FAA STCs
No doubt those who operate N reg aircraft will love the idea of an FAA AML STC covering perhaps 2-300 aircraft. EASA saw clearly that the STC owner could not have checked the applicability of all aspects of the STC on all of the aircraft types on the approval. These FAA STCs offer the installer lots of discretion in interpreting the data - something EASA won't allow, and there will be some areas where there is good justification. We see larger twin turbo-prop aircraft with dual GNS430W's imported to EU with installations done against a Garmin AML STC and there are no wiring diagrams and no configuration data to support whats been done. You can't expect to diagnose faults in a complex system with multiple pressure bulkead disconnects, junction boxes and complex cross-side nav and autopilot switching with no aircraft-specific data, yet this is what the FAA STC allows. Whilst I don't support all EASA impose on us, I certainly don't agree with all of the FAA methods.
However, this is digressing from the basis of this thread - EASA STCs for glass cockpits. IO-540's suggestion was that those avionic shops creating the STCs would be ripping off the end-user. Do you still feel this is the case when the aircraft owner may face a certification bill of $600 for an Aspen EFD100?
If yes, how should avionic shops address this and still try to stay in business?