Recently the Avionics Department of First Flight Aviation conducted major systems upgrade installations on two Beechcraft T34/D45 Mentor aircraft. While our team has vast experience with performing upgrades, it is not often we get the opportunity to perform nearly identical major upgrades back-to-back, especially former military training aircraft such as these.
We often get questions from clients about what it takes to tackle such large projects and the flow of them, so this is the perfect time to reflect and shed light for others.
Planning Process:
The first question we ask customers when they come to us is what the primary mission of the aircraft is. Our Avionics Specialists help navigate the process sorting between the nice-to-have wants, required needs, what can legally be installed, timing on all ends, and in some cases budget.
Many customers know exactly what they want. Others are clueless and just want to push a button to make the airplane do what they need. Others are not sure. This planning process can be as quick as one day to a matter of weeks to months.
There are three aspects to consider: quality, speed, and cost. You can only pick two. Since quality is an absolute must, both to ensure a satisfactory delivered system and be in compliance with FAA requirements, that leaves speed and cost to pick from. If something is to be done fast, it will not be cheap. If it is to be done on a budget, it may not be done fast. At the end of the day, quality is always guaranteed when using an experienced team with the reputation to back it up.
Estimate Process:
Once all the goals / wants / needs have been hashed out, Avionics Specialists then prepare an estimate based on known available data. For very large integrations, it is not uncommon to work up a rough draft ballpark “preliminary planning estimate” which in no means is comprehensive of all factors involved. Formal itemized estimates generated in a work order system are always required to continue. The formal itemized estimates also typically contain important notes on items when needed. Project terms are also stated on formal estimates, such as functional check flights and variances to cover unanticipated matters, typically up to 30%, beyond which would require direct re-authorization to proceed, or an amended and approved estimate needed.
Hangar Queue and Project Timing:
We all know what it is like to try and schedule an appointment with a medical specialists with waits from weeks to months in some cases, often being placed on standby for availability. Aircraft upgrade projects can be similar with long wait times.
To make the matter even more complicated, it is impossible to promise exact project start and end dates at most General Aviation Avionics facilities. Only very large Corporate and Airline Transport facilities with armies of technicians catering to turbine aircraft can promise exact return to service times as they have the resources to work two or three shifts.
Therefore, to not overpromise and under deliver, most General Aviation Avionics facilities are smart enough to only promise spots in the queue with aircraft being worked on in the order of first-come, first-serve as able. For example, typically another new project does not come in the hangar until an existing one is completed and leaves. This is not only to make sure there is a fair flow of operations, sometimes it is because that is all the technician personnel power and hangar space can accommodate.
This can be understandably frustrating for both aircraft owner and facility personnel but at the end of the day, safe aircraft and quality work are fundamental requirements, so please be fair with expectations and communication, especially if a project starts to grow bigger than anticipated.
Preliminary Inspection and Work-In-Progress Squawks:
Just as if one takes a vehicle to a mechanic for repairs, whether that be a car, motorcycle, or airplane, it is not uncommon to find items that need addressed while said repairs or diagnostics are being performed. Avionics are no exception. In fact, since most Aircraft Mechanics are not “wire savvy”, most Avionics related matters often go overlooked due to unfamiliarity. We see a lot of pre- existing poor-quality work which gets missed on annual inspections, which makes working on those systems even more difficult for Avionics Specialists when they come to us for care.
Project Creep:
Small projects with just a few specific items tend to be very focused and straightforward. Large projects very often experience “project creep”, where either the aircraft is found to be in less-than-ideal pre-existing condition, or the owner/operator elects to make changes, additions, or halts on a previously approved item altogether. Internally we sometimes refer to this as “evolution”, as not all project creep is bad – sometimes better ways are found to accomplish something or have a better end result product. Unfortunately, in all cases, “project creep” and “evolutions” obviously increase the amount of time an aircraft is in the shop along with pushing the hangar queue out further, as discussed above. This can put a strain both on the owner/operator and the facility performing the work.
Adding additional Maintenance / Annual inspection:
In some projects that are anticipated to be very long or coincidentally coincide with regularly required maintenance, it is possible an annual inspection may be required as part of the process so that the aircraft can fly when completed. Obviously, adding maintenance to the mix on top of a project can introduce its own set of delays, setbacks, and airworthiness related squawks required to be made safe before aircraft can legally fly. We highly encourage aircraft to arrive for avionics work in an airworthy state with current annual not expiring soon to keep the queue flowing and not introduce further delays.
Configuration, Checkout, and Functional Check Flights:
After the completion of a project, Avionics Specialists will perform system configurations, ground- based checkouts to ensure all systems are operating as they should, and coordinate with owner/operator/approved pilot to conduct an airborne Functional Check Flight (FCF) if needed. A good shop will not let an aircraft be eligible for functional check flights until they deem the aircraft is ready for it, pending any maintenance participation completion.
Now how about those two T34s?
Two very similar aircraft. Both getting nearly identical Avionics installations. Both required annual inspections with associated squawks. Both aircraft experienced customer requested evolutions that made the aircraft further suit their desires.
After hundreds and hundreds of hours per aircraft, we were able to take two 1950s era former Navy flight training aircraft with steam gauges and bring them into the 21st century.
A brief list of work performed:
- New custom made front and rear instrument panels and right desk switch panels
- Garmin G3X system:
- Front Cockpit Primary Flight Display and Multifunction Display with Electronic Engine Instrumentation.
- Rear Cockpit Primary Flight Display
- Remote mounted ADAHRS, Magnetometer, Com 2, XM Datalink, and Audio Panel
- Garmin GFC 500 Autopilot with Roll, Pitch, Pitch Trim, and Yaw Damp
- Garmin GTN 750Xi WAA GPS/Nav/Com
- Garmin GTX 345DR Diversity Transponder with ADS-B In/Out
- New lighting dimming system
- Various exterior LED lighting
- Various wiring repairs
- And many more items too lengthy to list here
The beauty of having nearly identical installations is that it makes being able to “cut and paste” similar practices a breeze as once an airframe time is learned inside and out, future projects on that same airframe are then familiar. Every aircraft is different though from how it has been maintained and any non-factory modifications or repairs, so it is important to understand that while “cut and paste” is possible, it is not guaranteed.
Some may wonder did we learn anything on these two Avionics installations. Quite frankly, the general answer is no, mostly because we have experience wiring up similar applications in other airframes, and installations mostly come down to how to make things fit and route through a particular tail number.
But one thing is for sure: sticking to the time proven project flow method is important and a repeatable way to ensure projects get done properly, both from a communication and practical stand point.
Example T34 before and after:
First Flight Aviation has an amazing team of experienced Maintenance and Avionics personnel capable of providing services from the smallest of squawks to the most extensive of projects. Reach out via email to [email protected] for Avionics and [email protected] for Maintenance and one of our specialists will follow up with how we can serve the needs of your aircraft!