Display Garmin GI 275
While the concept of glass screens replacing inherited electromechanical instruments is not new, Garmin has taken it one step further with the GI 275 series, essentially creating an almost integrated cabin without having to redesign the display panel for more gave me. The result is a product that can replace stop indicators, stop direction indicators, horizontal position indicators (HSI) and course deviation indicators (CDI), and can also replace engine instruments as a primary engine indicator system (EIS) as well as connect with Garmin and third party autopilots.
Information available on the GI 275 includes synthetic (optional) vision, traffic, weather, terrain, SafeTaxi airport diagrams, and multifunctional display type maps. A GI 275 can also be a four-in-one instrument that can be installed as a standby display with a 60-minute backup battery. For standby, the GI 275 includes a GPS VFR for spare navigation.
Display Garmin GI 275
The GI 275 offers both touch and dual-focus interfaces, with the same operating philosophy of other Garmin products, so pilots will be able to quickly learn to use the new screens. FAA approval is now available for more than 1,000 twin-engine aircraft, as well as some Class IV aircraft (passenger category; for example, Beech 1900) and Part 25. Prices start at less than $ 4,000 and vary depending on configuration and options.
The GI 275 can interface with third-party navigators, not just Garmin units, and without an adapter. Like CDI or HSI, the GI 275 can also serve as a multifunctional feature (MFD), including motion map, weather, traffic and terrain. The GI 275 can also be installed as an MFD with those display features as well as the Traffic Advisor (TAS) interface and Traffic and collision avoidance (TCAS) systems. Other MFD features include Garmin Airport diagrams, SafeTaxi, field light protection and barriers, including Garmin’s WireAware database.
Displays uAvionix AV-C-30
Competition in the market for the replacement of 3,125-inch glass screens is heating up, and uAvionix has introduced the multi-way digital instrument AV-30-C, which has been approved by the FAA for installation on hundreds of certified aircraft. Mounting from behind the panel in a standard 3.125 in. Instrument hole; The AV-30-C can replace an aircraft’s vacuum system when installing two of the multi-way instruments. The pilot interface is not a touch screen control; The AV-30-C uses two buttons and a rotary selector for a variety of choices.
For added benefit, the AV-30-C also integrates with OutAbionix’s tailBeaconX ADS-B transponder, setting transponder codes and modes. Each AV-30-C contains its own inertia and pressure sensors, so it can be configured in the field as either an attitude indicator (AI) or a direction / turnover indicator (DG) although not as a horizontal position indicator.
Displays uAvionix AV-C-30
In its basic mode, it appears as an AI with primary standing and sliding or as an airplane DG always displayed. The pilot can add additional textual and graphical overlays to parts of the instrument that are not used for key functions.
These include functions such as indicated air velocity, altitude, velocity V, angle of attack flow, vertical velocity, set height, head, bus voltage, load g, outside air temperature, true air velocity , density height, a variety of navigation information and warning about the angle of attack, the g limit and excessive rotation, among others. The integrated lithium-ion battery lasts for two hours and provides at least 30 minutes of operation in all temperature conditions, according to uAvionix. To test the AV-30-C, prospective buyers can download a simulator from the company website and see all the features available.
Gogo Business Aviation Reduces ATG Height
Gogo’s new lowest level of service lowered the altitude at which aircraft could begin using Gogo air-to-ground service at 3,000 meters from 10,000 feet. According to Gogo, this adds an additional 15-20 minutes of connection availability for a typical flight, which makes its services more useful for both pilots and passengers.
Gogo’s over-the-air network is available throughout the US and parts of Canada and Alaska, and network speed on the Avance L5 platform is similar to 4G terrestrial Internet speed, allowing video streaming and other high-intensity activities. network.
Gogo Business Aviation Reduces ATG Height
The new 3,000-meter capability is added through a software update and no physical changes to the aerial equipment are needed. Customer aircraft must be equipped with Avance L3 or L5 systems. More than 1,300 business jets are already equipped with Avance equipment.
During the flight test of the new capability, 50 aircraft used the new software for four months and service up to 3,000 meters agl was available “in most countries across the nearby United States,” according to Gogo. However, the company added, “Testing shows that service may not be available everywhere and system performance may vary from airport to airport, Gogo service guarantees apply once an aircraft reaches 10,000 meters [agl]”
“In our in-flight testing, we found that the Avance L5 consistently performed consistently well at altitudes below 10,000 meters and provided a quality connectivity experience for our passengers,” said Tim Eames, lead pilot for the Odin 123, who conducted several test flights. “The extra time to do business or make deals was valued and appreciated by our travelers.”
Viasat Removes Speed Limits
Viasat has eliminated “internet speed limits” for business aviation customers of its Ka satcom network, and some customers have already reported seeing air connectivity speed tests of 30 to 40 Mbps.
“We have removed a software limit, which runs on a ‘traffic generator’ on our satellite network,” explained James Person, director of business development and strategy for satcom.
The initial Kaias band satcom services peaked at 16 Mbps and this was also available for smaller aircraft that could accommodate the Viasat aircraft, such as the super-sized Gulfstream G280 or Embraer Praetor 500/600. Members of the Viasat client advisory board asked if there could be more speed and it turned out that the Viasat network had “massive amounts of capacity”, Person said. “Why not open it for our business clients?”
The form of traffic limited the network capability to end users, and once it was removed, full capacity became available to business aviation operators. “Instead of artificially limiting the internet experience,” he said, “now it will go to whatever capacity is available on our satellite beams and aircraft equipment.”
The person explained that the move to open Viasat capacity “is not to lure people with high speed test scores, but more in line with the way people use the internet”. Customers now expect internet air access to match their well-connected home and office experiences. Streaming content like movies or large email attachments start getting on the plane faster and downloading much faster.
Viasat is unique among satcom network operators in that it also provides airline equipment. Its system includes only three LRUs that can fit on medium and larger business aircraft, thanks to the 12-inch antenna. The hardware fits out of the pressure vessel and requires no space in the luggage compartment.
Aviation Groups Assist Industry In Fulfilling ADS-B Deadline
When the FAA signed the final rule setting the deadline for installing Automatic Dependent Transmission Surveillance equipment on most aircraft flying in the U.S., there was much murmur about the mandate. Aircraft owners questioned costs, aviation stores wondered if they would get the equipment from manufacturers on time, and if they would have enough capacity to install it on nearly 200,000 aircraft, and pilots wondered what it was all about.
Now that the January 1, 2020 deadline has passed, the pilots have had plenty of time to fly the ADS-B Out. And the FAA cleverly added a stimulus to the mix: ADS-B In, which includes free traffic and weather information, deliverable on aircraft screens and portable devices. In fact, the ADS-B In was on fire long before the 2020 mandate, giving pilots years to experience the benefits of near-living weather in flight and direct traffic information. Distinguishing other traffic is much easier now with ADS-B So that pilots understand how difficult it is to see traffic just by sight, and they are not complaining right now about the ADS-B mandate.
To help pilots, aviation shops, and anyone affected, aviation organizations stepped up their educational efforts. As magazines and online articles did their best to explain the ADS-B, aviation “alphabet” groups helped pilots understand not only what the device mandate meant, but also the benefits of the ADS-B Out and In. They also worked closely with the FAA to make sure the final rule made sense and that the requirements around installation and operation made the equipment easier and ultimately, for many aircraft owners, reasonably priced. This was especially true for the Electronic Aircraft Association, which represents avionics stores.
Although likely others, these organizations played an important role in the long road to ADS-B equipment in the US: AEA-Aircraft Electronics Association; AOPA Aircraft Owners and Pilots Association; EAA-Experimental Aircraft Association; GAMA-General Aviation Manufacturers Association; NATA-National Air Transport Association; and the NBAA-National Association of Business Aviation.
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