A successful avionics retrofit project starts by picking the right equipment, the right shop, and staying involved in the project along the way. In this episode of Aviation Consumer’s Panel Planner 101 Live, Editor in Chief Larry Anglisano sat down with Cessna T210 owner Scott Dyer for a candid discussion about what it really took to pull off a flagship Garmin glass upgrade in his airplane. Dyer had some good advice for anyone setting out on this difficult, lengthy and expensive modification process.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Cessna T210 Avionics Upgrade: Plan It Right appeared first on FLYING Magazine.

ForeFlight has added oceanic routing, engine out, runway analysis, and fleet tracking features to its dispatch version. The flight planning and in-flight app brings together a host of enhancements to increase utility from preflight to the destination. The company, a wholly owned subsidiary of Boeing, presented the new benefits at NBAA-BACE in Las Vegas this week.

Oceanic Plotting

Building on the Active Navlog product, released in May 2023, oceanic plotting is part of the integration between Active Navlog and ForeFlight Dispatch to enable paper-free utilization by crews using ForeFlight Mobile for flight planning and record keeping. The oceanic plotting feature records position reporting information along with gross navigational error (GNE) checks into the master flight log with screenshots available. Completed navlogs can be uploaded to ForeFlight Dispatch and attached to the flight plan to make for a seamless postflight effort by pilots and flight departments.

• READ MORE: ForeFlight Integrates Features into Single Source for BizAv Operators

The product has been targeted specially for EASA-based users, according to Kelsey Groves, director of marketing for ForeFlight, in a pre-NBAA briefing with FLYING. “It’s a game changer,” she said, being able to use ForeFlight rather than plotting by hand on paper charts.

Said Kevin Sutterfield, ForeFlight and Jeppesen global sales leader: “Logging position reports and GNE checks has been a manual, time-consuming task for our customers, and we’re excited to introduce our integrated digital solution to simplify and streamline this process. Throughout the development of this feature, we actively incorporated feedback from numerous ForeFlight customers. ForeFlight’s Oceanic Plotting feature simplifies the process of oceanic crossings for pilots while also automating the regulatory compliance required for those operations.” 

According to ForeFlight, Active Navlog is available “as a per-user subscription, add-on product, with or without a subscription to ForeFlight Dispatch, while Dispatch will be required in addition to Active Navlog to enable the Oceanic Plotting capability once it’s available.”

Fleet Tracking

Another key new feature available now is Fleet Tracking within ForeFlight Dispatch, which allows operators to monitor fleet status in real time, helping to ensure on-time operations and an early warning for potential schedule disruptions. The app uses ADS-B ground data from AirNav Systems and integrates ForeFlight’s map-based weather layers to aid with visualization of aircraft position and any upcoming issues.

“Providing dispatchers with real-time and accurate aircraft tracking significantly boosts safety and efficiency,” said Sutterfield. “I believe that digital solution suites are changing the business aviation industry because they allow operators to anticipate schedule disruptions and mitigate issues in real time.”

According to ForeFlight, “two distinct tiers of Fleet Tracking will be available for purchase: The first includes global tracking via ground-based ADS-B, while the second, higher tier adds support for global tracking via datalink position reports as well as the ability to track FAA-blocked tails. Both tiers of Fleet Tracking will be available as per-tail, add-on subscriptions and will require a subscription to ForeFlight Dispatch.”

The post ForeFlight Adds Oceanic Routing, Fleet Tracking Features to Dispatch Version appeared first on FLYING Magazine.

With the accident reports littered with fuel exhaustion events, it’s logical to consider a big-screen engine monitor with digital fuel quantity display. But we often see disappointed buyers who shortchange the install by using the existing, aging fuel tank sensors and failing wiring. Worse, they might spend time and money having the old sensors removed, repaired, and reinstalled only to fail again.

In this episode of Panel Planner 101 Live, Aviation Consumer magazine Editor Larry Anglisano along with CiES Corp. founder Scott Philiben talk through the installation and benefits of replacing the old sensors with modern digital smart fuel sensors. Done correctly, they yield more accurate and reliable fuel quantity measurements.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Fuel Display Upgrades: Go Digital appeared first on FLYING Magazine.

Feeling “Gs” is a part of flying, be it in a steep turn or when Mother Nature decides to bat the airplane around like it is a cat toy. Radiant Technology is introducing a new Gen2 G-meter that allows pilots to accurately record the intensity of these inflight forces. 

The Gen2 is portable and has a graphing function that displays Gs over time using a color coded scale.

According to James Wiebe, CEO of Radiant Technology, the Gen2 is self-powered and can be attached using Velcro or an optional holster, making it easy to transfer from aircraft to aircraft, which makes it a valuable tool.

“A visualization of G force is useful and fun for any pilot, but is especially valuable for student pilots,” said Wiebe. “We did a market survey of various competitive products and could not find any with graphing and needle modes, especially at a reasonable price.” 

According to the company, the Gen2 operates in the plus-8 to minus-8 G range with the minimum and maximum values constantly displayed. The unit has a graphing mode and a traditional needle for presentation. There is an audible alarm for auditory notification of tolerances. The unit comes with a USB rechargeable battery (cable included). The unit can operate up to five hours on a single charge. The unit weighs 2 ounces, which is about the same as a snack box of raisins.

How to Use It

To use the Gen2 it needs to be mounted on a vertical surface. When the unit is activated it will display current, minimum and maximum Gs. The user can move between the graphing and needle mode by pressing the “next” button switches. The screen is dimmable, and the needle and the graphing mode are color-coded and will change to red at plus-4 or minus-2 Gs. An aural alarm also sounds, which may be muted by briefly pressing the speaker button.

The unit carries an introductory price of $149. The attachment holster sells for $49.

The post Portable G-Meter Gives Pilots Feedback on Inflight Forces appeared first on FLYING Magazine.

Editor’s Note: This article first appeared on AVweb.com.

Someone in the Middle East has figured out how to spoof GPS data and it’s playing havoc with aircraft navigation. 

OPSGROUP, a site used by airline, business and cargo pilots, is reporting that aircraft using Airway UMB688 in northern Iraq are experiencing complete navigation system failures because the hacker replaces the position data beamed by the GPS signals with false coordinates. 

“[Twelve] separate reports have been now received by OPSGROUP, and in most cases the [Inertial Reference System] becomes unusable, VOR/DME sensor inputs fail, the aircraft UTC clock fails, and the crew have been forced to request vectors from ATC to navigate,” the site reported.

OPSGROUP says all of the aircraft involved have state-of-the-art navigation systems and include a range of Boeing, Gulfstream, Dassault and Bombardier aircraft. The publication stressed that this is not ordinary GPS jamming, which is a common occurrence in the area. 

The attacks have all been the same so far. The specific GPS receiver on a single aircraft is sent a signal that shifts the displayed position by 60 nautical miles. The aircraft’s nav systems freak out at the sudden change in data and in almost all cases the screens become useless. Crews then have to call ATC for vectors to stay on course. 

The publication says the loss of precise navigation data is especially dangerous in that area because of military action and the proximity of Iranian airspace, entry to which will likely prompt a military intercept.

The post GPS Spoofing Raises Alarms appeared first on FLYING Magazine.

Editor’s Note: This article first appeared on AVweb.com.

Garmin has announced it is now offering its G5000 integrated avionics suite as a retrofit upgrade for Textron Aviation Cessna Citation XLS+ and XLS Gen2 business jets. 

The upgrade (price not released) replaces the legacy Collins Pro Line 21 panel, which has four 10-inch display screens.

• READ MORE: Garmin G5000 Earns EASA Approval for Cessna Citation Excel, XLS

Carl Wolf, Garmin VP of Aviation Sales and Marketing, said, “The G5000 upgrade program for the Citation Excel and XLS has transformed more than 120 aircraft since its certification in 2019, bringing significant technology and financial benefit to operators around the globe. We look forward to expanding this program to include the Citation XLS+ and XLS Gen2, bringing the same advanced avionics capabilities and lower operating costs to more Citations in the fleet.”

The G5000 for the Citation XLS+ and XLS Gen2 has a trio of landscape-configured flight displays with split-screen capability. The arrangement enables flight crews (both Citation models require a two-pilot crew) to simultaneously display maps, charts, checklists, TAWS, TCAS, flight plan information, weather and more. Data input is via touchscreen controllers. A new feature for the G5000 as installed on the XLS+ and XLS Gen2 includes two GI 275 standby electronic flight instruments. They can serve as standby ADIs and each comes with a 60-minute backup battery.

• READ MORE: Textron’s Cessna Citation XLS Gen2 Achieves FAA Certification

Also included in the Citation XLS+ and XLS Gen2 installation is a digital Automatic Flight Control System (AFCS), which helps manage speed and performance. Emergency Descent Mode (EDM) comes standard. In the event an aircraft loses cabin pressurization, EDM can autonomously initiate a descent to a preset altitude, mitigating the hazard of pilot hypoxia.

Textron Aviation announced that the Garmin G5000 upgrade will be available for installation at Textron Aviation Service Centers “following supplemental type certification approval by the FAA, anticipated in the first half of 2024.” Brian Rohloff, Textron Aviation senior VP of Customer Support, said, “We look forward to expanding this upgrade option to additional Citation operators as we continue to design and deliver the best customer experience and support our customers through the entire life cycle of their aircraft.”

The post Garmin Adds Newer Citation Models to Its G5000 Avionics Repertoire appeared first on FLYING Magazine.

Editor’s Note: This story originally appeared on AVweb.com

The National Business Aviation Association (NBAA) has announced that the FAA recently made permanent its plan to enable business aircraft operators to participate in enroute controller-pilot datalink communications (CPDLC). 

The announcement came just a month after NBAA and the General Aviation Manufacturers Association (GAMA) petitioned the FAA to act on the issue for the benefit of all appropriately equipped general aviation aircraft.

• READ MORE: GA Rides Tide of Steady Orders, Improving Supply Chain

CPDLC enables aircraft to communicate and exchange information and data digitally with air traffic control, rather than relying on voice communication. 

According to the NBAA, “The FAA continues to work with the industry to broaden the participation of CPDLC enroute and open the opportunity for business and general aviation to participate in the enroute environment. In August, the agency noted it anticipates opening enroute datacomm beyond the existing trials that have been in place for several years.”

Heidi Williams, NBAA’s senior director of air traffic services and infrastructure, said, “The FAA lines of business have come together and decided on a path forward, opening that enroute environment to the broader industry.”

NBAA said that, as enroute CPDLC is deployed throughout the U.S. National Airspace System, avionics performance requirements for participating in the CPDLC system are evolving. “Once fully deployed and the ‘acceptable’ CPDLC performance requirements are completely understood,” NBAA said, “the defined performance criteria for long-term CPDLC participation will be published.” May 2025 is the FAA’s target deadline for completing this phase.

The post FAA Advances on Controller-Pilot Datalink Availability appeared first on FLYING Magazine.

O2 Aero Acquisitions, the parent company of Aerox Aviation Oxygen Systems, said it has acquired Fluid Power Inc., a longtime manufacturer of aviation oxygen systems and related components for military use.

Aerox said the addition broadens its line of aviation oxygen systems while expanding its global customer base.

• READ MORE: Aerox Offers Oxygen Solutions for Turboprops, Light Jets

“Our acquisition of Fluid Power will create a balanced military and civil aviation product portfolio and will provide greater manufacturing capacity and engineering expertise,” said Scott Ashton, O2 Aero managing director and Aerox president. “Fluid Power has a 75-year legacy of servicing the aviation industry, providing sophisticated oxygen equipment as far back as the Korean War, and today provides many oxygen components for military applications.”

• READ MORE: Aerox Aviation Oxygen Systems Acquires Sky-Ox Aviation Oxygen

Aerox said the two companies’ product lines are complementary and will allow them to serve more segments of the aviation oxygen market. Under terms of the acquisition, Fluid Power will continue to operate as an independent company as part of the O2 Aero Acquisitions portfolio. The company will be rebranded as Aerox Fluid Power.

The acquisition of Fluid Power, which closed on August 31, marked the third such transaction for O2 Aero Acquisitions after the purchase of Aerox Aviation Oxygen Systems in 2020 and Sky-Ox Aviation Oxygen in 2022.

The post Aerox Aviation Oxygen Systems Acquires Fluid Power Inc. appeared first on FLYING Magazine.

Bombardier introduced its Advanced Avionics Upgrade, or AAU, for the Bombardier Vision flight deck installed in Global 5000s, 5500s, 6000s, and 6500s that are currently in service.

The company said the AAU is designed to enhance in-service Global models with avionics features available on newer Global 5500 and 6500 jets now in production.

The new AAU software allows installation of Bombardier’s Combined Vision System, which brings together features of the synthetic vision system and enhanced vision system in a single view aimed at reducing cockpit workload and increasing situational awareness during flights in difficult weather conditions. Bombardier said a Global 6000 is the first to receive the AAU, which the comp[any is installing at its Wichita Service Centre.

“The new software upgrade for the Bombardier Vision flight deck is a gamechanger and we are delighted, along with Collins Aerospace, to bring our operators’ aircraft to new levels of operational excellence,” said Paul Sislian, executive vice president for aftermarket services and strategy at Bombardier. “The Bombardier Vision flight deck has been an important staple on Bombardier Global aircraft for years, and the addition of the Advanced Avionics Upgrade (AAU) ensures our business aircraft continue to be renowned for their impeccable safety, reliability, and performance.”

• READ MORE: Bombardier’s Long-range Global 5500 Enters Service

“The primary objective of this upgrade, and our long-term collaboration with Bombardier, is to proactively provide information to the flight deck that improves safety and confidence in decision making,” said Marc Ayala, senior director of sales, business and regional avionics at Collins Aerospace.

In addition to the Combined Vision System, operators can add other options including ADS-B In/cockpit display of traffic information, or CDTI, and airport moving map/SVS taxi mode. Bombardier also will offer a new weather radar that enables vertical weather and predictive windshear options.

• READ MORE: Bombardier Delivers More Aircraft, Reports Growing Backlog in 2nd Quarter

Installation of the AAU on in-service Global models is available across the company’s recently expanded network of service facilities at locations including Singapore (WSSS), Miami’s Opa Locka airport (KOPF), Melbourne, Australia (YMML) and London Biggin Hill (EGKB). Factory-trained technicians at these facilities will provide “a seamless upgrade process,” Bombardier said.

The post Bombardier Unveils Advanced Avionics Upgrade for Global Series Jets appeared first on FLYING Magazine.

Garmin has received a supplemental type certificate (STC) for the GFC 600 digital autopilot for Beechcraft King Air F90 twin turboprops. 

According to Garmin, the GFC 600 can reduce pilot workload by offering new operational capabilities such as vertical navigation, automatic course deviation indicator (CDI) switching—when paired with a GTN Series navigator—plus enhanced go-around capabilities, including missed approach sequencing.

The autopilot controller incorporates backlit keys and a display that can be read in sunlight. A built-in control wheel allows the pilot to adjust aircraft pitch, airspeed, and vertical speed modes.

“When the level button is selected, the aircraft automatically returns to straight-and-level flight,” according to Garmin. “Environmentally hardened autopilot servos designed for harsh operating conditions contain brushless DC motors offering improved performance and reducing maintenance requirements when compared to decades-old servo designs on the market today. In addition, these servos offer more torque to help pilots better respond to demands required of turbine aircraft.”

The GFC 600 can be integrated with the G600 and G600 TXi flight displays, and the GI 275 electronic flight instrument, as well as the GTN and GTN Xi series of navigators. The GFC 600 offers altitude preselect and indicated airspeed hold mode, along with the ability to select, couple, and fly various instrument approaches, including GPS, ILS, VOR, LOC, and back-course approaches.

Safety Features

As a standard feature, pilots receive Garmin’s electronic stability and protection (ESP) with the GFC 600 digital autopilot. Garmin ESP functions independently of the autopilot and helps pilots avoid inadvertent flight attitudes or bank angles and provides airspeed protection while the pilot is hand flying the aircraft.

There is also a “level mode” button, which automatically engages the autopilot to restore the aircraft to straight-and-level flight. This comes in addition to underspeed and overspeed protection and emergency descent mode that, in the event an aircraft loses cabin pressurization, is capable of automatically descending the aircraft to a preset altitude without pilot intervention to help avert hypoxic situations.

The GFC 600 digital autopilot for the Beechcraft King Air F90 will be available in early September through select Garmin authorized dealers.

The post Garmin Receives STC for Beechcraft King Air Autopilot appeared first on FLYING Magazine.

It’s about to get a little easier to stay ahead of regulations as Aviator Assistant, the aviation software solution company, and Aviation Supplies & Academics, Inc. (ASA) are joining forces to integrate the 2024 edition of the Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM) directly into Aviator Assistant’s Electronic Flight Bag (EFB) and Flight School Management Software.

For more than 80 years ASA has been providing pilots, aviation mechanics, dispatchers, air traffic controllers and remote pilots with pilot supplies, software and training publications. It’s hard to find an aviation professional who has never used an ASA product.

“ASA is excited to provide students, pilots, and instructors with fast, easy access to the most pertinent federal aviation regulations combined with the aeronautical information manual, both of which are essential for every pilot operating an aircraft in the national airspace system,” Greg Robbins, ASA president, said in a statement. “This product integration with Aviator Assistant puts these valuable resources at EFB users fingertips without increasing subscription costs.”

Daniel Curtis, CEO of Aviator Assistant, shares the enthusiasm, saying “Our collaboration with ASA marks a significant milestone. By including the 2024 edition of the FAR/AIM in every subscription to our EFB, we’re taking safety and education in aviation to the next level.”

Access the FAR/AIM in Aviator Assistant

It’s easy to access the 2024 FAR/AIM inside of Aviator Assistant EFB. Just navigate to the ‘ASA FAR/AIM’ menu item inside of the “More” section.

The post Aviator Assistant to Integrate ASA Reg Manuals into Subscriptions appeared first on FLYING Magazine.

Are you in the market for an autopilot for your Part 23 certified aircraft?

Aspen Avionics and Trio Avionics (The STC Group LLC) have released the integration of Trio Pro Pilot autopilot and Aspen display packages for more than 12 aircraft models.

The combined packages feature the Aspen Evolution E5 flight display and Trio Pro Pilot autopilot, starting at $10,750 when acquired from Aspen Avionics and Trio authorized dealers.

The baseline Evolution E5 consolidates an attitude indicator plus a horizontal situation indicator (HSI) into a single display and protects it with a rechargeable backup battery. The installation of the Evolution E5 enables owners to remove their vacuum system and does not require a backup attitude indicator.

The Evolution E5 also includes Global Position System Steering (GPSS), air data computer, and attitude heading reference system (ADAHRS).

According to Aspen, the Trio Pro Pilot encompasses the performance and safety features of Trio’s other systems, packaging it in a single panel-mounted instrument. The functionality for the E5 and Pro MAX PFD includes selected heading and course, corrected barometric altitude, selected altitude, GPSS, and GPS LPV approaches.

“Trio Avionics is pleased to offer our autopilot integration with the Aspen Avionics flight display system to the general aviation community,” said Jeff Odum, managing director and sales manager of STC Group. “Like Aspen, we firmly adopt the concept of offering affordable avionics alternatives. Aspen Avionics systems are by far the most intuitive interface we will develop. We look to add more functionality as the relationship progresses.”

“Aspen welcomes the opportunity to collaborate with Trio Avionics to provide an affordable digital autopilot/electronic flight display (EFIS) system for aircraft owners seeking an alternative option beyond a single manufacturer,” said Mark Ferrari, vice president of sales and customer support for Aspen Avionics.

The Pro Pilot autopilot pricing starts at $5,995. The autopilot enablement software, when integrated with the Aspen display(s), can be purchased for an additional $200.

Customers with existing Trio Avionics autopilots can return their control head to the company to complete the integration for $400.

The post Aspen Avionics, Trio Avionics Release Integrated Autopilot Packages appeared first on FLYING Magazine.

CMC Electronics, a designer and manufacturer of cockpit systems including avionics, displays, and microelectronics, said it has signed a multiyear contract with Pilatus Aircraft for the use of its equipment in the Pilatus PC-21 next-generation trainer.

The agreement includes CMC supplying the heads-up display, or HUD, and flight management systems as well as a GNSS receiver. The contract award follows Spain’s purchase of an additional PC-21 single-engine turboprops, bringing its total PC-21 fleet to 40 aircraft.

• READ MORE: CMC Electronics Partners with Sikorsky on FMS for Black Hawks

“CMC Electronics and Pilatus have had a longstanding collaboration spanning over two

decades, with more than 300 HUD subsystems as well as more than 500 FMS and 300 GPS already delivered to Pilatus,” said Brad Nolen, vice president of sales and marketing at CMC Electronics. “The selection of CMC Electronics for this contract demonstrates Pilatus’ continued trust in CMC’s avionics solutions.” 

• READ MORE: Spanish Air Force Buys 24 Pilatus PC-21s and Training System

CMC Electronics also said the contract agreement “further solidifies its position as a trusted provider in the industry” as it looks forward to delivering its avionics systems to support the operations of Pilatus and the Spanish Air Force.

The post CMC Electronics Signs Contract to Supply Avionics for Pilatus PC-21s appeared first on FLYING Magazine.

There comes a time in every aircraft owner’s life when they decide it is time to upgrade the instrument panel. This process is neither quick nor inexpensive, and there are pitfalls along the way—especially if you own a light sport aircraft. Among the common traps are finding enough panel space to create your dreamscreen—and getting the required approvals for the changes.

Michael Schofield, director of marketing for Dynon Avionics, says that they often get telephone calls from owners of SLSAs (built to a conforming model by an OEM) who want to change the avionics and are surprised to learn that only the manufacturer of the LSA can approve the change, unlike the normal supplemental type certificate process.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

“They can’t just dive into it and make a change,” says Schofield, because under the light sport category, the avionics are part of the approved equipment during LSA certification. “It’s a pretty typical support call when someone will say ‘I have an SLSA and I want to make a change.’ They are surprised to learn that they have to go through the manufacturer to get permission for the change or else they have to take the aircraft out of SLSA and put it into the experimental or ELSA category.”

The downside of this is that ELSAs—with E standing for ‘experimental’—cannot be used for aircraft rental or flight instruction. If the aircraft is a revenue-generating device, changing into this category may not be in your best interest.

From Experimental to LSA

Dynon Avionics is based in Woodinville, Washington, north of Seattle, and it has a satellite operation in Portland, Oregon. The company, founded in 2000 by a pilot and semiconductor entrepreneur, makes avionics for light aircraft. According to Schofield, in the beginning, the company’s largest audiences were the builders and owners of experimental aircraft looking for functional displays that didn’t swallow the whole panel.

“Back in 2004, we were already the experimental market share leader making avionics for [Van’sAircraft] RVs and Glasairs and whatnot, and when light sport came about, we realized it was an opportunity.” Schofield notes that Dynon is the recognized first participant in the LSA avionics market, followed by Garmin and a few smaller avionics manufacturers. Dynon also works with OEMs as they design panels for new aircraft.

The product designs are pushed by the customer’s desires, said Schofield, and they continue to evolve. “The original EFIS D-10 was released in 2003, and in 2020 we were incorporated [into instrument panels] pretty quickly. We had the whole first generation line of 4- and 7-inch EFISs [electronic flight information systems], and the SkyView—the current platform—came out in 2009. The SkyView HGX—[which came out in 2018] is the latest incarnation with the touchscreen and a better interface.”

The avionics need to be usable, but have a minimal footprint, says Schofield, who describes it as a balancing act. “One of the things that we focused on in the initial issue of SkyView was the minimal footprint, and it has carried through. So if we have a 10-inch screen, we don’t want to have too much bezel around it, although you may want to grow that for the internal space because maybe you can make circuit boards fit better if you grow it a little. But for every quarter inch you grow in every direction, you lose the ability to fit [it into] some model of aircraft.”

The Learning Curve

For the pilot transitioning from round dials—the so-called ‘steam gauges’—there may be a bit of a learning curve, says Schofield, although it is nowhere near as challenging as it used to be, as most pilots are more accustomed to using panel-style technology. “We used to hear, when the EFIS was new: ‘I don’t know what I am looking at.’ That has evolved over the last 5 to 10 years as everyone has iPads, iPhones, and super-light laptops. People are getting more familiar with the technology. We actually came out with a feature on the EFIS display where you have wall-to-wall synthetic vision that doesn’t look like an attitude indicator—it is like looking out the window.”

Schofield adds that the instruments shown on the display are created by the software, and with a few button taps, the screen will revert so that instead of tapes, the familiar round gauges appear.

Color coding is used for engine and system monitoring gauges. Red signals an emergency condition, yellow says caution, and green highlights normal operations. This can make it easier to determine if the aircraft engine is having a problem because the colors are easy to discern—as opposed to an analog read-out where the pilot must remember which values indicate trouble.

“You don’t have to actively think about what is wrong—just scan quickly. If it is red, you know,” says Schofield. “If it is red there is a voice alert [such as] ‘oil temperature high’ or whatnot. There is a lot lower workload—once you get over the ‘ooh there is a lot there’ aspect.”

Programming the avionics is fairly intuitive, says Schofield. “I could teach you by taking you through two or three operational principles: This is how the touch screen works, etc. The programming is done by a combination of buttons and knobs. We did it that way because in light aircraft it can get pretty bumpy and an outstretched arm on a flight cannot be perfectly precise,” he explains. 

Picking Your Avionics

What avionics the owner selects for an LSA panel upgrade is driven by a combination of aircraft mission, budget, and panel space. 

“It is important [that the owner] understands how the systems go together, and what equipment is needed for a given mission, and whether it is a new customer or someone who is making a change to an aircraft.”

Dynon’s reps are often asked, “What do I need if I am going to (insert mission here)?” Changing a panel from “VFR to IFR is one of the big things people want to know about,” says Schofield, because redundancies are needed in an IFR panel. “You want two of everything that matters,” he says, explaining that VFR-equipped aircraft may only have one ADAHRS into the display. The ADAHRS module generates data for use by SkyView to calculate the artificial horizon/synthetic vision display, gyro-stabilized heading indicator, airspeed indicators, altitude and vertical speed indicators, slip/skid, turn rate, angle of attack indicators, flight path marker, and winds aloft speed and direction indicators.

For IFR flight, you’ll want two ADAHRS, says Schofield. “Or even for VFR cross-country [flight] you would want two, because if one screen goes dark the information on that screen jumps over to the other screen.” There are also lithium-powered batteries and an option that will give the aircraft approximately 60 minutes of energy to get to the ground.

“We tell them they want a good amount of redundancy, dual displays, and at least one battery backup.”

Installation

According to Schofield, Dynon has a network of authorized service centers that have been trained to install the company’s avionics. “Homebuilders have been installing our stuff for years. We know that they are A&Ps and IAs, and we know that we built products that people can install for the first time by themselves, because that is how thousands of people have done it already. We make sure you have a qualified installer signed up when you buy from us. It could be a shop or an A&P/IA and on the STC permission statement [for regular type certificated aircraft], which is something you need from us that it will have. [It states] ‘this STC can be applied to this airplane, by this AP/IA or shop.’” In that case, says Schofield, the customer is kind of self-selecting who will do the installation, noting that sometimes, these A&P/IAs transition into authorized installation centers.

For owners already under the ELSA category or making the transition to it from SLSA, Dynon builds the panel, the wiring, and the advanced control module, “which is kind of like a harness and power distribution system, as it has electronic circuit breakers and the literally that goes into a box or crate, and it gets mailed to the customer who can then rivet into their panel of the aircraft,” says Schofield.

“All they need to do is connect some wires and follow some instructions. Eighty percent of the paneland wiring is complete by the time it gets to them,” saving time and energy.

This article was originally published in the April 2023, Issue 936 of  FLYING.

The post Avionics for Your LSA appeared first on FLYING Magazine.

Honeywell (NASDAQ: HON) said it has agreed to acquire the heads-up display, or HUD,  assets of the Swedish aerospace and defense company Saab for use in a range of its avionics products.

Under the agreement, Saab will work with Honeywell to develop and strengthen its HUD product line. HUDs help increase pilots’ situational awareness, especially when flying at night or in difficult weather conditions. Honeywell said the systems also help to boost safety, fuel efficiency, and on-time performance. 

• READ MORE: Honeywell Anthem Flight Deck Connects Cockpit to the Cloud

The company said it will add the HUD systems to its new Anthem flight deck and also will make the system available for its Primus Epic flight decks and as a stand-alone retrofit.

“Heads-up displays are an essential offering for the aviation industry and have been known to reduce pilot workload, increase situational awareness, improve access to airports with enhanced flight vision system and enhance safety,” said Vipul Gupta, vice president and general manager for avionics at Honeywell Aerospace. “The addition of HUDs as part of our wider avionics offerings will provide our customers in business aviation, air transport, and defense segments a great safety tool that can be particularly useful during takeoff and landing, which are typically the most crucial parts of any flight.”

Honeywell said the addition of HUD capability to its flight decks enables the company to offer its customers a “harmonized” cockpit. The system allows pilots to remain “head up and eyes out,” focusing on their surroundings instead of looking down at the panel.

“Saab believes that this agreement further establishes Saab and Honeywell as long-term partners and increases greater market opportunities,” says Carl-Johan Bergholm, senior vice president and head of Saab business area Surveillance.

Earlier this year Honeywell competed the first flight using the Anthem flight deck in its Pilatus PC-12 test aircraft. The transaction is subject to closing conditions, including the accomplishment of certain development milestones, the companies said.

The post Honeywell Acquires HUD Assets from Saab for Use in Anthem, Primus Flight Decks appeared first on FLYING Magazine.

Garmin Ltd. (NYSE: GRMN) on Wednesday announced its second-quarter results that included an 11 percent increase in net income and a 6.5 percent rise in sales.

For the quarter that ended July 1, the company posted net income of $287.9 million, or $1.50 per diluted share, compared with $257.9 million, or $1.33 per diluted share, a year earlier. Sales rose to $1.32 billion from $1.24 billion.

The company, whose product lines include equipment for fitness, outdoor, automotive, and marine markets in addition to aviation, counted the release of its Autoland and autothrottle systems to the retrofit market among the period’s highlights. The company said the systems’ certification for certain Beechcraft King Air aircraft is “imminent.” Garmin’s Smart Glide also received a 2023 Readers’ Choice Award from FLYING.

• READ MORE: FLYING Reveals Innovation Award Series for 2023

“We returned to consolidated revenue growth in the second quarter with growth in three of our five segments, demonstrating the resilience of our diversified business model, said Cliff Pemble, Garmin’s president and CEO. “Our recent wearable launches have been well received, and we expect continued revenue growth throughout the remainder of the year.” 

For the six-month period, Garmin reported net income of $490 million, or $2.56 per diluted share compared with $469 million or $2.43 per diluted share during the same period in 2022. Sales rose to $2.47 billion from $2.41 billion. 

The post Garmin Reports Promising Second-Quarter Results appeared first on FLYING Magazine.

At EAA AirVenture last week, Honeywell at long last debuted a replacement for the ubiquitous BendixKing KX 155 nav/com radio, the KX 200.

TKM Avionics—which has recently gone out of business—promised a drop-in replacement for the KX 155, and it looked almost exactly like this. It’s almost as if it bought the design and finished it—though that is pure speculation on the part of those who had seen both units.

The radio has an SD card database that will help identify frequencies to help with situational awareness. That’s a welcome feature. Several others include:

• High-resolution color LCD
• 50-channel memory presets
• 25 kilohertz or 8.33 kh channel spacing
• Full-featured digital nav/com with VOR, LOC, ILS, and glide slope
• Compatible with existing indicators and installed equipment
• Compatible with 14- and 28-volt systems
• Possibility to expand capabilities with future Honeywell Anthem cockpit connectivity
• Two-year warranty

Prices vary by installer, but one option is currently available for $4,489 from Pacific Coast Avionics.

“The price is high, but in avoiding an expensive visit with the avionics installer, it could save a bit of labor and a lot of downtime—and downtime is very expensive for operators who need the plane aloft to make money,” according to Plane & Pilot contributor and Mooney owner Jeremy King, who took a good look at the new model during the air show. 

However, King gives at least one caveat: “While it’s advertised as a digital replacement for the KX-155, its outputs are not digital—so while it will work fine with legacy CDIs or HSIs, it won’t play well with instruments that require a digital signal, such as Garmin’s G5.”

The post Honeywell Debuts New KX 200 Nav/Com Radio appeared first on FLYING Magazine.

Garmin announced in mid July that certification is “imminent” on a new retrofit kit for its Autoland emergency landing system on certain Beechcraft King Air 200s. While not technically the first retrofit package for Autoland—that honor goes to the upgrade offered by Daher for certain previously delivered 940s—it marks the first supplemental type certificate provided by Garmin directly to the aftermarket.

Initial approvals will be for King Air 200s that have the Garmin G1000 NXi integrated flight deck STC. After approval on the 200 series is secured, Garmin will pursue the nod on similarly equipped King Air 300s as well. 

FLYING’s editor-in-chief Julie Boatman had a chance to fly with the new system—including the associated autothrottle in Garmin’s test bed King Air 200 with demonstration pilot Jessica Koss. Watch as the system goes through its activation sequence and performs a creditable landing back at Appleton International Airport (KATW) in Wisconsin.

The post Watch: We Fly Garmin Autoland King Air 200 appeared first on FLYING Magazine.

At FLYING, we’re constantly impressed by the amazing drive toward innovative solutions exemplified by the aerospace industry—and general aviation in particular. The light end of aviation often incubates in the rich humus of inspiration and efforts the seeds of development that lead to game-changing—and life-changing—new ways of experiencing the world. We celebrate those who propel us forward with our annual awards program.

In 2022, we introduced the Readers’ Choice Award to recognize a product or development in the GA space that resonates most with our audience—and we continue that honor this year. 

But there’s more. We also felt there was a gap—an emphasis on things—and a place we needed to make to salute a person who has contributed in a comprehensive way to the aviation community with years of commitment, expertise, and spirit. 

A New Award

That’s why for 2023 we’re inaugurating the Sean D. Tucker Award, to do just that. And for the initial award, we’re presenting it to the legend himself, Tucker.

Tucker’s resumé as an aerobatic star and air show performer is well known, and perhaps, too, his propensity to give back to the industry that has nurtured him from his modest beginnings and early struggles to the success he is today. But Tucker is a person who measures himself not by the scores on a championship run, but by the lives he’s touched through the Experimental Aviation Association’s Young Eagles program, and most recently, the Bob Hoover Academy in his hometown of Salinas, California. At BHA, he and his fellow volunteers not only introduce disadvantaged area youth to the magic of flight but also help them achieve a pilot certificate and follow-on goals.

For those contributions ongoing to improve the lives of those around him with his joy, FLYING is thrilled to launch this award in his honor.

Innovation Award: Swift Fuels UL94

While the spark of inspiration may transpire in a moment, transforming an innovative creation to a market-ready and delivered product takes time, money, and persistence. There are no shortcuts to enduring success. In the current environment where so much attention is focused on cleaner solutions for GA, the critical element of bringing a viable unleaded fuel to aviation consumers must be recognized—because it has taken more than a decade to accomplish and realize in full.

For accomplishing this with its UL94 aviation gasoline, we’re proud to bestow the 2023 FLYING Innovation Award upon the team at Swift Fuels. The company’s “mission every day for the last 10 years,” according to founder and CEO Chris D’Acosta, has been to develop “a solution to the 100LL problem” and drive that progress in a tiered approach. 

Swift debuted a lower octane unleaded fuel, UL94, in 2015. It serves as a drop-in solution for more than 130,000 aircraft on the FAA registry that can operate on a 94-octane or lower fuel. Swift accomplishes this through a supplemental type certificate that will be good for any unleaded avgas it produces in the future. 

And UL94 is not just avgas with the lead out—it’s a better fuel in many ways, according to D’Acosta. “There is a market draw to our fuel,” he says, because all Swift fuels burn cleaner, with lower toxicity overall. The need to clean lead from the engine every 50 hours no longer exists, for example.

But announcing the availability of a product, and getting it to the customer are two different things. Swift has done the legwork to ensure pilots can trust the fuel—that it meets the ASTM unleaded avgas specification—and that it reaches them in a geographically distributed way, direct to the airfield. With roughly 81 airports, universities, and private users on the U.S. map—and distribution at events like EAA AirVenture in Oshkosh, Wisconsin—Swift continues to expand its reach.

And that’s important, because the company is far from finished. Its UL100 fuel is in the confirmation and approval process via ASTM and STC to serve the remainder of the piston market requiring a higher octane level. 

Readers’ Choice: Garmin’s Smart Glide

When we posed the question earlier this year to FLYING’s audience as to what innovation made the most impact on the community, the choice was clear among the contenders.

Garmin’s Smart Glide functionality was introduced in late 2021 and expanded through the STC process to dozens of additional single- and multiengine airplanes. Smart Glide builds upon other aftermarket GTN Xi navigator features, and the GFC 500 or 600 digital autopilot, in a wide range of airplanes. Smart Glide includes the GTN’s range ring optimized for an engine-out situation. It aviates, navigates, and communicates for the pilot—partially—and gives the option to squawk 7700, for example. If the autopilot is engaged, the sequence begins by pitching for best glide speed.

An airport glide indicator helps the pilot determine which airport to go to, setting up a direct-to course to the nearest, if one is in range, and putting the CTAF or tower frequency in the standby—or the emergency frequency of 121.5 if not within gliding distance of anything in the database. It will also tell pilots if the destination becomes unreachable according to the data. If the airplane is less than 2 nm from the airport, the autopilot will not couple, anticipating the pilot’s prompt action instead.

It’s all in the service of assisting pilots—not flying the airplane for them. With the host of “helping hands” that Smart Glide provides adding significantly to safety of flight, pilots who read FLYING confirmed Garmin’s latest tech made the best choice for innovation of the year.

Editors’ Choice Awards

Aircraft: Daher Kodiak 900

Merging two “aviation families” into one cohesive aircraft manufacturer—as Daher and Kodiak have accomplished over the past four years—deserves a round of applause. To bring forth as its first consolidated effort a backcountry beauty like the Daher Kodiak 900 within that time frame is impressive indeed—and we won’t even mention the pandemic. 

The 900 began as a Kodiak 2.0 vision years ago within the original Quest team. Daher’s horsepower in advanced aircraft design and manufacturing propelled the project into FAA type certification in July 2022. The new model took the high-performing, short-field wing of the 100 series, stretched the fuselage, incorporated the cargo pod cohesively into the belly, powered it with a new Pratt & Whitney PT6A-140A turboprop, and streamlined it all behind a cowl that performs wonders in reducing drag.

The answer to the question, “What’s next in town-and-country flying?” has been firmly answered with the Kodiak 900, which is why we gave it our Editors’ Choice Award this year. With the 900, Daher has opened up a new market segment—and kept the good habits of the series from which it has been born.

Avionics and Apps: ForeFlight Terrain Awareness

It’s common to chase “feature fever” in app development, adding gee-whiz elements to already robust programs that do little more than clog up the works. Not so with the folks at ForeFlight, who continue to evolve their flight planning and navigation app in ways that truly add safety and efficiency benefits.

In our estimation, one feature added last year to ForeFlight’s palette is the Hazard Advisor suite, which takes terrain and obstacle data it first launched 10 years ago and repackages it in a way that truly adds to the pilot’s situational awareness. For those using ForeFlight Pro Plus, Hazard Advisor altitude preview allows them to manually control Hazard Advisor’s altitude before flight, and Auto Hazard Advisor, which transitions HA into auto mode after takeoff, following the current altitude for a view of the surrounding terrain. 

Combined with per leg altitude planning—giving pilots the ability to select multiple attitudes within a flight plan—ForeFlight starts situational awareness early during the flight planning process. The upshot? We feel it makes a bold move toward combating a perennial cause of GA accidents, controlled flight into terrain (CFIT). 

Gear: Lightspeed Delta Zulu

Our editors do a lot of their own flying, both in aircraft they own as well as rent or use for instruction, and the investment in a headset is a real debate amongst the team. But for the last year one option has stood head and shoulders—intended—above the rest, and that’s the latest from Lightspeed Aviation, the Delta Zulu.

The active noise reduction (ANR) Bluetooth-enabled headset gives the pilot the ability to customize its auditory acuity with the help of an app, and it also has a built-in carbon monoxide detector that provides an auditory warning if there is CO present in the cockpit. The free Lightspeed app allows the pilot to check the CO sensor data visually during flight and review it later. The app also makes it possible for the user of the headset to fine-tune the device to meet the wearer’s hearing needs. 

And how does it wear? According to our testers, it’s one of the lightest-feeling ANR headsets out there, with ear seals comfortable enough that one tester noted she “forgot it was there.” That’s awesome praise for a vital pilot tool.

Training: Redbird Flight Simulations for Redbird Pro 

Known for its low-cost, full-motion flight training devices, Redbird Flight Simulations expanded its remit in the training arena last year with the launch of a pilot proficiency app called Redbird Pro. The app is designed to assess pilot knowledge and tailor training options through artificial intelligence to help them improve their weak points. The app utilizes articles, simulator scenarios, and quizzes as training tools. 

Many of the training scenarios are drawn from I.L.A.F.F.T. and Chart Wise content from FLYING, as well as content from the AOPA Air Safety Institute. Yes, Redbird Pro is aimed directly at those GA pilots who don’t typically spend the hours logged between flight reviews practicing toward proficiency. The gist? We’re really not as good at retaining that proficiency as we could be. Just as an app such as Duolingo encourages you to daily practice a language, Redbird Pro gamifies the proficiency quest and rewards you for frequent engagement. 

For giving shape and life to that practice—and making it fun—Redbird deserves a nod for making real strides toward improving pilot competence and confidence.

The post FLYING Reveals Innovation Award Series for 2023 appeared first on FLYING Magazine.

Garmin provided an update on several new products and expanded supplemental type certificates for its most popular aftermarket avionics at a briefing at EAA AirVenture at Oshkosh on Sunday afternoon. Among them, the previously announced Autothrottle and Autoland STCs in work for the King Air 200 and 300 with the company’s G1000 NXi installed. 

The King Air series will join more than 600 OEM-equipped, Autoland-capable aircraft already in the field.

• READ MORE: Top 5 Things We Look Forward to at Oshkosh

GHA 15 Height Advisor

A great new tool for light sport experimental aircraft, the GHA 15 height advisor puts above-ground-level data on the altitude tape of a Garmin G3X Touch primary flight display. The unit—a little larger than a deck of cards and weighing about a pound—is available to order now, with deliveries beginning in a couple of weeks. The GHA 15 calculates the aircraft’s height above the ground using its own radio waves and measuring the time it takes for those signals to return.

Jim Alpiser, director of aftermarket sales for Garmin Aviation, also called out the utility of the GHA 15 for pilots flying into remote and unimproved areas. “It’s using our radar technology to provide that above-ground-level information,” said Alpiser, “which can be challenging certainly over water, if you’re flying over clear lakes, if you’re flying over rough terrain, if you’re backcountry folks—I think that’s another area that’s really going to benefit from this technology.”

The GHA 15 incorporates standard callouts, starting at 300 feet agl, and in selected intervals down to 1 foot agl. These callouts can be customized according to the pilot’s preferences. The system retails for $1,995 plus installation.

PlaneSync Update Available 

In April, Garmin projected the expansion of its PlaneSync connected aircraft management system would be available in Q3 of this year for a wide range of aircraft—and turns out it is indeed ready now. The GDL 60 datalink uses 4G, LTE, Wi-Fi, or cellular connectivity to help the pilot streamline pre- and postflight processes. While the GDL 60 uses LTE to check fuel and systems status, it uses LTE or Wi-Fit to download database updates and upload engine and other flight data. Downloads can take place when the pilot is away from the aircraft. 

The GDL 60 can integrate with several varieties of Garmin avionics, including GTN Xi series navigators, TXi series flight displays, GI 275 electronic flight instruments, and select Garmin integrated flight decks. Starting in 2024, PlaneSync will add the capability to automatically transmit engine and flight data, and it can then be viewed using the Garmin Pilot app or on flygarmin.com—or some features on a Garmin D2 Mach 1 smart watch.

The post Garmin Connects PlaneSync with More Airplanes appeared first on FLYING Magazine.