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Frequently Asked Questions

Avionics Bench Repair

Labor Rate: $105 hr. is our Bench Repair Rate. We have a minimum of 1.5 hrs. for each unit repaired totaling $157. This evaluation fee will be applied to your invoice total if you choose to accept the repair estimate. Totals are subject to change due to further problems found during repair.

Narco Avionics: While most shops no longer work on these pieces, Bevan continues to service most Narco equipment. We have a stock of new parts no longer available and also a supply of used parts which are tested before installed. A 90-day warranty is applied on those repairs.

TKM/Michaels: Bevan has the only factory trainedtechnician besides TKM themselves. The average repair being in between $350 on the low end and $595 on the high end. This cost will be determined once the radio has been evaluated. You will be contacted with the repair estimate and at that time you may accept or decline the repair. Our minimum charge of $147 will still be applied to the repair order and will be added to the total cost. 

Warranty: We offer a 90-day warranty on most avionics repairs and 6-mo on most Silver Crown (call for details). This begins on the date at which your unit is shipped, not when installed into your aircraft. This warranty covers WORK PERFORMED. If something should happen after the 90 days we offer a case-by-case warranty repair. The cost of shipping into Bevan will be on your dime, the rest we take care of.

RMA Numbers: If you are sending in a unit for repair or under warranty you DO NOT need an RMA number.

Shipping to Bevan: Please attach a letter or PO to your unit including your name, business, address, phone number, the problem you are having and any other information you think we need to successfully repair your unit and return it back to you. Please state if your billing information is different than the shipping address. Please take a look at our Suggestions For Shipping Into Bevan under our Avionics Services tab.

Repair time frame: Under normal repair conditions the average time to repair your unit is 3-5 business days, auto-pilot systems average to 5-7 days. If you need your unit in a more timely manner call to request a quicker turnaround time. Certain repairs can be accommodated to same-day turnaround.

Parts: Every bench has their own specific parts base. These are designed for the systems they work on and are stocked daily. For general parts we have a large stock of inventory. Most parts can be expedited to ensure a quicker repair time.

Exchanges & Loaners: Both are available on a majority of our avionics. In most cases we can repair and return your unit for less cost than exchanging. Our loaner program is a great option if, for instance, the part your equipment needs is out of stock or your aircraft is AOG/RED. Fees do apply.

Radar Systems: Bevan currently does not have the capability to work on radar systems. We can however, advise you to a recommended repair shop we use and trust.

 

Avionics Installation

Dealer List: Garmin, S-Tec, Sandia, Aspen, Avidyne, PS Engineering, Century Flight Systems, Bendix/King, L3 and Honeywell

 

When is a VFR transponder re-certification required? How much?

Every transponder is required to be re-certified every two calendar years. This check does not check the pitot and static systems for integrity or the altimeter/encoder for accuracy, only that the transponder is working within its proper parameters and that Mode C is operational. The VFR re-cert. will be $105. Bevan prefers that you arrive in the morning of your scheduled re-cert day.

 

How about IFR recertification?  What does that include? How much?

An IFR Recertification includes checking the pitot and static systems for integrity (lack of any substantial leaks) Altimeter accuracy and operation, and verifying that the altitude encoder and the altimeter are calibrated together within guidelines. This is required every 2 calendar years.

The pitot system is pressurized from ram air into the pitot tube, pressing against a diaphragm in the airspeed instrument that operates the airspeed needle.  There is really no movement of air through the pitot system, but if enough leak is present, the airspeed will not display accurately. The other side of the airspeed indicator is vented in to the static system.  The static system should be closed to the cabin but open to the outside air at static ports. These are normally located in an area of relative calm on the fuselage but are sometimes located on the pitot tube or mast.

The IFR recertification will run you $325. Additional cost will be added for repairs found during the certification. We ask that you make an appointment 2-3 weeks in advance to ensure that your certification does not expire. Bevan will mail out notices of your expiration month upon request.

 

Does either of these include checking the VOR’s for accuracy?

No, that is a separate check. As PIC you can do this check or it can be easily done at the same time as the transponder check.

 

Is the Attitude, Directional gyro or turn coordinator a part of the pitot/static system?

No, they are completely separate systems.

 

Are all Attitude and Directional gyro’s vacuum or air driven?

No, there are electric versions of both, and there are some air driven Turn and Banks, it’s important to know the systems in your particular aircraft.

 

My slaved HSI is off and when it is reset to the magnetic compass it drifts off again.

If the magnetic calibration of a slaved HSI system is not set correctly, the HSI doesn’t know the difference. The system only knows to return to “0” or null.  Either the mag compass if off or the HSI needs recalibrated. This is done at a “compass rose”.

 

If my vacuum pump fails can I still use my autopilot?

That depends entirely on the autopilot system as installed in your aircraft.   If it is a “rate” based (i.e. S-Tec and Cessna 200A/300A) autopilot you may have most or some limited use of the autopilot.  If it is “position” based, (i.e. most Century, Bendix, & King) the autopilot will not be usable. The exception may be the Aspen and Garmin “Glass” systems with autopilot adapters that will replace the King attitude gyro’s. Again it is vital that you understand exactly the failure modes of your particular systems.

 

My attitude gyro is leaning, or I constantly have to reset my DG?

If your vacuum or pressure system indication is within acceptable limits, chances are the gyro needs to be serviced or overhauled. It isn’t going to get any better with time.

 

I have a lot of noise in my radios.

Listen to the radios before starting the engine(s).  Turn off the radio master before starting. For a single engine, tune the radios to a dead freq. and pull the squelch, or listen to a low Nav. Freq. or the ADF. Determine if the noise changes with engine RPM.  Switch mags and determine if the noise follows one mag or the other.  Try turning off strobes or beacon’s, alternator’s, etc.  Turn off one radio and then the other.  If the noise is engine related you can most likely narrow the source.  For a twin use one engine, then both, then shut down the first.

 

My radio’s come on but I can’t transmit.

Does your intercom work? Check for a hand mic that may be partially unplugged. Try using the handmic in the copilot position.  Verify your audio panel is seated properly and turned on.