Avionics News June 2016 - 23

First, Garmin's G3X Touch series displays, both 10.6-inch
glass systems, provide the C4 with state-of-the-art performance
and outstanding utility for pilots.
Second, according to Flight Design, the decision to use a
system that does not have a TSO approval on its own, but will
be certified together with the airframe, allows for a significantly
lower price point with much greater flexibility for future system
enhancements and upgrades.
And, parenthetically, the proposed revision of Part 23 helps
both clarify the options available and seems to clear the air
regarding the debate about TSO'd versus non-TSO'd equipment
in Part 23 aircraft - at least those not used for commuter or Part
135 operations, a different issue from the typical personal/business use of Part 23 aircraft.
The door opened even wider in April with the EAA's announcement of its STC allowing the Dynon D10 mini-EFIS to
substitute for a vacuum attitude indicator.
The EAA surprised some who didn't understand that STCs
can be earned by nonmanufacturing entities or licensed repair
and maintenance operations.
The EAA first broke ground with an STC back in 1982,
when the association undertook years of research and testing
the use of 87 octane unleaded auto fuel, or Mogas, in aircraft
with engines originally designed to run on the then-disappearing
80-octane leaded aviation gasoline.
The EAA's STC for the Cessna 150 and 152 lead to further
STCs by Peterson Aviation - and the expansion of those STCs
to scores of aircraft models using low-compression engines facing the loss of 80 octane fuels.
Since then, the combined forces of insurers, fuel-suppliers'
contracts and the introduction of Ethanol as a pollution-reducing
agent and a way to extend petroleum supplies served to reduce
the availability of 87 octane unleaded auto fuel at airports.
But it established the EAA as a technically savvy organization for both the experimental and certificated markets that
helped lead to this latest STC.
So where to next?
With avionics makers other than Dynon applauding the
EAA's step forward, expect other companies to follow that lead
and work on their own approvals for installing their nonapproved equipment in certificated aircraft - something that has
caused many Part 23 aircraft owners to look on with envy at
their friends flying experimental aircraft.
The root question usually takes a form something like this:
"If the FAA can approve nonapproved avionics for IFR in experimental aircraft, why not in certificated aircraft?"
The path exists, but has been cluttered by the roadblocks of
misconceptions, misreading of the Federal Aviation Regulations, and aviation's reluctance to let go of old-wives' tales and
other commonly held errors in understanding.

As Peri noted, "The AEA as well as others within the industry have spent the better part of the last decade trying to bridge
the gap between the top end of EAB and LSA and the bottom
end of Part 23 (especially the older CAR 3). This latest exercise
shows that 'evolution' is starting to take hold."
So don't be surprised if a company like Garmin follows the
flight path of the EAA and Dynon for its latest D10 mini-EFIS
with the G5 electronic flight instrument for experimental,
amateur-built and light-sport aircraft.
Similar to the Dynon product, Garmin's compact, low-cost
G5 self-contained PFD offers solid performance and reliability
serving as either a backup instrument to G3X destined for the
C4, or other EFIS systems.
But the company also promotes the G5 as a stand-alone PFD,
with optional autopilot mode annunciation. Its 3.5-inch display
is a bright and sunlight-readable LCD with built-in GPS. It
displays attitude, ground track, altitude, airspeed, groundspeed,
vertical speed, slip/skid, course (lateral) deviation, vertical
deviation and incorporates a dedicated HSI page.
Integrate the G5 with the G3X to make more capabilities.
Garmin even equipped the G5 to serve as part of a highly capable stand-alone autopilot when paired with Garmin's compatible
autopilot mode controllers and autopilot servos.
Can other avionics makers be far behind?
And what happens when the revised Part 23 takes effect, possibly as early as year's end?
Well, according to visits with avionics manufacturers and
planemakers at Sun 'n Fun back in April, an entire new era in
panel equipage could dawn.
Except ... for much of what owners would like to do with
their certificated aircraft, the door is already open since the
Federal Aviation Regulations require TSOs of only a couple of
pieces of equipment - one for VFR and IFR, the other strictly
for IFR.
TSO'd transponders remain the one piece of gear common to
the vast majority of panels, VFR or IFR, if the aircraft plans to
operate in most airspace.
The other: WAAS GPS IFR navigators. And even that could
change if an avionics maker goes as far as making a non-TSO'd
model that meets the requirements for the approach database
required under the current TSO.
This doesn't mean, however, that pilots can feel free to stick
just any instrument in their panels. While a TSO may not be
required, equipment that meets the performance standards still
is - and it's still up to the manufacturer to document how they
can show that level of compliance.
But between the EAA, Dynon, the AEA and the Part 23
rewrite, general aviation is poised on the brink of progress that
can't help but make some parts of flying more affordable - and
given the advantages of electronic sensing and displays over
analog instruments - more reliable. q
avionics news

june

2016

Table of Contents for the Digital Edition of Avionics News June 2016