Avionics Values - · PDF fileVALUING ‘FANS’ & OTHER ISSUES File Servers Typically, file servers are installed on aircraft for the following purposes: •Flight operations (with

AVIONICS VALUESJEREMY R.C. COXJETBROKERS, INC.

VALUING ‘FANS’ & OTHER ISSUES

Issues to be covered by this Presentation

• File Servers

• ADS-B (two Systems)

• CPDLC (printer/FMS, etc.)

• Communications (FM Immunity/8.33 KHz Spacing/SATCOM)

• EFIS (CRT to LCD)

• AHRS - Issues of obsolescence

• Costs & Values


File Servers

Typically, file servers are installed on aircraft for the following purposes:

• Flight operations (with aircraft communications addressing and reporting system [ACARS] or satellite communications), sending and receiving operational documentation such as minimum equipment lists, weather, weight and balance calculations, passenger manifests, flight plans, and flight operations quality assurance (FOQA) data; and

• Maintenance operations, providing software data loading and connection to the central maintenance system, which allows the ramp/line technician to use a laptop to access post-flight reports, wire diagrams and maintenance manuals.

• Passenger service, providing e-mail and Internet access, audio and video to passenger seats, wired or wireless.

File Servers


ACARS

The Aircraft Communications Addressing and Reporting System, known as ACARS, is the air-to-ground data communicationsinfrastructure hundreds of airlines around the world use to communicate with air traffic control, national aviation authorities and theirown operations centers. Airlines use ACARS VHF and HF ground stations as well as satellite communications to send and receive billionsof Air Traffic Control (ATC) and Airline Operational Control (AOC) messages every year.

Depending on where the aircraft is and its equipage, ACARS messages are routed through a global network of thousands of groundstations or satellite constellations that cover the earth. When the aircraft is over land a network of VHF stations, including VDLM2 that is10x the speed of traditional VHF, route and deliver ACARS messages. Over the ocean a message can be delivered via HFDL groundstations, Inmarsat satellite communications or Iridium satellite communications. If the aircraft is over either of the poles it can use HFDLor Iridium.

AOC messages include take-off and landing confirmation, weather information, gate information, and engine reports. ATC messagesinclude navigation information, aircraft positional reporting, departure clearances, oceanic clearances, runway conditions, and weatherdata. Currently AOC messages take up 80% of ACARS network traffic versus 20% for ATC, but the FAA NextGen program will shiftmore, and more voice communications, to data in the near future.

Equipage varies depending on the age and chief use of the aircraft. Typically domestic aircraft have only traditional ACARS (VHF)capabilities and one long range option. Nearly all aircraft produced before 2000, domestic or long-haul, have only traditional ACARS.Aircraft produced today however are equipped to support traditional VHF and VDLM2. Most all are equipped for either Inmarsat, orIridium, but usually not both.


ACARS


Automated Data Management

Onboard maintenance systems (OMS) provide a model-based diagnostic approach. It offers aircraft operators and original equipment manufacturers (OEMs) quicker aircraft turn around time and reduces production and lifecycle costs. OMS are primarily software-based. Their primary function is to monitor the health of the aircraft (through our aircraft condition monitoring function) and diagnose issues quickly and accurately. OMS functions include:

Continuous monitoring of aircraft avionics during flight

Diagnosis of the root cause fault behind symptoms

Correlation of the fault with flight crew alerts (flight deck effects)

Informs the maintenance crew of the required repair action

Performs applicable testing (built-in test (BIT), ground tests, return-to-service tests)

OMS also includes aircraft data loading hardware (wired or wireless), which is used to provide a secure connection between ground systems and the aircraft avionics. Data loaders are used to load critical flight tools including navigation databases (charts and maps) and flight plans. They also download fault history database information from the aircraft’s central maintenance computer (CMC.)


Automated Data Management

BITE = Built-In Test Equipment


ADS-B

ADS-B stands for Automatic Dependent Surveillance – Broadcast:

Automatic because it periodically transmits information with no pilot, or operator involvement required.

Dependent because the position and velocity vectors are derived from the Global Positioning System (GPS), or other suitable Navigation Systems (i.e., FMS).

Surveillance because it provides a method of determining 3 dimensional position and identification of aircraft, vehicles, or other assets.

Broadcast because it transmits the information available to anyone with the appropriate receiving equipment.

ADS-B replaces radar technology with satellites, bringing major advantages. Radar relies on radio signals and antennas to determine an aircraft's location.ADS-B uses satellite signals to track aircraft movements.


ADS-BAbove 18,000 Feet, 1090 MHz Extended Squitter (ES) Transponder is required (Jets, etc.)

Small aircraft require 978 MHz Universal Access Transceiver (UAT)

What is a ‘Squitter’? – A periodic burst, or broadcast of aircraft tracking data transmitted by Mode S


CPDLCController-Pilot Datalink Communications



FM ImmunitySince 1 January 2001, VHF (Very High Frequency /30 - 300 MHz) broadcasting stations in Europe havebeen allowed to operate with reduced restrictions, and increased transmitter power levels. This hassignificant implications for aircraft with VHF navigational receivers, especially VHF Omnidirectional Range(VOR) and Instrument Landing System (ILS.)

Consequently, for safety reasons, VOR and ILS receivers in aircraft are now required to be protectedagainst potential interference from VHF broadcast transmissions. This entails the use of FM (FrequencyManagement) immuneVHF equipment through the modification of existing equipment, or retrofit.

The VOR / Localizer frequencies are affected as the bottom of their range (109 to119 MHz) is closest to the top end of the domestic FM radio band (88 to 108 MHz..


Electromagnetic Spectrum


8.33 KHz SpacingAircraft communications radio systems transmit on a Very High Frequency (VHF) band between 117.975,and 137 MHz. In 1999 Europe decided to further divide the VHF Air-Band, going from 25 KHz spacingwhich enabled a bandwidth of 760 channels, to 8.33 KHz spacing which increases the bandwidth to 2,284channels.


SATCOM


EFIS Display UpgradesBenefits: Increased Reliability. Elimination of the avionics cooling system fans, and ducting. Elimination of cooling system filters, and maintenance. Elimination of required, recurring maintenance of display swapping. Significant Weight Reduction.


AHRSAttitude, Heading, and Reference Systems, better known as AHRS is a 3-axis Inertial Measurement Unit(IMU) combined with a 3-axis magnetic sensor, and an onboard processor that creates a virtual 3-axissensor capable of measuring heading (yaw), pitch, and roll angles of an object moving in 3D space.

Originally a Mechanical Gyro System, now either a Laser System, or a Solid-State System

Honeywell has ended aftermarket product support for its Laseref II, and III systems, both of which have been out of production for several years.

Aircraft eligible for the Laseref IV upgrade include:

BAe Hawker 800, 800XP (BAe 125)BAe Hawker 1000Bombardier Challenger 600 series (600, 601-3A/-3R)Bombardier Global ExpressCessna Citation XDassault Falcon 900A/B/C/EXGulfstream G-IV and G-V


Costs & ValuesDual File ServersOften you will read a sales specification that specifies that the subject aircraft has ‘Dual File Servers.’What does this mean, and how does it affect the value of the aircraft?

An excellent example of this, is the Integrated Flight Information System (IFIS) offered byRockwell-Collins in their Pro Line 21 system. At the heart of IFIS is the File Server Unit (FSU.)The FSU uses a high-bandwidth ethernet bus to interface with the Pro Line 21 Multi-FunctionDisplays (MFDs). An option that is often offered prior to delivery of a new aircraft with ProLine 21, is a second IFIS. This option adds a second File Server Unit (FSU) to complement thestandard IFIS FSU. On a four-display fight deck, the dual FSU configuration providesredundancy to support operations without paper charts. Each FSU independently displayselectronic charts on each MFD.

Option Cost prior to New Delivery = $53,000 variable


Costs & ValuesADS-BHow much for a 978 MHz UAT System in a light aircraft?

The Garmin GDL 88 ADS-B transceiver is available in two models: with and without internalGPS WAAS receiver. The GDL 88 ADS-B unit's cost is $3,995 plus installation; with an integralWAAS GPS, the cost is $4,995 plus installation.

Average Cost (installed) = $8,000 variable

How much for a 1090 MHz ES System in a jet aircraft?

The Garmin GTX-33DES transponder as installed as an option in a Socata TBM930, is $9,980.Upgrade of Dual Honeywell RM-855 Transponders for ADS-B Out, is $100,000. Triple are$120,000.

Average Cost (installed) = $10,000 to $120,000 variable


Costs & ValuesCPDLC

How much?

On the majority of Large Cabin Aircraft (Global Express, Falcon 900, Gulfstream)

Average Cost (installed) = $200,000 variable


Costs & ValuesFM Immunity

How much?

Back about 15 years ago, to upgrade CollinsVIR-32, or Honeywell RNZ-850

Average Cost (installed) = $12,000 per Navigation Unit - variableAll of the Garmin NavComm Units (GNS430/530/650/750, etc.) are FM Immune, straight out of the box


Costs & Values8.33 KHz Spacing

How much?

Back about 15 years ago, to upgrade CollinsVHF-20, or Honeywell RCZ-850

Average Cost (installed) = $18,000 per Communications Unit - variableAll of the Garmin NavComm Units (GNS430/530/650/750, etc.) are 8.33 KHz spaced, straight out of the box


Costs & ValuesSATCOM

How much?

The Broad Band Multi-Link (BBML) KU Band Satellite Data Channel System installedafter-market in the Gulfstream series, as an example

Average Cost (installed) = $500,000 - variable


Costs & ValuesFrom CRT to LCD EFIS

How much?

Honeywell Primus Elite 855 upgrade for the Gulfstream PlaneDeck is $725,000.Honeywell Primus Elite 875 upgrade for the Global Express is $750,000.



Costs & ValuesAHRS

How much?

Honeywell obsolete AH-800 AHARS upgrade to Laseref IV (Dual Units) for the CitationX is $765,000.



Depreciation

The NAAA recommends a 3% per annum value depreciation on avionics, and modifications

The Bluebook recommends the following table of depreciation on the List Price of New Avionics:

Age Percentage

1 Year 60% of New Price

2 Years 55% of New Price



5+ Years 30% of New Price


A Quick Word About The Value Guides

Don’t fall into the trap that has been set by the Vref, and Bluebook.

Generally speaking, most of their Avionics values are based upon the New, Un-Installed Price of a particular system.

Always call a reputable Avionics Shop to determine the correct ‘Installed Price’, and then adjust accordingly.

When it comes to appraising Avionics Systems, and their values, the “Devil is most definitely in the Detail”, trust me on this! Model Designations, and Part Numbers can add, or subtract significant dollars from your appraisal. If you don’t know, or are unsure, ask a reputable Avionics Shop. Don’t guess.

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Documents

Avionics Values - · PDF fileVALUING ‘FANS’ & OTHER ISSUES File Servers Typically, file servers are installed on aircraft for the following purposes: •Flight operations (with