Pilot's Guide to Avionics 2017-2018 - 52
MOVING ONWARD ON
One aircraft OEM sees a better way to better panels - now!
S T O R Y
D A V E
eginning in 2008 with the Part 23 certification process review, the general aviation
industry has had a clear view of how the future of Part 23 needed to look in order to adopt to the
rapidly changing technologies that seemed to be leaving Part 23 aircraft behind. The concept contained a
two-step process; first, transitioning the "prescriptive"
legacy Part 23 regulations into a lean "performancebased" Part 23 safety standard and then transitioning
the government-based methods of compliance (i.e.
advisory circulars, guidance and policy) into nimble
industry-led international consensus standards managed by ASTM International and the ASTM F-44 working group.
For more than a decade, the Aircraft Electronics
Association has been developing standards as
alternate means of compliance for legacy Part 23/
CAR 3 aircraft in participation with the Federal Aviation
Administration and ASTM International.
As early as 2006, ASTM F-39, chaired by the AEA,
already developed acceptable means of compliance
for aircraft wiring systems.
This decade-long process helped reinforce the use of
industry-led consensus standards contained within the
notice of proposed rulemaking for revising and simplifying
Part 23 that the FAA published earlier this year.
H I G D O N
But between the AEA, ASTM International and the
FAA, however, the work of these ASTM panels already
presented an avenue to provide pilots with avionics
reflecting a full-feature glass-cockpit capabilities in a
modern, state-of-the-art aircraft, with a new engine, prop,
and performance beyond anything comparable. That
avenue last year won the endorsement of the European
Aviation Safety Agency for certification of Flight Design's
innovative new four-place aircraft, the C4.
And more recently, in April, the Experimental Aircraft
Association moved ahead on the concept by earning
a supplemental type certificate for some Part 23 that
allows aircraft owners to replace their legacy vacuum
and electrical spinning-mass attitude gyro instruments
with Dynon's self-contained D10 compact EFIS.
While a long time coming, the EAA STC sets the
stage for employing ASTM and FAA standards to
provide a cost-effective, risk-appropriate, approval
for previously "unapproved" instruments in typecertificated aircraft. It is important to note that contrary
to many of the reports, the EAA STC did not approve
the installation of a "non-approved" part in a certified
aircraft. In fact, the part - the series-specific Dynon
D10 - is an FAA-approved part. The importance of the
STC is the risk-based, aircraft-appropriate approval
of this part for a specific, limited application rather
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