AEA Pilot's Guide 2019-2020 - 42

WHAT'S NEXT FOR TURBINE AIRCRAFT?
Continued from page 41

Obsolescent motivation
L ife cycle upgrades, stepping up to the nex t
generation of avionics technology, isn't as prevalent
among business aircraft as it is with P art 2 3 aircraft.
Ex pense is one factor, Elofson noted. P art 2 3 avionics
upgrades are less ex pensive because they aren't held
to the sa e level of testing and certification as Part 2
and there are more of them, which take advantage of the
economies of scale.
A nother factor is that, for the most part, P art 2 3
avionics are component based, and swapping a new box
for an old box is comparatively straightforward. Updating
integrated avionics systems, like those in most business
aircraft involves co plicated testing and certification
req uirements. O wners of P art 2 3 pistons should take
note of this when upgrading their aircraft to an integrated
avionics system or buying a new aircraft in which it is
standard.
A mong business aircraft, "life cycle upgrades are
driven by obsolescence," said Elofson, ex plaining
that operators will upgrade when they can no longer
economically maintain the system installed. "There comes
a time when O EMs can no longer support their legacy
systems because they have run out of parts," he said.
"We're seeing that more and more, and O EMs
are sending letters warning operators, giving them a
several-years heads-up that the sun is setting on their
abilit to support the identified e uip ent he e plained
"D isplays are the big one. So many aircraft of the 1 98 0 s,
1 990 s, and 2 0 0 0 s have CR T displays, and replacing the
CR T EFI S with L CD displays is an upgrade market. "
Updating the display of an integrated avionics system
can often involve the
that holds the t pe certificate
according to Elofson. Working with that O EM makes the
process easier because it has much of the necessary
engineering and test data on which the upgrade will be
built. Without this partnership, the upgrade's engineers
must repeat the testing involved.
"R ockwell Collins EFI S 8 6 systems are more than
3 ears old said evin ufford avionics anager for
the Chicago J et Group, and "they are getting trickier to
repair and keep serviceable for the fleet that still uses
them. "
That's why the Chicago J et Group is developing
STCs that grafts a 2 1 st century, satellite-based brain

with active-matrix liq uid crystal displays to a legacy
avionics nervous s ste
irst up was fitting a fourscreen Universal A vionics I nSight integrated system into
a alcon
" e couldn t take an airplane out of service
to do all the engineering so we ac uired a alcon
cockpit from a salvage yard. "
Built around L CD displays, Universal's I nSight system
eq uips the aircraft for almost every facet of N ex tGen,
from A D S-B to U. S. domestic and oceanic FA N S 1 /
A + , A TN B1 European data link communications,
performance-based navigation with satellite-based
augmentation, synthetic vision, charts, broadcast
weather, and advanced mapping.
The pool of STC candidates is shrinking with the
alcon
s value but the alcon
see s to be
taking its place according to ufford he co pan
hopes to build on its ex isting STC that integrates dual
UN S-1 Fw/ FMS with the 90 0 's ex isting Honeywell autoflight guidance s ste
A t the N BA A 's 2 0 1 8 Business A viation Convention
and Ex hibition in O rlando, Chicago J et Group introduced
a solution that will integrate the Universal I nSight system
with R ockwell Collins P ro L ine 4 with no change to the
"language of the ex isting avionics system. "
The P ro L ine 4 displays are sunsetting, and without
our solution, their only other option is the P ro L ine 2 1
s ste said ufford which doesn t easure well on the
legacy aircraft return on investment. The ultimate goal
is to give operators options, and no one should blame
the
s said ufford because "the are focused on
forward-fit s ste s for new airplanes
I f there's a life cycle update with some promise, it will
likel be in-flight connectivit " he internet is here to
stay," said Theisen, "so there will be life cycle upgrades
for those who have it. O nce 2 Ku comes out (a N ex tGen
s ste offering
to
bps there will be an
opportunity there. "
Elofson agrees. "A s time goes on, with new
technolog co ing out that offers greater speed
and more features, better systems will include lessex pensive options for aircraft that haven't upgraded
yet. " Cabin management systems are an associated
opportunity because these wireless systems often
use the same router as the I FC system. I FC usually
req uires invasive work in the cabin, so it's a perfect time
to replace a no-longer-supported cabin management
system.
A vionics mandates have an indistinct future. The

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AEA Pilot's Guide 2019-2020

Table of Contents for the Digital Edition of AEA Pilot's Guide 2019-2020

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AEA Pilot's Guide 2019-2020 - Intro
AEA Pilot's Guide 2019-2020 - No label
AEA Pilot's Guide 2019-2020 - Cover2
AEA Pilot's Guide 2019-2020 - 1
AEA Pilot's Guide 2019-2020 - 2
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