Avionics News October 2021 - Intro

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Equipping experimental and
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onfusion continues over what kind of equipment the
federal aviation regulations require to use in homebuilt
planes for instrument flight rules flight. General
aviation today offers multiple options in different categories of aircraft
each requiring specific training and qualifications to operate.
For example, ultralight aircraft, as proscribed by Part 103.
Absent an airspace requirement, most ultralights, powered
and nonpowered, require none of the usual operational qualifications:
No medical certificate; no operator's license; and no type
certificate. The ultralight needs to meet only the definition of an
" ultralight " in Part 103:
If powered:
1. Weighs less than 254 pounds empty weight, excluding
FOR IFR
C
STORY BY DAVE HIGDON
- 22 -
PILOT'S GUIDE
PILOT'S GUIDE
CONNECTIVITY
FOR ALL,
floats and safety devices which are intended for deployment
in a potentially catastrophic situation;
2. Has a fuel capacity not exceeding 5 U.S. gallons;
3. Is not capable of more than 55 knots calibrated airspeed
at full power in level flight; and
4. Has a power-off stall speed which does not exceed 24
knots calibrated airspeed.
5. If nonpowered, a maximum weight of 155 pounds.
As long-time ultralight flyers will note, while not required by
federal aviation regulations, training is the smart approach,
whether coming to ultralights as a zero-time trainee or whether
Airtext
Continued on page 24...
BendixKing's AeroWave 100
- 40 -
Flightcell's DZMx
EVEN THE SMALL
Connectivity options for
the Pilatus PC-12 include
Gogo's Avance L3, enabling
text, talk, entertainment
and smart cabin features.
Photo by Mike Fizer,
courtesy of Pilatus Aircraft Ltd.
ALTERNATIVELY APPROVED
AVIONICS
I
General aviation's game-changing Triple A league
STORY BY DAVE HIGDON
A CONSUMER'S GUIDE
OF AVIONICS AND SERVICES,
including a global directory of certified
avionics/instrument facilities,
manufacturers and distributors.
t was a shot heard across
the U.S. avionics industry,
as more than half the world's
market stays in the United States. A
small quiet change opened the door
to a well-known, long-proven safety
instrument - one heretofore found
largely in transport and combat
aircraft and barely seen in light
general-aviation aircraft. The angleof-attack
indicator.
It wasn't that no one made an
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BendixKing's AeroVue Touch
- 14 -
AOA system for installation in
light, Part 23 aircraft; AOA options
existed, albeit not widely due to the
limited market - a market limited
because of the cost and complexity
of winning approval from the
Federal Aviation Administration to
THUS WAS BORN AN ENTIRELY NEW WAVE OF AVIONICS,
AVIONICS LONG AVAILABLE TO AMATEUR AIRCRAFT
BUILDERS AND LIGHT-SPORT AIRCRAFT MAKERS - AND
PASSIONATELY COVETED BY OWNERS OF MANY LIGHT
GENERAL-AVIATION AIRCRAFT.
install and use them. So, few to none exist in light aircraft
except among the turbine-powered light jets and turboprops
available under Part 23.
Unless it came with a technical standard order-approved
(TSO'd) factory installation, estimates put the cost of
approval in the hundreds of thousands of dollars - to land
the ability of one model for installation in one model of
aircraft under a supplemental type certificate. That expense
would serve to drive up the retail cost of purchasing and
installing a suitable AOA system above the value of most
aircraft that could most benefit from one's installation.
Then came the urging of a group working to rewrite Part
23, precisely to address the high degree of complexity and
exorbitant costs of the approvals for everything from adding
a safety system to an existing design - like an AOA - to
certificating a new aircraft, a new engine, or new avionics.
Shortly before the 2015 Sun 'n Fun Fly-In, the FAA granted
approval for installing new AOA systems shown to meet
performance standards under an STC process.
From a single STC for one AOA system, availability
expanded through a series of blanket STCs under an
approved-model-list (AML-STC) process. Suddenly, FAA
rules provided a path to allow owners of small aircraft to
install AOA indicators and other safety-specific systems
without making manufacturers fly through all the old
bureaucratic hoops - a process long required anytime
someone wants to try to add new equipment to the cockpit.
At the same time, the FAA made the process easier for
the manufacturers, allowing them to bring their new AOA
systems to a large, eager market at costs below what
it would cost under the old system. And in a scant few
months, several new AOA systems came to market with low
acquisition and installation costs - and at what can only be
described at lightning speed for the general-aviation market.
Honeywell's SmartView synthetic vision system
Garmin G5 electronic flight instrument
Almost as quickly, the Experimental Aircraft Association
and Dynon, a maker of avionics for experimental and lightsport
aircraft, collaborated to follow the same new regulatory
path to STC one, then a second attitude indicator/primary
flight display. This one was announced at the 2016 Sun 'n
Fun Fly-In in Lakeland, Florida.
Thus was born an entirely new wave of avionics, avionics
long available to amateur aircraft builders and light-sport
aircraft makers - and passionately coveted by owners of
Continued on following page...
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VISION
OPTIONS
ENHANCING
STORY BY DAVE HIGDON
- 46 -
A
t first, hearing about a
newfangled tool to give
pilots a third eye, if you
will, sounded like something out of
a fairy tale. The new tool for seeing
the world arrived through the magic
of computer software, the result of
space-based systems scanning the
Earth in increasing detail blended with
the application of high-speed graphics
computer software in sundry computers
pilots covet.
The tool: synthetic vision system.
Exceedingly popular, widely available
in a variety of tools and avionics, and
relatively inexpensive today, SVS first
emerged in the general-aviation market
in the late 1990s.
As a resident function of a thennew
Sierra Flight Systems integrated
avionics package, the earliest form of
SVS generated rudimentary wire-frame
renditions of mountains, bodies of
water and outlines of buildings. Similar
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Early
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S T O R Y B Y D A V E H I G D O N
A
mong the most prominent of my earliest memories
of traveling by private aircraft are the steps to take
before boarding the aircraft, closing the cabin door
and lighting the powerplant fires. Oh, for the convenience of
in-flight connectivity systems and the age of uninterrupted
connectivity of today.
Back then, knowing that ahead awaited several hours in
the relative isolation of the cockpit or cabin, it seemed prudent
- and important - to close the loop on any unanswered calls,
respond to emails in my in-box, and inform a select group
of contacts of my impending period cut off from the world as
the aircraft sped through the airspace en route to that trip's
destination.
Providing an estimated time of arrival seemed both prudent
and polite, but only as long as those folks understood that an
element of uncertainty accompanied the vagaries of privateaircraft
travel. Flight conditions routinely challenged our flight
planning, rendering that calculated ETA into a guesstimate of
uncertain reliability.
A bodacious headwind assured us that our estimate would
be optimistic; we would be later than our ETA. An equally
strong tailwind guaranteed the opposite outcome - from a
degree of pessimism to a holy cow, we're early!
And those folks waiting in the lurch might get a hint by
asking the flight desk to check on our progress via a flight
service station contact to update what we thought we knew
about weather conditions.
For some business-turbine aircraft and some airliners,
a flight phone provided a possible link through which
someone on the aircraft could drop a dime - a couple dozen,
actually - to call ahead with an update on ETA provided by
the flight crew. Otherwise, aside from VHF and/or HF radio
transceivers, contact with folks expecting our arrival awaited
our landing, for us to taxi onto the ramp and disembark on a
beeline to the nearest phone.
Veteran road warriors knew to pack their briefcases with
materials to peruse en route. That option became more useful
and productive with the introduction of laptop computers
and continues to evolve in today's age of tablets and
smartphones.
This brings us to today's world of unending connectivity
and the near-impossible task of finding the quiet of
disconnection.
Size matters for IFC systems
The proliferation of in-flight connectivity systems for
business-turbine aircraft from midsize jets up occurred
because, well, in the case of the aircraft itself, size matters.
Not only are such systems expensive and demanding
to install, the size of the components and, in particular, the
antennae largely eliminated smaller aircraft from eligibility.
Modems and routers required space and power that many
smaller aircraft lacked.
Smaller aircraft face many challenges when it comes to
in-flight connectivity, from fitting the hardware and antenna to
providing the needed electrical power. Merely installing the
connecting wiring harnesses into the structure made such
installations a challenge.
Even when that size issue and the cost of the equipment
could be resolved, there is the cost of service. Equipment
installation is complex, and the cost of data can be expensive.
Additionally, smaller aircraft suffer from limited options for
Wi-Fi installations because of antenna restrictions - issues
avoided in larger business jets and turboprop aircraft. But,
Continued on following page...
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Avionics News October 2021

Table of Contents for the Digital Edition of Avionics News October 2021

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Avionics News October 2021 - Intro
Avionics News October 2021 - No label
Avionics News October 2021 - Cover2
Avionics News October 2021 - 1
Avionics News October 2021 - 2
Avionics News October 2021 - 3
Avionics News October 2021 - 4
Avionics News October 2021 - 5
Avionics News October 2021 - 6
Avionics News October 2021 - 7
Avionics News October 2021 - 8
Avionics News October 2021 - 9
Avionics News October 2021 - 10
Avionics News October 2021 - 11
Avionics News October 2021 - 12
Avionics News October 2021 - 13
Avionics News October 2021 - 14
Avionics News October 2021 - 15
Avionics News October 2021 - 16
Avionics News October 2021 - 17
Avionics News October 2021 - 18
Avionics News October 2021 - 19
Avionics News October 2021 - 20
Avionics News October 2021 - 21
Avionics News October 2021 - 22
Avionics News October 2021 - 23
Avionics News October 2021 - 24
Avionics News October 2021 - 25
Avionics News October 2021 - 26
Avionics News October 2021 - 27
Avionics News October 2021 - 28
Avionics News October 2021 - 29
Avionics News October 2021 - 30
Avionics News October 2021 - 31
Avionics News October 2021 - 32
Avionics News October 2021 - 33
Avionics News October 2021 - 34
Avionics News October 2021 - 35
Avionics News October 2021 - 36
Avionics News October 2021 - 37
Avionics News October 2021 - 38
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Avionics News October 2021 - Cover3
Avionics News October 2021 - Cover4
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