No one should be surprised at the situation. Garmin has been whispering about this possibility for a handful of years.

Unfortunately, the verbiage of the advisory was a typical chalk-dry narrative written in legalese, so some folks cut to the wrong chase.  

As an operator of the affected equipment, this development is near and dear to my heart. But don’t take my word for it, listen to colleague Larry Anglisano at our sister publication, The Aviation Consumer. 

After reengaging with GA as an airplane owner and airline guy a few years back, I was ecstatic that drawing a line with a No. 2 pencil on a sectional chart would no longer be in my future. I could now just follow a magenta line. Wow.

• READ MORE: One Year After Debut, Bose A30 Headset Well Received

The reason for curtailing support of the GNS 430 and GNS 530 simply became a parts supply issue. It is no longer viable for vendors to produce the parts for 25-year-old technology when the market has a dramatically increased demand for the new technology. Essentially, the old units would have to be redesigned with new innards, so what’s the point?  

That said, Garmin hoarded what remained of the supply.

The GNS 430 is most affected because the nuts and bolts module that drives the display are no longer available. The cover glass or lens of the display, however, is still replaceable. The bezel, buttons, knobs, etc. can still be replaced along with the repair of other functionality issues—at least as long as supplies last. So far, the GNS 530 display can be replaced in addition to the items mentioned above. Garmin will also continue to support the data bases.

If your G430 or G530 is repairable, a flat fee starting at $2,000 will be charged. If the unit is not repairable, you’re given the option of having it returned as a doorstop for an assessment fee of $500. Or you can tell Garmin to keep it, and the company will give you a $650 credit toward the new units. 

• READ MORE: Garmin GNS 430: Throwaway or Keeper?

The good news is that sending in a unit with an operable display grants you an opportunity to trade it in on Garmin’s new products with a rebate that ranges from $1,000 to $1,750. 

Food for thought: eBay lists GNS 430’s from around $3,000 to $7,500, depending upon whether it is WAAS equipped. The GNS 530 lists in the range of $4,500 to $10,000. It’s hard to say exactly the price that these units are actually selling for, or if they’re actually marketable, considering the support circumstances.

Legacy Unit Gamble

Last week while attending the Sun ’n Fun Aerospace Expo, I spoke with Garmin sales manager Jim Laster, who said the company’s concern is the gamble of airplane owners waiting until their legacy unit breaks. Is it repairable or does it become junk?

Although Garmin’s new replacement products can be available to ship the next day, the real concern is how long does that airplane owner have to wait for the avionics shop to schedule an installation? Some shops are six to nine months out.

What are the options? If you simply want to replace the functionality of losing the G530 or the G430, purchasing a GPS 175 Navigator together with a GNC 215 Nav/Com might be the easiest solution. Both units combine on your panel to an area only about three-quarter of an inch taller than a G430, with one a GPS and the other a radio. The combined sticker price is $11,190.

But wait, there’s more. Although the model units mentioned above are new technology with touchscreens and high-resolution displays, forking over $13,795 will buy you a GTN 650xi, which includes features not available on the GTN 175 and GNC 215. The features are too numerous to mention, but suffice it to say, you have to determine if the extra $2,605 is worth it.

The final option is to go all out and buy the GTN 750xi for $19,995. The unit has a larger display screen and is about 3 inches taller than a G530. Decisions. Decisions.

At the end of the day, maybe your current budget is to wait until the G530 or G430 completely breaks. That’s my plan, but it could certainly change. At least Garmin has options. Unfortunately, none of them are cheap.

The post Garmin Options Start with Not Ditching Your G430 or G530 appeared first on FLYING Magazine.

Sporting a crisp, high-resolution display, they are nicely equipped with a variety of handy features and a smart feature set. It was showing the radio off at Sun ’n Fun Aerospace Expo 2024 in Florida and Kitplanes contributor Larry Anglisano got a product tour from Garmin’s Jim Alpiser.

Editor’s Note: This article first appeared on Kitplanes.

The post Garmin Demos New VHF Radios appeared first on FLYING Magazine.

The A20 is set to cease production in less than a year. More and more professional cockpits are ditching the molded earpiece and boom mic for a ProFlight, but the model generates fewer sales because of its defined market.

Although Chris Wuerfl, Bose’s business development manager, did not reveal a new aviation product, he expressed a general wish that one would be forthcoming. However, it would seem that the one-year anniversary of the Bose A30 headset was reason alone for the company to celebrate here at the Sun ’n Fun Aerospace Expo (SNF) this week. According to Wuerfl, the product has been well received. 

• READ MORE: Bose A30 Aviation Headset Review

Like all of the company’s headsets, the A30 was designed to reduce noise fatigue. Bose claims that the unit has a slightly higher degree of effectiveness. A touted 20 percent reduction in clamping force, in addition to a headband with larger cushions that span a greater area, are also attributes. The clamping attribute is a game-changer for me, because for whatever reason, Bose headsets eventually begin to pinch the top of my head.

One feature of the A30 that the competition hasn’t added is the ability to swap the position of the mic from one side to the other. The headset allows this to be performed gracefully by simply pulling and replugging without the use of a tool. Although for GA use this feature isn’t a must, after more than four decades of flying professionally, it just seems awkward to have the boom mic always on the left side no matter what seat you occupy in the cockpit.

• READ MORE: Bose A30 Takes the Pressure Off

Testing the unit at SNF was a good experience, considering the volume of ambient noise. The quality of sound was superb. In addition to the standard volume controls, the A30 control box contained a slide switch that allowed for the ambient noise reception to be increased or decreased by selecting low, medium, or high. Movement of the slide didn’t dramatically change the reception with my degraded hearing, but perhaps a noisy cockpit would make it more apparent. Simply tapping a couple of times on either headset cup accomplishes the same task. This feature is probably more of an asset in a professional environment when you need to hear another pilot, flight attendant, or mechanic.

Bose maintains a five-year warranty on all of its headsets. If a headset is out of warranty, $225 is a one-size-fits-all refurbishment fee. The consumables, like ear cushions and mic covers, can be purchased as a service kit for $49.95. (The SNF show special is $35)

No one can argue that Bose set the standard for ANR equipment. The A30 continues to maintain that standard.  

The post One Year After Debut, Bose A30 Headset Well Received appeared first on FLYING Magazine.

During a press conference at the Sun ‘n Fun Aerospace Expo (SNF) on Thursday in Lakeland, Florida, the Italian aircraft manufacturer announced HCH Aviation, a Part 141 school based in Nacogdoches, Texas, is transitioning to an all-Tecnam fleet.

According to Tecnam, the school, which is operated in partnership with Stephen F. Austin State University, uses twin-engine P2006Ts for multiengine training. HCH Aviation has ordered 15 of the single-engine Tecnam P-Mentors to augment its fleet. At the present time the school has 75 students—a number expected to double within the coming year.

• READ MORE: Oregon Flight School to Buy 10 Piper Aircraft

“Tecnam has been a wonderful partner in assisting our team in our aircraft needs,” said Kristen Conklin, HCH Aviation president. “Having a standardized fleet using Tecnam makes complete sense for our team from both a business and training perspective.”

Tecnam Aircraft to Brazil

Tecnam and EJ Escola Aeronautica Civil have announced a letter of intention for the Brazilian flight school to add 30 Tecnam P92 MkIIs to its fleet. The school is particularly intrigued by the aircraft’s state-of-the-art glass cockpit designs.

EJ Escola Aeronautica, based in São Paulo, has been training pilots since 1999. It boasts more than 60 aircraft in the fleet, which are spread out in three locations.

Tecnam noted the P92’s short-field performance, excellent climb and efficiency are now combined with the MkII’s composite fuselage for improved cruise performance. The cabin volume has also been increased to allow for wider seats, additional forward and aft adjustment, and improved ergonomics.

The aircraft are equipped with advanced Garmin G3X touch avionics and available with synthetic vision and ground proximity warning, providing additional navigation and situational awareness.

“Tecnam is our choice to take EJ into the new era of modern flying, where fuel efficiency, sustainability, digital technology, and good flight characteristics are a must,” said Josué de Andrade, director and co-founder of EJ Escola Aeronautica Civil.

Said Walter Da Costa, Tecnam’s chief sales officer: “We are very pleased that the most important flight school in Brazil has chosen Tecnam to replace and upgrade its fleet. Today’s students are very demanding and deserve brand new aircraft with the latest technology.”

Throughout the industry there has been an initiative to reduce carbon emissions in aviation, both at the airline level and at flight schools. One of the selling points for the Tecnam designs is its relatively green operation.

According to the company, flight schools operating Tecnam’s single- and twin- engine fleets can save as much as 10 tons of carbon dioxide emissions for every single student graduated with a commercial pilot certificate, which represents a 60 percent reduction compared to fleets using 100LL fuel in 155 flight hours.

Kenai Aviation Adds Tecnam to Fleet

Flight schools are not the only entities relying on Tecnam for fleet operations. During a press conference at SNF, Tecnam and Kenai Aviation announced the Alaska-based operator has added a third Tecnam P2012 Traveller to its fleet.

The first P2012 Traveller entered into service with Kenai Aviation in 2022, coming immediately after the delivery ceremony at the Sun ‘n Fun. The second P2012 was delivered a year later. 

The twin-engine aircraft have been used to transport passengers and freight, and according to Kenai Aviation officials, the Traveller is the “aircraft of choice” for the short haul operations in the Anchorage area.

• READ MORE: Tecnam Delivers P2012 To Kenai Aviation at Sun ‘n Fun

The Traveller is a turbocharged twin-engine high-wing aircraft that can be used for freight or to transport nine passengers with one or two pilots. The aircraft is equipped with TKS deicing capabilities, which is a must in Alaska’s challenging and dynamic weather environment.

“Our third P2012 is the proof we have found the aircraft that is perfectly suited for our commuter markets in the state of Alaska,” Joel Caldwell, Kenai Aviation CEO and owner, said in a statement. “The P2012, designed specifically to meet the needs of our scheduled commuter markets in south central Alaska, has exceeded our expectations.”

The post Tecnam Signs Deals for HCH Aviation Fleet Transition appeared first on FLYING Magazine.

More importantly, according to Braly, after testing the fuel received a certificate of authenticity (COA), which then makes it “commercially available.”

• READ MORE: Long-Term Unleaded Fuel Test Begins in AOPA Baron

With the announcement, Braly and GAMI hope to counter critics that say while the fuel has received FAA approval for use under the STC process, it’s not commercially available. The term is important because of a consent decree taken in California that could force the changeover to an unleaded fuel when an alternative to 100LL becomes commercially available.

• READ MORE: G100UL Unleaded Avgas Flight Trial

Editor’s Note: This article first appeared on Kitplanes.

The post GAMI Says It Has 1 Million Gallons of G100UL appeared first on FLYING Magazine.

At a news conference at Sun ‘n Fun Aerospace Expo 2024, Nicolas Chabbert, senior vice president of Daher’s Aircraft Division said the strained production has resulted in two-year backlogs for both the Kodiak and TBM lines of high-performance turboprops.

“We would like it to be about a year,” he said. He said sourcing and acquiring the correct parts is a daily challenge for the company, but it is improving and the company has been steadily producing aircraft. It delivered 56 TBMs and 18 Kodiaks last year and is targeting delivering at least 60 TBMs and 25 Kodiaks in 2024.

• READ MORE: Daher Delivers 74 Aircraft During 2023, Reports Orders for 100 More

Meanwhile, the company has added some safety enhancements to its flagship TBM 960 by adding systems to detect unresponsive pilots. If the pilot doesn’t interact with the aircraft or controls in some way in a 30-minute span a voice annunciation sounds. It will try twice more to rouse the pilot before activating the autoland system.

It also added lights to indicate if the yaw damper has been activated, a “check gear” light and a “propeller abort” if the propeller isn’t correctly configured for takeoff. It’s also added 3D SafeTaxi and runway occupancy alert. A nosegear-mounted taxiing light has also been added.

Editor’s Note: This article first appeared on AVweb.

The post Amid Supply Chain Challenges, Daher Hopes to Boost Production appeared first on FLYING Magazine.

In a news release from Sun ‘n Fun Aerospace Expo 2024, the company said the T182—like the 172, 206 and T206— has received interior facelifts and the first deliveries of the aircraft have occurred. Production of the T182 was paused in 2013 and Textron announced its revival in 2022.

“Textron Aviation’s investment in the Cessna piston aircraft lineup demonstrates the company’s continued enthusiasm and support for pilots worldwide, whether they are pursuing training ambitions or planning their next adventure,” the company said.

• READ MORE: Cessna Turbo Skylane

The upgrades announced include new seats, power headset jacks at every seat, A and C USB charging ports at every seat, along with side and cell phone pockets throughout the aircraft. There is also integrated overhead air conditioning on aircraft with that option and a new center armrest available on certain models.

Editor’s Note: This article first appeared on AVweb.

The post Textron Revives T182, Announces Upgrades appeared first on FLYING Magazine.

“The pilot shortage has caused many flight training providers to focus their operations primarily on recruiting and training professional pilot candidates,” said Charlie Gregoire, Redbird’s president and chief operations officer. “Consequently, pilots interested in pursuing recreational flying opportunities are left with little support beyond the typical $100 hamburger run. This new initiative with the RAF will broaden exposure to the many flying activities outside of training for a new certificate or rating, and arm pilots with information for how to approach them safely.”

• READ MORE: Recreational Aviation Foundation Remains the Sum of Its Hearts

Since 2006 Redbird has been building basic aviation training devices (BATDs) and advanced aviation training devices (AATDs) to supplement the educational process. The AATDs are used around the world by pilots, flight schools, colleges and universities, and K-12 programs.

The RAF was founded by a group of Montana pilots who realized that the threat of recreational airstrip closures was of national concern. The group is dedicated to preserving existing airstrips and creating new public-use recreational airstrips throughout the U.S.

The two entities are creating a catalog of resources covering topics such as practical flying skills and habits, planning and preparation, basic survival and first aid, and gear recommendations and usage.

Among the topics to be presented are: 

• What to pack and avoid packing for recreational flying adventures
• How to evaluate a potential landing zone
• How to read the wind without ATIS (or even a windsock)
• When to land (or not land) with a tailwind
• Nonstandard traffic patterns
• Basic first aid and triage
• Leave-no-trace and good-neighbor flying

How It Will Work

Over the next 18 months, Redbird will be releasing the material in written and video formats at no cost to pilots or training providers. In addition the organizations are collaborating on the creation of training scenarios for Redbird’s subscription-based personalized proficiency training app, Redbird Pro.

• READ MORE: We Fly: The RAF at 20 Years into Moose Creek

“This partnership with Redbird is exciting and yet one more piece in the aviation puzzle,” said John McKenna, RAF chairman. “We hope this excites a few more folks about aviation and perhaps the joy of recreational flying.”

For those lucky enough to be at this week’s Sun ‘n Fun Aerospace Expo in Lakeland, Florida, Redbird has a special edition of its MX2 aviation training device with a custom RAF livery on display to raise awareness of the initiative. The organizations are showcasing it in the Redbird booth (NE-51, NE-52).

In July, the device will be on display at EAA AirVenture in Oshkosh, Wisconsin. Pilots and prospective pilots are welcome to demo the device and try their hand at a series of recreational flying scenarios.

The post Redbird, Recreational Aviation Foundation Partner to Boost Backcountry Flight Training appeared first on FLYING Magazine.

The FAA, which predicts nearly 2,000 pilots are headed to Sun ‘n Fun (SNF), has published a NOTAM for the event, effective Monday, April 8, to Sunday, April 14, for the duration of the event. 

• READ MORE: 5 Things to Look Forward to at 2024 Sun ‘n Fun Aerospace Expo

Pilots should read the NOTAM in its entirety, but these are some areas the FAA has called out this year:

VFR Procedures

There are multiple VFR procedures for Sun ‘n Fun arrivals, and they vary depending on the type of aircraft, such as warbirds, ultralights, or aircraft without radios (NORDO), so read the NOTAM carefully.

Contacting Flight Service by Radio

• On initial call-up, advise flight service of your full aircraft identification and which frequency you are using.
• When transmitting on 122.1 and listening to the VOR, check that volume is up.
• Due to frequency congestion, air files and in-flight full route weather briefings are discouraged.

Tips for Enroute

Pilots should acquire the ATIS no later than 60 miles from Lakeland Linder International Airport (KLAL), noting the arrival runway in use. Follow the published NOTAM procedures for your type of aircraft.

• READ MORE: Sun ‘n Fun 2024: Soar into the Skies with Unforgettable Airshow Spectacles

Pilots are requested to have their landing lights on for extra visibility when they are within 40 nm of KLAL and make sure their transponder remains on during the approach. ATC will contact pilots in the vicinity of Lake Parker’s north shore, using the aircraft “color” and “type” to provide sequencing and other arrival information. When you file your flight plan, make sure to include these.

Pilots will likely be asked to rock their wings in acknowledgment of instructions. Do not transmit unless requested by ATC or if you have an emergency. ATC at Lake Parker controls traffic flow and assigns the KLAL landing runway.

Pilots are cautioned to pick out an aircraft of similar type and speed to follow and remain at least a half mile in trail behind it. Aircraft should not be overtaken nor should the pilots perform S-turns to follow another aircraft. Instead break off the procedure and proceed to the starting point and follow another aircraft of similar speed.

Pilots are encouraged to add at least 30 minutes to their expected time en route with a corresponding fuel load in the event they are required to hold, go around, or divert to an alternate.

All aircraft maintain 100 knots, at 1,200 feet msl.

Aircraft unable to safely slow to this speed should maintain 150 knots at 1,700 msl, with the exception of twin-engine aircraft that should be at an altitude of 2,200 msl.

Pilots should land on either the green or orange dot, per ATC instructions.

Be alert for special event traffic and flyby aircraft using the main runway with opposite-direction base leg entries.

Do not deviate south of Runway 10R/28L in the event of a go-around.

Do not land on the main (wide) Runway 10R/28L unless specifically instructed by ATC.

Do not stop on the runway. High-speed taxi to the end of the runway or follow ATC instructions.

Pilots are asked to close flight plans while airborne.

Due to the large number of aircraft, you may encounter up to a 30-minute delay in parking. Clouds can result in an overdue if the flight plan has not been closed.

If you are one of the nearly 2,000 pilots flying to @SunnFunFlyIn, make sure to review these new arrival procedures for @FlyLakeland Airport. Watch our full video at https://t.co/9MwlAjckl7. #SunNFun #GeneralAviation pic.twitter.com/Ql4dl2bR4q

— The FAA (@FAANews) April 8, 2024

NORDO Procedures

Aircraft not equipped with an air-to-ground radio (NORDO) must land at an airport within approximately 30 minutes of KLAL. Call Lakeland Tower at 863-647-4864 and receive ATC approval for arrival. Specific routes and runway assignment will be issued based on traffic and weather conditions.

To ensure clear and concise communications with ATC, pilots are asked to carry a copy of the Sun ’n Fun Aerospace Expo Domestic Notice aboard their aircraft. Don’t expect the controller to read it to you.

All VFR departures requesting airborne activation of IFR flight plans or VFR flight following in the central Florida area should use published procedures.

• READ MORE: FAA Seeking Pilots for Cognitive Study at Sun ‘n Fun

If the weather at Lakeland or along the route of flight is marginal VFR, it is strongly suggested that the pilot file IFR from their departure airport and receive your IFR clearance and departure release on the ground. As the event creates a significant uptick in air traffic, Tampa, Orlando, and Jacksonville approaches may not be able to issue IFR pickup clearances.

Pilots landing or departing KLAL should display a sign on the left side of their windshield to designate their intended parking/camping area or type of departure. The sign should have dark letters large enough to make it readable from at least 50 feet. Consider using a thick black marker to apply the appropriate designation (such as VA for Vintage Aircraft) on a piece of printer paper. Computer or tablet signs are not acceptable.

Note that there is usually a significant number of departures after the daily airshow ends, therefore arrival traffic is not normally accepted until 30-45 minutes after the conclusion of the event. Pilots are advised to check the ATIS to determine if the airport has reopened.

Do not plan to arrive or depart after the night airshow as the airport will be closed.

When You Land

Do not make unnecessary radio transmissions where procedures state, “Monitor the frequency only.”

Do not stop on the runway after landing. High-speed taxi to the end of the runway.

• READ MORE: Sun ‘n Fun Kicks Off Spring Break for Aviation

Show visitors are warned not to stand on/near or walk/drive across the runways. Be aware of aircraft coming and going in the aircraft parking areas. Don’t assume the pilot of a taxing aircraft can see you.

Pilots should use caution when operating in nonmovement areas and recognize that all movement on anything other than paved runways comes at a pilot’s own risk. Also, remember that many of the visitors to SNF may not be familiar with the visual limitations from the cockpit, so pilots be extra careful around pedestrians.

All aircraft must be tied down and, when on a paved surface, chocked.

Aircraft parking and camping is allowed in designated areas only. Camping north of Runway 10L/28R is prohibited.

No campfires or stoves are permitted near aircraft, and visitors are asked to observe all fire prevention rules.

The post What You Need to Know Before Flying Into Sun ‘n Fun appeared first on FLYING Magazine.

It’s not that we can’t fly during the short, colder days. It’s just not worth the bother in the frozen states. Bundling up for the trek to the hangar, arranging for some engine heat, wondering if the battery is up to the start, chipping leftover snowplow detritus from the rollout path—naw, too much trouble, wait for a better day.

• READ MORE: 5 Things to Look Forward to at 2024 Sun ‘n Fun Aerospace Expo

Floridians, meanwhile, fire up in their shirtsleeves and fly right on through winter. It was 50 years ago that folks in some enterprising EAA chapters thought up the idea of inviting their pale, pasty northern friends down to the lake country in Florida for an end-of-winter get-together. Quickly dubbed Sun’n Fun, the fly-in/airshow took off like, well, spring break with airplanes. This year’s event runs Tuesday, April 9, through Sunday, April 14.

The site at Lakeland Linder International Airport (KLAL) couldn’t be a better choice. Nicely situated between the airspaces of the tourist mecca of Orlando and the Gulf Coast’s Tampa-St. Petersburg area, the venerable World War II facility, then called Drane Field, has adequate space and easy highway access from Interstate Highway 4’s corridor. 

Sport and experimental aircraft devotees flock in to mingle with all classes of flight, from balloons to ultralights, antiques to vintage, aerobatic to warbirds, and rotorcraft to seaplanes—you can find it all at Sun ’n Fun.

As with the midsummer extravaganza, EAA AirVenture, in Wisconsin, vendors soon latched on to the Sun ’n Fun explosion, and it became a showplace for products unveiled after winter gestation, with display hangars and booths galore. It’s a great place to shop for the latest innovations, or perhaps a fly-market find.

Daily (and sometimes nightly) airshows, constant flybys, lots of food choices, an on-field museum of flight, and educational seminars keep attendees entertained.

• READ MORE: Sun ‘n Fun 2024: Soar into the Skies with Unforgettable Airshow Spectacles

Getting in requires perusal of the 27-page NOTAM, available on the event website, which outlines the Lake Parker arrival procedure, which has been modified this year with a entry point on I-4 at Kermit Weeks’ Fantasy of Flight Museum complex (or even earlier), where one begins the 100-knot, 1,200-foot msl trek, heading southward to a racetrack turn point and westward to the north shore of the lake. From there, the interstate leads to another turn at two water towers prior to an interchange onto a 90-degree interception path to the downwind leg for either Runway 10L or 28R, depending on surface winds. 

Bear in mind that the 75-foot-wide arrival runway is normally used for a taxiway, and the paralleling main runway is reserved for other activity. As at Oshkosh, colored dots painted on the temporary runway are used as aiming points for separation. There’s also the Paradise City grass runway, well south of normal traffic, and Choppertown for the helicopters.

Walking around the grounds guarantees plenty of exercise, although the semicircular flight-line shape appears deceptively short compared to a straight-line layout. There’s abundant shade under the Spanish-moss-laden live oaks, under which northerners are advised to seek shelter from the unaccustomed sun. I routinely return from Sun ’n Fun with peeling skin, even with ample protection.

Editor’s Note: This article first appeared on Plane & Pilot.

The post Sun ’n Fun Kicks Off Spring Break for Aviation appeared first on FLYING Magazine.