Avionics News September 2020 - 65

I got my commercial license
within the next two years and my
multiengine within the next two
years after that. By 1973, I had
my airline transport license and
rating. I was spending more time
flying than my contracts were
selling, so I decided to go into
aviation full time and start my
own avionics shop.
I found a spot at Toronto
Island and rented a hangar. A
good buddy of mine was in the
business, and I would go down
and work part time for him.
When he wanted to get out, I
said, "I'll take over," and that's
what I did.

Were you working on
aircraft at the time?

Yes, I was doing just the
electronics. Back then, the radios
weren't as sophisticated as they
are now, but I was helping my
buddy with wiring and buying
new and used equipment and
installing it in small airplanes like
Cessna 172s and 185s.

So several family
members are involved
in the business?

Yes, I think we opened in 1992
at Toronto Island. I moved out
of there in 2013 to start another
base. The other location is
growing strong. My son-in-law,
Alex, and daughter, Sharlene,
are in charge of that one, and I
moved up to northern Ontario to
run this one. My daughter is the

chief financial officer, and Alex
is the base manager and chief
engineer. My wife, Katherine, is
our bookkeeper.

Alex has a technical
background, too?

Yes, he was an apprentice.
He came to us from one of
the community colleges that
specialized in aviation courses,
and we took him in. He spent
probably six or seven years
as an apprentice. After a lot
of prodding, he finally went
to write his exam, and he
passed. He has his AME aircraft
maintenance engineer license,
which is basically the same
as the American airframe and
powerplant license.

What's your biggest
challenge?

Right now, it's ADS-B. We're
doing a ton of ADS-B installations.
But that's not the challenge per
se. The challenge is Canadian
customers. They're all sitting on
the fence because Canada has not
mandated ADS-B yet. Customers
are reluctant to choose certain
systems because it won't meet
the Canadian mandate.
I have assurances from Garmin
that they're going to overcome
these hurdles in the near future
if and when Canada ever makes
a mandate statement. There are
some differences between the
ADS-B requirements in Canada
and the U.S. - a frequency

difference. If we install ADS-B
with the 978 frequency like the
U.S., that will never be approved
in Canada.
Canada is going satellitebased, which is a 1090 frequency.
The biggest challenge I have
is convincing our Canadian
customers to go with the 1090
solution, which is a little more
expensive, but it will meet the
Canadian mandate if and when
they decide.
That's really the only challenge
I have for avionics. If we put in a
lower-cost 978 solution, they can
go to the U.S. with no problem, but
it won't be approved if and when
Canada mandates ADS-B. They'll
have to pull it out and put in 1090.

When do you think
Canada might put a
mandate in place?

I don't think it will happen
within five years. In 2025, they
may be making some decisions,
but they haven't even got off
the fence for the ELTs. Nav
Canada is now a function of
Transport Canada. Transport
Canada relinquished some of the
responsibilities to Nav Canada,
which is, I believe, a publicly held
entity, and they're the ones that
are driving ADS-B. They're going
to follow the satellite-based
ADS-B as the U.S. is going with a
ground-based ADS-B. q
To learn more about Eagle
Aircraft, visit eagleaircraftinc.com.
avionics news

*

september

2020

65


http://eagleaircraftinc.com

Avionics News September 2020

Table of Contents for the Digital Edition of Avionics News September 2020

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Avionics News September 2020 - Intro
Avionics News September 2020 - No label
Avionics News September 2020 - Cover2
Avionics News September 2020 - 1
Avionics News September 2020 - 2
Avionics News September 2020 - 3
Avionics News September 2020 - 4
Avionics News September 2020 - 5
Avionics News September 2020 - 6
Avionics News September 2020 - 7
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Avionics News September 2020 - Cover3
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