Avionics engineers seem rarer than plumbers...
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Avionics engineers seem rarer than plumbers...
I am looking to get some work done on the avionics in my PA28. I have been speaking to two different companies and am struggling to get responses or commitment to dates. One company I have been talking to since Feb! Is this a common theme?
Any one know of someone who is reliable in south UK?
Simon
Any one know of someone who is reliable in south UK?
Simon
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Which is the bit I can never understand and I sure is a big factor in holding the industry back.
A qualified engineer should be able to work on the aircraft. We should approve the individual not the organisation
A qualified engineer should be able to work on the aircraft. We should approve the individual not the organisation
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I did not think that the crash had anything to do with the LAA.
Back to the avionic question - I have had little problem doing all the wiring on my own aircraft and installing several EFIS systems, Transponders etc on a number of others. Perhaps the Avionic side could be deregulated as far as the work is concerned and get an LAA inspector in to look it over on CofA aircraft? This would save the industry a lot of cash.
Rod1
Back to the avionic question - I have had little problem doing all the wiring on my own aircraft and installing several EFIS systems, Transponders etc on a number of others. Perhaps the Avionic side could be deregulated as far as the work is concerned and get an LAA inspector in to look it over on CofA aircraft? This would save the industry a lot of cash.
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I'm in a similar position to the OP, albeit in a different part of the world. There is right on both sides of the argument: specialized knowledge and equipment is required to safely maintain a certified GA aircraft, especially one in IFR category. (And the kit required for some of the maintenance and certification on the more advanced systems is likely beyond the means of an individual aircraft owner). By the same token, I've seen (and solved) some pretty bad engineering issues by avionics shops.
An approach which worked for me was to get know the techs at one of the better companies, then work with them in diagnostics, installations etc. In Australia at least it will ultimately have to be the licenced tech that signs off new installs, instrument and transponder checks, etc. Fortunately, a lot of expensive tech time still goes into hunting basic issues and with your own comms knowlege and basic equipment, you can make a big difference to the bottom line.
An approach which worked for me was to get know the techs at one of the better companies, then work with them in diagnostics, installations etc. In Australia at least it will ultimately have to be the licenced tech that signs off new installs, instrument and transponder checks, etc. Fortunately, a lot of expensive tech time still goes into hunting basic issues and with your own comms knowlege and basic equipment, you can make a big difference to the bottom line.
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I want to give someone money, and get it done in the next 4 weeks,seems crazy that there is such a gap in the market. Could this be another gap for the Polish guys to exploit? With 8.33 due in less than 3 years there will be a lot more work coming...
Simon
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GA is a shrinking market in "certified-land" and with the latest changes in regulations, ADS-B/Mode-S/833/ELT/etc, the authorities generated an artificial peak in demand. No merchantman would ever hire people based on that peak, because in 2020 nobody will have a need for them. In economics the market would normally react in a raise of prices to compensate, but buyers do have an alternate in europe - stop flying, as most of the volume in europe GA is from pleasure flying. If I look around here and see what officially certified mechanics have to do, how they do and what they do, I do not see the real thing in certification. But, here the small aircrafts are a vital transport mechanism and many parts won't be accessible at all without GA. Guys, get used to the situation over there, it won't change.
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It ain’t rocket science but it ain’t avionics now either.
The avionics engineer used to be someone who could repair anything radio. Now, if your GTN750 packs up, send it back to Garmin is the only option.
When you look at the installation of these new avionics, it is all computer network cables. Half the time spent on installing new avionic suites is down to making all the bits speak to each other, set-up pages, etc.
Now, far be it for me to say but the licensing system for avionic engineers is so far behind the CAA / EASA should throw it all away.
What does it need to install 8.33 kit?? Bugger all really.
The avionics engineer used to be someone who could repair anything radio. Now, if your GTN750 packs up, send it back to Garmin is the only option.
When you look at the installation of these new avionics, it is all computer network cables. Half the time spent on installing new avionic suites is down to making all the bits speak to each other, set-up pages, etc.
Now, far be it for me to say but the licensing system for avionic engineers is so far behind the CAA / EASA should throw it all away.
What does it need to install 8.33 kit?? Bugger all really.
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Back to the original question. You don't say how complex the work is? Is it a bit of fettling, or ripping the whole panel out and fitting a pair of GTNs and and Aspen?
I needed a quote for removing an inop ADF receiver, and swapping out an old mechanical King nav/com for a Garmin 430.
I contacted four avionics companies in the UK, and one in the Netherlands who was recommended to me.
UK1) Still hasn't replied to my original enquiry
UK2) Replied after two weeks and said the work would cost more than the airframe was worth and came up with about ten barriers against continuing
UK3) Replied after three weeks saying they would pass my query on to someone else. That someone else contacted me and asked for more information, and it's now been 15 days without contact
UK4) Replied immediately - same day in fact. Apologised that he was away for a couple of days but would have a quote by the end of the week. Got quote two days later. Instant replies to all e-mails, and a very helpful dialogue. Competitive pricing.
NL) From initial e-mail to getting a quote was four working days. Again, very helpful discussion. Reasonable quote, but obviously there are additional costs involved with this option (ferrying the aircraft back and forth from Holland) - that said, it's the sort of flight I'd do for fun anyway, so really all we're talking about is a couple of lo-co airline tickets on top.
No point in naming/shaming UK1-3, but UK4 was Bournemouth Avionics at Lee-on-Solent, and NL was JP Avionics at EHMZ (Zeeland).
I needed a quote for removing an inop ADF receiver, and swapping out an old mechanical King nav/com for a Garmin 430.
I contacted four avionics companies in the UK, and one in the Netherlands who was recommended to me.
UK1) Still hasn't replied to my original enquiry
UK2) Replied after two weeks and said the work would cost more than the airframe was worth and came up with about ten barriers against continuing
UK3) Replied after three weeks saying they would pass my query on to someone else. That someone else contacted me and asked for more information, and it's now been 15 days without contact
UK4) Replied immediately - same day in fact. Apologised that he was away for a couple of days but would have a quote by the end of the week. Got quote two days later. Instant replies to all e-mails, and a very helpful dialogue. Competitive pricing.
NL) From initial e-mail to getting a quote was four working days. Again, very helpful discussion. Reasonable quote, but obviously there are additional costs involved with this option (ferrying the aircraft back and forth from Holland) - that said, it's the sort of flight I'd do for fun anyway, so really all we're talking about is a couple of lo-co airline tickets on top.
No point in naming/shaming UK1-3, but UK4 was Bournemouth Avionics at Lee-on-Solent, and NL was JP Avionics at EHMZ (Zeeland).