Pilot's Guide to Avionics 2015-16 Edition - 58

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THE VIEW FROM WASHINGTON
Continued from page 57

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And compared to televisions,
a market of 140,000 aircraft
represents about a quarter of
1 percent of Samsung's total
Smart TV sales for 2012 - not
a huge market when compared
to the consumer-electronics
industry.
Using the argument that
television costs come down after
the introduction of big screens
isn't comparing apples to apples.
And understand there are several
product options for the piston
fleet, which represent threequarters of the total equipage
needs and allows for a modest,
competitive pricing structure.
For the rotorcraft community,
the lower-end Part 27
helicopters can easily utilize the
Part 23 products with additional
oversight and scrutiny for
installation data.
The Part 29 rotorcraft tend to
use turboprop/turbine category
systems; again, leveraging a
larger distribution product with
aircraft-specific installation
criterion. So pricing pressure
isn't likely for these aircraft.
The turbine and turboprop
fleet have significantly fewer
options and significantly
more limitations. Among
other reasons for the limited
availability of upgrade options
for this family of aircraft are the
unique configuration of most of
these aircraft, which ultimately
results in aircraft make/model
specific ADS-B solutions.
Again, it's difficult to see any
competitive pressure on pricing

- 58 -

through volume sales.
Unfortunately for the 20,000
or so turbine-powered aircraft,
these cannot be simply
categorized together.
Many of the currentproduction aircraft solutions
are being managed by aircraft
OEM (original equipment
manufacturer) service bulletins
so configuration control and
service bulletin control can be
maintained. Even though we
are six years into this upgrade
process, many of these aircraft
don't yet have solutions. The
estimated availability date for
their solutions may be late 2015,
leaving barely 1,000 workdays
left to service 20,000 aircraft.
As a result, the pressure to
get those aircraft managed in
the remaining time means, at
the very least, aircraft owners
need to reserve an upgrade
position before scheduling
pressure starts to push aircraft
past the Dec. 31, 2019, final
equipage date. This means the
shops will need to embrace
long-term planning and
scheduling as we get closer to
the deadline and scheduling
pressure continues.
As we said, the industry
is ready, willing and able to
meet the mandate. But aircraft
owners must understand
that scheduling pressure will
increase the closer we get to
the deadline; the equipment
and installation costs are about
as good as can reasonably be
expected. And in the FAA's own
words, " Let me be very clear.
The 2020 deadline is not going
to change." q


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Table of Contents for the Digital Edition of Pilot's Guide to Avionics 2015-16 Edition

Pilot's Guide to Avionics 2015-16 Edition - Inro
Pilot's Guide to Avionics 2015-16 Edition - Cover1
Pilot's Guide to Avionics 2015-16 Edition - Cover2
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Pilot's Guide to Avionics 2015-16 Edition - Cover3
Pilot's Guide to Avionics 2015-16 Edition - Cover4
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