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Aviation History
1975
1975 - 2512.PDF
728 THE WELL PANELLED PRIVATE AIRCRAFT Private-aircraft avionics COMPARATIVE PRICE TABLE leaker Item Basic communications Edo-Aire RT-55IA 720-channel Narco Com-111B 720-channel Bendix RT-241B 720-channel Collins Micro-line 251 King Gold Crown KCU 561 (keyboard & display) & KTR 905 (transceiver) Basic VOR receivers (inc VOR display) Edo-Aire RT-552 (2 units) Narco Nav-11 200-channel Nav-12 200-channel (inc ILS) Bendix RN-232A & IN-245A 200-channel (inc ILS) Collins Micro-line electronic readout King Gold Crown KCU 561 (keyboard &. display) & KNR 615 (receiver) i, KNI 581 (needle display) KCU 561 (common with com set) Nav/com combination (inc VOR indicator) Edo-Aire RT-553A 720-channel auto-omni Edo-Aire RT-551 & RT-552 (receiver 4 display units) King Silver Crown KX 170B & 214 (inc ILS) ADF receivers (inc display) Edo-Aire R-556E needle 4 electronic displays Narco ADF-140 digital tuning Bendix 20ID & 551RL (indicator) King Silver Crown KR 85 & Kl 225 (selector) Gold Crown KDF 805 (transceiver) KFS 585 (selector) & KNI 581 (display) Transponders Edo-Aire RT-777 Narco AT-50A Bendix TPR 660 King Silver Crown KT 78 Gold Crown KXP 755 (electronic read-out) DME Edo-Aire RT-888 electronic read-out Narco -190 electronic read-out King Silver Crown KN 60 (one unit) Gold Crown KDM 705A (electronic read-out) Miscellaneous Price (£) 440 630 750 N/A 2,950 650 520 600 1,100 N/A 4,900 750 1,150 2,900 650 785 550 1,600 3,300 330 315 350 610 1,350 2,200 1,300 1,050 3,100 Narco TR-1000A portable com, 360- or 720-channel 215 King Silver Crown KN74 RNav display (DME, 2,200 nav, receiver & display also required) Gold Crown KNE 610 RNav Display 1,850 computer KRA 405 radio altimeter 3,000 Complete systems Edo-Aire Precision IFR. 2xnav/com, ADF, DME, transponder, encoding altimeter, audio control Collins Micro-line nav/com and indicator 8,000 1,700 Prices are approximate and depend on rates of exchange and duty. Installation would normally be extra. FLIGHT International. 13 November 1975 required by the airways system. But certain relaxations can be made to the approval requirements applied to "unlimited"-category radios for the following reasons: 1) The physical environment—temperature and altitude —is usually less severe in light aircraft, which generally fly lower and slower than their large counterparts. 2) The electromagnetic environment is less severe, light aircraft generally having less electronics and electrical equipment installed. 3) The light aircraft is only required by law to carry one pilot, making it less necessary to avoid certain interference between equipment; in an aircraft carrying two pilots— one communicating while the other is navigating—such interference may be unacceptable. 4) A light aircraft, flying generally slower and for a much smaller percentage of its time under IFR, can more readily be used safely without its radio than can the large aircraft. 5) The possibility of a lower equipment reliability, result ing from minimising the performance and environmental testing, is compensated for by the lower utilisation to which light aircraft are subjected. Lower power requirements Because of the smaller size of the light aircraft, its lower speed and lower cruising altitude, certain relaxa tions in electrical performance are possible, depending on the particular type of radio under consideration. For these reasons, together with the fact that there will be a shorter, more efficient aerial feeder, the secondary surveillance radar transponder, for example, can give adequate service with less transmitter power and lower receiver sensitivity than its airline counterpart. A feature common to many light-aircraft radios is the inclusion in a single box or system of more than one radio function, without complete segregation of circuitry. Thus a system comprising two boxes—one having the radio controls on the front and the other the navigation indicator—could include a VHF communications trans ceiver, a VOR and ILS receiver, together with a marker- beacon receiver. It would also probably have the feature, acceptable in a single-pilot aircraft, of disabling all navi gation functions when the transmitter is keyed. In some equipment the engineering of such features has been good enough—and the risk of a single fault disabling more than one radio function small enough—for all the equipment's radio functions to be approved as light-aircraft Class 1. In some other cases one system function has been approved as Class 1 and the others either approved as Class 3 or disabled. The inclusion of a possibly hazardous gimmick in an otherwise acceptable radio, usually by a manufac turer new to the business, has often resulted in the radio being considered unacceptable for approval, or the re striction of the approval to light-aircraft Class 3. or approval being made conditional on the gimmick being disabled. US approval The majority of light-aircraft radios used in the UK are manufactured in the United States. Unless these have been certified by the Federal Aviation Administration to a Technical Standard Order, they are produced to the manu facturer's own design standards and performance specifi cation. The Federal Communications Commission, whose approval must be gained for all items of US-manufactured radio, only needs declarations on such parameters as spurious radiation and transmitter frequency stability. The manufacturer of other radios., after satisfying the FCC, need only consider the customer's requirement and the equipment cost. In the interests of keeping costs to a minimum a full range of performance tests over a declared range of environmental conditions may be dispensed with —frequently leaving the customer to discover any per formance deficiency which the eguipment may have. Extra tests are sometimes required for UK approval to sub stantiate information in the manufacturer's declaration of design and performance, this being a document produced by the radio manufacturer lo support his UK-approval
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