Full Installation Capability

IMP would be pleased to supply you with a proposal for modifications, repairs or retrofits to your existing avionics/ instruments systems. We provide comprehensive system design and approvals for avionics upgrades.

Almost every aircraft has different avionics to suit individual operator requirements. IMP has significant breadth of experience within the business aircraft, military aircraft and civil aviation aircraft sectors to meet the installation requirements for your aircraft. If a new moving map GPS in your already overcrowded panel seems like a difficult option, we have the expertise to modify your physical, electronic and structural installation to meet your needs, or even update your complete avionic system to current generation equipment.

Our installation technicians are career professionals carrying Transport Canada licenses, which are accepted by the FAA under the Canadian/American BASA (Bilateral Airworthiness Safety Agreement). Our installation work can be signed out on a 24-0045 or a Form 337, or done to a Canadian LSTC or STC, or a FAA Field Approval, One Time STC, or full STC and our data packages have been used as sample documents for both the FAA, and Transport Canada. Regulatory compliance is part of our service. All drawings are prepared using CAD software and closely follow MIL-T-31000 and MIL-STD 100E.

CAD drawings:

Related modifications done to an aircraft (fixed or rotary wing) must be done to data that is Approved, Specified or Accepted.

Depending on the nature of the modification and the operational characteristics of the aircraft, approved data must be provided including:

  • System Engineering Orders
  • Schematics
  • Mechanical Drawings
  • Compliance documents
  • Safety Reports

Such programs are customized for each modification undertaken.

Our airworthiness certification projects extend from simple VFR GPS installation to full integrated multi-source navigation and instrument systems in both FAA and Transport Category aircraft. We have also done 3-D modeling for complex structural modifications in corporate and transport aircraft.

We can prepare the necessary data that you need to achieve your approval, or prepare the entire data package for either FAA and/or Transport Canada approvals of your modification.

Line Maintenance

Required Periodic Inspections

It's easy to lose sight of the reasons why some systems in your aircraft must be inspected on a regular basis. For the safety of the flying public (not to mention those of us in aviation for a living), the regulations have identified some key items requiring regular maintenance:

  • If the aircraft is flying inside Block B airspace or under IFR rules, then the Altimeter must be accurate within a known level of certainty, and altimetry data transmitted to ground control must be accurate within known limits. For this to happen, the Altimeter and Altitude Encoder must receive accurate static pressure and, together with the Transponder, everything must be functioning well. To ensure this happens, mandatory inspections must be performed at least biennially (i.e. every two years) to test the components in the system, and the integrity of the system itself.
  • Unless there are acceptable procedures to avoid it, annual maintenance is required for the Magnetic Standby Compass. Common sense tells us that magnetic directional information must be reliable and accurate and for that reason we must 'swing' the Compass annually and record any errors found on a dated correction card. It stands to reason that any work performed on the aircraft which may affect Compass accuracy will also prompt such a check, or if your compass has a bubble inside, it must be dealt with immediately (compasses that are bone dry with the card spinning around freely are useless).
  • Then next most common item for annual inspection is the Emergency Locator Transmitter (ELT). These must be checked for battery condition and proper operation. The installation in the aircraft is just as important and always ensure the portable antenna is not missing. We still encounter some of the early Narco ELT-10's which require a special insulator be inserted in the portable antenna when the fixed antenna is being used. Without this insulator transmission can be too weak to be any use.

It has been our experience that such inspections reveal things such as split, cracked or otherwise leaking static lines, ineffective or damaged moisture drains, sticking or inaccurate altimeters and encoders, and frequently weak transponder output; faults which may not otherwise be detected. Without getting into the reasons for such anomalies, it should be recognized that periodic maintenance really is worthwhile.

Of course there is always more, and, for Canadians, a useful table is given in CAR Airworthiness Manual 571.10 Para. 4 which identifies a lot of the trouble spots and the inspections required to ensure things keep working well.

If you share our concern that aircraft should perform as they were originally intended or have any questions on periodic testing and inspection, please let our experienced staff of specialists help you.

Aircraft Repairs...

Pacific Avionics & Instruments is fortunate in having both Instrument specialists, and avionics specialists within our technical staff. This diverse technical resource of specialists is ready to assist in troubleshooting your complex system with in-house repair shops to make component testing easy and fast. Let our expertise and many years of experience resolve your onboard aircraft problems, whether it is avionics related, instrument related or any other wiring problems, put your mind at ease by giving us a call.

Our facility has direct airside access; you can taxi your aircraft right up to our door.

Beechcraft C90 upgrade project

C-90 Upgrade to the Garmin G600 plus WAAS

This is one of those special projects that Pacific Avionics & Instruments excels at. The customer uses the aircraft as an advanced trainer for Airline Pilot Trainees. This required the retention of some of the legacy equipment. However these systems were transferred to the right instrument panel for use by the student while they learnt aircraft handling, before transitioning to the left instrument panel with its "glass" Garmin G600 equipment.

The G600 system was chosen as a cost effective option for this installation along with a GNS530W, GNS430W, GTX327 and GMA340 Audio Panel. A KR87 was fitted to provide ADF inputs to the G600.

The Installation was started by removing nearly all the original 1974 vintage avionics and associated wiring. Due to panel space requirements, the Transponder was retained as a standby unit with the control head moved from the right hand side panel to the centre of the Avionics Panel. The GTX327 was installed as the Number 1 Transponder. The pilot's Sandel 3308 EHSI was retained also, but moved to the co-pilot's panel, and derives its nav data from the GNS430W. The original Radar and indicator were retained, and the original Primary Flight Instruments (Attitude, Airspeed and Altitude) became the Stand-by Set and were located below the G600 in accordance with the STC.