Availability of popular Garmin (NYSE: GRMN) autopilots in the general aviation aftermarket continues to expand to a growing range of older aircraft. The company said it has received an FAA supplemental type certificate, or STC, for the use of its GFC 600 digital autopilot in the Piper PA-31-350 Navajo Chieftain.

The GFC 600 is designed for piston singles and twins, and turbine models with a broad range of performance. Garmin said the high-performance unit is more reliable and offers more features than many other autopilots.

• READ MORE: Lessons Learned From Flying the Mail

In addition to familiar functions, such as altitude hold, vertical speed, and heading modes, the GFC 600 also includes altitude pre-select, indicated airspeed hold mode, underspeed and overspeed protection, vertical navigation, a dedicated LVL button to automatically engage the autopilot to restore straight and level flight, and more. The GFC 600, when accompanied by certain additional avionics, can give older aircraft many features associated with new models.

The company also said its Smart Rudder Bias (SRB) system is now certified for PA-31-350s equipped with the GFC 600 autopilot. SRB is meant to aid pilots of twin-engine aircraft when one of the engines fails.

• READ MORE: When Piper Built a Warbird

The system monitors the engines and adjusts rudder force to help the pilot control a sideslip when it detects a predetermined power differential. A yellow annunciator for the inoperative engine is displayed to assist the pilot in identifying the failure.

The GFC 600 digital autopilot for the PA-31-350 is available now through select Garmin authorized dealers. The company continues to add aircraft models to its STC list, which also includes certifications expected to take effect in the next 12 months.

The post Garmin Gains STC for GFC 600 Autopilot in Piper Navajo Chieftain appeared first on FLYING Magazine.

On July 23, 2023, I will mark my 20th anniversary as a flight instructor. The expiration date on my certificate, however, is a few months earlier, because I was one of the CFIs who, during the pandemic, decided to do my flight instructor refresher course (FIRC) as early as possible. That’s because I knew the FAA was operating with minimal staff, and I didn’t want my renewal to be delayed.

Per FAR 61.197, with certain exceptions, the CFI needs to do a FIRC every two years to maintain privileges as an instructor. This comes in addition to completion of a flight review, which all pilots must do every two years.

I used Sporty’s for the FIRC and plan to do it again, as it has just released an updated version of its FIRC—and I’m all about enrichment.

According to Bret Koebbe, senior vice president at Sporty’s Pilot Shop, the new FIRC provides more focus on modern technology, weather, FAA updates, modernization efforts, safety trends, and getting the most out of IACRA, the FAA’s certification application portal.

CFIs can enroll in the FIRC by creating a free Sporty’s CFI account. This provides them access to several courses, including Sporty’s Learn to Fly, Instrument, and Commercial courses and student progress tracking in each, along with all the FAA handbooks, Sporty’s TCOs, and ground lesson guides.

To see the new course, go to sportys.com/cfi, log in, and then select the FIRC option from the menu on the left side of the screen to get started.

The new FIRC sports more graphics and images, and contains supplemental video content to illustrate each chapter.

The course covers the required 16 hours as per Advisory Circular 61-83J, which states: “Lesson presentations must contain and present a cumulative period of no less than 720 minutes (12 hours) of the FIRC’s 16-hour minimum course content,” which the user can take at their convenience.” Each lesson has review questions and a quiz to make sure learning has taken place.

Among the new courses I’m looking forward to are “How to Teach Effectively and Build a Culture of Safety,” “Professionalism for Instructors,” and “How to Conduct an Effective Flight Review and Instrument Proficiency Check.” With the pilot shortage and rapid turnover of the instructor cadre, the latter two topics are often glossed over during CFI training.

For extra convenience, Sporty’s offers a paperless renewal service for $49.95, where a company ACR will process the CFI renewal and issue a temporary CFI. This means you don’t have to make the trip to the Flight Standards District Office to receive your temporary certificate.

Why We Do the FIRC

FAR 61.197 provides the details on the renewal of the flight instructor certificate. It states, with certain exceptions, the CFI needs to complete a FIRC every two years to maintain privileges as an instructor. This comes in addition to completion of a flight review, which all pilots must perform every two years.

The flight instructor refresher course became a requirement in 1965. According to seasoned CFIs I know, before the invention of online courses for the FIRC this often meant setting aside a weekend and going out of town. You could look forward to spending at least 16 hours in a classroom or conference room with dozens of other CFIs to review the material in order to keep the privilege of providing instruction. One CFI I knew compared it to attending traffic school or detention in high school—and not the fun Breakfast Club detention. As such, the FIRC was often looked at as a chore rather than an opportunity to learn.

There are ways around the FIRC. Under Part 141 and Part 61, the FIRC can be skipped if the CFI is active and can present a record of training showing that in the past 24 months they have endorsed at least five students for a practical test, and at least 80 percent (four students) passed on the first attempt.

If the CFI allows their certificate to lapse, it can be reinstated by taking another CFI check ride—the latter is an expensive and often stressful experience, so most CFIs prefer to complete a FIRC instead.

The post Sporty’s Releases Updated FIRC appeared first on FLYING Magazine.

When it debuts in 2025, the Beechcraft Denali will join the ranks of other single-engine turboprop and turbine aircraft in the class with Garmin’s Autoland emergency protocol standard.

In an announcement made during Textron Aviation’s media event on Thursday, May 4, Lannie O’Bannion, senior vice president of sales and flight operations, joined program managers from GE, and Dan Lind, senior director of sales and marketing for Garmin Aviation, to update on the development of the clean-sheet design—and reveal the news.

“You’ve heard us talk repeatedly about our product development strategy, which includes both clean-sheet designed aircraft,” as well as updates to popular models, said O’Bannion. “Because we’re aligning the aircraft with the certification of GE’s certification timeline, we’re now expecting the Denali to be certified in 2025. I’m also excited today to announce that we’ll be adding the ‘peace-of-mind’ technology to the Beechcraft Denali cockpit with the Garmin emergency Autoland system.” 

Autoland is the world’s first certified system of its kind for general aviation aircraft, with the ability to activate during an emergency situation and autonomously control the aircraft and land it without pilot intervention. Textron Aviation took customer feedback into account when determining the inclusion of Autoland in the Denali.

Paul Corkery, program manager for GE Aerospace Turboprops gave an update on the powerplant’s progress through certification and testing on the Denali airframe. “It’s running great. We’re getting up to 20 percent better fuel burn and ten percent higher power in cruise,” said Corkey. “We have a 16 to 1 pressure ratio” rather than the 10 to 1 or 11 to 1 ratio typical for engines in the class. “The first two stages of the compressor have variable geometry,” said Corkery. Plus, “we’re running hotter so we have cooled turbine blades—all that gives us that performance” driven by technologies that have trickled down from GE Aerospace’s “big engine” experience.

Textron Aviation and GE have logged more than 5,400 hours in engine testing using the Catalyst engines on the stand, and on the Denali airframe and previous platforms. GE has built a total of 26 Catalysts so far, and Corkery reported they were “75 percent of the way though the test plan.” Certification on the engine is now projected to come in late 2024—setting the stage for Denali’s debut the next year.

In total, flight test has logged more than 540 flights across three test aircraft, with takeoff and landing performance tests one of the sections recently completed.

Adding Autoland

FADEC is integrated into the powerplant development—and this allows for the autothrottle implementation from the aircraft’’s debut. And, it paves the way for Garmin’s Autoland functionality, which requires an autothrottle in order to execute the emergency descent, approach, and landing process.

Dustin Smisor, chief test pilot for Textron Aviation on the Denali flight test program, explained more about the flight testing already conducted using the Autoland system.  Along with more than 1,300 hours of flight testing in both extreme hot and cold conditions, Smisor noted, “We robustly tested the avionics, autopilot, the autothrottle, the environmental control system—I talked about the ice protection system—and really importantly, the engine.

“We as test pilots go above and beyond what normal pilots would do in the course of flying,” said Smisor. “We take the airplane to extremes—really what people would consider abusive kinds of tests,” including lots of in-flight shutdowns and slamming the power up and down. “Every day we’re seeing in flight this fuel efficiency,” he added. “As a test pilot, I’ve kind of had to re-gauge myself because it just doesn’t burn very much fuel.”

As for Autoland testing? “The maturity that we already have in Denali even with the early stages of flight testing is pretty remarkable,” he said. “I personally was on the third flight of testing the Autoland, and we went out to Colorado, got behind Pike’s Peak, and activated the button” to see how it would do around mountainous terrain.

More Engine Details

Chris Lorence, chief engineer on the program for GE Aerospace, said of the comprehensive test program, “It’s a very rigorous approach, but it’s taking a lot of capacity to go do it. We’re almost three-quarters of the way through our test plan—we’ve got six more engine tests and eleven more certification component tests to get through before we’re complete.”

The test program has also put more than 3,400 hours on the McCauley propeller that will be paired with the Catalyst on the Denali. The program also recently checked off the additional maintenance interval inspection tests, where engineers run the engine and then tear it down to inspect components for wear. “One of the areas we always look for when we do these tests is looking at the hot section,” said Lorence. “We’re very pleased with how those parts look.

“It gives you a very jet-like experience,” said Smisor. “Even getting in up front, just the simplicity of the layout, the single-power lever, not very many switches, very integrated, automated tests—it just gives you a jet-like experience. It’s a lot of fun to fly.”

The post Beechcraft Denali Gets Garmin Autoland appeared first on FLYING Magazine.

Garmin’s announcement in October that it acquired a supplemental type certification (STC) from the FAA for the GI 275 electronic flight instrument in the Dassault Falcon 7X business jet should give operators and pilots a reason to celebrate. The announcement came as part of Garmin’s press run at the National Business Aviation Association’s Business Aviation Convention and Exhibition (NBAA-BACE) held in Orlando in October 2022, and it was one of many fascinating updates in business aviation, particularly related to avionics.

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

Garmin GI 275/Dassault Falcon 7X

Garmin’s GI 275 can now replace the original secondary flight display in the Falcon 7X and be configured to serve as an attitude-direction indicator with synthetic vision technology. When Garmin introduced the GI 275 in January 2020, it seemed the powerful little round dial with all of Garmin’s software stuffed inside was positioned to corner the general aviation avionics market. If you’ve seen or used it, you know it.

The 3.125-inch, panel-mount digital gauge can do the work of four separate analog instruments, with pilots having the option to choose the configuration they want. So, with the ability to display primary flight and engine information, matched with FAA approval for installation in more than 1,000 single-engine and multiengine business and general aircraft models, owners could give their panels a facelift and keep some of those old birds flying a little bit longer.

In the case of the Falcon 7X, Garmin said 300 aircraft across the global Falcon fleet were eligible to add the GI 275. Either way, this recent addition shows just how capable the instrument is, if it can serve both weekend warriors doing breakfast runs in, say, a 1983 Piper Turbo Arrow IV—as I’ve seen—to now Falcon jet drivers, possibly taking the boss into Teterboro for a critical meeting.

Is that a coincidence? Not really. Jim Alpiser, who leads the aftermarket sales team for Garmin’s aviation segment, shared with FLYING that Garmin has in mind all the use cases, from big airplanes to small, when it designs and rolls out versatile products like the GI 275. “The person installing it in a Bonanza or a Mooney should feel amazing because that same technology is also inside a Falcon aircraft now,” he said.

It doesn’t mean some larger screen products, such as the G1000, will lose their place in the market. Instead, Alpiser uses the analogy of the suite of Apple products that share similar basic capabilities regardless of screen sizes. In this case, it’s more about what’s visually appealing to the pilots, and, like the Falcon 7X application, it could even augment the larger displays.

Garmin G5000/Cessna Citation Excel

In addition to the announcement on the GI 275, Garmin also said it was working with European regulators to gain permission for EASA-certificated operators to install the G5000 integrated avionics suite on the Cessna Citation Excel and Citation XLS. Since Garmin launched the Cessna Citation Excel and Citation XLS G5000 modernization program three years ago, more than 100 Excel and XLS aircraft have added the avionics package, and now European operators will benefit once the integration is approved. The three landscape-oriented displays give pilots added situational awareness and additional capabilities.

Finally, Piper Aircraft, which also exhibited at the conference, shared an update to say that the touchscreen Garmin G3000 and the software innovation for that avionics suite featured in Piper’s flagship M600/SLS was a big boost for safety. Some of the latest G3000 upgrades in the M600/SLS include enhancements to the synthetic vision system, weather radar, navigation, flight planning, checklists, and SafeTaxi. Though the G3000 isn’t available commercially for retrofits, Piper’s confirmation is a testament to the role of advanced avionics in improving both the lifetime and ease of operation for these airplanes.

Even the new HondaJet Elite II, which the OEM announced that same week, boasted the updated G3000 would be equipped with autothrottles. To that end, the new model would have Garmin’s emergency system, Autoland, as a standard feature when it ships. 

It speaks to the bigger trend at play. When the Aircraft Electronics Association shared its six-month Avionics Market Report in August, it said owners and operators spent more than $615 million on retrofits, including flight deck upgrades and other electronics, antennas, and so forth. That represented more than 45 percent of all the avionic sales it recorded, compiled with data from more than 1,300 member companies.

That means aircraft owners and operators are finding new ways to stretch the lifetime of their aircraft by tapping into these avionics upgrades. That’s easier to do than airframe or powerplant upgrades, since those technologies progress much slower and suffer from more restrictions.

As Alpiser explained, “avionics upgrade technology has accelerated over the recent decades. In regards to the GI 275, it embodies that spirit because it packs many capabilities into a smaller space.”

Moreover, pilots now have an added layer of safety that comes from the reduced workload Alpiser says these upgrades offer. “Adding safety to the cockpit is a huge driver of upgrades and modernization. Adding safety-enhancing technology, like synthetic vision or additional data fields, can help make you a better pilot.”

Atlas, From Avidyne

Other legacy jet platforms are also being rejuvenated through avionic offerings from Avidyne. During NBAA-BACE, Avidyne shared that Learjet 55C owners and operators could now add Avidyne’s dual Atlas flight management system retrofit upgrade. The upgrade provides them with fully-coupled GPS approach capabilities, including LPV, LP, LNAV/VNAV, and LNAV-only, while not needing to make expensive EFIS86-L system replacements.

So, not only does it extend the useful life of these time-tested jets, but for operators, their world just got bigger.

“A lot of these airplanes are perfectly good airplanes,” Tom Harper, Avidyne’s marketing director ,tells FLYING. “With LPV, you’re opening up so many more runways, since that’ll allow you to get into airports that don’t have an ILS. Or, in some cases, they only have an ILS on one runway, and the winds aren’t favorable. So, the upgrade just gives you more options to complete the mission.”

In terms of use, each Atlas flight management system boasts a QWERTY-style keyboard with touchscreen capabilities so pilots can flight plan and view maps to their liking. They are also equipped with integrated wireless connectivity that links them to iPads to complement third-party flight planning apps.

Regarding the layout, Harper said the Learjet upgrade requires reconfiguring the center pedestal to make a more pilot-friendly interface by bringing EFIS mode select controls and FMS units forward.

Harper added that the upgrade to the Lear 55C is just an indication of things to come. Avidyne will look to breathe new life into other “old birds,” including others in the Learjet family, Dassault Falcons, Cessna Citations, Beechcraft King Airs, the IAI Westwind, and the Piaggio P.180 Avanti.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

The post Avionics Upgrades Go a Long Way appeared first on FLYING Magazine.

In anticipation of the FAA 2020 compliance with the automatic dependent surveillance-broadcast (ADS-B) mandate, many of us cringed. Aside from the money involved, the fact that the FAA would not only be able to track us but would be able to attach our N-numbers to our home addresses, whether or not radar contact and communication was established in any given airspace, led to paranoia.

Is the paranoia justified? Well, yes and no.  

The NextGen air traffic control system has been a long time coming. Satellite and ground-based signals are now supplemented by traditional radar for positive identification of aircraft both on the controller’s scope and in the cockpit. The ADS-B-IN-equipped airplanes are able to identify other airplanes, determine other airplane tracks, and determine relative altitudes. In addition, depending on the cockpit equipment operated, the ability to obtain weather data in the form of meteorological aerodrome reports (METARs), terminal aerodrome forecasts (TAFs), and graphical weather radar is available.

• READ MORE: SmartSky, Flightcell Demonstrate Ingenuity at AEA Convention

At the Aircraft Electronics Association (AEA) convention in Orlando this past week, I was made aware of a really cool application for ADS-B. It’s a procedure that’s still in the test phase, currently being conducted in Albuquerque Center airspace for arrivals into Phoenix Sky Harbor International Airport (KPHX) using the participation of American Airlines’ A321 fleet. As a matter of fact, the initial ADS-B test phases began in 2009 with US Air A330s (now American Airlines) operating out of Philadelphia International Airport (KPHL).

With pilots utilizing cockpit display traffic information (CDTI) equipment, the procedure applies ADS-B information for use in CDTI visual-assisted separation (CVAS), and CDTI-assisted separation on approach (CAS-A). Essentially, the procedure allows pilots to maintain separation from the airplane they are instructed to follow through the use of a CDTI display.  

The CVAS procedure requires crews to acquire visual contact with the traffic ahead prior to utilizing CDTI where the CAS-A procedure does not. Although the arrival weather can be conducted in IMC (instrument meteorological conditions), the airport must be in the VFR category.

In addition to the two procedures above, initial-interval management (I-IM) is being tested for use in the en route phase of flight, whereupon controllers issue an assigned spacing goal (ASG) in the form of seconds or miles. Most modern-day airliner automation can easily handle the ASG task. 

All of these procedures will add efficiency to our National Airspace System (NAS) and should be a relatively easy transition for my colleagues. Initially, airline pilots utilized the information provided on CDTI displays when traffic information was only provided by Mode-S transponders.  It instantly became a situational awareness tool, oftentimes allowing us to anticipate ATC’s next move. Until the testing phases become a bona fide procedure, only qualified crews are allowed to conduct CVAS, CAS-A, and I-IM operations.

• READ MORE: Aircraft Electronics Association Convention Opens in Orlando

On the other side of the coin, ADS-B can certainly become an uninvited guest. The FAA employs an inside team of experts that follow and analyze a performance monitor that can retrieve data over a 720-day time period. Representatives of this team were speakers at the AEA convention. With the accuracy of ADS-B data an extremely important safety goal for our NAS, it is incumbent upon operators and avionics installers to ensure equipment is functioning properly.

If, through the performance monitor, a particular ADS-B unit is found to transmit consistently inaccurate information, providing false or misleading data to ATC, it is placed on the No Services Aircraft List (NSAL). Once placed on NSAL status, that equipment will not be provided TIS-B/ADS-R services. In a nutshell, no traffic information will be available for that particular aircraft. 

Letter of Finding

What does that mean for us owner/operators of general aviation airplanes?

If we receive an FAA Letter of Finding (LOF), a response within 45 days is required. And if an owner/operator is contacted and the agreed upon corrective action for the ADS-B equipment isn’t taken, enforcement action is possible. For the moment, notification via a LOF has been the only action. Bottom line: a malfunctioning ADS-B is dangerous, in some cases indicating to the controller that your position is elsewhere. If your equipment reaches NSAL status, fix it.

Fortunately, the latest data from last year indicate 160,000-plus airplanes are equipped with normal functioning ADS-B units. Approximately 7,600 units—or 5 percent—have issues.

Yes, Big Brother is watching, but only if your equipment is not behaving…or just maybe if you’re not behaving.

The post ADS-B: Is Big Brother Really Watching? appeared first on FLYING Magazine.

More than 130 companies exhibited their wares at the Aircraft Electronics Association (AEA) convention this week in Orlando. However, two caught my eye because their products were intriguing. And quite frankly, my curiosity was piqued because I was compelled to better understand technology unfamiliar to my airline pilot brain.

I had the opportunity to interview SmartSky’s CEO and director, David Helfgott, along with co-founder and president Ryan Stone. David has a far-reaching background in the communications industry, having been the CEO and president of Inmarsat, a UK-based satellite company. Interestingly enough, Ryan began his career in submarines but always had an interest in aviation. He began with business jet management and then discovered that a common complaint was unreliable communication, which was the catalyst for the 2011 creation of SmartSky.

Two-Way Connectivity

SmartSky is an air-to-ground (ATG) communications network established exclusively for the corporate aviation industry. Most folks, myself included, initially assume that the company is about providing internet to the cabin of a business jet so the owner’s teenage kids can fight off boredom watching their favorite Netflix series…or playing Xbox. Well, yes, that’s true. But wait, there’s more.

With the utilization of 300-plus ground station antenna systems perched atop various shared-use towers throughout the U.S., SmartSky is able to provide not just one-way, but two-way connectivity between the cabin, the aircraft systems, and the cockpit. The airplane is provided its own discrete, virtual private network (VPN) rather than sharing bandwidth with additional airplanes like other in-flight providers.

Passengers have the ability to not only check emails and access the internet, but they can exchange files and data back and forth. Because SmartSky deals with gigabytes of data versus megabytes, applications like Zoom will stream without interruptions and limited latency, notwithstanding direct phone communications—the 5G hardware that operates on the spectrum of bandwidth that doesn’t interfere with radar altimeters is already in place.

Through the Skytelligence platform, the airplane can communicate systems and engine data. Additionally, the cockpit is able to obtain pertinent weather, notice to air missions (NOTAMs), and forecast information. From the same platform, utilizing a program called SmoothSky, graphic, real-time turbulence data is available through the crowdsourcing of participating International Air Transport Association (IATA) airplanes that automatically transmit the information.

• READ MORE: Aircraft Electronics Association Convention Opens in Orlando

Aside from equipment and installation costs, which vary depending upon the aircraft, monthly subscriptions range from $3,500 to $10,000 depending on the data plan selected. For smaller operators, an hourly pricing program is available. SmartSky has a contract with Textron that includes 12 aircraft supplemental type certificates (STCs) for their equipment. Additionally, the company has contracted with North Carolina fractional ownership operator, flyexclusive.

Comms for Smaller Cockpits

The other company that I found interesting was Flightcell. On the AEA exhibit hall floor, I spoke with account manager, Phillip Hutchings. Flightcell offers three separate units of communication equipment that is designed to fit into the smaller cockpit space of corporate aircraft.

The first unit attracted my attention because it seemed to be more sophisticated than what was installed onboard the B-777 I had flown for nine years. The Flightcell SVS (Safety Voice Services) was a standalone box that contained an updatable database of global frequencies. If only for regulatory requirements, the company believes it to be a total replacement for HF (high frequency) radios. Having spent a good portion of my career across the North Atlantic, attempting to understand radio operators and controllers over the annoyance of HF static, I second the motion.

A press of an SVS button will display the desired frequency by facility in alphabetical order. The pilot only has to confirm the entry and the ATC facility is automatically dialed. The FMC on the B-777 provided a similar function for satellite frequencies, but with a more limited data base. A high priority, low priority, and emergency function is built into the SVS.

The Flightcell DZMx unit is a GPS tracking device that provides automatic position updates and can be programmed for other functions in addition to a two-way text-type communication capability. Helicopters acting as firefighting aircraft have programmed the unit to communicate water pick-ups and drops. The DZMx can also transmit aircraft systems and engine monitoring data.

And finally, the Flightcell SmartHUB acts as a flight recorder, accessing mountable cameras, flight data, and audio just like a standard airline-type cockpit voice recorder. The operator can download the data directly to an SD card rather than relying on a third-party platform.

Both SmartSky and Flightcell were proof that innovation and ingenuity is alive and well in the aviation industry.           

The post SmartSky, Flightcell Demonstrate Ingenuity at AEA Convention appeared first on FLYING Magazine.

On Monday, the 66^th Annual Aircraft Electronics Association (AEA), conducted at the Gaylord Resort and Convention Center in Orlando, began with all the production of a Hollywood premiere.  

It was my first time attending an event where aviation technicians outnumbered pilots.  Throughout my airline career and my general aviation participation, I have relied on the expertise and professionalism of these folks. With the utmost respect, I felt humbled to be among the very best in the industry.

Before the opening ceremonies, the day began appropriately with the FAA. Facing a backlog of 700 Part 145 repair station applications from last year, the agency is working to improve the process. Approximately 310,000 technicians hold licensed A&P (airframe and powerplant) certificates in the U.S., with an estimated 126,000 mechanics actively turning wrenches. Because of a regulatory technicality, Safety Management Systems (SMS) have not been mandated for Part 145 repair stations as of this date.

An FAA representative introduced their Canadian counterpart, who spoke of ADS-B (Automatic Dependent Surveillance-Broadcast) implementation issues. Although dates for compliance over the next two years remain in place, Air Transport Canada has not set specific standards for equipment performance. For example, some systems were communicating with satellites that allowed for an agonizing 10 second latency on air traffic controller screens.

Mike Adamson, president and CEO of AEA, kicked off the convention with a few announcements. As billings and sales of general aviation aircraft are still headed in a positive direction, the demand for mechanics and technicians is increasing at a rapid pace. The organization is supporting AeroCareers.net, which targets mostly high school students to promote employment in the aerospace industry through education. On other subjects, AEA introduced its new third-generation logo.

Bill Hanf, AEA chairman of the board, introduced Dewey Conroy as the member of the year.  Mr. Conroy is one of the founders of Pacific Coast Avionics. Avidyne was recognized as the AEA associate member for 2023. The company is a longtime AEA contributor and an innovator of aircraft avionics since its 1994 inception.

The FAA’s Orlando FAAST manager, Bob Jex, presented the Charles Taylor Master Mechanic Award to Ric Peri. Taylor was the mechanic who designed the engine for the Wright Brothers Flyer.

The award criteria require 50 years of aviation mechanic experience, professionalism, and a steadfast commitment to safety. Peri began his career in the Air Force and has been an instructor, writer, consultant, auditor, advocate, and contributor to AEA.

• READ MORE: Piper M Class Is Ready for SAF, Garmin’s PlaneSync

The remaining portion of the opening presentation was the introduction of 33 new products from various aviation companies. Highlights include:

• Communication company GoGo has improved its “Avance” system while establishing the infrastructure for the 5G network.
• Daniels Manufacturing Corporation introduced its Lace Lock product that replaces standard cable ties, improving safety for wiring installs.
• Aero LEDs Lighting introduced the Sunspot 36-4000 75-watt lens, with some of their products used by the Aeroshell Demo Team.
• Collins Aerospace presented their 5G resilient radar altimeter.
• Garmin introduced its PlaneSync app system that allows for remote communication between a tablet and the airplane, providing transmission of engine, aircraft system, and flight plan data.
• TIC presented its all-inclusive avionics test unit, which provides for testing of nav systems, antenna function, comm systems, and transponder operation.
• Texas Aerospace Technologies introduced its LCR 110- a low-cost, low-weight, small-size, IRS system available to aircraft not normally equipped, enabling RNP approaches and en route navigation for smaller aircraft.
• Aspen Avionics instituted its new 2.12 Software for the Pro Max Series units, which includes extended runway centerlines, reduced auto-max brightness from 70 to 50, and expanded fault log for dealer troubleshooting.
• Viavi Solutions introduced the PSD90-3 Fuel Quantity Test Set that also provides for fuel contamination testing.
• One Mile Up presented its updated Panel Planner for both experimental and certified aircraft, affording dealers the opportunity to generate a panel layout for customers.
• SmartSky presented its private “Intranet” platform that provides secure, discrete, 2-way data exchange from within the cabin, from aircraft systems, and from the cockpit without dependability on the world wide web.
• Universal Avionics introduced its Aperture Next enhanced vision system (EVS) that detects and identifies objects and allows for image-based navigation.
• Raptor Scientific presented its pitot/static test set unit- Raptor ADIS 3250 that can pre-load the aircraft type, program the type of tests required, and automatically prevent exceeding pressure specs that would potentially damage cockpit instruments.

Various presentations were scheduled throughout the day and the week.  I attended an FAA-led ADS-B symposium, which provided some very relative information for both pilots and avionics technicians. Although geared toward avionics shops, another presentation provided a new, and perhaps disruptive, perspective on evaluating and analyzing aircraft accidents. The same presenter led a different discussion on mistakes that avionics dealers and shops make that harm their business, which was applicable to many other customer service industries.

All in all, the AEA Convention appeared to be a great success. As a retired airline pilot and now as a regular general aviation participant, the event provided me with greater insight into the other side of the instrument panel.

The post Aircraft Electronics Association Convention Opens in Orlando appeared first on FLYING Magazine.

The FAA sent a notice to pilots warning them not to disable terrain avoidance and warning systems (TAWS) aural alerts as the tool can be a critical safety feature in avoiding controlled flight into terrain (CFIT) accidents.

The FAA’s warning came as part of an Information for Operators (InFO)—a notice designed to help operators meet certain administrative or regulatory requirements with a low sense of urgency or impact on safety.

“Alerts from TAWS can become a nuisance or a distraction to pilots when flying at altitudes below the alerting threshold of the system,” FAA said in the notice. “This may result in the pilot’s decision to inhibit the system. Inhibiting warning systems and ignoring warnings, combined with deteriorating weather conditions leading to loss of visual surface reference and situational awareness, has been found to be the cause of some CFIT accidents. In some situations, aircraft impacted terrain that might have been avoided had the TAWS alert feature been uninhibited.”

One such case in Alaska in 2015 involved a sightseeing Havilland DHC-3 Otter. The pilot and all eight passengers were killed when the aircraft crashed into mountainous terrain after encountering deteriorating weather conditions. In its report, the NTSB found that the TAWS “inhibit” toggle switch was disabled. In several other cases involving CFIT accidents, the TAWS system had also been turned off, as many pilots reported the alerts are a nuisance.

According to the FAA’s General Aviation Joint Steering Committee, which works to improve general aviation safety, there are roughly 40 CFIT accidents per year, of which half are fatal. Most of these occur during the approach or landing phases of flight, with VFR flight into IMC being the deadliest. Data also shows that more than 75 percent of CFIT accidents in a year occur during the day, while more than half are in visual conditions.

Since the 1970s, with the introduction of TAWS installations, there have been significant improvements in flight safety, especially involving CFIT accidents. TAWS was developed to provide a warning with enough time for the flight crew to take appropriate action to avoid possible terrain conflict.

“This InFO serves to inform operators about the risks associated with distraction and complacency brought about by routine use of the TAWS’ terrain inhibit feature. It is also intended to ensure operators understand the importance of having procedures and training for the use of the terrain inhibit aural warning switches associated with nuisance alerts,” noted the agency.

The FAA recommended that the directors of operations for charter providers, private flight department managers, and fractional ownership managers should “review their approved training programs to ensure procedures for the use of the terrain warning system inhibit switch is adequately addressed.”

The post Don’t Mute Aural TAWS Alerts, FAA Warns Pilots appeared first on FLYING Magazine.

It’s rare to find a pilot these days who doesn’t rely on a digital service for their flight planning, management, or debriefing. Often that means using multiple platforms—until now. 

ForeFlight, a Boeing Company, has announced its acquisition of CloudAhoy, a debriefing software provider.

According to a post on the ForeFlight blog, the acquisition was completed in response to “customer desire for more integrated digital solutions.”

• READ MORE: Did You Know ForeFlight Did This?

ForeFlight, established in 2007, is one of the most widely used weather briefing and flight planning and management tools.

CloudAhoy, created in 2011, provides post-flight debriefing, analytics, and flight operations quality assurance software products. CloudAhoy allows pilots to digitally record their flight and play it back to review their performance. The software is particularly useful in the training environment where the emphasis is on meeting and exceeding the minimum standards for certification.

The details of the merger have not been announced.

The post ForeFlight Acquires CloudAhoy appeared first on FLYING Magazine.

The popular Airbus H125 will move into IFR operations following a joint project between the OEM and avionics manufacturer Genesys Aerosystems. The pair announced the plans at the Helicopter Association International Heli-Expo in Atlanta on Wednesday.

The single-engine turbine H125 follows on from the Eurocopter AS350 B3 model. The earlier AS350 B2 model is featured on the cover of the March 2023 edition of FLYING.

The Genesys Helicopter Suite comprises dual IDU-680 EFIS displays, a Genesys VHF NAV/COM aircraft digital radio, a Genesys IFR helicopter autopilot, dual redundant ADAHRS, dual GPS/FMS, and other equipment as required to achieve IFR certification. The DO-178C Level A, IFR certified, IDU-680 displays utilize high-resolution LCD glass and can depict 3D synthetic vision, highway-in-the-sky (HITS), enhanced HTAWS terrain awareness, an integrated FMS, and hover vector features.

Airbus and Genesys plan to complete the supplemental type certification process by the second half of 2024. The STC will be used for factory new deliveries in North America, with other approvals to follow in countries allowing for single-engine rotorcraft IFR operations.

“Genesys is excited to partner with Airbus to offer an avionics solution to the H125 that allows an affordable option for IFR operations,” said Jamie Luster, director of sales and marketing for Genesys Aerosystems. “We expect the IFR option to be a popular choice in civil and special mission applications.” 

“The H125 remains an unrivaled product thanks to its continuous improvements,” said Jérome Ronssin, head of light helicopters programs at Airbus Helicopters. “This new IFR feature will expand the helicopter’s mission capabilities in all weather conditions especially for critical missions such as public services, including Law Enforcement and EMS, and enhanced training. 

“The choice to partner with Genesys was made based on their extensive experience in designing state-of-the-art avionics and in particular their experience certifying platforms for IFR operations,” Ronssin concluded in a statement. 

The post Genesys, Airbus To Partner on IFR AStar appeared first on FLYING Magazine.

A new flight management system lies in store for a list of Sikorsky helicopters used in military applications. At the 2023 Helicopter Association International Heli-Expo in Atlanta on Tuesday, CMC Electronics and Sikorsky announced their contract to provide CMC’s CMA-2028MC FMS to several Sikorsky models, including the UH-60M, HH-60M, HH-60W, S-70i, and the S-70M.

Both U.S. military and international operators will take delivery of the updated helicopters, including the U.S. Army and U.S. Air Force, to perform missions such as search and rescue, troop and personnel transport, medevac, disaster relief, aerial firefighting, and border patrol.

The CMA-2028MC integrates radio management along with the FMS functionality. Its reduced weight, low cost, and small size make it a flexible choice for the range of Black Hawks it is intended to serve.

Brad Nolen, vice president, sales and marketing, said in a statement, “Sikorsky and CMC have been collaborating for more than 25 years to ensure that the Black Hawk flight management system provides a highly reliable navigation solution with the capabilities needed to enable war fighters to complete crucial missions and save lives. CMC is excited to partner with Sikorsky on this latest program.”

CMC Electronics is based in Montreal, Quebec, while Sikorsky—now a Lockheed Martin company—is based in Stratford, Connecticut.

The post CMC Electronics Partners with Sikorsky on FMS for Black Hawks appeared first on FLYING Magazine.

Avidyne and Innovative Solutions & Support have announced the debut of the Helix integrated flight deck for helicopters, with an initial application in the Sikorsky S76++. 

The Helix uses IS&S’s 10.4-inch flat panel displays in concert with Avidyne’s Helios flight management system to modernize legacy helicopters. Other features include 3D synthetic vision, electronic charts, ADS-B weather and traffic, and SBAS/LPV capability. The new system will be on display this week at the Helicopter Association International’s Heli-Expo in Atlanta, Georgia.

Avidyne sees the platform as providing a well-priced upgrade with “significant value over anything currently available in the marketplace,” according to John Talmadge, Avidyne’s vice president of worldwide sales.

“Avidyne and IS&S have put together a solution that is designed and targeted to extend the life of the large number of legacy helicopters still in operation, including the S-76C++, the Blackhawk, the AW109 and more,” he added in a release. “We are excited to be working alongside IS&S to develop Helix, which will give new life to these airframes at a cost that won’t break the bank, and that provides operators a whole host of new capabilities while dramatically improving reliability and dispatchability.”

PHI To Be Systems Integrator

PHI of Lafayette, Louisiana, has agreed that its MRO Services department will be the initial systems integrator for the Helix flight deck in the S76++.

“We are happy to have Avidyne and IS&S as avionics OEM partners for systems integration and support of their new Helix flight deck,” Tom Neumann, president of PHI MRO Services. “We see the Helix system as a terrific upgrade solution for helicopter operators facing legacy avionics obsolescence issues, and who want to improve reliability and dispatchability of their fleet.”

Avidyne intends to expand the Helix into other rotorcraft applications, and plans to continue its partnership with PHI on those projects.

The post Avidyne, IS&S Partner on Sikorsky S76s Integrated Flight Deck appeared first on FLYING Magazine.

Garmin (NYSE: GRMN) said it received supplemental type certification from the FAA for use of its GFC 500 autopilot in certain Cessna and Commander models, including the Cessna 172A, 172B, 172C,175A, 175B, and 175C, and the Commander 112 and 112A.

The GFC 500 has become a favorite among pilots who own older models that may have received gradual avionics upgrades over the last decade or two. When the time comes to add or upgrade an autopilot, buyers tend to look for the most up-to-date model they can find, preferably one that is compatible with newer flight instruments that they might have installed previously.

• READ MORE: Garmin Gets STCs for Its GFC 500 Autopilot for Older Aircraft

The GFC 500 integrates with a number of other Garmin instruments that are popular retrofits, including the GI 275 or G5 electronic flight instruments. It can also work with a combination of either a standby GI 275 or G5 with G500 TXi or G3X Touch flight displays.

Pilots often focus on other panel upgrades before changing to a new autopilot, so many aircraft already have the supporting equipment necessary to operate with newer autopilots. The GFC 500 generally offers more features than older autopilots typically found in used aircraft. Of particular interest to pilots are features like Smart Glide, a system that helps pilots handle power-loss situations by automating certain tasks and reducing the pilot’s workload.
Garmin said it will continue to add aircraft models to its STC list for the GFC 500. View the latest list of aircraft approved for the autopilot and those expected to be approved during the next year.

The post Garmin Names More Aircraft Approved for GFC 500 Autopilot appeared first on FLYING Magazine.

Worldwide sales of avionics for general aviation aircraft rose nearly 22 percent to more than $2.8 billion in 2022 compared with 2021 sales, according to the Aircraft Electronics Association. The industry group said the percentage increase in sales is the largest year-over-year bump it has seen in the 11-year history of its Avionics Market Report.

During the fourth quarter, sales increased 31 percent compared to the same period a year earlier, which is the highest quarterly increase in the report’s history, the AEA said. Fourth-quarter sales rose 7.2 percent compared with the third quarter, marking the tenth consecutive quarter of increasing sales, AEA officials added.

• READ MORE: Report: Avionics Sales Increased 6.5 Percent in 2021

“We have seen yearly sales rebound the last two years despite supply chain constraints and a tight labor market,” said AEA president and CEO Mike Adamson. “While it’s encouraging to see a record-breaking percentage increase in year-over-year avionics sales, the industry is still rebounding from the economic impact of the pandemic. The $2.8 billion in sales for 2022 falls short of the 2019 year-end sales when industry notched a record $3 billion just prior to the international health crisis, but we are trending in the right direction with positive gains over the past 10 quarters,” Adamson said.

The retrofit market for avionics installed after an aircraft’s original production accounted for 48.2 percent of total sales in 2022, while avionics installed by aircraft manufacturers during original production totaled 51 percent of sales, the AEA said.

Companies that separated their sales figures between the U.S. and Canada and other international markets said 74.9 percent of their sales during 2022 took place in the U.S and Canada and 25.1 percent took place in other markets.

The AEA said it began releasing its Avionics Market Report on March 26, 2013, during the 56th annual AEA International Convention & Trade Show in Las Vegas, Nevada. Before that, the industry group said, there was no “effort to capture the true dollar size of the business and general aviation avionics market.”

The post Global Avionics Sales Posted Strong Growth in 2022, Aircraft Electronics Association Says appeared first on FLYING Magazine.

The FAA has approved Aspen Avionics‘ new software that allows integration of the Garmin GFC600 autopilot with Aspen’s EDF1000 Pro MAX primary flight display, the company announced.

The software also provides selected altitude support for Trio and Bendix/King AeroCruze autopilots, and extended runway centerlines for Aspen’s MFD500 and MFD1000 MAX multi-function displays. Aspen said the software is available through its authorized dealers for $1,995.

• READ MORE: Garmin 600 Gets Certification for Use in King Air 200s

The approval is good news for owners and pilots of Aspen-equipped GA aircraft who want to upgrade to the latest Garmin autopilot. Mixed panels are a fact of life for older aircraft that have been through numerous rounds of avionics upgrades. Many have been fitted previously with combinations of electronics from Aspen, Garmin, and other manufacturers. Any increase in compatibility across different brands of equipment offers the possibility of cutting the expense of panel improvements.

“Aspen’s Pro MAX PFD coupled with the Garmin GFC600 autopilot enhances and expands the basic autopilot function and streamlines the controls, reducing workload and removes the need for some external adapters. When combined with all the features and benefits of Aspen’s glass panel technology, flying becomes easier and safer, especially for single pilot IFR missions,” said Mark Ferrari, vice president of sales and customer support.

• READ MORE: Aspen Avionics Announces Autopilot Compatibility With Evolution Series

“We have been working diligently to ensure the owners who currently have a digital autopilot or are considering replacing their analog autopilot have a cost-effective, highly robust, and easy-to-use glass display at an affordable price point,” he said.

Aspen said it has been working with a number of digital autopilot makers including Garmin, Genesys, Avidyne, Trio, and Bendix/King AeroCruze, and is “always seeking opportunities to advance collaboration” with all manufacturers to give aircraft owners more autopilot integration options.

The post FAA Approves Integration of Aspen EDF1000 Pro MAX with Garmin GFC600 appeared first on FLYING Magazine.

Garmin, based in Olathe, Kansas, announced on January 31 that its GFC 600 autopilot is now certified for King Air 200 aircraft. The FAA Supplemental Type Certification (STC) allows King Air 200 owners to upgrade their autopilot and enables an all-Garmin scalable avionics retrofit. 

The GFC 600 autopilot, similar to the GFC 700, is used in high-performance single and multiengine aircraft, and in jet aircraft. Its basic features include altitude hold, vertical speed, and heading modes, and “the GFC 600 also includes altitude preselect, VNAV1, Level Mode, underspeed and overspeed protection and more,” according to the company.

“Pilots can also select, couple and fly various instrument approaches, including GPS, ILS, VOR, LOC and back course approaches when paired with a compatible GPS navigator,” Garmin said.

• READ MORE: Garmin’s GFC 600 Autopilot Approved in Select King Air C90 and E90 Aircraft

The GPS’s features can help pilots with missed approaches, a straight and level autopilot function available at the touch of a button, and underspeed and overspeed protections to help prevent stalls and exceeding maximum structural speeds. Premium functions include airspeed hold mode and attitude pre-select options.

“As a standard feature, pilots receive Garmin Electronic Stability and Protection (ESP) with the GFC 600 digital autopilot, which works to assist the pilot in maintaining the aircraft in a stable flight condition,” Garmin said in a statement. “ESP functions independently of the autopilot and works in the background to help pilots avoid inadvertent flight attitudes or bank angles and can help provide airspeed protection while the pilot is hand-flying the aircraft.”

The GFC 600 includes six variants, and Garmin says it will continue working to get FAA approval for more aircraft models for the autopilot over the next year.

• READ MORE: Garmin Achieves STC for GFC 600 for Cessna 310R, Pilatus PC-12/47

The post Garmin 600 Gets Certification for Use in King Air 200s appeared first on FLYING Magazine.

The FAA is proposing an airworthiness directive (AD) that would require passenger and cargo aircraft in the U.S. be equipped with 5G C-Band tolerant altimeters or appropriate radio frequency filters by February 2024.

According to a statement sent to FLYING, “the proposed AD will continue to allow aviation and the 5G C-Band to safely coexist.”

• READ MORE: Aviation Industry Seeks 5G Deadline Extension

The activation of 5G took place this month and is designed to improve internet speeds. Wireless carriers AT&T (NYSE:T) and Verizon Communications (NYSE:VZ) have stated that 5G is necessary as cellular data needs increase.

How the AD Works

The February 2024 directive mandates that all transport category airplanes used in scheduled passenger or cargo flight operations in the U.S. be equipped to safely operate in the vicinity of 5G C-Band wireless signals.

“This proposed AD is similar to one that took effect in December 2021, prohibiting passenger and cargo flight operations in the vicinity of 5G C-Band wireless transmitters unless the FAA specifically approved them,” the FAA statement said. The 2021 AD relied on Verizon and AT&T to voluntarily reduce the power of 5G C-Band signals near airports.

According to airline industry officials, interference caused by 5G signals can compromise the radio altimeters aboard airliners, which can constitute a safety hazard in low visibility situations. The data supplied by radio altimeters gives the pilot information about the aircraft’s height above terrain, and supplies information for several other systems aboard sophisticated aircraft used by airlines. When this data is suspect, the aircraft cannot land.

In January 2022 the wireless companies voluntarily reduced the power of the 5G towers near airports to help protect air traffic while the industry focused on developing protections against interference.

The FAA notes that both AT&T and Verizon agreed to keep their voluntary mitigations in place until July 2023 to give the aviation industry an additional year to retrofit their airplanes with radio frequency filters.

“Although that work continues at an expedient clip, this proposed AD would make the retrofits mandatory for operators that have not completed the work,” FAA said. “In keeping with the deadline agreed to by wireless carriers, the proposed AD also requires aviation operators to revise their airplane flight manuals to prohibit low-visibility landings after June 30, 2023, unless the retrofits have been completed on that airplane.”

Mitigations May Not Be Enough

In a November 15 letter, members of the aviation industry 5G Coalition noted that despite the mitigations in place, there were still instances of 5G interference.

• READ MORE: 5G-Mitigating FreeFlight Radar Altimeters Gain Approval

“Since January 2022, the FAA has documented over 100 FAA incidents of potential 5G interference, the majority of which were found to have a direct radar altimeter impact resulting in safety alerts by systems such as the terrain avoidance warning system [TAWS],” the coalition letter said. “Unfortunately, the U.S. government agencies do not appear to be on the same page with respect to these safety issues. As a result, aviation stakeholders are caught in the middle, and ultimately passengers and shippers will be the ones who will bear the brunt of any operational disruption caused if this issue is not resolved.”

The letter was sent to Brian Deese, National Economic Council Director Executive Office of the President; Gina M. Raimondo Secretary of Commerce, U.S. Department of Commerce; Pete Buttigieg, Secretary of Transportation; Alan Davidson, Assistant Secretary of Commerce for Communications and Information, National Telecommunications and Information Administration, U.S. Department of Commerce; and Billy Nolen, Acting Administrator, FAA.

The FAA describes the AD as a longer-term solution and a collaboration between the wireless companies, aviation stakeholders, the Federal Communications Commission, and the FAA and the National Telecommunications and Information Administration, designed to enable the wireless companies to achieve full use of their networks while maintaining aviation safety.

This proposed AD will be open for public comment for 30 days after it posts in the Federal Register.

The post Airlines Have Until 2024 To Make 5G Upgrades Under FAA AD appeared first on FLYING Magazine.

Garmin has received Supplemental Type Certification (STC) from the FAA for its GI 275 electronic flight instrument designed for Airbus AS350 helicopters, the avionics manufacturer announced.

According to Garmin, the GI 275 is a direct replacement for a variety of legacy primary flight instruments in the cockpit, including the primary attitude indicator, course deviation indicator (CDI), horizontal situation indicator (HSI), or the multi-function display (MFD).

The GI 275 is designed to fit the popular 3.125-inch flight instrument size, which will reduce installation time while simultaneously preserving panel real estate.

The GI 275 features a bright, high-resolution touchscreen display and wide viewing angle. A dual concentric knob allows pilots to access a variety of key functions including primary attitude indicator, Course Deviation Indicator and multifunction display.

The GI 275 secured one of FLYING’s Editors Choice Awards for 2022.

GI 275 as AI

When installed as a primary attitude indicator, the GI 275 offers improved reliability over vacuum-driven instruments along with potential weight saving and reduced maintenance.

Garmin notes “Optional Helicopter Synthetic Vision Technology (HSVT) overlays a rich, 3D topographic view of terrain, traffic, obstacles, power lines, airport signposts and more, all within the GI 275 attitude display.”

• READ MORE: FAA OKs Electronic Flight Instrument for Two Robinsons

The attitude indicator also displays outside air temperature, groundspeed, as well as true airspeed and wind information, and wireless functionality like sharing of GPS position and backup attitude information to the Garmin Pilot mobile application.

GI 275 as CDI/HSI

When installed as a Course Deviation Indicator or Horizontal Situation Indicator (CDI or HSI), the GI 275 is designed to accept a variety of GPS and navigation inputs that allows up to two GPS sources and two VHF navigation sources.

The GI 275 features an Omni Bearing Resolver that allows the flight instrument to interface to a variety of legacy navigators on the market to avoid the need for an expensive adapter. The GI 275 has an optional magnetometer, which enables it to provide magnetic-based HSI guidance. The HSI can also provide enhanced features such as map inset and traffic, terrain or weather overlay.

Selecting the source is accomplished through the touchscreen interface, while course and heading selection is completed using either the touchscreen or dual concentric knob.

Multi-function display (MFD)

The GI 275 adds MFD-like capabilities. Aircraft owners can take advantage of a moving map, weather, traffic, WireAware for powerline avoidance, SafeTaxi airport diagrams and five-color terrain shading. A built-in VFR GPS provides convenient direct-to navigational guidance on a moving map.

• READ MORE: Garmin Adds Functionality to GI 275, Additional STCs for GFC 600

In addition, Helicopter Terrain Awareness and Warning System (HTWAS) is available on the GI 2753 and offers forward-looking terrain and obstacle avoidance (FLTA) capability, giving the pilot information in advance to avoid potential hazards.

Garmin notes the GI 275 can also be paired with Garmin’s GRA 55 or GRA 5500 radar altimeters, or other select third-party products, to display altitude above ground level while also providing visual and aural annunciations to the pilot.

The Details

The GI 275 comes with a two-year warranty and is available as a retrofit for the AS350 BA, B2, B3 and B3E variants.

The post Garmin Receives GI 275 STC for Airbus Helicopters appeared first on FLYING Magazine.

Continuing on its path to develop significant safety upgrades for the turbine and turboprop markets, Innovative Solutions & Support [NASDAQ: ISSC] announced today that it has gained FAA approval under a supplemental type certificate (STC) for its ThrustSense autothrottle for Beechcraft King Air 200 and 300 models equipped with the Garmin G1000 standard and NXi integrated flight deck.

The ThrustSense autothrottle serves as an active co-pilot through most of the phases of flight, beginning with the takeoff roll. Using a FADEC-style full regime engine control system, the ThrustSense stays with the pilot, monitoring, calculating, and adjusting engine inputs to ensure airspeed and envelope protection from takeoff to touchdown, and including the go-around phase.

The ThrustSense system earned a FLYING Editors Choice Award in 2021. A previous version can be installed in King Airs equipped with the Collins Pro Line 21 or Pro Line Fusion flight deck.

• READ MORE: Upgrades Offer New Life for Legacy Turboprops

“We’re seeing continued acceptance and growth of ThrustSense’s safety and performance by King Air operators throughout the world,” said Tom Grunbeck, IS&S director of autothrottle programs. “With the aircraft’s broad range of mission capabilities, many aircraft operators are focused on further enhancing the King Air’s utility and value by reducing crew workload in their flight operations. ThrustSense is a great example of IS&S’s capabilities as a key player in providing technology to deliver next-level cockpit automation.”

How It Works

FLYING interviewed Grunbeck for a recent compilation of key upgrades for turboprops like the King Air and Pilatus PC-12. More than 30 PC-12s have seen the retrofit system, paving the way for its implementation in the King Air. We flew with the ThrustSense during its market survey testing phase, and the support it gives—especially when operating single pilot—is a big workload saver.

• READ MORE: The Most Fuel-Efficient Turboprop Singles

The autothrottle registers the airplane’s current state to provide an exact power setting for that flight phase. Where it truly acts as a safety improvement is in an engine power-loss scenario, providing protection so that the airspeed does not approach V_MC and managing the dissimilar power levels through the emergency situation to maintain direction control.

The kit for the King Air includes a standby control unit, two actuators in series with engine control cables, and two circuit breakers to the breaker panel.

The post IS&S Introduces STC for Autothrottle on King Airs with G1000 appeared first on FLYING Magazine.

Learning to fly an airplane can be compared to learning to play a musical instrument—you need to practice to get good. This is particularly true for IFR pilot certification. The big difference in the skill acquisition is that you can practice a musical instrument at home—flying IFR at home is more difficult, but that challenge is what drove Austin Meyer, the creator of X-Plane flight sim software, to develop the simulation technology.

X-Plane 12.0 was released just in time for the holidays, and it’s already gaining rapid use the aviation community.

According to Meyer, a 3,000-hour private pilot, the development of X-Plane grew out of his frustration when he was trying to achieve an instrument proficiency check (IPC). He had completed his training in Columbia, South Carolina, where the airspace was relatively uncomplicated, but found himself in southern California for the IPC. He was quickly overwhelmed by air traffic control, which put him behind the aircraft.

“With an instrument proficiency check, you can’t actually fail those. You just keep going until you get the sign off. I had to do four flights to get the sign off, and I found it very frustrating,” he recalls.

“I decided never to put myself in a situation where I have to go up four times to get an IPC again. I need to practice at home.”

Meyer, who was flying a Piper Archer II at the time, looked at Microsoft Flight Sim but noted they did not have a Piper Archer II in the program.

“I knew they wouldn’t put one in just for me, so I wrote my own simulator program. It was called Archer II IFR, and it was [an] instrument currency check in that it was highly optimized for instrument training.”

Meyer didn’t have all the performance data for the Piper, so he studied the geometry of the airplane and determined “how it must perform to the laws of physics and when I did that, I had an airplane that flew just like a Piper Archer II.” Meyer realized he could expand this model to any airplane, “and X-Plane was born.”

That was in 1995. Since then Meyer has been refining the product which is now in its twelfth iteration.

The challenge with writing a program like this, he says, is that when you change one variable it can potentially impact others in the program, so making changes takes much trial and error—in short, it takes time.

Bring on the Clouds

In this version of X-Plane the focus was on creating what Meyer calls four-dimensional clouds. The clouds change as the pilot flies through them just as they would in the real world.

“The clouds are volumetric,” said Meyer. “I actually felt [like] I used to feel in my old Columbia 400…where it is like ‘oh my gosh! I am not getting over this cloud build up, and I am not getting around it,’ and suddenly you find yourself in the middle of a three-dimensional maze of clouds. You wonder what kind of scud running is going to be in front of you, if you want to get under it, or if turning around to get out of it is even an option—just like you would in the real world.”

According to Meyer, he is hearing from users of X-Plane that the flight modeling for the aircraft has improved as well.

“They love that the aircraft flies more accurately. They also love how the lighting changes,” he said.

The scenery, which Meyer describes as “basic,” has also been enhanced for the seasons—if you want to go to New England in the autumn and watch the trees change color, you can. However, says Meyer, as many pilots are clamoring for more of a Google Earth scenery experience.

“People want to fly over their house, that’s not what X-Plane was made for,” he said. “That’s not how I use my airplane when I write a simulator. What I am looking at is the airport environment. When my nose is down, I want to see the airport. I want to see the avionics, I want an accurate flight model, I want to see the weather, I want the engines and systems and air traffic control to be changing just like they do during a flight. I want all those things you do to manage a flight from start up to shut down. That is the type of aviation I am experiencing all the time, and that is the simulation I want to bring to people.”

What Is Next for X-Plane

Meyer notes there are 30,000 airports in X-Plane right now, and more can be added via the Airport Scenery Gateway. “Anybody can take an airport they want to any level of detail, and load it onto our service. We have someone check it to make sure it is the best version of that airport and boom! We load it onto the master database and everyone gets it. All it takes is one person to build that airport.”

Because X-Plane uses a physics-based flight model that moves any aircraft through four-dimensional weather, it is a good training tool, says Meyer, adding that 2023 will be spent focusing on the professional use application of X-Plane. There are already simulator manufacturers that use X-Plane in their products, such as Precision Flight Controls. “They have gotten very good at this,” said Meyer.

Getting the Best Home Experience

X-Plane 12 can be downloaded from https://www.x-plane.com/. To get the best experience from the product, users need to find a controller, such as the Honeycomb yoke and pedal combination, or a joystick controller like the Logitech 3-D.

The price, says Meyer, is still $59.99, and that has not changed in several years.

The post X-Plane 12.0 Turns IFR Practice Into Homework appeared first on FLYING Magazine.