009.

Universal Avionics certified the Solid State Data Transfer Unit (SSDTU), P/N 1408-00-X and Portable SSDTU, P/N 1409-00-2 to replace the DTU-100 and earlier DTU products. The SSDTU USB and SD technology replaces obsolete floppy and ZIP DTU units. Universal supports DTU-100 units with databases available on zip disks and continues to provide product service when able. We strongly recommend that you update to the SSDTU at your earliest convenience. Any out of warranty service of the DTU units that requires the zip drive to be replaced is no longer supported.

The SSDTU is capable of interfacing with up to eight Universal Avionics Line Replaceable Units (LRUs) including Flight Management System (FMS) Terrain Awareness Warning System (TAWS), and Application Server Units (ASU). These data transfers are made more convenient using the SSDTU because the high-speed media ports are located in the faceplate and utilize a high-speed Ethernet connection. To accommodate a variety of aircraft configurations, the SSDTU is available in a fixed-mount and portable version.

The upgrade to the Universal Avionics Solid State Data Transfer Unit is a simple installation and can be performed at any of Duncan Aviation’s Avionics Satellite locations. 

Dennis Kruse (LNK) and Melissa Raddatz (BTL) are avionics installation sales reps at Duncan Aviation's two full-service facilities in Lincoln, Nebraska (LNK) and Battle Creek, Michigan (BTL).  They specialize in providing aircraft operators with the latest avionics installations information, including cabin entertainment, Wi-Fi installations and NextGen initiatives. Dennis and Melissa began their aviation careers in 1990 and 2007 respectively. 

Reproduced with permission from Avionics News, May 2013

At the 2013 Aircraft Electronics Association International Convention & Trade Show, Gary Harpster of Duncan Aviation was elected as the new chair of the AEA board of directors. Recently, Patricia Luebke, Avionics News contributor, spoke with Harpster to learn more about his background and aspirations as AEA’s newest chairman.

What does being AEA’s chair of the board of directors mean to you?

One thing I’ve learned throughout the years is that people assimilate new information in a multitude of different fashions. I’ve always prided myself at being able to listen and not form any opinions until the final person has spoken. I hope I can use this characteristic in this new role. The AEA has been working hard to become a sound resource for accurate aviation information, so when we convey a message to the members, we need to be conscious about how it’s perceived. The AEA has a good track record, and I want to build on that.

Do you have a specific agenda in your new leadership role?

I’m not so sure I have a specific agenda, as much as a desire to contribute 110 percent of whatever is asked of me during this time. There are lots of different avenues a person could delve into, but I want to make sure the board supports a coordinated effort that returns the most benefit to the AEA members. I know one effort will be to introduce members to the various committees the AEA has and encourage more members to find a topic of interest and serve on a related committee. It is vital that we continue to seek opinions, network with each other and become more involved in our industry and its future.

Is there a particular area that interests you as chairman?

Duncan Aviation is the largest privately held MRO (maintenance repair and overhaul) facility in the world, so we not only work on a large variety of aircraft on a daily basis, we have worldwide exposure, as well. I’m hoping I can pass on ideas for other facilities to consider as work opportunities and/or solutions. Right now, the AEA has a great relationship with the FAA, so I’d like to get a chance to contribute ideas that would allow our members to do what they enjoy with a less cumbersome bureaucracy and, hopefully, fewer paperwork challenges

What is your background?

I grew up next to Eppley Airfield in Omaha, Neb. We lived about 3 miles from the airport, so whenever there was an opportunity, my sister and I would ride our bikes by the airfield and wait on the approach end of the runway for aircraft to pass overhead. As soon as they were right on top of us, we would stand up and let the prop blast blow us down the hill. This avionics was in the early 1960s, long before we had the security we have today. We would come home smelling like kerosene that permeated our clothes, so my mother knew right away where we’d been. I still can’t help but look up every time a plane passes overhead.

Click here to read Patricia Luebke’s complete interview with Gary Harpster.

Contributed by John Almeida, Satellite Manager

I recently helped open the newest Duncan Aviation Avionics Satellite shop at the Portland International Airport (PDX) in Portland, OR, to meet the huge demand from the business jet and turbo prop market in the Pacific Northwest. It’s only been a few weeks, but business is booming. The demand for Duncan Aviation avionics work in this area is HUGE! The Portland Shop, located within the Flightcraft facility, fills the large avionics maintenance gap between Seattle, WA, and Sacramento. CA.

We are able to provide unmatched avionics services to this region due to the network and support we get by Duncan Aviation’s two full-service business aviation maintenance, repair and overhaul (MRO) facilities in Lincoln, NE, and Battle Creek, MI. In many situations with our available inventory, we are able to provide our customers same-day avionics support without the need to wait for parts.

Being located within the Flightcraft facility at PDX has been beneficial for both companies. They consistently send avionics work in our direction and we support their customer base while building our own. We’ve had a great business relationship with them for many years. It just made sense to partner with them now.

The Portland Avionics Satellite shop is located on the international airport at 7777 NE Airport Way, and is the newest in Duncan Aviation's growing list of facilities located throughout the United States. Please stop by or give me a call anytime.

Contributed by Gary Harpster, Avionics Service Sales Rep.

There aren’t many days that go by where I don’t field a question or two or provide clarification about WAAS/LPV. I am happy to answer them all. The following is a question that I recently received.

Do I still have to add gas/alternate [airport] if I'm going somewhere that will be WAAS LPV only?

The quick answer is yes. Now for a more in depth look as to why.

Requirements for IFR Flight Conditions

The only reason a pilot is required to designate an alternate airport is when the forecasted weather at the intended destination is below minimums one hour before to one hour after the estimated arrival time. If these conditions are met and filing for an alternate airport is required, then additional fuel is also required. The aircraft must carry enough additional fuel to continue flying at normal cruising speed to the alternate airport and for an additional 45 minutes.

Weather minimums are:

Forecasted cloud ceiling is at least 2,000 feet above the destination airport and visibility will be at least three statute miles for at least one hour before and hour after the estimated time of arrival.

If you have any questions about WAAS, or any other avionics installation related question, please feel free to contact me or download the "Straight Talk About WAAS" booklet and "Upgrading to WAAS" guide.

Gary Harpster serves as an Avionics Installations Sales Rep. at Duncan Aviation's full-service facility in Lincoln, Neb. (LNK), specializing in Hawkers, Falcon 900, EZ2 Upgrades and Learjets. He has given WAAS presentations across the U.S., and hosted the widely viewed WAAS video series. He began his career in aviation in 1977.

Contributed by Chris Christianson, Avionics Tech Rep

When I was asked if I would give a class at the 56^th Annual Aircraft Electronics Association (AEA) International Convention and Trade Show on Cabin Management Systems (CMS), the answer was an easy yes. CMS is one of the avionics subjects that I am most passionate about.

With the recent explosion of new and exciting CMS entertainment and control options for business aircraft, my colleagues and I wrote a Straight Talk booklet about Cabin Management Systems and developed the CABIN MANAGEMENT SYSTEMS - CMS STRAIGHT TALK course for the AEA convention to help guide operators through their many options. Every day, Duncan Aviation Tech Reps field questions on cabin management and entertainment, and these resources cover the most common equipment requested by Duncan Aviation customers. The sessions at AEA will cover the basics of cabin management systems and get into the nuts and bolts of installing, interfacing and supporting various systems. Discussions will include everything from switching to displays, Wi-Fi and more. The session will conclude with a Q&A session and the critical exchange of pilot and crew debriefs.

This presentation at the AEA gatherings will be the first for me. I hope to use this opportunity to see what else is out there in the Avionics world and learn from it and hopefully give something back to the Avionics field with my experience. I hope to see you at the 56^th Annual Aircraft Electronics Association (AEA) International Convention and Trade Show in Las Vegas, Nevada, March 25-28, 2013.

Duncan Aviation offers several informational business aviation resources for download, including the CMS Straight Talk Book, here: http://www.duncanaviation.aero/resources/index.php

Chris Christianson is an avionics installation tech rep located at Duncan Aviation's Lincoln, NE, facility. He specializes in a broad array of avionics & CMS for the following business aircraft: Challenger, Embraer, Falcon, Gulfstream, Hawker, Learjet, Global, Cessna, King Air, Astra and Westwind. His aviation career began in 1997.

Contributed by Justin Vena, Avionics Installation Sales Rep

Future Air Navigation Systems (FANS) provides direct data link communication between the pilot and air traffic controller.

A lot has changed in the world of air traffic control during the past 70 years. To help diagram some of the more recent changes, I have created and released a four-part video series on Understanding Future Air Navigation Systems (FANS), the avionics system that provides direct data link communication between the pilot and air traffic controller. Below are the highlights of the first video: ADS-C & CPDLC.

What is FANS

The acronym FANS stands for "Future Air Navigation System." It is designed to increase the communication between the pilot and controllers by providing a common language that is not influenced or interrupted by language barriers or accents. FANS can be divided into two parts, Automatic Dependent Surveillance Contract (ADS-C) and Controller Pilot Data Link Communication (CPDLC).

ADS-C

With ADS-C, there are three types of contracts that can be set up by your controller and one set up by the pilot.

Periodic contracts are time-based and can be varied when necessary by Air Traffic Control (ATC) needs.

An Event contract is a contract set up by the ATC that predesignates your aircraft’s altitude, vertical speed or any of several other different parameters. If you deviate from any of these parameters, they are notified immediately.

Demand contracts are initiated by ATC when they want to know where every play is right now. Everyone responds on demand.

A Mayday Message contract is controlled and initiated by the pilot during emergency circumstances.  

CPDLC

CPDLC is a standardized, formatted language that is used in text messages sent between ATC and the cockpit of the aircraft.

View the entire four-part FANS video series at www.DuncanAviation.aero/videos.

At Duncan Aviation, we consider ourselves to be on the cutting edge of all avionics technology, and the subject of FANS 1/A is no different. We have done ample research and talked with hundreds of our customers to develop the most valuable information we can provide.

In addition to this video series about FANS 1/A, our team of avionics experts have developed Straight Talk booklets for NextGen and other systems including Reduced Vertical Separation Minimums (RVSM) and Automatic Dependent Surveillance-Broadcast (ADS-B). Visit www.DuncanAviation.aero/straighttalk for more information.

Duncan Aviation's FANS 1/A webinar coming in December

On December 18, 2012, at 2PM Eastern (EST), I will be hosting an hour-long FAN 1/A internet webinar for operators researching FANS compliance for their aircraft, and all aviation enthusiasts with an interest in FAA NextGen initiatives. There is no charge for the event and seating is limited, so register early and reserve your spot today!

Justin Vena is an Avionics Installation Sales Rep at Duncan Aviation’s Battle, MI, facility. He has a passion for understanding the world’s NextGen initiatives that has led to a four-part video series on the on the subject of FANS. He is an industry leader on the subject of FANS and has been asked to conduct classes and give presentations all across the country. He specializes in NextGen Initiatives. His Aviation career began in 1988.

Contributed by Diane Heiserman, Web Marketing

Todd Duncan (center) accepts the Top Dealer award from Ted Naimer (right) as John Slieter looks on (left).

Today during the 65^th annual National Business Aviation Association (NBAA) Meeting and Convention, Universal Avionics awarded Duncan Aviation the Top Dealer in North America for 2012. This award represents the outstanding sales performance of only one North American Universal Avionics dealer out of the several hundred in its Authorized Dealer Network.

President and CEO of Universal Avionics, Ted Naimer, presented the Top Dealer award to Todd Duncan, Duncan Aviation Chairman and John Slieter, VP of Sales and Marketing. Naimer expressed his appreciation of the Universal Dealer network and the important role that they play. “Our dealers help make us what we are today. We are successful because of them.”

Slieter credits an emphasis on consistent daily prospecting and a team effort between Duncan Aviation and Universal Avionics. Duncan Aviation proactively identifies customer aircraft that are eligible to be equipped with Wide Area Augmentation System (WAAS)/Satellite-Based Augmentation System (SBAS) Flight Management Systems (FMS) upgrades and installations, and aggressively pursues EFI-890R Advanced Flight Display upgrades, which played a significant role in our 2012 sales success.

Stop by the Duncan Aviation NBAA booth #5580 to congratulate Todd, John and the rest of the Duncan Aviation avionics team.

Diane Heiserman leads Duncan Aviation's blog, and is currently attending NBAA 2012 at Duncan Aviation booth #5580. She began her career in aviation in 2006.

Contributed by Chris Christianson, Avionics Tech Rep

Installing HD cabin displays alone isn’t enough to get HD video in the cabin. Why? HD won’t work with legacy Cabin Management Systems (CMSs) because they use an old technology platform that isn’t compatible with HD signals. This has come as a surprise to more than one operator that I’ve talked to.

For a long time, core aircraft systems didn’t need modification to modernize the cabin because the technology never changed. Manufacturers just made better equipment using the same technology. A lot of airplanes migrated to better equipment to keep the cabin up-to-date, but they never migrated away from the old technology. It still used the same signal.

Video Quality Factors

The first thing people expect from an HD upgrade is a new monitor. What they don’t understand is that the monitor alone won’t give them HD video. Somewhere between the monitor and the Blu-ray player is an impressive amount of wiring and the aircraft’s CMS. Both directly affect the quality of the video that appears on the cabin monitor, and the ability to add on new equipment in the immediate future.

HD is a new technology, a new signal, and we can’t integrate it correctly until we upgrade the entire platform that connects the majority of systems in the cabin. It all comes back to the fact that the old technology can’t support the new signal.

For cabin monitors to reach their maximum potential, the wiring installed in the cabin must be able to support the HD signals sent by the CMS. The analog wiring interface may need to be (or should be) replaced with a digital wiring interface. Ideally the CMS, monitors and wiring should all support the same video signals. This reduces transmission delays and switching issues, which are common problems for legacy systems.

Duncan Aviation has a chart of video resolutions supported by different cable types available in a field guide to HD cabin entertainment upgrades.

Upgrade Alternatives

There are HD upgrade alternatives, like creating one-off, workaround solutions for each new component, such as a Blu-ray player. Additional units can be bolted on to translate between the old and new technology, but it tends to create more problems than it solves, like switching and latency issues. In the long term, the amount of downtime, troubleshooting and repair costs can easily become more expensive than the initial cost to upgrade the CMS.

If passengers want HD, and they want it to last, they need to be prepared to pay significantly more than what their home entertainment system cost. The reason is upgrading to HD involves much more than just upgrading to HD monitors.

For more information about cabin HD upgrades, read “HD Cabin Entertainment Upgrades: Requirements, Upgrade Paths and Alternatives” at www.DuncanAviation.aero/fieldguides.

Cabin HD Solutions

Duncan Aviation designs and installs complete HD upgrade solutions for a variety of business aircraft, and we offer a three-year warranty on labor and workmanship. We are among the most innovative and experienced with avionics systems modification and installation in our industry, which results in fewer squawks and more on-time and under budget deliveries. Contact an Avionics Installations Sales Rep. for more information.

Chris Christianson serves as an Avionics Tech Rep at Duncan Aviation’s Lincoln, Neb. (LNK) full-service facility, specializing in Astra, Challenger, Citation, Embraer, Falcon, Gulfstream, Hawker, Learjet, Global and Westwind aircraft. His aviation career began in 1997.