GARMIN's Limited Warranty Policy warrants all products to be free from defects in materials and workmanship for one year from the date of purchase. Within this period, GARMIN International Inc. will, at its sole option, repair or replace any components which fail in normal use. Such repairs or replacements will be made at no charge to the customer for parts or labor; however, the customer shall be responsible for any transportation costs unless prior arrangements have been made with the dealer the item was purchased from. This warranty does not cover failures due to abuse, misuse, accident, or unauthorized alterations or repairs. GARMIN International, Inc. assumes no responsibility for special, incidental, punitive, or consequential damages, or loss of use. Southeast Aerospace usually can offer off the shelf replacements for most Garmin units that experience normal failures not related to any sort of misuse or abuse.

Some Bendix/King avionics units have the letter U or X in the beginning of the serial number (e.g. X87544). Units with the letter X indicate that the unit is in like new condition and has been cosmetically enhanced. In most cases, faceplates and covers have been replaced by Honeywell so that the unit appears the same as a new unit would. In addition, the letter X indicates that the product is less than 3 years old, has the latest software and hardware mods installed, and was repaired by the factory or the factory repair and overhaul shop. Units with the letter U indicate that the unit in average physical condition and, in most cases, have not had much cosmetic enhancement done at the factory. These units are usually more than 3 years old but do have the latest software and hardware mods installed while being repaired at the factory.

"Exchange" is a term used in the aviation and most other parts industries to indicate the exchange of a known defective or unserviceable unit for a known good, serviceable unit. In most cases, in simple terms, exchanges are sought after when quick replacement of a defective unit is needed.
Southeast Aerospace exchange rates are based on a flat rate with no additional billing. This policy is based on the return of a repairable core of the same model and same part number. A definition of a repairable core is a unit that has experienced a normal equipment failure not related to an incident (i.e. fire or water damage) or improper and poor installation. Furthermore, units that have been heaviliy modified or extensively and unproductively worked on are not accepted as exchange cores. Please note that exchanges may also be conditional based on serial number of the exchange core since some older units may be no longer be supported by the manufacturer. In conclusion, most shops want to receive exchange cores that can be economically repaired for future resale or exchange.

The FAA describes OH as "Overhauled. Describes an airframe, aircraft engine, propeller, appliance, or component part using methods, techniques, and practices acceptable to the Administrator, which has undergone the following: (1) Has been disassembled, cleaned, inspected, repaired when necessary, and reassembled to the extent possible. (2) Has been tested in accordance with approved standards and technical data, or current standards and technical data acceptable to the Administrator (i.e., manufacturer's data), which have been developed and documented by the holder of one of the following: (a) TC. (b) Supplemental Type Certificate (STC), or material, part, process, or appliance approval under section 21.305. (c) PMA."

The term OHC or overhauled condition is widely used and can be defined in many different ways depending on the sector of aviation in question. Most broadly, this terms refers to the inspection and cleaning of an electronic component (in this case) as defined by Federal Air Regulation Part 43.2. The FAA mandates that certified repair stations not only follow any prescribed overhaul procedures listed in a component's maintenance manual but also inspects and verifies that all mandatory service bulletins and subsequent airworthiness directives are complied with. In addition, when certifying a unit as &overhauled&, the repair station must verify and validate that all modifications and/or service bulletins marked on the mod chart or dataplate of the unit are indeed incorporated in the unit. Likewise, most repair stations improve cosmetics and overall appearances of unit they may be certifying as overhauled since this should be included in the cleaning and inspecting of a unit.

Due to its unique integrated recever/indicator design, there is not a direct replacement for the KR-86 ADF. Southeast Aerospace recommends upgrading to the KR-87 ADF System. This is more or less a new installation. That is, all KR-86 wiring and cabling will need to be removed. The KR-87 receiver needs to be fitted in the larger KR-86 opening. Panel location for the KI-227 to be determined and the KA-44B replaces the KA-42B antenna on the aircraft.

For IFR certification, the unit must be installed and interfaced with an appropriate annunciator panel to display required advisory/warning information. It also must be interfaced with a CDI for displaying steering (left-right), To- From, and valid (flag) information. The FAA recently eliminated the requirement to fly over five known waypoints to gather accuracy data. However, a flight test is still required to check autopilot interfacing. The approach feature is to be certified by the installing agency by flying the aircraft on at least two approaches to ensure it is operating in an acceptable manner. Of course, the Repair Station performing the flight test must be certified to perform these procedures and have an FAA approved flight test procedure. Please note that the above information is a very general answer to a complex question. Complete information is available in FAA Advisory Circular AC20-138.

The KA-51A is the slaving control that was originally part of the KCS-55A compass system. It has since been replaced by the KA-51B, mainly due to durability problems with the faceplate mounting holes. Since introduction of the KA-51B, Bendix/King has ceased production of replacement parts for the KA-51A, thus making it virtually unrepairable.

Please note that the KA-51B is not a direct replacement for the KA-51A, but is an easily performed upgrade that only requires replacement of the connectors.

In January 1989 Bendix/King changed from a nine digit to a twelve digit part numbering system. The new, larger 12 digit numbers allowed for the inclusion of software version into the last two digits of the part number for certain units in which software changed frequently such as EFIS and TCAS processors. Therefore, the two digits immediately preceding the software version indicate the hardware version of the unit.

Different software versions imply different operational features and/or interface capabilities and software modifications imply software repairs (bug fixes) to insure proper operation of these features and interfaces. Software version upgrades frequently require hardware modifications to the unit. Such hardware modifications accompanying software version upgrades do not necessarily change the hardware version of the unit.

Due to the age of the DME-40, most repairs needed are not economically feasible. In particular, PA tube replacement within the DME-40 exceeds the outright value of the unit. If you have any questions regarding related repairs and service work for the DME-40, please send an RFQ or contact our Service Department for a quick response.

As part of our promise to provide the most honest, quality service to our customers, Southeast Aerospace adheres to strict guidelines for certification according to the FAA and Original Equipment Manufacturers (OEM). While most avionics components do not include a prescribed overhaul procedure in the Maintenance Manual, the FAA has set forth guidelines for the cleaning and inspecting of components as referenced in FAR Part 43.2. Therefore, if a component cannot meet the standards of this Federal Air Regulation in relation to inspection criteria and cleaning potential then it should not be deemed as Overhauled. Southeast Aerospace does not believe in simply providing words on a tag or maintenance release to represent the condition of a component. SEA stands behind the work and service followed through with each and every FAA 8130-3 maintenance release it provides.

Due to the age and mod levels of some TPU-66A processors, the repair costs for cores can many times exceed the value of the unit. Since SEA is committed to offering the most honest, easily understood solutions for its customers, we find it difficult to offer flat rate exchanges for these units. If you are interested in procuring an exchange for the TPU-66A, please use our RFQ function or contact our Sales Dept. today.

No, KMT-112 flux valves are sealed and cannot be serviced or have parts replaced. The unit must be replaced when/if it fails.

According to Honeywell, E serial numbered units indicate an engineering evaluation unit which contain a non-airworthy configuration and cannot be modified, tested, or repaired.

There are several Service Bulletin related issues with the KX-155A. Several Service Bulletins are required during a unit's next repair or at the earliest opportunity. Service Bulletin 11 addresses the repair of the KX-155A if the transmitter should fail. This Service Bulletin requires the replacement of the transmitter. Units with serial numbers 24100 and below are affected. Honeywell requires that units affected by this Service Bulletin be returned to Honeywell. If the KX-155A unit is still under new product warranty, then Honeywell will issue warranty credit or payment. If the unit is not under warranty, then Honeywell will not perform the service bulletin and deems the unit unrepairable.

From a purchasing standpoint, Southeast Aerospace cannot purchase units under serial number 24100 since we offer a 6 month warranty when these units are sold. Since there is the possibility that the transmitter in the KX-155A could fail within 6 months, it is not practical to obtain units below serial number 24100.

Programmed aircraft information is essential for search & rescue, should the ELT be activated. When activated, the ELT will transmit your identifier.

An Emergency Locator Transmitter (ELT) should be programmed with either the aircraft tail #, a serial #, or the aircraft operator designator. The aircraft information programmed is determined by your country's requirements. The information is sent to the government agency responsible for keeping the database of the country in which your aircraft is registered.

The ID is linked to your SAR database, containing valuable aircraft information: Type of Aircraft, Address of Owner, Telephone # of Owner, Aircraft Registration #, and Alternate Emergency Contact, etc.

Keeping this information up to date & accurate is a major concern of the Search & Rescue Centers. Without accurate information, valuable time may be lost in attempting to locate the owner of the aircraft.

Your ELT can easily be programmed by a certified repair station, such as Southeast Aerospace.

Contact Southeast Aerospace today for more information on ELT programming.

No, however Southeast Aerospace suggests replacing the KI-214 with a separate VOR/LOC/GS indicator and glideslope receiver such as the KI-209 and KN-75.

The KI-214 is no longer supported by Bendix/King (Honeywell) and most service parts needed to repair the KI-214 are not available. As always, it is the installer's responsibility to verify compatibility of the KN-75 GS receiver with the Nav radios installed in the aircraft.

Most of the Collins Proline I components were originally manufactured in the early 1970s. Collins has continued to produce some of the Proline I components by special order over the past 30 years however large scale production stopped many years ago. Most of the Collins Proline I product lines incorporates 1960s and 70s analog technology. Collins has superseded the Proline I product line several times with the Proline II, Proline IV, and Proline 21 lines. As a result, some service parts needed to maintain and repair original Collins Proline I components are no longer available. Therefore, you may experience limited to no warranty available and unreliability for many of the Proline I units.

Southeast Aerospace offers many affordable, upgradeable options that are available for aircraft with Collins Proline I. As avionics integration specialists and premiere Collins dealer, Southeast Aerospace is experienced and knowledgeable on all Collins Proline generations.

If you are interested in upgrading any of your original Collins Proline I systems, please contact us for the most reasonable, optimal choice available.

An item that has been refurbished is defined as "Overhauled", "Repaired", or "Inspected" depending on the item in question. All refurbished units are provided with FAA Form 8130-3 and EASA approval. Most refurbished items routinely include a 6-12 month warranty.

The Average Repair & Overhaul prices indicated on SEA's "Repair Calculator" are historical averages. They do not represent a fixed price & should be used for reference only. An actual cost to repair or overhaul an item can only be determined by proper bench testing at our repair station.

Please Note: In most cases, the following factors will affect the cost to repair or overhaul an item:
- Age of Unit
- Service Bulletin Status
- Operation Environment (climate, humidity, vibration, etc.)

Yes, providing that the unit has been functioning normally, SEA can upgrade and convert the MST-67A transponder as follows:

MST-67A P/N 066-01143-0301 to 066-01143-2101 = $9550 USD

MST-67A P/N 066-01143-0601 to 066-01143-2101 = $9550 USD

MST-67A P/N 066-01143-1301 to 066-01143-2101 = $9550 USD

MST-67A P/N 066-01143-1602 to 066-01143-2101 = $6950 USD

Prices are subject to change should cost of parts needed change from OEM.

For a repair RMA or questions about any transponder service, please contact the SEA Repair Department.

The aircraft radome (radar dome) and its condition significantly affects the ability of a radar sensor to transmit and receive. The following radome issues can cause significant losses or problems with the radar signal transmission and reception:

- Pitted radome caused by rain, ice, sand, or bugs at high speeds
- Poorly sealed radome that can allow moisture to become trapped behind it
- Paint containing metallic particles is applied to all of part of the radome
- Improperly manufactured fiberglass radome
- Improperly repaired ding in the radome
- Object inside the radome and in the path of the transmission

Southeast Aerospace exchanges are based on the return of an undamaged, economically repairable core unit with identical part number as the unit shipped to the customer. An "economically repairable" core is defined as one where the cost to repair/overhaul (or Repair Cap) does not exceed 75% of the original SV/OH exchange price billed. Should the Repair Cap exceed 75%, the customer will be billed the additional amount. In the event this amount exceeds the Outright Price for the unit, the customer would only be billed the difference between the Outright Price and SV/OH Exchange Price with the core returned as-is to the customer.

Here is an example of such a transaction:

$1000 Exchange Price charged to customer
$1000 x .75 = $750 Maximum Allowable core repair charge or Repair Cap

$2000 Cost to repair core unit
- $750 Less Core repair cap
---------
$1250 Additional billing amount.

2250.00 Total Cost of transaction

Please Note:
SEA offers exchange on new items as well. However, repair cap as indicated above is still based on SV/OH exchange price.

No, the output voltage from the RT-3001 is more than the DI-2007 indicator can handle and will cause expensive, unrepairable damage to the unit. This information is outlined in Sperry technical letter 23-1986-01.

The Primus 300 Slimline system consists of the DI-2007 indicator, RT-3002 receiver/transmitter, and AP-3001 antenna pedestal.

Southeast Aerospace utilizes a very simple formula to determine whether a component is "economically" repairable or not.

• For purchases, the cost to repair the unit cannot exceed 75% of SEA's Outright Price.
• For exchange core approval, the cost to repair the returned core cannot exceed 75% of the Exchange Price.

Until the used market completely dries up, you can still find someone who will sell you a KR-85. The KR-85 may have been a cost effective, reliable unit at one time but unfortunately its time has passed. Most old avionics units become increasingly challenging to repair as the manufacturers discontinue support and cut off the supply of service parts. Likewise, even if you can find a KR-85 in working condition, it usually has little or no warranty.

Instead of continuing to invest your money in obsolete technology and delaying the inevitable, Southeast Aerospace suggests upgrading to the KR-87 ADF. Investing in the KR-87 will provide you with an ADF that includes warranty and support for many years to come. Plus, since the KR-87 is smaller it will free up valuable panel space in your aircraft.

Yes, Sandel has recently released a service bulletin addressing this issue. The problem has been traced to improper manufacturing tolerances used in the installation of a plastic polarizer in optical system, which does not meet published specifications. Sandel has stated that this problem does not present a flight safety concern and that it is only a cosmetic defect. This service bulletin applies to all serial numbers, shipped prior to August 24, 2009.

A glass polarizer has been designed as a replacement that does not the present the discoloration problem. This part can be retrofitted by the factory into any LED backlit unit.

Identical service bulletins on this problem have also been issued for the SA4550, SN4500 and the SN3500.

No, if the U.S. based EASA 145 repair station is issuing the EASA form 1 for maintenance, repair and/or overhaul of a part, the work must have been done in accordance with European standards.

Until the used market completely dries up, you can still find someone who will sell you a KN-65. The KN-65 may have been a cost effective, reliable unit at one time but unfortunately its time has passed. Most older avionics units have become increasingly challenging to repair as the manufacturers discontinue support and cut off the supply of service parts. Likewise, even if you can find a KN-65 in working condition, it usually has little or no warranty.

Instead of continuing to invest your money in obsolete technology and delaying the inevitable, Southeast Aerospace suggests upgrading to the KN-63. Investing in the KN-63 will provide you with a DME that includes warranty and support for many years to come.

Yes, SEA does offer a "shop" price for the TT31 to certified repair stations that meet the following criteria:

Per FAA Part 91.413 (ATC transponder tests and inspections), after any installation or maintenance on an ATC transponder, the integrated system must be tested, inspected, and found to comply with specific performance standards. In addition, Section 7 of the TT31 installation manual indicates that a post installation check should be carried out to verify correct Mode S address programming. A Mode S test set is required for this testing.

For proper certification, these sets must be conducted by a certified repair station with a Class III radio rating or limited rating appropriate to the test being performed.

In order to receive the Shop price for the TT31 transponder interested parties must submit a Repair Station license and Operation Specifications certificate to Southeast Aerospace.

No, units with serial numbers below 10000 can be repaired. However, is it rather expensive since the meter replacement kit needed to repair these units has a list price of $1100. We would suggest that you purchase a newly overhauled unit with a serial number above 10000, which we have available for $1095.

Until the used market completely dries up, you can still find someone who will sell you a KMA-20. The KMA-20 may have been a cost effective, reliable unit at one time but unfortunately its time has passed. Most older avionics units have become increasingly challenging to repair as the manufacturers discontinue support and cut off the supply of service parts. Likewise, even if you can find a KMA-20 in working condition, it usually has little or no warranty. Instead of continuing to invest your money in obsolete technology and delaying the inevitable, Southeast Aerospace suggests upgrading to the KMA-24. Investing in the KMA-24 will provide you with an audio panel that includes warranty and support for many years to come.

The quality and reliability of the KNI-582 indicator is greatly affected by the age of the unit. Older units develop cracks in the gear plate and/or contain compass card motors that are no longer available from Bendix/King Honeywell. KNI-582 Service Aid 102 addresses the replacement of the existing compass card motor with a new style motor. In order to replace the older style DC motor (P/N 148-05051-0000), you must also replace other parts such as the gear plate since the newer style motor is physically different. The approximate cost of performing Service Aid 102 for the KNI-582 is $1000.

When a cracked motor plate is encountered, some shops opt to try and repair the plate by gluing it instead of replacing it. Likewise, you may encounter KNI-582 units with loud compass card motors. Once again, some shops may certify the unit with a loud motor to avoid the expense of replacing the old style motor according to Service Aid 102 as mentioned above. As expected, a loud compass card motor is a sign of an older motor that is wearing out or even possibly not working as it should.

According to our purchasing and service quality standards, Southeast Aerospace always performs Service Aid 102 as not only the correct repair action but as preventative measure as well. Remember, if you are purchasing a KNI-582 with a low serial number, always inquire if Service Aid 102 has been performed on the unit.

Honeywell Service Bulletin MST67A-34-56 addresses a software issue related to EASA Airworthiness Directive No. 2008-0159. This European AD identifies a problem in the MST-67A. The transponder datalink does not communicate all of the surveillance parameters correctly with the Mode S Secondary Surveillance Radar (SSR). Therefore, the affected MST-67A does not fully support Mode S enhanced surveillance.

MST-67A P/N 066-01143-2001 units with serial numbers MST67A-F1450 and below are affected. MST-67A P/N 066-01143-2101 units with serial numbers MST67A-G2850 and below are affected.

Honeywell Service Bulletin MST67A-34-56 incorporates a software modification to address the enhanced data communication issues. This SB involves replacing to intergrated circuits on the IOP/DLP COM board and appropriate labeling.

Since safety and quality are of the utmost importance, Southeast Aerospace is pleased to inform its customers and prospective clients that we will incorporating the Honeywell Service Bulletin into all MST-67A P/N 066-01143-2001 and 2101 that are serviced and processed in our FAA/EASA approved repair facility. If you have an MST-67A that is affected by this Airworthiness Directive, please contact our Service Center at shop@seaerospace.com for more details on a quick, responsive solution.

Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 75% of the original exchange price. That is, it cannot cost SEA more than 75% of the original exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.

For more information, please refer to these other Exchange FAQs

Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 75% of the original exchange price. That is, it cannot cost SEA more than 75% of the original exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.

For more information, please refer to these other Exchange FAQs

Much of the KT-76C unit includes circuit boards assembled with surface mounted components or SMCs. By nature, surface mount devices or SMDs contain much smaller components with tighter placement on both sides of the board. Compared to circuit board assemblies with traditional through-hole mounting, SMDs can be much more difficult to repair on the component level given to small size and lead spacing of the SMCs.

Unfortunately, there is no other transponder that directly replaces the TDR-950 without mounting rack and connector change. Southeast Aerospace (SEA) recommends the Bendix/King KT-76A as a suitable Mode C alternative or the Trig Avionics TT31 Mode S transponder should you desire a more modern transponder with ADS-B capabilities.

Per the FAA, "Surplus" is described as "a product, assembly, part, or material that has been released as surplus by the military, manufacturers, owners/operators, repair facilities, or any other parts supplier. These products should show traceability to an FAA-approved manufacturing procedure."

"New Surplus" is a trade or industry specific term that is not officially recognized by the FAA. Unfortunately, "New Surplus" is a loosely used term by some parts supplier to describe items that may appear to be new and unused but have no documentation or certification to support the claim. Therefore, in most cases where items do not have traceability or proof of condition, such items are be considered "As Is" or "As Removed".

In FAA Advisory Circular AC20-62D, it is further explained that surplus items "although advertised as "remanufactured," "high quality," "like new," "unused," or "looks good," should be carefully evaluated before they are purchased. The storage time, storage conditions, or shelf life of surplus parts and materials are not usually known." "New Surplus" is not an acceptable term to be input into any maintenance release such as the FAA Form 8130-3 according FAA Order 8130.21G.

In most transactions, Southeast Aerospace does not consider "New Surplus" a valid condition term. Southeast Aerospace will not consider any unit as "New" condition without exact traceability, documentation, and history for a unit from the Original Equipment Manufacturer (OEM). Otherwise, Southeast Aerospace considers any unit lacking appropriate OEM paperwork as "As Removed" and thus will require recertification.

Once any item regardless of condition is tested and certified according to manufacturer's specifications, it is considered "Inspected", "Repaired", or "Overhauled" depending on the work performed during the certification process.

Unfortunately, there is not a current production VOR/LOC indicator that will directly replace the KI-201C. The KI-201C used a unique rectangular Winchester type connector. SEA recommends removing the KI-201C from the aircraft since it is no longer supported by Honeywell and is not repairable in most situations. Therefore, we recommend replacing the KI-201C with the KI-203 or KI-208. Although not direct replacements (i.e. connector change), the KI-203 and KI-208 provide a much more reliable indicator that is field repairable and still supported by Honeywell.

Hidden damage involves the inspection of a disassembled unit. In some cases, unsafe conditions in an aircraft may be present as a seemingly functional item may quickly become inoperative caused by defects not easily seen on a Preliminary Inspection. Besides the inspection and repair of obvious damage in a unit, areas adjacent to the damage are inspected and addressed accordingly. While a unit is disassembled, the tops, bottoms, and sides of all assemblies should be inspected for hidden damage that could include heat, corrosion, poor workmanship, or other environmental damage.

Southeast Aerospace does not believe that "Loaner" transactions offer any cost/time benefit to anybody. "Loaners" add unnecessary, wasteful, steps that are often overlooked.


Southeast Aerospace's Exchange Program offers ready-to-ship, ready-to-install inventory very close to the price of average repair costs offered by other companies who offer Loaner units.

The Southeast Aerospace Exchange Policy is fair, clear, and concise. Contact SEA today for an Exchange Quote.

If a problem is detected in the ELT, the LED will produce a coded signal. The LED will flash in order of importance with approximately .5 to 1 second pulse between each coded signal if multiple errors are present. The coded signal and related problems are as follows:

• 1 flash indicates that the system is operational and no error conditions were found
• 3 flashes indicate a bad load detection. That is, an open or shorted condition on the antenna output or cable has been detected. This could be caused by faulty or intermittent RF connection or a problem with the antenna installation
• 4 flashes indicate that low power has been detected. That is, output power is below 33 dBm (2 watts) for the 406 MHz signal or 17 dBm (50 mW) for the 121.5 MHz output.
• 5 flashes indicates that the ELT has not been programmed.
• 6 flashes indicate that the G-switch loop between pins 5 and 12 have not been installed. If this error is present, then the ELT will not activate during a crash.
• 7 flashes indicate a battery problem. The ELT battery has too much accumulated time (> 1 hour). The battery may still power the ELT however it must be replaced to meet FAA specifications.

Southeast Aerospace has full bench test and programming capabilities for all Artex (Cobham) ELTs. Please contact the SEA Service Dept for any ELT service questions.

If a problem is detected in the ELT, the LED will produce a coded signal. The LED will flash in order of importance with approximately .5 to 1 second pulse between each coded signal if multiple errors are present. The coded signal and related problems are as follows:

• 1 flash indicates a G-switch loop open failure
• 4 flashes indicate a 406 MHz transmitter problem such as defective or unconnected coax, low power output or programming error
• 7 flashes indicate a battery problem. Usually this occurs when the battery usage time is over an hour. A bench test by an approved Artex service center can indicate how many times the ELT has been activated and for how long

Southeast Aerospace has full bench test and programming capabilities for all Artex (Cobham) ELTs. Please contact the SEA Service Dept for any ELT service questions.

If a problem is detected in the ELT, the LED will produce a coded signal. The LED will flash in order of importance with approximately .5 to 1 second pulse between each coded signal if multiple errors are present. The coded signal and related problems are as follows:

• 1 flash indicates a G-switch loop open failure
• 3 flashes indicate a 406 MHz transmitter problem such as defective or unconnected coax, low power output or programming error
• 5 flashes indicate no navigation data present for ELTs interfaced to a GPS nav interface unit. This error is most likely due to faulty interface wiring, improper programming, invalid navigation data caused by nav system not powered up or GPS nav interface unit (P/N 453-6500) not being present
• 7 flashes indicate a battery problem. Usually this occurs when the battery usage time is over an hour. A bench test by an approved Artex service center can indicate how many times the ELT has been activated and for how long

Southeast Aerospace has full bench test and programming capabilities for all Artex (Cobham) ELTs. Please contact the SEA Service Dept for any ELT service questions.

Some companies use the term "FAA Accredited" to indicate or imply some sort of direct FAA approval. In some cases, this is false and can be somewhat misleading. For example, some companies and quality agencies are utilizing nomenclature systems very similar to FAA certificate numbering.

FAA Advisory Circular 00-56A (or AC0056-A) describes a system of accreditation of civil aircraft parts for distributors. The original version of the Advisory Circular specifically mentions "brokers" and "resellers". This voluntary accreditation program simply provides suggestions and guidelines for a program to improve the validity of parts.

More or less, AC00-56A describes how a company can create an Accreditation Program by utilizing a third party quality system. Please see AC00-56A for a list of "Acceptable Quality System Standards".

AC00-56A very specifically indicates that the "FAA does not directly regulate distributors". Therefore, compliance of AA00-56A and/or third party accreditation does not in any way indicate, imply, or suggest any type of direct approval by the FAA. For example, an FAA Part 145 Certified Repair Station has direct approval and authorization to provide maintenance release certificates (ex. FAA Form 8130-3) and traceability for parts. "FAA Certified" agencies must meet and pass direct inspections, audits, and requirements set forth by specific FAA standards NOT by a third party quality organization.

The newer G series CTL-X2 controls are direct fit and form replacement for existing original Collins CTL-X2 Controls. G controls offer new design incorporating all digital architecture and LED displays which enhance reliability and extend performance. G controls include lighting bus that can be strapped for either 5 or 28 volt applications.

The original CTL-X2 controls are legacy controls with an original design almost 30 years old. As these controls age, support from Collins will be less and less. A common indicator of this decreasing support is the increase in price and decreasing availability of service parts to repair aging units.

Most of the King (now Honeywell) Gold Crown components were originally manufactured in the early to mid 1970s. King then Bendix/King now Honeywell discontinued production these components many years ago replacing them with the Bendix/King Gold Crown III product line.

Most of the original Gold Crown products incorporate 1960s and 70s analog technology. As a result, most service parts needed to maintain and repair original King Gold Crown components are no longer available. Therefore, you will experience limited to no warranty available and unreliability for all of the original Gold Crown units.

Southeast Aerospace offers many affordable, upgradeable options for aircraft with original Gold Crown avionics. As avionics integration specialists and premier Honeywell Bendix/King dealer, Southeast Aerospace is experienced and knowledgeable on all Gold Crown generations.

If you are interested in upgrading any of your original Collins Gold Crown systems, then please contact us for the most reasonable, optimal choice available.