Tag: Avionics

SAN ANTONIO, TEXAS, JULY 17, 2024 – Avionics Services International (ASI) announced today the expansion of its cockpit upgrade services including turbine aircraft. ASI assists operators with implementing Garmin forward-fit and retrofit glass flight deck and flight display solutions. With a variety of offerings now available to jet operators, ASI is the preferred regional source and authorized service center.

The pace of advanced cockpit technology far exceeds that of new airframe development. With this emergence, a proliferation of flight performance data is now at the fingertips of the well-equipped pilot. Integration of the modern cockpit into older airframes is essential. To this end, Ronny Salamon, president of Platinum Aviation, and ASI, has been working with jet owner/operators since the early years of the digital cockpit revolution. ASI moved into San Antonio’s SkyPlace FBO more recently and is the factory authorized Garmin dealer in San Antonio and the South Texas region.

ASI performs flight deck upgrades incorporating Garmin avionics designed to bring older jets and turboprops the “best and brightest.”

Central to a variety of upgrade services performed at ASI are Garmin’s integrated flight deck offerings, including the G5000. Now standard on Learjet, Cessna and Beechjet models, the G5000 adds high-resolution displays and Synthetic Vision Technology—both representing hallmarks of flight deck sophistication—and are much favored by today’s jet operators.

Advantages of the G5000 system are numerous, as the Garmin displays incorporate all aspects of cockpit instrumentation from PFD to FMS to autopilot. Pilots agree that they are a vast improvement over many factory original flight decks. The G5000 has an intuitive touchscreen interface, with shallow menus, and audible feedback making them easy to master. This and more, such as automated flight guidance and control systems, streamline cockpit operations. A significant upgrade with a marked return on investment, the G5000 can turn any jet airframe into a truly modern airplane.

In addition to the G5000-series, ASI is well-versed in installing other Garmin display systems including G600/700 TXi touchscreen flight displays for Part 25 aircraft, turboprops, and early model Citation jets. The company has been performing avionics updates on turbine aircraft since TCAS, WAAS, RVSM and ADS-B technologies began compelling operators to modernize. ASI understands the need for replacing unserviceable Bendix and Sperry autopilots, or Honeywell Primus and Collins Pro Line avionics, to ensure long-term operational support of an airframe.

Garmin’s round-dial GI 275 digital flight instrument—now widely adopted—introduced many of the features of Garmin’s larger displays as an economical upgrade for operators of nearly all GA aircraft, including the 500-series Cessna Citations. ASI understands the importance of this novel device. The GI 275 provides a more reliable electronic standby instrument system functioning as an attitude indicator, plus a great deal more. The Garmin dial can add synthetic vision, autopilot integration, and touchscreen features, seamlessly incorporating all the standard readouts of attitude, altitude, airspeed and heading. It’s an essential upgrade for any operator.

ASI “stands” for Augmentation experts in Systems and Integration.

ASI emerged from roots in commercial and military aircraft electronics to become a leading provider in general aviation. The company’s persistent success with turning aging cockpits of early model aircraft into modern flyers has been lauded by customers across Texas and the U.S.

One such customer operates a Piper Meridian along the Texas Gulf Coast region. Ajit David, owner of the PA-46 turboprop, commented, “Every time we fly we think of Ronny. His shop performed a complete avionics replacement. This was our first plane, the cost of the update was very reasonable, and it was completed in a good timeframe. Ronny kept us updated on the progress all along the way.”

“For jet operators, the top reason for a flight deck upgrade is going from analog to digital,” stated Salamon. “We’re able to give operators the best available instruments in a digital platform. Going with Garmin ensures many years of reliable use. Day-to-day operational efficiency is also part of the package.”

ASI was established in 1988 by Ronny Salamon, an industry veteran of 40+ years. Salamon and his highly experienced team are based at San Antonio International Airport (KSAT). ASI is the only one-stop avionics shop based in San Antonio. The firm is experienced with aircraft of all sizes, from light piston to business jets. Capabilities include equipment installation, repair, replacement, diagnostics and certification. ASI works with MROs, fleet operators, and individual aircraft owners.

Among ASI’s strengths are its knowledge and experience with leading avionics manufacturers. As an authorized Garmin dealer, ASI provides sales, service and installation. ASI is well versed in modern display technology, RVSM, and IFR Certification, all essential components for aircraft owners and operators worldwide. ASI helps its customers achieve optimum integration for both their aircraft and mission. Additionally, mobile service is available—a vital component for time savings and cost-conscious operations.

ASI, a division of Platinum Aviation LLC, is a FAA Certified Repair Station no. S78R151N and is Part 145 approved for airframe, instrument and radio.

For more information on Avionics Services International, visit www.avionicsservices.net, or contact ASI at info@avionicsservices.net or 956-285-0373. Avionics Services International is located at 1770 Skyplace Blvd., San Antonio, TX 78216.

– avionicsservices.net –

From the Cockpit, Behind the Glass, Unravelling the Electronics Mystery – An interview with Platinum Avionics / Avionics Services International in San Antonio, Texas. Published in Avionics News magazine, September 2023.

For now 27 years and counting, veteran repair station owner Ronny Salamon has been helping customers enhance the value of owning and operating their airplanes, all directly from the cockpit. In part, his efforts have involved addressing the seemingly complex mysteries of avionics, resolving issues with finicky electronics, and verifying and certifying required instruments and related equipment.

Today, Salamon is consumed with assisting operators in retrofitting new instrument panels into their aircraft, thereby making new the capabilities and functionality of airframes with time to spare. Avionics services are a win-win for the pilot and aircraft operator, putting more tools in the places they need them the most.

With today’s frenzied focus on the electronic cockpit, nearly every pilot-owner has some amount of wanderlust for a glinting new glass cockpit. Digital instrumentation for pilots has progressed lightyears since the pre-silicon era of analog gauging and assessment.

Salamon transitioned into his latest business venture in San Antonio, Texas, somewhat by chance, if not by good fortune (though not without recognizing his achievements to back it up). It all started in Laredo, Texas, in 1980, largely due to his twin brother getting married there, he concedes. Originally from Israel, Salamon built an extensive resume prior in his Eastern Mediterranean homeland.

Texas was a good choice, admittedly, as the state is a major market for aircraft ownership. In fact, it’s among the top three states for private aviation. These include California, Texas, and Florida, all home to more private aircraft and the accompanying support businesses than any other U.S. state. For what it’s worth, California and Texas are at a near tie for first in the ranking.

Graduating from university as an electronics engineer, Salamon would go on to serve in the Israeli Air Force. His assignments in aircraft maintenance included work on F-4s and F-15s, the world renown tactical fighters and pursuit aircraft of military celebrity, among others. Following military service Salamon was employed with commercial airlines in Israel and later in bench tech services where he solved a broad range of electronics related issues.

Salamon established Avionics Services International in 1988 whereupon he obtained a FAA Part 145 Repair Station certificate, No. S78R151N, for his firm Platinum Aviation LLC. He relocated from Laredo to Kerrville (both in South Texas) in 1996, then to San Antonio in 2018, in part due to opportunities of the larger market there, but also related to his growing role as an authorized Garmin dealer. Avionics Services International (ASI), under the aegis of Platinum Aviation, serves as the sole Garmin aviation dealer for the greater San Antonio area. As a service center dedicated to avionics, ASI performs work on aircraft of all sizes and equipped with avionics from a variety of manufacturers.

Electronics Technology

If of the mindset that all technology sprouts from silicon valley, or perhaps up and down the U.S. West Coast, say Seattle (Boeing) or Los Angeles (Lockheed, Northrup, etc.), maybe even Kansas (Textron) or Cape Canaveral (NASA), well think again. Aerospace world leadership, in terms of innovative technology, specifically the majority of satellite, defense and electronics technology development worldwide, springs by and large from Israel.

Israel’s Ministry of Economy and Industry boasts that Israeli technologies integrate the world’s most advanced fighter aircraft, including the Lockheed Martin F-35 and F-16, Boeing F-15 and F/A-18, Eurofighter Typhoon, and more. The country also leads in UAV production and space-launch capability. Israel Aerospace Industries, a manufacturing concern established 70 years ago, delivered the country’s first tactical aircraft, and today produces aerial and astronautic systems for both military and civilian use.

Going Digital

Whether supplementing, or replacing entirely, primary flight instruments, from portable electronics to panel-embedded touch screen displays, the go-to standard today is digital. In truth, the wide range of options available to pilots can be disorienting. It takes know-how, in addition to experience, to sort through what’s best for any given combination of pilot, airplane and, importantly, mission.

Being an authorized Garmin dealer for over 20 years, ASI has both the knowledge and proficiency to tackle the often complex issues of cockpit maintenance. Salamon and his crew are specifically dedicated to the avionics arena and, moreover, their professionalism shines. Providing innovative solutions for all of general aviation including business aviation and rotorcraft, advanced air mobility, government and defense implementations and, indeed, commercial air carrier customers, their list of satisfied customers is extensive.

Without a doubt Garmin’s current aviation product line has revolutionized flight and its systems are now quintessential to pilots, aircraft owners and operators worldwide. ASI knows well Garmin’s aviation lineup, and that’s where a healthy part of the company’s focus remains. As an example, ASI recently completed legacy Beechcraft, turboprop Piper, and classic Mooney panels with all new touch screen flight displays. The new installations completely transformed the cockpits of these early model, revered airframes.

Veterans in Avionics

Being well established in the avionics services industry, Salamon’s team at ASI is able to inspect, repair, overhaul and replace instruments, radios and related airframe components. The company is supported by knowledgable avionics veterans, including Roel Rogerio, a U.S. Army veteran and former employee of San Antonio-based firms Ahr Aviation and Hawker-Beechcraft (both now defunct). Another is Ryan Busby, previously associated with Salamon in the Rio Grande Valley (Laredo-McAllen) where he worked at McCreery Aviation in McAllen. In the interim Busby refined his avionics knowledge at Bombardier in Windsor Locks, Connecticut, before returning to Texas.

ASI’s services run the gamut of cockpit electronics, and in summary include…

• Panel design and installation
• IFR / RVSM certification (including altimeter and transponder validation)
• Integration of new and legacy avionics
• In general, equipment testing and diagnostics, radio, navigation, autopilot, engine, etc.

According to ASI, “Bench level repairs are made when appropriate, as well as needed equipment changeovers.” Additionally, equipment can be sent out to OEM or specialized technicians, with which ASI is long familiar, to ensure manufacturer’s compliance and implied guarantees.

The Big Move

In their most recent relocation, ASI chose San Antonio as it is a prominent hub for aviation. The city has, in fact, a long aviation history. It is the birthplace of military aviation, notable for the army’s first, and only at the time, airplane that flew on March 2, 1910, at Ft. Sam Houston there.

The rest is history, as they say, including that of San Antonio legend Dee Howard who was an innovator in converting used military aircraft into cabin class conveyances suited for corporate consumption. Many of the outstanding aviation businesses that exist in San Antonio today, including numerous smaller shops, have sprung from the city’s military and corporate roots. One such shop was Ahr Aviation (a.k.a. Ahr Avionics) that operated out of San Antonio International Airport (KSAT), beginning in 1984, until its namesake retired.

While ASI serves San Antonio exclusively as a Garmin authorized dealer, the company’s reach extends beyond the central U.S. The company offers mobile services and facilitates owners and maintenance operations practically anywhere demand calls. Salamon follows a mobile service mantra, “We will come to you. We work with many local maintenance shops in San Antonio, also in Laredo, Georgetown, and Corpus Christi, for example. However, if a project takes us out of state we are able to do that, as we have done in the past.”

Skyplace FBO at KSAT

Every new project presents a challenge to ASI, and every day its unraveling is exactly what you see in their bustling offices at KSAT. Skyplace is the name on the hangar, and it shows prominently on the ramp side which is in fact San Antonio’s newest FBO (skyplacefbo.com). The facility is quite expansive, and was formerly the headquarters of Sino-Swearingen Aircraft Company. At present it’s filled with aircraft both transitioning through or based there.

A discernible vibe is present amidst the activity in and out of the two large hangar doors. From a visit to the Platinum/ASI offices, to taking delivery of freshly updated or overhauled cockpit, collectively it’s energizing. If full service and complete satisfaction are what you expect, at ASI that’s exactly what you’ll get.

Legacy in Concert with Modern

The glass panel avionics boom emerged from the airlines in the 1990s. “Glass,” perhaps more aptly touchscreen, has become pervasive in the general aviation cockpit ever since. Through the years Salamon worked extensively with legacy avionics manufacturers, including Collins. From this period he maintains a wealth of knowledge on integration, coupling that with new generations of products.

Part 145 Approved

To be in the avionics business, one must be a repair station. This is a maxim that applies worldwide. “Avionics is what we do, it’s not a sideline to maintenance and repair. And for us, this is the most important thing to getting the job done right,” says Salamon.

A directive of Part 145 approval is maintaining a quality management system with specific capability to perform the “maintenance” task. What this means is that an organization is both certificated to perform the work, while being capable and qualified to do so. Namely in the area of avionics, ASI is focused on this as its core business.

The Cockpit of the Future

Tomorrow is going to be about more than the digital cockpit, ADS-B, or moving maps for that matter. Meanwhile, though, the emphasis is on the technology that we have at our fingertips. Tools in the cockpit have become paramount to the owner/operator/pilot, and perhaps in ways not yet imagined.

Aircraft electronics is a burgeoning industry and it will continue to address many of the problems with aviation today, not the least of which are fuels, traffic flows in increasingly diverse airspace, artificial intelligence, and access. Whatever the cockpits of the future bring, ASI is prepared to help its customers realize them.

One final thought offered by Salamon, that is decidedly traditional in a business sense, “It is important for us to see the work through to the end, that is until the customer is satisfied with their new panel, its functionality and beneficial operation.” Prepared to unravel the electronics mystery, Ronny Salamon with his team at Avionics Services International are putting new capabilities and added functionality into the cockpit for today’s aviators.

This article was published in Avionics News magazine, September 2023.

SAN ANTONIO, TEXAS, DECEMBER 20, 2022 – Avionics Services International (ASI) announced today the completion of instrument panel upgrades on Beech and Piper cabin-class aircraft. The updated panels are intended to better optimize capabilities of the aircraft, reduce pilot workload and minimize maintenance costs.

Legacy Beechcraft Upgrade

Early model aircraft see major benefits with a touchscreen panel upgrade. An ASI customer’s Beech Debonair 35-C33 received dual Garmin G3X Touch Certified Displays (10.6” Landscape and 7″ Portrait) including 4-Cylinder EIS. A GFC500 Autopilot, GTN 750Xi GPS/NAV/COMM/MFD, GNX 375 Navigator with ADS-B, and G5 Attitude Indicator completed the layout.

Turboprop Glass Panel 

In the last decade integrated panel design has revolutionized the cockpit. ASI upgraded a customer’s turboprop Piper Malibu Meridian PA46-500TP to feature a quad-display Garmin G600 TXi Flight Deck complemented with a GI 275 MFD.

“One of the top reasons for a flight deck upgrade is weight savings,” stated Ryan Busby of ASI. “We are able to remove outdated instruments and install solid state digital systems. These also offer better reliability. Pilots and owners see an increase in operational efficiencies.”

ASI was established in 1988 by Ronny Salamon, an industry veteran of 40+ years. Salamon and his highly experienced team are based at San Antonio International Airport (KSAT). ASI is the only one-stop avionics shop based in San Antonio. The firm is experienced with aircraft of all sizes, from light piston to business jets. Capabilities include equipment installation, repair, replacement and diagnostics. ASI works with MROs, fleet operators, and individual aircraft owners.

Among ASI’s strengths are its knowledge and experience with leading avionics manufacturers. As an authorized Garmin dealer, ASI provides sales, service and installation. ASI is well versed in modern display technology, RVSM, and IFR Certification, all essential component for aircraft owners and operators worldwide. ASI helps its customers achieve optimum integration for both their aircraft and mission. Mobile service is available.

ASI, a division of Platinum Aviation LLC, is a FAA Certified Repair Station no. S78R151N and is Part 145 approved for airframe, instrument and radio.

For more information on Avionics Services International, visit www.avionicsservices.net, or contact ASI at info@avionicsservices.net or 956-285-0373. Avionics Services International is located at 1770 Skyplace Blvd., San Antonio, TX 78216.

– avionicsservices.net –

The Evolution of the Glass Panel

General aviation has been begging for something truly revolutionary for decades. Though a series of sidling advances have seen manufacturing revolve—in circles that is—from its robust wartime days, little evolution has occurred in the way we fly. The airframes we construct today remain markedly unchanged. Rigid sheet metal flivvers, tubular frames, and crafts of wood, fabric and composite construction are still pervasive.

A look from the inside out perhaps tells a different story. Significant evolutions have arrived in the cockpit, in the ways we navigate and communicate. Though it’s reasonable to posit we still aviate like it was 1863. That’s when French writer and naval officer Guillaume Joseph Gabriel de La Landelle coined the word aviation, from the Latin avis expressing bird-like qualities. In those very early days, navigation and communication were absent the flying vernacular. Flight was rigid, and aviation was done by the seat of one’s pants.

While in the age of “steam gauges,” instruments relied on classical physics and coarse (vs. discreet) sensors to quantify relevant aviation data in the airspace environment. Their measures gave latent, relative indications of: wind, ground and vessel movement; time and distance travelled; and propeller revolutions as an expression power and efficiency. The basic instrument panel comprised a set of commonly round dials and, adjunctly if at all, a two-way radio and position transponder. Steam gauges served for decades until the dials’ limitations were foiled by the digital age.

Thankfully modern cockpits strived, at their very least, to bring to bear all three maxims—aviate, navigate and communicate. The fundamental change at hand was arithmetical precision with which power, speed, space and time could be governed. This all happened abruptly at the turn of the century that was Y2K (an alarm expunged in its own hype). The successor was GPS. In this new era, flight specifics were plotted digitally, accurately and nearly instantaneously.

Round dial gauges of the then common analog six-pack transformed to a new silicon standard with GPS at its core. The change started in general aviation with the handheld navigator. Quickly, a preponderance of silicon-based tools, portable devices, found their way into the cockpit. This justly led to their panel mounting, freeing the hands and cockpit of clutter—albeit busying the fingertips.

In step with the May 2000 demilitarization of GPS technology, and freeing impediments on its accuracy, analog gauges began exiting the cockpit. Much like digital television and flat screens did away with the picture tube, so went the round dials of the instrument panel. The “glass panel” cockpit, a perhaps more seductive term than flat screen avionics, became pervasive. Glass panel innovations took their lead from military cockpits and the personal computer. Digital displays emerged and the analog six-pack was cast aside.

The glass panel would change flying forever. Celebrated at the outset of this transformation was the Dynon EFIS-D100, a first among many EFIS (Electronic Flight Information System) offerings, giving pilots a glimpse of the future. Crystals snuffed out cathodes, dials turned to tapes, and LED arrays replaced needles. Every detail, and then some, of the six-pack panel cozied its way onto illuminated flat screens.

As Dynon Avionics continued to innovate, with Pocket Panels and touch screens, a run of popularity endured. Currently, the producer-dynamo has evolved all its strengths into the SkyView HDX, an extensive glass panel device that encompasses just about every cockpit function. Likewise, Garmin arduously moved its portable and mountable GPSMAP x96 series of similar functionality to the present G3X integrated flight deck.

Analogous to Moore’s law—a size to capabilities equation—screen sizes increased and functionality multiplied with each successive release. Cockpit devices thrived on integration, faster speeds, and touch screen advances. The driving elements behind the modern glass panel revolution were enhanced silicon and innovative software.

Other vendors followed in form, some leading in their own unique ways. A software approach from Airbox Aerospace Limited, a U.K. based firm, was to “present only the vital information.” In doing so, Airbox created a navigation technology combined with its Aware airspace warning system. Though still in the portable genre, the system took full advantage of the country’s National Air Traffic Services. A combo flight planning, inflight and approach GPS-based unit provided pilots with a moving map over ICAO charts plus alerts of impending airspace infringement. Its alert feature was, in principle, similar to what ADS-B strived to do in the U.S.

By comparison, TruTrak Flight Systems with its EFIS device (now proffering under the BendixKing brand) took perhaps too literal an approach by choosing to focus on “flyability and ease of operation.” Analog dials, thought to be best by the company’s creator, were merely represented in digital form on a new lightweight, flat square screen. One might say it was a six-pack served like a boxed wine, flyable if familiar.

Simultaneously others in the experimental realm, GRT Avionics for instance, subscribed to an “all-in-one” format delivering integration, rich features, and flexible operation with their line of displays. GRT’s EFIS offerings landed agreeably with experimental aircraft builders giving buyers a wide selection of displays, packages and options.

Openness is a trend in information systems development, one which encourages third party collaboration. On a platform of open avionics emerged NextGen Avionics with its antithetical “dumb is the new smart” motto and “highly modular” as its theme. Their flight deck display systems encouraged the integration of remote mounted input/output devices while the glass box was but a facade to present the data.

Meanwhile, Mid-Continent Instruments devised its SAM and FLEX. The latter being a custom function designable display, essentially an open drawing board in a standard two-inch round package. Today FLEX is not alone as uAvionix, Garmin and Aspen have fielded multi-function devices that follow the circular cutout route. SAM, for Standby Attitude Module, was launched with the TruTrak simplicity approach yet aimed purposely at the certified market. It required a rectangular cutout, presenting just the vitals in a familiar analog fashion.

In addition to the six-pack, radios and transponders went the way of glass and digital. The upgrade path was enunciated by NextGen, referring now to the Next Generation Air Transportation System (not the avionics manufacturer). As with anything FAA, NextGen ushered in another acronym—at last count 6,000 plus—the aforementioned ADS-B. With the “S” standing for surveillance, make no mistake it is more about surveillance than alerting, as was Airbox. Today’s transponders, supporting Extended Squitter on the 1090 MHz frequency and broader bandwidth on 978 MHz, signify digital communications are now all “In” by federally mandated ADS-B “Out.”

Broadened communications introduced by ADS-B also meant greater amounts of data sent to the cockpit. This data arrived as an in-cockpit visual of course, and while timely, informative and indispensable, it introduced obstacles of its own. Primarily, an over-dependency, i.e. fixation, on the glass panel translates to less time spent on the actual see-and-avoid (eyes outside the cockpit) axiom. This is particularly relevant in general aviation whether flying visual, under instrument rules, or at night. Looking for possible incursions, be they weather, terrain, objects, or the sort, still remains a responsibility of the pilot, with or without the supplemental data of a digital cockpit. The sanctimonious sequence of aviate, navigate, communicate is beset by clouds even with the glass panel.

The Virtual Pilot

The modern panel essentially strives to replace the windscreen, like it or not. Flying by the seat of one’s pants, perhaps now uncomfortably numb, has been removed from the pilot’s arsenal (arse pun intended). The once popular notions of cockpit situational awareness and relying on instinct, both acquired by experience, have actually started their devolution into a virtual affair.

For the early Grasshoppers, all flying was by feel. Flight instruments of any consequence were neither supplied nor required. A compass and a fuel gauge, a tachometer and an oil pressure indicator were their only luxuries beyond an ingrained love for flying. – Operation Grasshopper by Dario Politella

Flat screen technology is really about integration, whether panel-mounted or handheld, via iPad, Gamin aera and their likeness, or dedicated displays such as Garmin G3X and Dynon SkyView. Today’s cockpit is a multi-vendor system with various devices aggregating data and depending on software to drive them. As features grow complexity grows, emphasizing the trouble with the virtual world. Will there ever be enough automation, and is reliability ever a sure thing?

While it remains a critical maxim: aviate, navigate and communicate does not cover the pilot’s entire playbook. There’s now a ton of feedback pertaining to the monitoring and controlling of a flight. As a surveillance technology, the virtual cockpit only serves as a barking watchman. Sophisticated glass panels combine autopilots and scads of system data, presenting all in broad detail. The virtual cockpit offers scenarios never before considered, often blurring priorities. While it’s still up to the pilot to fly the plane, an abundance of data brings with it a profusion of additional decision making possibility, and perhaps diffused awareness.

Avionics development and acquisition was strong prior to 2020, driven largely by ADS-B regulation. Stepping back though, progress has been quite significant. A few decades ago pilots were navigating with maps on compass headings and only just beginning to make copious use of GPS.

At their fingertips, pilots now find a wealth of data… weather, terrain, charts, obstacles, scenarios, tables and procedures to name a few. All are sitting on top of what seems so ordinary, a moving map. It’s a daft reminder of the old school windscreen.

While the integration that we’ve achieved is impressive, consider the scads of data and their instantaneous inquiry onto the glass panel. Notations and calculations, books and binders, and all the distractions from the essential windscreen have been digitized. Everything is there at the touch of button. This alone is an enormous achievement in aircraft development. But what about the pilot?

Now absorbed in the virtual screen before them, pilots still yearn for more. Adding to the flying space of aviate, navigate and communicate are additional audio sources, namely the cell phone and music. Crowded and overstimulated, pilots are simultaneously presented with possible outcomes in both the real and virtual environment.

As the virtual cockpit is upon us, what next? By definition a birdbrain lacks capacity for, say, the finite amount of data we process on preflight alone. A human brain attacks this with a presumptive checklist, but the bird flies without one. It is precisely a bird’s freedom of movement that we wish to replicate. With them such freedom is innate. However, we lack their unique skeleton, airframe dynamics, and instinctive flying ability. We therefore must endeavor to invent the ultimate machine. Only in doing so can we achieve the same freedom.

From There to Here

We celebrate the today’s digital cockpit and its byte-sized impact. The glass cockpit was originally pioneered during the 1970s and 80s in NASA’s 737 flying laboratory at Langley Research Center. Heavies began incorporating them in the ‘90s as airframes outlasted powerplants, systems and avionics. Everything from freighters to cabin class aircraft were ripe for upgrade. Avionics replacement has led the retrofit march ever since.

Restoration, modernization and refurbishment gave aging aircraft new purpose and glass panel upgrades were at the forefront. They were more than merely a fresh coat of paint serving a more youthful appearance, or new wheels and a plush interior impressing that like-new, cozier feel. The satisfaction of an updated instrument panel is in fact more cerebral. A glass panel appropriation redefines our ability to fly and to be free from analog limitations, mechanical constraints, and environments prescribed in convention.

Benefits of the glass panel seem obvious, though selecting a system perhaps more subjective. With glass one achieves redundancy and enhanced backup capability. Solid state electrics imply reliability, speed and precision. Less weight and lower power demands mean fuel savings, conceivably extra payload too. Maintenance costs may be reduced, though software subscriptions enter the fray. Flying is theoretically easier and focus on the aviate function is abundantly enhanced. Adopting the glass cockpit, costs aside, operators have reverently brandished the phenomenon.

Even the purist wishing to keeping an aircraft authentic has succumbed to some degree of glass, if only for purely practical or singularly subjective reasons. As a showcase of sophistication, and a paradox as to why, the Cub offers an example. Flying with the basics: a tachometer, airspeed indicator, compass, altimeter and engine oil/pressure meter, in a clear skies is wholly sufficient for this type of aircraft. Moreover, it’s properly flown by the seat of one’s pants.

However, every justification seems warranted when modernizing the Cub’s panel and flying one with glass merely crosses the line of paradox. Now common in our vernacular, the glass panel makes flying a Cub simply more extraordinary. Truth is, the Cub had already attained such praise well before the glass panel arrived.

Relevant information supplemented by a wealth of it, all at the press of a finger, that’s the plus of a well-appointed instrument panel. These days there’s no shortage of ingenuity to bring the glass panel to life. But the horizon is forever, as is a pilot’s longing for more. Let’s see where airframe design takes us in the next century. Virtually anything is possible. Let’s keep it real, and safe, for flying’s sake because after all, aviation takes place outside the windscreen.

This article was published in the November 2022 issue of Avionics News. Click here to download the article PDF.

The archetypal Huey UH-1 utility helicopter is not what one would think of normally as an experimental aircraft. First of all, it’s got a well-earned reputation for dependability. If it were indeed an experiment, there would be some degree of dissolution in its 65-year tenure. Second, the Huey is a marvel of wonder among aircraft, in particular with fixed-wing pilots and amateur physicists who remain convinced that helicopters aren’t supposed to fly.

The Huey is iconic. Its image is one synonymous with aircraft of the Vietnam, and Southeast Asia, conflict era. Despite the Huey’s demonstrable pedigree, the FAA regards many of today’s UH-1s as experimental, or amateur-built, aircraft. Bell Helicopter, a renowned manufacturer of type certificated civilian and military rotorcraft, created the UH-1 beginning in 1954. Surprisingly, the FAA registry shows an equal number of UH-1 examples under both “Amateur” and “Type Certificated” headings.

“The only category the FAA has for something like this is experimental exhibition, which is the category that all of the aircraft they don’t know what else to do with go to. It’s the land of weird aircraft,” said Andrew LaFollette, Chief Pilot with Mission Essential and G Force Air, owner of the formerly German registered UH-1 D / 71+46.

“Under experimental exhibition rules, an owner is not allowed to make money with their aircraft, plus there are often other limitations on operations,” continued LaFollette. Respective of these rules, G Force Air’s UH-1 has appeared on static display at public events. The Huey has also been used with local law enforcement in training roles and frequently gives rides to veterans.

“What’s remarkable about the Huey is that in bringing them back to life one brings back to life other people’s stories in them. It is truly an amazing machine that almost everyone I talk with, when out flying, has been affected by in one way or another. It’s no wonder they’re still around and will still be around for the foreseeable future,” LaFollette added.

Huey Glass Panel Modification

Gardner-Lowe Aviation Services is a comprehensive maintenance, service and avionics installation shop based in the Atlanta area. As a long-established outfit with a glowing reputation, Gardner-Lowe sees a variety of aircraft move in and out of its hangars. The Huey was already something of a standout when it arrived at Gardner-Lowe, no matter whom you talk with. The project UH-1 D flew in under its own power, albeit with a panel full of German-made avionics and instruments. When it left, N8379R was sporting a complement of glass panel displays from Garmin, a pedestal-mounted iPad electronic flight bag, and an indispensable array of USB power and 6-Pin LEMO headset ports throughout the cabin.

Matthew Platt of Gardner-Lowe Aviation Services, located at Middle Georgia Regional Airport (KMCN) in Macon, Georgia, provided a rundown of the Huey’s newly installed equipment:

• Garmin G3X Touch System with Dual GDU 460 10.6” Displays (replacing the mechanical 6-pack cluster: Airspeed Indicator, Attitude Indicator Gyro, Altimeter, Radar Altitude Indicator, Heading Indicator, VSI)
• Dual Garmin G5 Flight Instruments, providing backup EFIS Attitude Indication and DG/HSI Display
• Garmin GTN 650 GPS/NAV/COM/MFD Touchscreen with WAAS in the pedestal
• Garmin GMA 350H Digital Helicopter Audio Panel in the pedestal
• Garmin GTX 45R Remote-mounted Mode S ES dual-link ADS-B “In” and “Out” Transponder
• Garmin GTR 20 Remote-mounted Comm
• Garmin GRA 55 Radar Altimeter with corresponding GI 205 Radar Altimeter Indicator on the pilot (right) side of the panel
• Mid-Continent MD93 Digital Clock with Dual USB Charging Ports on the main panel
• Bose LEMO Headset Jacks, 10 places throughout the cabin
• Stratus Power USB Charger Dual Ports, 4 places
• iPad Air/iPad Pro 9.7″ AirGizmos Panel Dock in the pedestal
• Engine Vibration Detector/Analyzer (an original “ALARM” instrument, standard on the German UH-1) on the pilot (right) side of the panel
• Instrument panel and center pedestal were fabricated in full carbon fiber.

A former Huey pilot, Jeff Huntoon, having seen the new panel commented, “Except for the curve of the dashboard, there’s little in common with that panel versus the old Army UH-1H that I flew.” Huntoon has logged roughly 3,000 hours in rotary wing aircraft. However, his most recent time is in the cockpit of a 747 for a major cargo airline, an aircraft that more closely resembles the windscreen view of this modernized Huey.

Based in Germany, Huntoon offered some insight on the country’s history with the UH-1, “The Americans used the UH-1 Huey as a general-purpose Utility Helicopter—UH, as its name implies—for which medical support was one mission. The Germans did the same, however, here the Huey had a much more involved role as a nation with EMS support. They are recognizable to the German citizenry as fire, police or ambulance service,” in army green with orange doors and an “SAR” (search and rescue) inscription. Replacements were painted red and white with “NOTARZT” (emergency doctor) lettering on the tail.

Huntoon continued, “More recently, civil EMS commercial operators fill that role, typically in yellow painted Eurocopters known as the Gelber Engel (yellow angel).” At sea, the German Navy is just now taking delivery of the first Airbus NH90 Sea Lion naval multi-role helicopter. But the Huey’s long operational history worldwide is a testament to the American-designed UH-1’s strength and stability.

Huey, the German Expat

The German manufactured, U.S. transplanted Huey is now N-registered and owned by G Force Air LLC, an organization based at KCMH in Columbus, Ohio. G Force also operates a Super King Air 300, Piper PA-31-350 Navajo Chieftain, Mooney M20K, American Champion Scout 8GCBC, and a ViperJet. The UH-1 is in good company following a long and distinguished military run. Its “experimental” distinction, though, is shared by only the lattermost mentioned of its current stablemates.

While the U.S. registration for N8379R shows it as a 1970-year model, LaFollette believes 71+46 was built in 1968. The German company Dornier, under license from Bell Helicopter, built a total of 352 UH-1s. They were identified as UH-1 D, but they were not the same as the U.S. built UH-1D models. The “D” in the German manufactured units stood for Deutsche/Dornier. In fact, the German built UH-1 D helicopters more closely resemble the U.S. manufactured UH-1H models.

“I like to say that the Germans took all of the faults of the UH-1H and fixed them,” said LaFollette. He continued, “These include solid CNC machined aluminum floor panels in place of fiberglass composite floors that have a tendency to not hold up to helicopter vibrations. The tail spar is also different, so the AD/SB [Airworthiness Directive 99-25-12 / Service Bulletin SW-18-29R1] that has come out on many of the U.S. Hueys is not applicable to the German birds. Also, all of the German birds have composite main rotors. The benefit includes a 10,000-hour service life versus 2,400 hours for the metal blade Hueys.”

The UH-1H was essentially the Bell Model 205 with a 1,400 shp Lycoming T53-L-13 engine. Its pitot tube was relocated from the nose to the roof of the cockpit to prevent damage. All the rotable parts (blades, heads, gearboxes, etc.) of the German UH-1 D are OEM Bell parts.

“We purchased this helicopter from a company in California [Rice Aircraft Services] who was importing them to be updated and sold to foreign militaries, and to be put right back to work. They had bought a number of them and decided to try selling a few in the U.S. market. After a lot of negotiations, we struck a deal and [c/n] 8206 was put back together,” said LaFollette.

The Huey had been shipped from Germany in a container. Following reassembly, LaFollette revealed, “It was test flown and that was it. We elected to have it painted in its current colors—gray camo, tiger stripe pattern. The light grey is used on current Marine Hueys.” The U.S. Marine Corps operates the UH-1Y Venom, a twin-engine version, also called Super Huey and Yankee. It is the Marine Corps’ standard utility helicopter and was still in full-rate production in 2018.

Ferry Flight from California to Ohio

LaFollette recounted the first U.S. cross country flight of N8379R and its subsequent panel upgrade: “The cockpit, minus the German military equipment, consisted of steam gauges and a single VHF comm with barely a transponder. We picked it up in California and flew it back to Columbus, Ohio, in June of 2018. What a trip that was. Four days and 25 hours later it’s on the ramp at its new home. I equate that experience to riding across the U.S. on a Harley, one that should be experienced by all. Navigating across the U.S. with basically an iPad, it quickly became obvious that to keep operating in today’s modern airspace, we needed an avionics upgrade.”

Finding the right fit for an avionics retrofit was the next step. “I interviewed a tremendous number of avionics shops,” said LaFollette, “and Matt at Gardner avionics was the only one that generally seemed excited and brought his own ideas to the table. We dropped it off with them in January (28^th) 2019, and rolled it out the door just in time for Sun-n-Fun on April 4th. The owner elected to equip the helicopter with the latest and greatest, and we decided to remove the old wiring and systems that were no longer being used.”

Tracing Huey’s Past

What is known about this particular helicopter’s past service is limited, but 71+46 did have a role with the German Air Force, or Luftwaffe—literally translated as “air weapon.” In congruence with Huntoon’s remarks, other UH-1 D examples are still used today by the German Air Force serving a SAR role. These “Dornier” UH-1s all flew with a cross insignia—the Bundeswehr Kreuz—on their tail displaying their ship number. LaFollette noted, “The UH-1 Ds are slowly being retired and once they are parked for good they are auctioned off and sold to the highest bidder.”

Records show 71+46 was registered in Germany and stationed at Nörvenich Air Base (ETNN) in November 1991. Nörvenich has historically been home to the German Tactical Air Force Wing 31, or Taktisches Luftwaffengeschwader 31. Photos of the helicopter with the markings “KFOR” suggest it had a role with the Kosovo Force, a NATO-led international peacekeeping command founded in June 1999, in the autonomous region of Southeastern Europe. The Huey was later located in Schwechat, Austria, at Vienna International Airport (LOWW) in May 2008. Here it still bore the German flag, KFOR and 71+46 markings. The Huey arrived at Rice Aircraft Services in Olivehurst, California, in 2018.

About the UH-1 Huey Helicopter

Developed by Texas-based Bell Helicopter to meet a United States Army’s 1952 requirement for medical evacuation and utility use, the UH-1 was produced from 1956–1987. Though commonly known as the “Huey,” a nickname derived from its original, later-transposed designation HU-1, the helicopter was also identified as the Iroquois—a name borrowed from the North American Indian tribe founded by the “Great Peacemaker.” The Huey’s entangled role as both utility/military workhorse and peacemaker resonates appropriately, despite the obvious paradox.

The Huey was the first turbine helicopter produced for the U.S. military. It is powered by a single turboshaft engine with two-blade main and tail rotors. Recognizable for the sound it makes when flying, the two-bladed design gives the Huey its characteristic “thump,” particularly evident during descent and bank maneuvers. More than 16,000 Hueys were built and many continue to operate worldwide today.

UH-1 Variants

Model number UH-1A was assigned to the first 100 production models. Follow-on UH-1B models were equipped with a more powerful engine and a longer cabin. The UH-1C addressed aerodynamic deficiencies of the armed UH-1B units and further upped engine power. Following another stretch of the cabin, the UH-1D emerged along with a multi-fuel capable engine.

In the civilian market, these aircraft were designated Bell 204 and 205. Approximately 4,000 A through D models were built, most being upgraded, armed or otherwise modified at some point in their operational life. Some were later converted to the UH-1H standard, and most-produced version, starting in 1966. The UH-1H’s dual controls consist of a single hydraulic system boosting the cyclic stick, collective lever, and anti-torque pedals.

UH-1 War Service

The UH-1 first saw service in combat operations during the Vietnam War, with around 7,000 helicopters deployed. Primary missions included general support, air assault, cargo transport, aeromedical evacuation, search and rescue, electronic warfare, and ground attack. During the conflict, the Huey was upgraded, notably to a larger version based on the Model 205. This version was initially designated the UH-1D and flew operationally from 1963.

Army UH-1

Designed as a troop carrier, the UH-1D replaced the piston-powered Sikorsky CH-34 Choctaw, an anti-submarine aircraft originally intended for the Navy, in service with the U.S. Army. The UH-1D  seated two pilots and additionally up to 13 passengers or crew in its cabin.

UH-1s tasked with ground attack or armed escort were outfitted with rocket launchers, grenade launchers, and machine guns. They were also modified locally by the military outfits themselves, who fabricated their own mounting systems. These gunship UH-1s were commonly referred to as “Frogs” or “Hogs” if they carried rockets, and “Cobras” or simply “Guns” if they had guns. UH-1s tasked and configured for troop transport were often called “Slicks” due to their absence of weapons pods. Slicks did have door gunners, but were generally employed in the troop transport and medevac roles.

Marine UH-1

Already in service with the Army, the U.S. Marine Corps selected the UH-1B as an assault support helicopter. Later modified, it became the UH-1E and replaced Cessna O-1 (L-19 Bird Dog) fixed-wing aircraft used for liaison and observation, and Kaman OH-43D helicopters of German design origins.

Navy UH-1

The U.S. Navy acquired UH-1B/C helicopters from the Army, and these aircraft were modified into gunships with special gun mounts and radar altimeters. They were known as “Seawolves” with the Navy and served in river patrol operations.

Air Force UH-1

The U.S. Air Force added later UH-1F and UH-1P models to its inventory. The Air Force also used the UH-1N for support of intercontinental ballistic missile sites, including transport of security personnel and distinguished visitors. As recently as September 2018, the Boeing/Leonardo MH-139 (an AgustaWestland AW139 variant), won a competition to replace the UH-1Ns.

“D” is for Dornier

Dornier Flugzeugwerke, the now defunct German aircraft manufacturer, under license by Bell built the slightly customized UH-1 D helicopter from 1967 to 1981 for the Bundeswehr (German military). Original plans were to deliver a total of 406. These constructions saw service with the German Army and German Air Force in light utility roles and in SAR operations. Other variants of the UH-1 were built under contract in Italy, Japan and Taiwan.

The UH-1 D’s engines were produced by Motoren- und Turbinen-Union GmbH (Motor and Turbine Union, a German company), now MTU Aero Engines of Munich. The 85-year-old company was originally founded as BMW Flugmotorenbau GmbH (Flight engines construction). Today, MTU is a global provider of commercial and military engine and maintenance services, and a partner to industry leaders GE, Pratt & Whitney and Rolls-Royce.

The Dornier UH-1 D has a spacious cabin with seating up to 15, or six stretchers and a medic. It can be loaded quickly through its large sliding doors and has a high carrying capacity. Also capable of performing an attack role, the German Army, or Deutsches Heer, however, used the UH-1 D almost exclusively for transport purposes. Considered among the safest of aircraft, it was used by Germany’s Federal President, Chancellor, and other government Ministers and Members.

Utility Helicopter Workload Reduction

LaFollette elaborated on why the Huey panel retrofit, “The term situational awareness gets thrown around a lot, but I think that nails exactly what we were going after. With the G3X and the ability to display traffic, weather and airspace via one quick touch, this greatly reduces the pilot workload. Especially when operating a helicopter, all of your body parts are being used mostly all of the time. Things that get taken for granted like changing comms or typing in a frequency are no big deal in an airplane, at certain times in a helicopter can be a very big deal. We went from a single comm that used rotary style switching to two digital smart comms with standby frequencies that, just about know what frequency you want and loads it in for you. The synthetic vision is a huge help. With Garmin’s helicopter obstacle database, it has more detailed terrain and a large amount of power lines that are overlaid on the screen.

“We typically fly with two pilots, however, now that the panel has been completed, single pilot operations are a breeze. When we did the panel mod we were able to lay out the engine gauges in the order that we wanted and moved the really important instruments right in front of the pilot’s view. Another example is our starting clock. In the old cockpit, we had to wind it up to make the second hand start moving, then push a button to activate it for our 40-second start limit. Now we use a Mid-Continent clock/timer/USB charger and it’s a very easy one button start.”

Retiring After 60 Years of Service

As early as 1967, the UH-1B/C Huey was being replaced by the Bell AH-1 Cobra attack helicopter. Huey gunships were rendered impractical by the increasing intensity and sophistication of anti-aircraft defenses. In 1979, the U.S. Army relegated the UH-1 primarily to support Army Aviation training and Army National Guard units at the introduction of the Sikorsky UH-60 Black Hawk. The UH-1 was ultimately retired from the Army in 2016.

Devotees of the UH-1 in a gunship role extol its ability to act as an impromptu “Dustoff”—a call sign for emergency patient evacuation of casualties from a combat zone. The Huey is also commended for its superior observational capabilities, notably its large cabin, which allowed return fire from door gunner positions. During the 1972 Easter Offensive by North Vietnam, UH-1s equipped with TOW launchers (Tube-launched, Optically tracked, Wire-guided anti-tank missiles) were given the nickname “Hawk’s Claw.”

Why We Do This

Nearly half of the 7,000-plus UH-1s flown in Vietnam were destroyed. The troops’ toll was 2,177 lost in their operations. Today, the Huey and its operators are memorialized in museums and collections around the world, for example Wings & Rotors Air Museum in Murrieta, California.

A recent aviation magazine article (Sport Aviation, September 2019) profiled Huey pilot/owner Jimmy Graham. His restored and updated UH-1H is used to honor veterans. In doing so, he “unites” with those who flew them. The EAA Young Eagles co-chairman and pro football player said he flies the Huey with pride, “carrying a piece of history and moving it forward.”

For G Force Air and the UH-1 D crew, the sentiment is similar. Whether flying veterans, police trainees, or enthusiasts alike, the Huey makes a lasting impression. Extricating the helicopter from its storied past and giving it a new life means others can feel that sense of pride. Keeping it flying takes commitment, and the costs are significant. Despite the obstacles, a flying museum is a place where stories can be shared, passions kindled, and ideas nurtured, making the efforts, valiant, nostalgic or plume, immeasurable for all involved.

Today, state-of-the-art in helicopter experimentation and design can be found in the Sikorsky HH-60W Combat Rescue Helicopter, “Whiskey” rendition. The “W” iteration was one of but a few letters not used in the evolution of the UH-1. Nevertheless, the Huey’s legacy is unmistakably part of the new HH-60W. Providing an unprecedented combination of range and survivability, the Whiskey strives to be the most sophisticated rotorcraft the world has known. In retrospect, this is precisely what the Huey proved to be throughout the latter half of the 20^th century. A vintage Huey with a modern glass panel cockpit offers a brilliant reflection on just how advanced helicopter design has come.

UH-1 D 71+46/N8379R Specifications:

• Manufacturer: Dornier (Bell)
• Model: UH-1 D (Iroquois, model 205)
• Construction Number: 8206
• Aircraft Type: Rotorcraft
• Number of Seats: 14
• Number of Engines: 1
• Engine Type: Turbo-shaft
• Engine Manufacturer and Model: Lycoming T53-L-11
• Engine Output: 1,400 SHP
• Cruise Speed: 205 kph / 125 mph
• Range: 500 km / 310 miles
• Gross Weight: 4,315 kg / 9,512 lb
• Carrying Capacity: 3,880 lb
• Empty Weight: 5,215 lb
• Main Rotor Diameter: 48 ft

Read this article in Avionics News magazine – January 2020, feature article on pp 28-34.

Read this article in Helicopter Maintenance magazine – February/March 2020, cover story beginning on pg 8.

The article was also published in the 2020-21 Edition of Aircraft Electronics Association Pilot’s Guide. Read it online or request a FREE copy at aeapilotsguide.net.

Weather + Position + Attitude… Keeping it all in check with ADS-B.

SkyVision Xtreme Portable, in its Xth and final iteration, was a convenient, hard-shell black briefcase of spy grade avionics that could receive and display aviation traffic and weather. More than that, SkyVision Xtreme Portable was the first demonstrable product in a complicated scheme to force general aviation’s adoption of ADS-B. Released in 2013, though conceived in 2010, the portable device offered ADS-B In & Out with little or no burden of installation.

By FAA mandate, aircraft operators are now (by January 1, 2020) obligated to equip with ADS-B (Automatic Dependent Surveillance-Broadcast). Essentially, ADS-B is an upgrade to the commonplace transponder, or “squawk” box, that it now circumvents. SkyVision’s portable gave sleuthy first adopters a means to participate in the scheme.

The SkyVision Xtreme Portable concept was simple: Allow pilots to bring their weather and traffic system to the airplane with them; and it worked. Others quickly followed with compact portable devices offering a subset of capabilities. NavWorx offered WxBox, a hot selling weather-only unit, and PADS-B, an “In & Out” device that included traffic and position reporting. Appareo released its Stratus line, while Garmin introduced its GDL receivers. Everyone suddenly wanted “In.”

A common refrain among pilots fortunate enough to fly with traffic warning systems is that they suddenly feel vulnerable in aircraft without them.

Dave Hirschman, AOPA Pilot, April 2013

SkyVision Xtreme Portable was revolutionary, taking full advantage of what ADS-B had to offer. First, it was a step up from old-school radar traffic devices. Satellite-derived ADS-B sees traffic all the way to the ground when radar cannot. The Xtreme system also included graphical weather display, GPS derived position information, and an attitude heading reference system. Most importantly, the Xtreme Portable provided full ADS-B In & Out capability, the latter a requirement of the FAA mandate. SkyVision Xtreme arrived well in advance of the pending FAA 2020 deadline, appealing to early adopters and stoking developers.

Inside the SkyVision Xtreme Portable was an ADS-B universal access transceiver (UAT) from NavWorx. The briefcase was a self-contained, complete system and its only physical connection was a 12/24-Volt power plug. An internal battery supplied backup power. A pair of antennas tethered to the unit. On an iPad, or other tablet device, the data was displayed, transmitted via Wi-Fi. As aircraft came into view—before they could be seen through the windscreen—each was shown with distance, relative height, heading, speed, climb/descent trend, aircraft type, and call sign (if available). The device was smart and advanced. It set a standard others would follow.

How rapidly development occurs. Nearly every existing avionics manufacturer, and a surge of newcomers, produced, bought or sought compatible products with the new ADS-B standard. The rush was on. With both open source content and competitive mettle at work, ADS-B adoption was indeed a contest. Big investment, from heavyweights like Garmin, aimed to head the standard. An indulgent FAA selectively conspired. Programmers and electronics entrepreneurs concocted ideas and seized opportunities. The community of aviators welcomed a supply of creative new products.

Nearing the end of 2019, the innovation continues. There’s Stratus 3, the nexus of the SkyVision concept, several years into its product life cycle. It comes from marketeers of aircraft transponders, electronic flight bags, and an array of other technology innovations. Simple to use, portable, free benefits (such as weather, traffic, GPS navigation), works on almost any device, and compatible with all the top apps, Stratus is now a commodity for ADS-B In, priced at around $700.

There’s also FlightBox, a palm-sized cuboid sprouting two antennas with, “All the features of the Stratus 2S at one-fourth the price,” according to the company. It’s an open source artifact of ADS-B development. With electronics available off-the-shelf, its users are emphatically embracing it. In the spirit of SkyVision and NavWorx affordability, FlightBox represents a culmination of ADS-B In development, setting one back a mere $239.

There’s even a DIY option with Stratux, an open source software adaptation of ADS-B development that can be used with widely available component parts. For example, one can get a 3D printed enclosure, add the electronics, and drive it with Stratux. The software is free, and public forums actively support it. Stratux is a bridge from the world of experimental aircraft to commercial ADS-B development.

A commodity in situ, culmination at play, and more bridges still ahead, ADS-B technology will continue to advance. We are seeing a glimpse of this at uAvionix, a company that integrates ADS-B into wingtip nav lights/strobes and tail beacons. These ultracompact and simple to install turnkey solutions are just the beginning.

uAvionix offers another pair of affordable and compact ADS-B solutions, one for the US—echoUAT—and one for the UK—SkyEcho. The echoUAT is a dual-link 1090 MHz / UAT device. An integrated Wi-Fi system talks to portable displays. A old-fashioned wire links it to common EFIS systems. A stealthy transcoder picks up Mode C signals. SkyEcho, by comparison, does all of the above framed in plastic roughly the size of a Tic Tac box. Both give the user everything presently available with ADS-B, not the least of which are compliance with national regulations and universal connectivity to popular avionics devices.

SkyBeacon and tailBeacon, the aforementioned wing and tail light solutions from uAvionix, have a street price of around $1,800. They are “Out” only, hence there’s no need for a display, and require a conventional transponder. A typical ADS-B capable transponder runs $3,000 (there’s a net assumption that your current transponder is worth $1,200). By contrast, the latest touchscreen navigator from Garmin costs five G and comes with lots of extras; to add ADS-B is an additional $2,700. In this analogy, it makes good economic sense to ADS-B equip with uAvionix. But, the means they are a-changing.

Today, uAvionix is on the innovative edge of the general aviation industry, and it’s about time someone stepped up. There are few who challenge convention and succeed. Boxed avionics which occupy every bit of instrument panel real estate are not the future. Integration and applications will transform avionics, much like they did with the telephone. In its latest move, uAvionix purchased AeroVonics, makers of the smartly simple AV-20S Multi-Function Display (MFD) and AV-30 Primary Flight Display (PFD) products. Both bring low cost and ease of installation to GA. For now they are stand-alone products, but they will shape the future for electronics, data and display integration including ADS-B and future situational awareness technologies.

So what’s next? Single ADS-B microchips will integrate all now standard functions. These chips will be embedded in the aircraft; one might say implanted under its skin. GPS, ADS-B and all its forms will get “smart,” interrogating and resolving issues, often before pilots are even aware of the anomaly. Aircraft surveillance, under ADS-B or its global equivalent, will persist for the sake of safety. The advantages of free weather and traffic will be suppositional while the voyager-pilot beleaguers other tasks. Though for now, we can just fly a bit more secure in knowing that we are less distant from disaster in the event of nearby peril.

Note: The legacy SkyVision Xtreme is still available today with Skyvision Xtreme Moving Map Software employing the Stratux receiver and an 8-inch tablet display.

This article was published in InFlightUSA magazine, November 2019.

Aero 2019 was held again at Messe Friedrichshafen on the northern banks of Lake Constance in central Europe. The exhibition delivers a consistently pleasing balance of trade fair, camaraderie, progress, esprit de corps, solidarity, and fine cuisine. It lacks the enormity, nay listless spectators and petulant weather, of comparable shows in the U.S.; and that’s just fine with the vendors and punters it’s intended to draw.

Europeans categorically think of General Aviation (GA) as those aircraft not used in scheduled or chartered air traffic, essentially characterizing them as “sport” aircraft with the occasional appendage of “utility.” Much of what might be characterized as purpose-built aircraft in the U.S. are simply folded into sport aviation in Europe, and this is particularly evident at Aero. Style is pervasive, flair dominates, and a strong sense of nationalism and personality distinguish one European offering from another.

Take for example the Blackshape Gabriél. This aircraft is an outgrowth the company’s Blackshape Prime, popular for sport flying. Co-branded with Transavia, Gabriél is a prime example of the crossover between sport and utility as its intended role is training for the airline. Stylish Italian design teamed with Transavia, an Air France/KLM subsidiary, to promote the Gabriél as a flight training platform.

Ultralight aviation also characterizes a large part of GA in Europe where it maintains a distinctly different certification class from the U.S. Aero is dominated by light aircraft. However, at this show this distinction may refer to multiple certification standards, including Ultralight (UL), Very Light Aircraft (VLA), the U.S. standard Light-Sport Aircraft (LSA), and a large number of small EASA CS-23 / FAR Part 23 certified aircraft. Examples include the Shark from Letisko of the Slovak Republic,“a type of airplane that flies safe and efficient,” and the Fly Synthesis Syncro LSA and UL from Italy.

General aviation in Europe also flourishes at the intersection of speed and style. More examples at Aero included the Tomark Viper SD4 all metal two seater from Slovak Republic, and the colorful Belmont Patino from Latvia.

AERO Friedrichshafen is “Europe’s largest exhibition for general aviation, and with regard to innovations and premieres, it’s the industry’s foremost exhibition in the world,” said Messe Friedrichshafen CEO, Klaus Wellmann. He speaks the truth with respect to sheer numbers of aircraft at an indoor exhibition, and in particular 1- to 2-place aircraft. The show makes its mark with a dose of European flair, for example, the TL 3000 Sirius by TL Ultralight and the VL-3 Evolution JMB Aircraft greeted visitors with beauty and style.

Aero offers more.

While the most crowded areas at Aero, namely the corridors connecting Halls A3 through A6, were designated for general aviation services, equipment, engines, pilot supplies, and avionics (including Garmin, which is gaining a foothold in Europe) there were many other interesting areas to browse.

Twelve large hangar halls at Messe Friedrichshafen are complemented by an outdoor static display area populated by pre-owned aircraft for sale, a small collection of military and historic aircraft, and the Europa-Park Zeppelin on the adjacent airfield. German military technology was on display at Aero. Inside were search-and-rescue and law enforcement helicopters. Outdoors was a German Luftwaffe Tornado.

Europe loves its gliders, such as the L23 Super Blaník all-metal glider remake. In 2019 the “sailplanes” displays were moved to Hall A1 at the main entrance.

Eastern and Western Europe differ ideologically according to Christoph Becker, editor of FliegerRevue magazine, speaking specifically with regards to a fascination for aviation. The East is rife with engineering, design, development and has a long manufacturing history in this industry. For non-German speakers, I was told, the aircraft featured in FliegerRevue provide “aviation eye-candy.”

Junkers Flugzeugwerke from Dübendorf is one of the Swiss aircraft makers represented at the Aero. The company is currently building a second replica of the six-seater Junkers F13, an all-metal transport plane originally constructed in 1919. A recently completed F13 is flying under the Rimowa moniker. The company hopes to produce at least five units of this classic design from original blueprints.

When old and new technology meet, the results are some interesting aircraft that seem to exist without any particular reference to time and place. Those at Aero include the Bücker Bü 133 Jungmeister Liesel Bach on display and the FK12 Comet tandem folding-wing biplane produced in Germany.

Power to the piston

Sustainable and e-flight (electronic flight) continue to be nascent technologies in the aviation world. However, a newly vinted and unusual-looking aircraft featured at AERO was the “flying wing” made by Horten Aircraft from Eisenach, Germany. Another notable design presented at Aero was the vertical take-off and landing e-flyer AutoflightX which, figuratively speaking, plans to elevate transport.

Two sides of the Altantic

North American and European aviators maintain a strong bond. This is evidenced by nearly every vendor at Aero. They are well aware that their market is not limited to one continent. Airplus of Germany, which markets unique products for aircraft performance and customization, is responding to overwhelming demand for installation of ADS-B equipment in the U.S. by providing this capability on business aircraft flown to Europe.

A number of exhibitors at Aero 2019 admitted to being travel-worn, having just arrived from a week in Florida at the Sun ‘n Fun Fly-in. Back-to-back shows this year put a strain on personnel. Curiously, though perhaps favorably, the two shows will occur at the same time in 2020 making it imperative that duties be divided, rather than sweeping. Aero Friedrichshafen 2020 will be held April 1–4.

A condensed version of this article was published in General Aviation News, May 23, 2019.