aviation 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 ...

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.

Based in Albuquerque, New Mexico, Aspen Avionics specializes in bringing the most advanced display and sensor technology from the commercial and business aviation markets into general aviation cockpits—and budgets. Together, our Evolution Flight Display System, and NexNav™ GPS sensors help enable the aviation community to affordably meet the FAA’s NextGen mandate. Aspen is also responsible for introducing the industry’s first wireless technology that enables transmission of flight plans from an iPad to certified avionics with its patented Connected™ Panel. At Aspen Avionics, we design products to be affordable, easy to install, and easy to own. The company can be found online at www.aspenavionics.com, and may be reached at (505) 856-5034.

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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.

The FAA’s recollection of what happened differs from Nexa’s, however. “FAA was never granted the appropriations authority from Congress that would have been required to establish a loan guarantee program,” an FAA spokesperson told Avionics Magazine when questioned about the demise of the fund. “FAA reviewed the NextGen GA application to evaluate financial risk to taxpayers and benefit to general aviation users. FAA engaged in extensive discussions with the applicant.”

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 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.

When the TXi series is paired with a GTN 650/750 touch-screen navigator, Connext wireless connectivity offers additional capabilities. Flight Stream 510 is an option with the GTN 650/750, which enables Database Concierge, the wireless transfer of aviation databases from the Garmin Pilot app on a mobile device to a GTN and the TXi system. Flight Stream 510 can also share information with compatible mobile devices running Garmin Pilot or ForeFlight Mobile, including two-way flight-plan transfer, traffic, weather, GPS information and backup attitude information.

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.

Dynon Avionics made its mark in aviation with a highly capable portfolio of products for the Experimental market. Now, the company is beginning to seriously encroach on the market for certified avionics. It has received its first supplemental type certificate for the SkyView HDX avionics system aimed initially at older Cessna Skyhawks. Cessna owners can now replace the vast majority of their legacy instruments with a SkyView HDX system offering complete primary flight instrumentation and a whole lot more.

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.

Garmin’s Connext wireless connectivity can optionally transfer aviation databases from the Garmin Pilot app on a mobile device to the G1000 NXi, as well as support two-way flight plan transfer, the sharing of traffic, weather, GPS information and backup attitude data with compatible mobile devices running Garmin Pilot or ForeFlight mobile.

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.

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Offering some 5,000 G1000 glass-panel systems (each of which has an FMS knob), Garmin probably has the lion’s share of the GA glass-panel and FMS market. Indeed, if an FMS is considered to be any navigation device combining inputs from multiple sources, Garmin may have a larger installed base than Honeywell. By the time you read this, the 100,000th GNS 400/430/500/530 GPS/NAV/COM will have shipped. Many pilots don’t consider any of these to be a true FMS, but Eclipse Aviation disagrees—the company recently touted its decision to add dual GNS 400Ws to E500 light jet panels as providing long-overdue point-to-point navigation and FMS capability. Garmin Director of Flight Operations Tom Carr says the 400/500 series was originally intended as a NAV/COM replacement, “But Garmin included so many additional features that it became as capable an FMS as many other systems—and with the G1000, we’ve really provided all the features of an FMS.” Whether a G1000 implementation includes a keyboard depends on the aircraft manufacturer—most piston singles don’t have room for it, though Columbia (now Cessna) is an exception. Cessna also provides keyboard access to the G1000 in its Citation Mustang. Regardless of how data is entered, the G1000 offers a wide range of FMS features, including WAAS-compatible GPS navigation, automatic NAV tuning, VNAV (vertical navigation) and storage of multiple flight plans. List Price: In most cases, the G1000 is sold on an OEM basis through aircraft manufacturers, though one exception is a G1000 retrofit package for the Beech King Air C90, which sells for $350,000 installed. Contact: Garmin, (800) 800-1020, www.garmin.com.

L-3 Communications doesn’t describe its SmartDeck glass panel as an FMS, but after flying a Cirrus SR22 with it, I have to say that it sure seems like one. Navigation waypoints are entered, and NAV/COM frequencies are tuned on a central control unit (CCU) that replaces the conventional radio stack. Although the SR22 I flew didn’t have a full alphanumeric keyboard, the CCU did offer a numeric keypad that can be used for both NAV/COM frequencies and transponder codes. Uniquely, in my experience, SmartDeck will automatically look up the nearest facility associated with a NAV/COM frequency. It also offers a “scratchpad” for buffered data entry similar to that found on high-end airline FMS displays. Other SmartDeck features include WAAS-compatible GPS guidance, context-sensitive menu architecture (including a graphic that shows you exactly what the outer- and inner-tuning knobs will do depending on the mode selected), automatic NAV tuning for approaches and VNAV. List Price: TBA. Contact: L-3 Communications, (800) 253-9525, www.l-3avionics.com.

The UNS-1 FMS was introduced by Universal Avionics back in 1982; since then, the company has continually updated the product. The latest versions offer a 12-channel WAAS-compatible GPS receiver, per-pilot and per-company stored routes, full VNAV, fuel management and automatic entry to holding patterns. Optional features include frequency management and data-link support. A variety of models are available in both all-in-one and remote-computer configurations, including a low-profile version with a four-inch, flat-panel LCD screen. All UNS-1 control units include a graphic display and an alphanumeric keyboard. List Price: Varies with selected options. Contact: Universal Avionics, (800) 321-5253,www.uasc.com.

Over time, additional features were added, including automatic tuning of navigation radios, graphical moving-map displays, fuel management, system control and even in-flight data-link services.

As for cockpit displays, ADS-B output doesn’t require one. But to see the FIS-B weather and TIS-B traffic, you’ll need one. An easy solution might be a tablet computer connected in a semi-portable wireless installation.

The FAA published the standard in hopes of promoting interoperability between different types and brands of ADS-B avionics and displays. Smart thinking, no?

In a nutshell, the protocol defines technical requirements for RS-422/RS-232 serial data connections between cockpit displays and ADS-B datalink radios receiving traffic and weather broadcast services. It’s also referred to as the GDL 90 interface protocol, since Garmin/UPS-AT developed it and the GDL 90 UAT receiver for Capstone. We should note that Garmin has since chosen not to adhere to the standard, instead adopting a proprietary interface protocol for its newer GDL 88 receiver.

The GDL88 isn’t Garmin’s only solution. There’s also a 1090ES option with the GTX330ES transponder. It can be purchased outright for $4389 or an existing GTX330 transponder can be upgraded for $1200. We suspect this unit will be the dominant 1090ES solution, given the large number of GTX330 units in the field. This is the unit that receives TIS traffic data and overlays it on a variety of displays. The GTX330ES works much the same way, except it outputs ADS-B. The GTX33ES is the remote version.

As for GPS compatibility, the GDL88 can be connected to Garmin’s GNS500/400W-series navigators with software version 5.0 or greater and with the current line of GTN-series navigators. The GNS480/CNX80 isn’t approved. Since the GDL88 is a UAT receiver, it can display both ADS-B traffic and FIS-B weather on select Garmin panel displays, including GNS, GTN and MX/GMX-series systems. It won’t display on tablets.

The TT21 and the TT22 are perhaps the smallest mode S transponders on the market with 1090ES ADS-B output. These models use two pieces: a control head that’s installed in the panel and a remote transceiver. An altitude encoder is built in to the controller (a welcome move). The controller uses an LCD screen and squawk code, and Flight ID input duties uses a conventional rotary knob. We’ve flown with these transponders and found them built to rugged standards. The controllers are even splashproof for water ops and open cockpits. Pricing starts below $3000.

For example, Aspen Avionics is in the process of bringing a new line of ADS-B solutions to market and is expected to make a sizable announcement at this year’s AirVenture later in the summer. While Aspen couldn’t give us much details, the products will be the result of a partnership with FreeFlight Systems. Aspen told us its planned system will work with the company’s Evolution line of displays, in addition to other brands.