Avionics News June 2018 - 37

Emmanuel Davidson led the
Euro Squadron of 15 planes
from Paris to Oshkosh.

Did you grow up in an
aviation family?

My dad was retired Navy, so we lived on
boats for many years. I was more in tune to
the water and only started flying in 1998,
having since acquired 3,500 hours. I had
been working in the IT industry and came
across flying when a friend took me to an
airport, strapped me in, and took me up
for a round robin. I was hooked instantly.
When we landed, I wrote a check for my
membership in the aero club and then had
my first flying lesson.

Do you find being a pilot
helps with your work?

It's essential. One of the things I like
at Continental Motors is that I work with
pilots and mechanics, and all of them are
passionate about general aviation.

Do you have any plans to
buy a bigger airplane?

The 182 is a great airplane because I can
afford it. Second, it's very versatile. We can
do lots of things that may be extreme like
crossing the Atlantic, but we can also go
on small airfields and grass runways. We
like the versatility of it, but if we could fly
50 knots faster, it would be fantastic. The
best plane ever is the one you're going to
fly tomorrow and enjoy immensely. But I do
have a secret love for the TBM series. Those
are fantastic airplanes.

What do you have in the
panel of the 182?

In 2005, we organized a trip from
Paris-Le Bourget Airport, where Charles
Lindbergh landed, and invited our friends
to join us in a squadron crossing to
Oshkosh. We took 15 planes and called
ourselves the Euro Squadron, and we
were under the tutelage of people who

had done the crossing. It was 83 flying
hours back and forth. All planes got there,
and all planes made it home.
The plane we had at that moment,
not the 182, was not stable and we were
underequipped, so that's why I bought
the 182 and paid attention to the panel. It
was a basic aircraft when we bought it, so
I stripped it. I put in a G500 from Garmin
with synthetic vision, with Jeppesen
charts, an ADF and DME from King, two
Garmin 430 WAAS boxes and an S-Tec 55X
autopilot. We could continue to travel
with the airplane to different locations
and still be safe on instruments. We never
regretted that decision. Our latest addition
is a portable Iridium weather receiver.

How did you meet
your wife?

I met Anne-Celine on the internet, but
not at a dating site. We were members
of a mailing list discussion group for
pilots. She was the minimalist flyer in
taildraggers, biplanes from the 1940s and
1950s. She flew across France 500 feet off
the ground, carrying her mechanic. She
also used to fly aerobatics. I like to fly from
point A to point B, so we were on opposite
sides of the flying spectrum. My two older
daughters are both glider pilots. My guess
is that our youngest daughter, Eileen, is
going to ask our permission to have a CFI
in the 182 and start her flying lessons
sooner rather than later.
We never tried to convince the children
that flying was cool, but rather that flying
is a cool transportation method. The real
reason to fly was to get somewhere and
do something when you get there. The
practicality of flying convinced them. When
we're in Paris and Eileen wants to go sailing,
it's a six- or seven-hour trip by train, but
when we fly we can be on the boat within
two hours.

What do you see in the
future for Southern
Avionics & Interiors?

I am struck by how many planes need to
be quipped by ADS-B before the mandated
deadline and whether the existing number
of avionics shops will be able to service
everybody. At Southern Avionics, we're
running an enormous amount of installs
at the moment, not just ADS-B work, but
a lot of people have decided to modernize
their airplanes. Usually what happens is
they start with ADS-B and it brings with it
new technology and safety. The price of
compliance has been dropping for two or
three years, so airplane owners start with that
and then dust off the old avionics. Modern
avionics allow them to lighten the pilot
workload and make flying more enjoyable
and safer and, in many cases, diminishes the
operational cost of older avionics.
For example, if you have an HSI in your
plane, you need to overhaul the gyros
to keep it running. People realize they
are spending $2,000 or $3,000 for a gyro
overhaul every two or three years. That's
when they invest in new avionics and will
never be bothered by a gyro overhaul again.
When we discuss their panels with pilots
and they ask questions, we show them
what new avionics will bring to them. They
often say, "I'm going to go for that" because
they see it makes their lives easier and it's a
good investment. On the other side of the
spectrum, Southern Avionics & Interiors also
provides a service that is crucial to those
who continue to operate heritage avionics:
bench repairs. Our team members know
their avionics inside out and can resurrect
older boxes or instruments when they cease
to function properly. q
To learn more about Continental
Motors/Southern Avionics & Interiors, visit
continentalmotors.aero/southern-avionics.
avionics news

*

june

2018

37


http://www.continentalmotors.aero/southern-avionics

Table of Contents for the Digital Edition of Avionics News June 2018

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