Are Navigators Expensive To Repair

We've been around enough avionics installations to know that most every projection tin can snowball once the aircraft hits the hangar floor. That's especially true as more owners finally commit to ADS-B installations. If the aircraft hasn't seen an avionics installation in ages, low-budget buyers might noodle the thought of ownership used GPS navigators. Only what may seem like a smoking-practiced deal on used equipment websites could exist a setup for a serious instance of buyer's remorse.

In this article we'll accept a fresh look at the used IFR GPS navigator market, how you might cull the correct one and ones to steer clear of at any toll.

Why WAAS?

VFR pilots might know little about WAAS GPS adequacy, except that it'south a mysterious requirement in an ADS-B installation. When shopping the used market, it's often difficult to differentiate WAAS units from plain-vanilla ones, even though both can be approved for flying GPS approaches.

If your intention is to equip the aircraft for IFR, FAR 91.205 is a good place to start to sympathise what information technology needs to be blank-bones legal. IFR GPS isn't a requirement, only nosotros think about IFR missions volition be seriously defective without one. If your plans include instrument training, a WAAS navigator volition be your ticket to the modern world of flying precision GPS approaches. Ane without WAAS, but that's eligible for IFR certification, will allow you lot to legally file and fly IFR flight plans using the GPS navigator as your primary source of navigation. What you lot won't be able to do is fly a GPS glideslope.

We won't go deep into procedures here, but in the arroyo environs non-WAAS navigators are the equivalent to flying a localizer-but approach (an LDA is one). In that location'due south lateral guidance, but no vertical guidance, which means you wing the published pace-down procedures without glideslope cues from the navigator.

The benefit of all-in-one navigators is they update 3 systems in one box—comm, nav and GPS. But this too ways yous could be paying for sizable amounts of antenna piece of work. If the shipping merely has one radio, you'll need a 2nd comm antenna (that's if yous want to keep the existing radio as a fill-in), and rework the navigation antenna system with splitters to accommodate a second nav radio with glideslope.

And, simple panels might not even have an audio switching panel that yous'll now need to install to back up dual radios. Come across what we mean by snowballing installations? Now the upkeep is really getting tight. Let's take a look at the used market for specific models.

Garmin Hunting

Searching the used marketplace for the right Garmin navigator will have some cognition. To start, you need to recognize not all take WAAS—especially earlier models, which hit the market somewhere around 1998. Which used GPS navigators don't accept WAAS? Anything older than a Garmin GNS530W/430W. And that W suffix in the nomenclature is your important guide when searching the used market. Beware of misrepresented units; a straight GNS530 or GNS430 isn't a WAAS model. You'll also detect the GNS400/500 series. These don't have integrated VHF radios. The GNS420/520 take a built-in comm, but no nav receiver.

Upgrading any of these units to WAAS is possible. It's a factory modification that has a current flat-rate price of $4395, which includes a new navigation datacard and a new WAAS antenna. It as well includes whatever repairs that are required to bring the unit to TSO specs. Non-WAAS antennas and datacards won't work with an upgraded unit of measurement. While the wiring is the same beyond the lath, WAAS installations require low-loss twin-shielded coaxial antenna cable to help preserve signal integrity.

All vintages of the GNS430 and larger (5-inch screen) GNS530 have proven reliability, although there are some usual clothing-and-tear issues and some potential failures to wait out for. These include display problems, navigation receiver board problems and fifty-fifty cosmetic imperfections similar faded display lenses and worn bezel button classification. Beware of older 28-volt GNS430s. We've heard of board failures in some that couldn't be repaired, and all will require a voltage converter for utilize in a 14-volt electrical system. This will add to the price and complexity of the installation and introduce a component that could be a source of failure down the road.

The discontinued Garmin GNS480 and Garmin-AT CNX80 are WAAS units, are generally desirable and can exist used equally a mandate-compliant GPS position source in an ADS-B Out installation. But, they were produced in far fewer numbers than the GNS serial, which makes them tougher and fairly expensive to source. We couldn't find many for sale during our research. The couple we did locate had asking prices in the $7000 range, and factory flat-charge per unit repair pricing—even if nothing needs repairing—is $1100.

Your used navigator shopping experience could exist easier at established avionics shops and retailers, instead of eBay and online classifieds like Barnstormers, although there are plenty of legit sellers on these sites, and some scammers, too. The purchase should be easier if the seller is a Garmin dealer, since they can hands source any missing installation accessories if they're all the same bachelor.

Avidyne Primes The Pump

One reason nosotros're seeing a healthy supply of used Garmin GNS430 and 530 navigators on the used market place is the growing popularity of Avidyne's IFD-serial navigators. These were strategically designed as slide-in replacements for the GNS serial, sidestepping a complicated teardown installation. Avidyne has been aggressive with its marketing strategy. Equally we get to press, it has a generous trade-in program for removed Garmin navigators when ownership a new IFD550/540/440 navigator. Merchandise allowances (handled through the Avidyne dealer) hint at the impressive resale value of a Garmin GNS.

For example, for credit against the buy of the flagship IFD550 (which has a listing price of $21,999), a removed GNS530W is worth $8500, and $7500 against an IFD540 (priced at $xv,999). As the pricing nautical chart on page xx shows, the GNS530W might sell for $9000 on the used market. Legacy (non-WAAS) GNS530s trade values from Avidyne are worth $4500 and $3500.

For merchandise against the smaller Avidyne IFD440 (priced at $11,999), Avidyne is offering $5000 for a GNS430W and $2000 for a non-WAAS GNS430. Avidyne is offering as much equally $4250 for a GNS480 against an IFD550 and equally little every bit $2250 confronting an IFD440.

Worth mentioning is that slide-and-fly Avidyne navigators don't come with antennas, since they'll use the existing ones on the aircraft. This could mean an extra $400, on average, for you or the installing shop to source one. And even if the used navigator does come up with an antenna, it might be weathered and faded—probably not what you would desire to bolt on to a new paint job. Given the complication of some antenna installations, especially on pressurized airframes, we suggest springing for a new one.

There's besides the install kits, to include mounting tray, backplate and primary connectors. Again, they'll exist used in an IFD slide-in install. The bad news is that Garmin doesn't supply the kits for the GNS units any longer. The skillful news is that Avidyne earned PMA approving so that its IFD installation kits (the ones used in a new IFD installation) can be used with the old Garmin navigators. Some shops told us fifty-fifty in a slide-in IFD install, they'll remove the existing Garmin rack so information technology remains with the unit.

Nosotros were curious if Avidyne had stockpiles of used Garmin navigators lying effectually but Avidyne's Tom Harper told u.s.a. that in nigh every instance, the installing Avidyne dealer keeps the unit and resells it on its own. Shops we talked with admitted having no problem reselling them. "There is definitely a second-tier market for used Garmin GNS navigators," Tom Harper told us. Shops also acknowledge the promotion has been quite good for driving more customers to the shop for Avidyne upgrades because Garmin doesn't offer any trade allowance for its GTN navigators.

Vintage Navigators

These include King KLN90 and newer BendixKing KLN89 and KLN94 units. The KLN90A was one of the kickoff IFR navigators and is for IFR enroute utilise, while the KLN90B adds non-precision arroyo adequacy. We wouldn't exactly call them boat anchors, but flat-rate manufacturing plant repair pricing (or exchange) could make ane uneconomical to keep in service.

If you lot accept one that fails, replacement is still cheaper than a new install, merely information technology'due south crazy expensive. BendixKing's Roger Dykeman told us the BendixKing mill offers quick-plough exchanges (dependent on the part number) and repairs for $3228, with a ane-year warranty.

The newer KLN94 (this is the model with color brandish and not-precision approach capability) is repaired on a time-and-materials basis (no exchanges) because the display is obsolete. For that reason, we would avoid one for new installations.

Other units to avert include the Apollo GX-series navigators. That's because a brandish failure makes them unrepairable since the vendor is gone. Garmin'southward early on-generation IFR navigators are the GPS155 and comm-equipped GNC300, which are far out of production. According to Garmin, repair services are no longer available.

Frankly, given the accessories that will be required for a legal IFR installation (nav indicator and annunciator console), we can't see buying them anyway. They'll never be WAAS compatible, they have stark moving map displays and they have an antiquated feature set. Reliability is skilful, though.

Accessories, Paperwork

Where y'all source the used navigator is most as of import every bit the one you lot choose. That'due south considering y'all'll want traceability and at the least, proof that the unit works to specs. The only way to actually get that guarantee is with a bench exam and a sign-off that it's airworthy, known as an FAA 8130-3.

Don't ever put a lot of organized religion in a unit advertised as existence "yellow tagged." This is marketing speak left over from the days when shops differentiated the status of equipment past the color of the identification tags they attached to the chassis. Yellowish meant it was serviceable, dark-green was repairable and ruddy meant the unit was for parts relieve only.

The 8130-3 is the form the technician or repair station representative completes and signs afterwards a office has been tested, inspected (and perhaps repaired) and found to conform with manufacturer specifications. The 8130-3 usually goes in the aircraft logbook or flight transmission supplement.

Nosotros've found that some shops won't event a signed 8130-3 on modern GPS navigators because they don't accept the capabilities to fully test the unit the way the manufacturer can. This includes verifying that the GPS receiver is inside specs, among other items. Moreover, resellers know that sending the unit back to the factory for a flat-rate repair will eat upward all of its turn a profit. That's fine, as long equally they'll guarantee that the unit is fully functional. Reputable companies will.

Wentworth Shipping in Minnesota is i and frequently has a healthy inventory of used avionics. While it's a long-established and respected salve dealer, it isn't an FAA repair station and can't sign off on an 8130-3 class. Wentworth's Kevin Helvey told us the company generally warranties its used avionics for xxx days but for an actress fee can have the equipment bench tested at a third-political party shop. The going bench labor rate ranges from $110 to $150, not including parts needed for repairs.

For aircraft that oasis't had avionics work done in a while, the GPS installation is a good fourth dimension to remove abandoned antennas, old wiring and install an avionics master switch and new excursion breakers.

What Will It Actually Cost To Install

Since in that location are more variables when installing used equipment, the first step before even shopping the used market is to bring the airplane to an avionics store you trust for evaluation. This might lessen the possibility of major cost overruns once the project hits the hangar floor. For one affair, that big-screen GPS you lot desire might not fit in the radio stack without major rework. There's besides the possibility that the unit of measurement isn't compatible with existing nav indicators. HSI systems might make the interface easier since mod ones are by and large uniform with a broad variety of navigators. But that doesn't mean you won't have to purchase more accessories to comply with the guidelines prescribed in the STC installation manual.

For example, since IFR GPS has way announcement (these are the navigator prompts and warning message outputs required for IFR), the installation transmission might require that the GPS is installed within the pilot's field of view and so you tin see them. If it'southward not, many models—including the Garmin WAAS GNS navigators—require the installation of a defended annunciator panel. In older Beech Bonanza and Baron models with displaced radio stacks, you can pretty much count on it. This work can easily add $grand to the job, including the hardware.

Since IFR GPS systems have to exist interfaced with the Way C altitude encoder for baro input, y'all might notice yourself spending some money on a new distance encoder. Some navigators like the Garmin GNS480/CNX80 require series distance input, a more precise distance format that older gray lawmaking digitizers won't accept. Moreover, if the installation also includes ADS-B equipment, you lot might need a new encoder anyhow. We covered altitude encoders in the July 2022 Aviation Consumer.

Equally one common scenario, consider a used Garmin GNS430W that yous bought for $7000. If you don't have a compatible nav indicator, a GI106A mostly sells for roughly $1500. It's recommended to interface the GPS with an avionics cooling fan, which might price an boosted $600. With labor, shop parts (wire, connectors) and paperwork (GPS installations require a flight manual supplement and in some cases, an FAA field blessing) the total installed price could easily come up in just shy of $12,000. While that's nonetheless cheaper than a new Garmin GTN650 or Avidyne IFD440, the narrow toll spread might be worth information technology for a two-twelvemonth factory warranty and newer engineering.

Select Used GPS Pricing Examples
MODEL	TYPICAL PRICE	FACTORY REPAIR Toll	COMMENTS
Garmin
GNS530	$6000	$1400	Manufactory upgradable to WAAS
GNS430	$4000	$1100	Factory upgradable to WAAS
GNS530W	$9000	$1500	Install kits no longer available
GNS430W	$7000	$1200	Install kits no longer available
GTN750	$12,000+	$1144	Price a factory-new i with a warranty
GNS480/CNX80	$6000	$1200	ADS-B compatible GPS source
Avidyne
IFD440	$ten,500	$1200	Verify software and wireless capability
Bendixking
kln94	$2500	time/materials	Not-precision approaches simply
KLN90B	$g	$3228	KLN90A model enroute IFR just

Decision

We're generally cautious well-nigh recommending high-priced discontinued avionics because there'southward always the business organization almost future support. When information technology comes to Garmin'south GNS530W/430W navigators the future is uncertain, just Garmin has given no indication that information technology won't back up these units going forward. Given the impressive number of units that remain in service, we encounter why. Plus, Garmin gave these units a new charter on life when it included them in its Flying Stream wireless interface. When connected, at that place's a tablet-based victor airway/flying planning function that improves the characteristic ready tenfold, in our view. For aircraft sporting vintage analog navcomm radios and no IFR GPS capability, we think a WAAS GNS navigator upgrade offers as much bang for the buck now as information technology did when these boxes hit the market in the late 1990s.

But, you're buying one-time engineering science and in particular, a unit of measurement with dated graphics and processing ability that'due south tapped out. This should exist an incentive to strike the best deal you can. This means finding one that'due south been serviced by Garmin adequately recently, looks clean and has current operating software. Terminal, e'er get a price quote for a new navigator for comparison.

In an upcoming article, nosotros'll look at ways yous might train to become proficient flying with older navigators—a continuing dilemma for those new to even crumbling technology.