aircraft lcd displays pricelist

... supports multiple display sizes—6×8-inch, 8×10-inch, 18×8-inch, etc.—through its flexible and common core architecture. Displays include a fully-assembled, lighted switch panel, high-resolution active ...

... 4 Primary Navigation Display upgrades your cockpit with the bright, wide-angle display technology found in the latest generation of aircraft. Boasting a high- reliability LED backlight, the SN4500’s display ...

SkyView Displays: Very bright, high-resolution screens driven by advanced graphics processors create highly visible and readable display. Even in direct sunlight!

Interface manufactures an array of custom control display units (CDUs). These products employ a full-color AMLCD along with integrated keyboard and modular electronics. The CDUs can be tailored to a customer’s unique ...

The IS&S 10” Flat Panel Display is a self-contained display unit with a built-in Symbol Generator, offering superior performance with a high resolution XGA multi-color LCD flat panel ...

... lighter, quieter, more entertaining in-flight display that incorporates features not found on displays twice as thick. Our displays not only achieve these goals, they ...

... supports multiple display sizes—6×8-inch, 8×10-inch, 18×8-inch, etc.—through its flexible and common core architecture. Displays include a fully-assembled, lighted switch panel, high-resolution active ...

SkyView Displays: Very bright, high-resolution screens driven by advanced graphics processors create highly visible and readable display. Even in direct sunlight!

... lighter, quieter, more entertaining in-flight display that incorporates features not found on displays twice as thick. Our displays not only achieve these goals, they ...

Interface manufactures an array of custom control display units (CDUs). These products employ a full-color AMLCD along with integrated keyboard and modular electronics. The CDUs can be tailored to a customer’s unique ...

The IS&S 10” Flat Panel Display is a self-contained display unit with a built-in Symbol Generator, offering superior performance with a high resolution XGA multi-color LCD flat panel ...

Aspen Max displays can be installed with one, two, or three units, and they fit into existing instrument-hole panel cutouts, which simplifies the installation process.

Existing Aspen displays can also be upgraded to the latest configuration, Aspen said, “regardless of age or condition and receive the latest avionics glass technology, hardware, faster processing speeds and receive a new two-year warranty at the approximate cost of a steam gauge overhaul.”

Aspen Max displays are certified for more than 600 aircraft types. The units feature six-inch-diagonal 400 by 760 pixel TFT active matrix LCD screens with 16 million display colors. In addition to typical PFD and MFD functions, Aspen features include GPS-aided AHRS in case of failure of the pitot-static system; audio panel interface; chart and countdown timers, 350 nm zoom levels, height above ground level on navigation and terrain maps, and Metar flags on navigation maps on the MFD 500 and MFD1000 Max; and altitude intercept based on climb rate.

“When reviewing our product offering for the new Max series, it made sense to include the additional situational awareness benefits of synthetic vision, coupled with the price reductions on our other software offerings to complement the noteworthy safety and operational improvements we have made to the Aspen Max displays,” said Aspen president and CEO John Uczekaj. “Our corporate philosophy from the time we introduced the Evolution 1000 display line 12 years ago was to offer new functions and safety features our current customers could affordably adopt and provide future owners the peace of mind that their investment is protected.”

Albuquerque, NM; April 6, 2020: Today, Aspen Avionics announces it has reduced pricing on multi-display systems and will also offer Evolution Synthetic Vision as standard for new installations of the MAX series of primary and multi-function displays. Upgrades such as Angle of Attack, ADS-B enablement software have also been reduced.

“When reviewing our product offering for the new MAX series, it made sense to include the additional situational awareness benefits of synthetic vision, coupled with the price reductions on our other software offerings to complement the noteworthy safety and operational improvements we have made to the Aspen MAX displays”, said John Uczekaj, president and CEO. Our corporate philosophy from the time we introduced the Evolution 1000 display line 12 years ago was to offer new functions and safety features our current customers could affordably adopt and, provide future owners the peace of mind that their investment is protected,” continued Uczekaj.

All MAX displays can be configured for one, two, or three units – providing more glass display area and information than leading competitors. As always, customers can choose to upgrade all at once, or start with a single unit display.

Reliable solid-state sensors. Sharp, bright LCDs. Works with whatever"s in your panel. Easiest installation. Expandable and upgradable. Best value in the market. Leave the Steam Era behind.

When FAA published the final Automatic Dependent Surveillance-Broadcast (ADS-B) rule in May 2010 mandating that aircraft flying in certain controlled airspace be equipped with ADS-B Out by January 1, 2020, there was the predictable howl from the General Aviation (GA) sector. GA operators protested that this component of the FAA’s Next Generation Air Transportation System (NextGen) would cost too much and offer too little in return.

AOPA also has its own members-only loan options: the Flexible Aviation Loans (FAL) and Aircraft Finance Loans programs. Operators can use the money for avionics upgrades, including ADS-B Out. How the loan is used matters when it comes to choosing the best funding option: lump sum versus pay-as-you-go. Terms range from 24 to 84 months and rates vary accordingly, says AOPA, from the high-9 percent to mid-12 percentage points for the loan, depending on term and credit quality.”

Based on conversations with avionics manufacturers and Maintenance, Repair and Overhaul companies (MROs) Aspen Avionics, Duncan Aviation, Southwest Aerospace and others, it is unlikely that AOPA members, particularly those that fly Part 23 aircraft, will see a $2,000 combined acquisition and installation price for ADS-B Out anytime soon.An ADS-B updated cockpit.Photo courtesy of Sarasota Avionics.

Aspen also sells other manufacturers’ equipment, including L-3’s Lynx NGT-9000 MultiLInk Surveillance system, which are compatible with Aspen displays. The NGT-9000 with full installation kit sells for $5,490.

FreeFlight Systems now offers rule-compliant ADS-B Out equipment for less than $2,000 for the light general aviation aircraft. FreeFlight’s FDL-978 lists for $1,995 and includes antennas and installation kit.

ADS-B installation costs depends largely on whether the operator has kept pace with avionics requirement upgrades over the years, according to Mark Francetic, regional avionics sales manager for Duncan Aviation, an aircraft MRO and completion house with locations throughout the U.S.

Duncan Aviation would not provide specific installation prices for proprietary reasons and because each upgrade differs from aircraft to aircraft, but it did provide rough installation costs. For installation and parts on Part 23 aircraft, a basic ADS-B Out system, Duncan can install a standalone system for between $6,000 and $8,000, typically, says Francetic.

Next came active-matrix LCD displays and early versions of synthetic vision, which represented an important technological leap but still were priced out of the reach of most buyers. Again, early adopters couldn’t reach for their checkbooks fast enough, while the majority of pilots watched the market with curiosity but without any overwhelming compulsion to upgrade their old but serviceable six-pack instrument clusters with the shiny new glass displays.

The FAA sweetened the pot last year by allowing approval of non-TSO’d autopilots in Part 23 airplanes. Suddenly, an owner of an aging piston airplane like a Cessna Skylane or Piper Archer could upgrade to state-of-the-art glass displays and autopilots from a half-dozen manufacturers for prices that make sound economic sense.

When the FAA a couple of years ago relaxed approval standards for certain avionics in certified Part 23 airplanes, it opened a pathway for manufacturers to skip the lengthy and expensive TSO certification pathway and create new products for general aviation based on ASTM standards rather than the cumbersome DO-178 standards for software, in the process sometimes slashing millions of dollars from the development costs of a single product. By achieving parts manufacturing approval (PMA) and supplemental type certification (STC) for products more typical of Experimental-category avionics, manufacturers were able to bring prices down considerably for hundreds of types through the approved model list (AML) process. Even the avionics manufacturers themselves say they did not anticipate how quickly aircraft owners would adopt these products, but it turns out that the combination of lower prices and additional capabilities makes for a winning formula.

Three TXi display sizes are available, offering flexibility for panel configurations. Our favorite is the large 10.6-inch display, which just looks right in the panel of an airplane like a Beech Bonanza. There are also two versions of 7-inch displays, in portrait and landscape orientations. The 10.6-inch display can operate as a PFD, MFD

This Rugged LCD Monitor provides an excellent opportunity to bring EVS video, satellite weather, or any other VGA Composite source into the cockpit with a low-profile, stowing display.

All of our Military COTS displays are flight certified or have been air qualified by our customers and are currently deployed on a variety of military aircraft. They are built to meet aerospace MIL Standard requirements for durability and reliability. Our aircraft LCD displays accept pressure gradients from sea level to 40,000 ft. LCD heaters permit reliable operation from -50C up to 70C. They have a compact, light design to minimize payload size and weight. All displays are tailored to meet shock and vibration profiles for large jets, small turboprops, and helicopters.

It turns out that aircraft owners who upgrade their cockpits with the latest glass-panel avionics share some interesting similarities with shoppers for smartphones, flat-screen TVs, laptops or just about any other broadly adopted consumer electronics product.When the first smartphones hit the market several years ago they were cumbersome to use, lacked capabilities and cost a small fortune. Early adopters had to have them, of course, but most people held onto their old phones, at least for a while. Over time, smartphone technology improved dramatically and prices dropped, the two ingredients necessary to attract a mass audience.The market for retrofit avionics has followed a similar trajectory. The first retrofit EFIS products to reach the market a couple of decades ago couldn’t do much beyond replacing a blue-over-brown electromechanical attitude indicator with a color screen. Despite the astronomical prices for these rudimentary early products, some aircraft owners just had to have them. Most aircraft owners said thanks but no thanks.

Next came active-matrix LCD displays and early versions of synthetic vision, which represented an important technological leap but still were priced out of the reach of most buyers. Again, early adopters couldn’t reach for their checkbooks fast enough, while the majority of pilots watched the market with curiosity but without any overwhelming compulsion to upgrade their old but serviceable six-pack instrument clusters with the shiny new glass displays.

The FAA sweetened the pot last year by allowing approval of non-TSO’d autopilots in Part 23 airplanes. Suddenly, an owner of an aging piston airplane like a Cessna Skylane or Piper Archer could upgrade to state-of-the-art glass displays and autopilots from a half-dozen manufacturers for prices that make sound economic sense.

Clearly, the market for retrofit avionics has matured beyond the early adopter stage. According to the Aircraft Electronics Association, retrofit avionics sales exploded last year, surging more than 20 percent over the previous year. So far this year the trend is continuing, with retrofit avionics sales rising another 12.6 percent versus last year. We’re well into the “early majority” stage that product marketers so covet, soon to be followed by the “late majority” of buyers and finally the “laggards” who will upgrade their crusty old Skyhawks only after everyone else on the field is already flying with upgraded avionics.

When the FAA a couple of years ago relaxed approval standards for certain avionics in certified Part 23 airplanes, it opened a pathway for manufacturers to skip the lengthy and expensive TSO certification pathway and create new products for general aviation based on ASTM standards rather than the cumbersome DO-178 standards for software, in the process sometimes slashing millions of dollars from the development costs of a single product. By achieving parts manufacturing approval (PMA) and supplemental type certification (STC) for products more typical of Experimental-category avionics, manufacturers were able to bring prices down considerably for hundreds of types through the approved model list (AML) process. Even the avionics manufacturers themselves say they did not anticipate how quickly aircraft owners would adopt these products, but it turns out that the combination of lower prices and additional capabilities makes for a winning formula.

Three TXi display sizes are available, offering flexibility for panel configurations. Our favorite is the large 10.6-inch display, which just looks right in the panel of an airplane like a Beech Bonanza. There are also two versions of 7-inch displays, in portrait and landscape orientations. The 10.6-inch display can operate as a PFD, MFD or optional integrated engine indication display. The 7-inch portrait display can be dedicated to any one of those functions, while the 7-inch landscape unit is available exclusively as an engine display. The G500 TXi system is intended for Part 23 Class I/II aircraft under 6,000 pounds, and the G600 TXi for Class III aircraft weighing up to 12,500 pounds.

The new AeroVue Touch cockpit introduced this spring is a single-box PFD retrofit option for certified general aviation aircraft that will be available for installation on 353 different aircraft types through an AML STC. AeroVue Touch features a 10.1-inch touchscreen and a “near-4K” high-resolution display offering the choice of a full-screen PFD or a split-screen shared with a moving map and other flight information. Large display buttons and infrared scanning allow easy use even by gloved hands, BendixKing says, and shallow menus provide access to all system functions with a maximum of four touches.

The Evolution E5 display consolidates traditional attitude indicator, directional gyro and course deviation indicator instruments into a single display that retails for just under $5,000. The E5 unit also includes global positioning system steering (GPSS) and air-data computer and attitude heading reference system (ADAHRS), as well as a backup battery. Aircraft owners can also upgrade to the Evolution E5 display and a compatible TruTrak Vizion autopilot for less than $10,000, Aspen says.

What we like best about the E5 6-inch active-matrix LCD is that it’s brighter and more vibrant than previous Evolution displays, while retaining Aspen’s ingenious form factor intended to keep installation costs down by slotting into the panel space of electro­mechanical attitude and heading indicators.

The AeroVue system incorporates three high-resolution 12-inch LCDs featuring Honeywell’s SmartView synthetic-vision system. AeroVue also includes a full flight management system and HUD-like symbology on the primary flight display. The flight deck includes an excellent cursor control device mounted on the center console next to an alphanumeric keypad.

Garmin’s G1000 NXi is a faster, modernized successor to the original G1000 cockpit now available in the King Air 200 and 300/350 models. Thanks to its improved computer processors, the system supports faster map rendering and smoother panning throughout the displays, which now initialize within seconds after start-up.

The Avilon avionics system includes four large LCD flight displays, two smaller data-entry touchscreens, radios, flight management computers, dual AHRS, audio panel, ADS-B-compliant Mode S transponder, and flight director/autopilot (minus the autopilot servos, which are retained).

The system is currently flying in a company King Air 200 certification test bed, with certification expected by this fall. Sandel says it has partnered with three dealers in the United States (Stevens Aviation, Cutter Aviation and Landmark Aviation) and one in Canada (Rocky Mountain Aircraft), which have all agreed to honor the guaranteed $175,000 fly-away price.

Thomas Global Systems is introducing a drop-in LCD screen upgrade for business jet flight decks equipped with legacy Collins Pro Line 4 systems with EFD-4077 displays. The TFD-4100 is a drop-in replacement for Collins CRT displays installed on numerous business jet models, including the Bombardier Challenger 604 and Learjet 60; Dassault Falcon 50EX/2000/2000EX; Gulfstream G100/G200; and Beechjet 400A/XP.

The TFD-4100 is the sixth in a line of CRT-to-LCD replacement screens that are already operating on several commercial, regional, and business aircraft types. Certification of the TFD-4100 is expected in early 2023.

Airplanes are expensive. Even the smallest member of the 787 Dreamliner family can set you back a quarter of a billion dollars, per the published Boeing price list below. But, like every car owner knows, just because you bought it doesn"t mean you"re done paying for it: parts and accessories are expensive, sometimes surprisingly so. From the amenity kit you are handed when you fly in a premium class ($4 and up) to the fanciest first-class seats that are actually suites (a million bucks a pop, give or take), the airlines make hundreds of purchasing decisions before their new aircraft even enter service.

We spoke with industry experts and manufacturers, and performed some detective work, to uncover some of these costs. It wasn"t easy; the prices for everything from galley carts to jet engines are closely guarded in the industry and are usually wrapped into the list prices for commercial aircraft, which are only indicative themselves. For example: Boeing says a 737 MAX 8 costs $121.6 million at list price, but when you"re an airline that buys 200 of them in one go — and gives Boeing a huge image boost in the process — you are sure to get a fat discount.

"When an airline buys a plane, they start with the list price and a standard set of components and features," said John Mowry, Managing Director of Alton Aviation Consultancy, a global aviation consulting firm with expertise in aircraft leasing, maintenance, repair and operation. "Most items such as landing gear, wheels, lavatories and standard avionics won"t be broken out by line item. Boeing, for example, has downselected the number of options available for the Boeing 787 for efficiency" he said, noting the list of options is still very extensive.

No, not even close. In each case, Boeing and Airbus are assembling aircraft whose parts come from an extensive global supply chain. Jet engines are made by General Electric, Rolls Royce and Pratt & Whitney. Composite-material wings are made by Mitsubishi Heavy Industries in Japan and GKN in the UK, among others. The same applies to avionics, tires, windows, galley carts, ovens, Wi-Fi and in-flight entertainment, and all manner of other pieces. A case in point: airplane bathrooms, called lavatories. "Boeing does not make lavatory systems. Our airline customers purchase them from a number of different vendors and have us install them," a spokesperson for Boeing said in an email.

The windshield on the cockpit of a Boeing 737 costs around $26,000, according to international trade export records of the sliding window assembly for cockpits of that twinjet. In contrast, a single passenger window assembly for the Boeing 737 could cost $500. The price escalates from there. Many aircraft types have electro-chemical heating systems for flight deck windshields; the Boeing 787 Dreamliner passenger windows have electrochromic technology, which uses electricity to change the color and amount of light that passes through the window.

Economy seats vary in price, but not dramatically. Frontier Airlines, Spirit and Ryanair offer no-frills seats, for example, some with no seat-back pockets for easy cleaning and maintenance. Economy seats start at around $3,000 per seat, Alton"s Mowry said, up to around $5,000 for more comfortable or complex seats. A long-haul premium-economy seat — which will have more cushioning and better armrests and headrests, and pretty much is the same as a domestic US first-class seat — will start at around $10,000 per seat up to around $15,000, Mowry explained. In addition, more complex seats will be made from composite materials, said Adam Gavine, editor of Aircraft Interiors International. He noted that the costs of flying a heavier seat over a more expensive composite version might far outweigh the initial savings on the seat: "It could be that the cheapest seat to buy isn"t the cheapest to fly."

"There are a huge number of options out there for business-class seats to suit different budgets, flight lengths, aircraft types, passenger experience goals, or weight goals," Gavine said.

Airline amenity kits are not an aircraft component per se, but an important part of the business- and first-class passenger experience. The kits are typically made and assembled overseas by third-party agencies on behalf of the airlines. Industry sources say that US airlines pay less than $4 for the bag itself, toiletries, ear plugs and other items inside, buying millions of units at a time. The non-US airlines are bigger spenders, with kits upwards of $30 in cost. While they are de rigeur for a first- or business-class passenger, the airlines want to strike a balance between a seemingly luxury offering and added expense.

According to reporting in The New York Times, the coffee maker on an airplane can cost between $7,000 and $20,000. Other industry sources suggest older aircraft coffee makers can be had on the used market for $300 and can be plug-and-played into aircraft, but I doubt the major airlines elect to do so. Why the high price for a usually terrible cup of joe? It"s an electrical device used regularly by cabin crew, and a fault in the device could be the cause an in-flight fire, which airlines would like to avoid.

So, what do the lavs cost? Boeing and its suppliers declined to comment. However, a Wall Street Journal article cited Sebastien Weber, the CEO of Zodiac Aerospace, who said the vacuum toilet alone cost "a couple thousand dollars." What about a full aircraft plumbing system? It might be expensive, but "not in the millions of dollars," Weber said. The lavatory system in the Airbus A380 boasted "672 feet of titanium pipes to four waste tanks and eight water tanks," according to the WSJ.

PS101-06061-00 is a 6.2 x 6.2” high bright liquid crystal display module. The module consists of the LCD panel, driver ICs, and control circuit with LED backlight unit. This product supports 1024 x 768 XGA in put format and displays a 768 x 768 image. The display shows 16.2M colors (6-bits colors with FRC). The LED backlight driver for LED backlight is built-in. It can be used in many applications requiring high brightness, sunlight readable and wide operating temperature.

Large Format Displays are an indispensable part of Digital Signage, as well as for presentations and interactive meeting room applications. Sharp/NEC stands for a safe investment secured by high quality components and design, plus high operational safety. With a broad choice of LFD ranges and numerous customisation options, Sharp/NEC delivers tailor-made display solutions.

Enter the world of Digital Signage with Sharp/NEC’s entry-level displays. Designed to bring Sharp/NEC’s heritage of performance and quality to cost-conscious yet demanding customers, the E Series perfectly suits basic signage applications. Operating standalone via an integrated media player, signage starts automatically with the embedded auto-start function.

Showcase products and highlight every little detail like never before with the Sharp/NEC 8K displays for professional use. Beautiful images with a stunning 8K resolution set a new benchmark for image quality, while also ensuring that fine text is precise and legible.

Reliable solid-state sensors. Sharp, bright LCDs. Works with whatever"s in your panel. Easiest installation. Expandable and upgradable. Best value in the market. Leave the Steam Era behind.

The Main Screen displays the Tachometer and Fuel Flow in large analog arcs at the top of the instrument, providing immediate and quick reference values. The digital display provides accuracy in monitoring engine functions.

Easily replace several of your aircraft’s primary and non-primary engine instruments with the Twin CGR-30P Package. The STC’d and TSO’d CGR-30Ps can replace and consolidate many of your existing primary and non-primary instruments. Each CGR will mount flush through a 3 and 1/8 inch hole and will not protrude from your panel.