AEA Pilot's Guide 2018-2019 - 41

$2,000 - again, according to the company.
It's here where eager certificated-aircraft owners
may find some comfort. And where competing
manufacturers may find some inspiration to pursue the
same path for their EAB systems.
The holy grail of GA:
Bring down costs, increase access,
improve safety - potentially
There were some disappointed operators when the
FAA finished and published its long-awaited rewrite of
Part 23, with its promise of lower costs for approval and
simpler compliance requirements. To many pilots, that
work represented a hope of lower costs for upgrading
and improving their existing aircraft.
In reality, however, the Part 23 rewrite does what it
was intended to do - reduce the complexity and, in turn,
the costs, of bringing to market new aircraft with new
type certificates.
The FAA was already years into using ASTM
standards as templates for giving producers approval
under performance-based standards - the standards
written by committees working under the ASTM
umbrella.
Between the FAA's new attitude, ASTM work with the
aviation community and the work of manufacturers, we
are already seeing the effects of those changes. The AOA
approval and widespread availability is one example.
Today, even more light aircraft sport one of the
multitude of options to equip a light aircraft with a safetyenhancing angle-of-attack indicator - and seeing AOA
functionality built into more glass-panel primary flight
displays.
We can see similar cost-lowering benefits in the
Dynon systems now eligible for use in type-approved
aircraft, in the Dynon Certified line of HDX models, and
in Garmin's G5 models and their multiple applications.
Makers of EAB avionics are applying these
approaches to components for ADS-B as well, resulting
in systems that meet the standards of the rule available
at far-lower prices than TSO'd systems.
We're barely out of the starting gate, and already
certificated-aircraft owners have options for advanced
electronics at prices more affordable than what was
previously available. And we'll surely see more in the
coming years - thanks in large part to language in the
Part 23 rewrite.

Watch this space: more to come
At this point, it should help to look at the rule
itself. Under the language of 14 CFR 91 Subpart C -
Equipment, Instrument, and Certificate Requirements,
Section 91.205 - Powered civil aircraft with standard
category U.S. airworthiness certificates: instrument and
equipment requirements.
Under paragraph (d) Instrument flight rules, it says,
for IFR flight, the following instruments and equipment
are required:
Two-way radio communication and navigation
equipment suitable for the route to be flown.
There are general references as to the performance
requirements of installed equipment covered in 14 CFR
23 Subpart F Section 23.1301, 23.1309, 23.14 31.
Many people believe that only TSO'd equipment
may legally be installed. But on reading further,
the language also allows the owner to look to the
manufacturer of the equipment for information as to
what standard the equipment was manufactured to.
Obtaining a PMA for the equipment is one way to
document that the equipment meets the TSO standard
without following through on the TSO process. An STC
documenting the same is another avenue available to
avionics manufacturers and others.
Almost universally, executives in the field say the
alternatives generally impose lower costs on them than
pursuing the TSO for a particular piece of equipment.
And it's under these approaches that we've seen
approvals for AOA, AI and DG equipment, and now the
component functions indigenous to PFDs, once Dynon
finishes documenting the validity of its Dynon Certified
HDX systems.
With the ice broken on this approach, and avionics
makers the competitive organizations that they are,
expect to see more options emerge from other makers
of EAB avionics.
The ground has been seeded, the customer base's
appetite whetted, and a ripe market is ready for more,
particularly when the makers come in at prices below
so-called "approved" equipment offered under a TSO.
The lower costs and increased flexibility - such as
the option to affordably go all-glass and eliminate the
suction systems of many aircraft - all but guarantee
that more and more owners of older aircraft will see
the appeal peak with more-affordable options to go
glass. q

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Table of Contents for the Digital Edition of AEA Pilot's Guide 2018-2019

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