Garmin recently announced its new VHF nav/com radios that nicely complement its line of compact touchscreen GPS navigators.

Sporting a crisp, high-resolution display, they are nicely equipped with a variety of handy features and a smart feature set. It was showing the radio off at Sun ’n Fun Aerospace Expo 2024 in Florida and Kitplanes contributor Larry Anglisano got a product tour from Garmin’s Jim Alpiser.

Editor’s Note: This article first appeared on Kitplanes.

The post Garmin Demos New VHF Radios appeared first on FLYING Magazine.

One of the axioms of aviation is you can do everything right, but if someone else messes up— like starting their takeoff roll before your airplane clears the active runway—you still get hurt. 

Runway incursions happen, and Honeywell is focusing on software that will help reduce their numbers.

According to the FAA, a runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take off of aircraft. A surface incident is a closely related event that occurs when there is an unauthorized or unapproved movement within the designated area (excluding runway incursions), or there is an occurrence in that same area associated with the operation of an aircraft that affects or could affect the safety of flight. 

Honeywell is working on Surface Alert, or SURF-A, a software technology that will help pilots avoid both.

SURF-A uses GPS data, automatic dependent surveillance-broadcast (ADS-B) equipment, and advanced analytics to pinpoint the exact location of traffic hazards. According to Thea Feyereisen, a flight safety expert, Honeywell’s SURF-A software will be like adding an ever-vigilant “third set of eyes” in the cockpit of an airliner or business jet.

“SURF-A will improve flight crew situational awareness and reduce the risk associated with runway incursions, which are happening more frequently as flight hours increase and airports get busier,” said Feyereisen, who is a senior technical fellow at Honeywell Aerospace Technologies. 

At the present time, there are groundside systems that warn air traffic controllers of potential problems. SURF-A will provide a warning to pilots creating a multifaceted approach to runway safety as it gives pilots real-time aural and visual alerts when they’re on a trajectory to collide with an aircraft or ground vehicle within 30 seconds. 

According to the FAA, there are four categories of runway incursion, classified as A, B, C, and D. SURF-A targets Categories A and B, which are the most serious as they are narrowly missed collisions or there is a significant potential for collision, which may result in a time critical corrective/evasive response to avoid a collision.

According to Feyereisen, Honeywell has been working on the technology for several years, including tests in Europe and the U.S..

“Things slowed down during COVID-19, but now that flight numbers are back, the margins of safety are more and more narrow,” she said, adding that the company is galvanized when there is a lack of separation or a near miss.

Part of Honeywell’s research includes analyzing FAA data on runway incursions and analyzing the human factors elements. There are a great many ATC operators who are retiring and younger, less-experienced personnel moving into their positions. The same can be said for the cockpits of airliners as the regional and legacy carriers hire relatively low-time pilots to meet their customer demand for travel.

Honeywell, which successfully tested SURF-A capabilities during a series of flights in December has plans to begin demonstration flights in its Boeing 757 this summer for regulators, airlines, and news media representatives in the U.S. and Europe. 

“It was gratifying to see how effective SURF-A was in our flight tests at alerting pilots so they could execute avoidance maneuvers,” Feyereisen said. “The system checked all the boxes, and we gathered lots of information that will help us accelerate the development and certification processes over the next two years. 

The new technology joins Smart X, Honeywell’s portfolio of runway safety products that also includes Runway Awareness and Advisory System (RAAS) and the SmartRunway and SmartLanding software introduced 15 years ago. Available through a software upgrade to an aircraft’s required enhanced ground proximity warning system (EGPWS), they can boost flight crew situational awareness during taxi, takeoff, and landing.

Honeywell anticipates a “forward fit” opportunity, meaning aircraft will be outfitted with it before they leave the factory.

SURF-A will have the ability to determine where the aircraft is positioned and if there is another aircraft still on the runway.

“Using this knowledge of own ship position, I know if I am taking off and if another aircraft is still on the runway the algorithm in addition to GPS position of the other aircraft will let me know there is an another aircraft on the runway as soon as I advance the throttles,” said Feyereisen.

Part of this is made possible by information obtained from each aircraft’s ADS-B Out data, said Brad Miller, Honeywell chief engineer. In the air, ADS-B gives an auditory and visual warning when traffic is detected nearby.

“This is the extension of that, it implements this runway safety function,” Miller said.

As long as the other vehicle has ADS-B on board, SURF-A will be able to detect it.

The auditory warnings can be in either a male or female voice. Honeywell has professional voice actors who record the required messages “with an appropriate sense of urgency,” according to Miller. The airlines choose which gender they want.

Honeywell expects SURF-A to be released in 18 to 24 months.

The post Honeywell Developing Software to Reduce Runway Incursions appeared first on FLYING Magazine.

A vintage aircraft, if properly maintained, will last for decades. But there may come a time you want to make changes in the name of safety and convenience. It can be a challenge, as the Boyd family from Puyallup, Washington, learned when deciding to do an extreme makeover on the panel of its 1960s-era Piper Twin Comanche, also known as the PA-30.

The Boyds are an aviation family. John Boyd is an A&P and retired Boeing 737 captain from Alaska Airlines. John’s sons, Jason, 32, and Justin, 30, both hold instructor ratings and are planning aviation careers. Jason is also an A&P. The family also owns a Cessna 182 Skylane that it flies regularly. In summer 2017, John Boyd decided it was time to get something a little more comfortable for family travel, and something for the boys to build their multiengine time in.

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“I chose the Twin Comanche because I flew one back in the 1980s, and I loved it,” says Boyd. It’s an efficient twin and faster than the 182.”

The ‘Before’

N7163Y rolled out of the factory in 1963. When the Boyds acquired it, the aircraft still had most of the original panel in the original layout—the instruments were scattered, as the classic six-pack arrangement we know did not become the norm for Piper Aircraft until the late 1960s.

The original instrument installation made the airplane difficult to fly sometimes, says Jason Boyd: “I flew an IFR approach at night with that old panel, and my scan was terrible! I vowed never to do it again.”

There were other surprises from the older technology: Activation of the vintage autopilot for the first (and only) time resulted in an “unexpected flight event,” and the Boyds decided “never to turn it on again.”

Shortly after acquiring the aircraft, they began an interior restoration, replacing the brown cloth seats and side panels with cool, gray leather. The interior project spanned several years because John Boyd was still flying the line, and the boys were working full time at a local flight school.

• READ MORE: All Flight Jackets Tell a Story

The panel was not strictly 1960s, says Boyd, as it sported a 1980s-era BendixKing KNS 80 nav unit, which they replaced with a Garmin GNS 530 and flew it like that for a while, getting used to the airplane. If they ever had a question about systems or aircraft quirks, Boyd reached out to Webco Aircraft, the Comanche specialists, located in Newton, Kansas.

“They’ve seen everything,” says Boyd.

Planning for the panel upgrade was meticulous. They went through the aircraft system by system to determine what they wanted to keep and what would be replaced.

Some of the engine instruments or their components were no longer available. They learned that some of the avionics and instrument manufacturers were out of business. Other times, the cost of repair to the often 50-plus-year-old technology made them balk.

There was also the question of instrument reliability.

“The mechanical tachometers were off,” says Jason Boyd. “It made it difficult to sync up the propellers. If you tried to do it with the levers, they would be way off.”

“Finally, the last straw was the erroneous reading on the fuel gauges,” says John Boyd, noting that while no pilot truly trusts their fuel gauges, there is technology available that makes them more reliable, and therefore safer than they used to be, so the pilot has a better idea of how much time they have in the tanks.

Instrument Selection

The decision was made to remove all the analog instruments and replace them with digital. But there is so much out there to choose from, they spent several months shopping and eventually decided to delay, as they waited for Garmin to certify the GFC 500 3-axis autopilot.

“We knew they were working on it, and it was close,” says John Boyd. “I wanted them to certify it before I pulled the trigger. I even offered my airplane as a testbed, but Garmin said no thank you, we already have an airplane.”

• READ MORE: Be Safe But Authentic with Your New Old Panel

Jason Boyd, the family techno-geek, supplied a list of the new instruments, noting his favorite item is the autopilot. “The fact I can pull an engine back in cruise and have the yaw damper hold the airplane straight and level and continue on course is, in my opinion, the ultimate in safety,” he says. “The technology makes this an airplane you can fly single-pilot IFR day or night, as long as you are ahead of the programming.”

The aircraft now sports touch screen panels, top-of-the-line nav/coms, engine monitoring systems, and backup instruments to help a pilot maintain situational awareness even if they are task saturated.

All this glass meant an overhaul of the electrical system was needed, says Boyd.

“When we first got the airplane, it had alternators with old internav voltage regulators,” Jason says. “The old over-voltage regulator was a problem, so we swapped them out for Hartzell Plane Power R1224 regulators. Now the airplane has paralleling alternators.”

Says John: “Everything was chosen for safety. I wanted redundancy and reliability.”

It wasn’t just on the inside. The exterior lighting was also upgraded. One of the first items to be replaced was the 1960s-era tail beacon, which was swapped for a Whelen beacon and Orion navs and strobes that are synced when activated.

“The shell of the rotating beacon is original to keep the aesthetic look of 1963, but the internals are updated to the Whelen/Orion LED Beacon,” says Jason.

Makeover Prep

The combination of a busy avionics shop and global supply chain challenges made for an interesting experience.

“We had to wait our turn at the shop,” says John. “We got on the waiting list at Spencer Aircraft in September of 2022.”

“And it was nearly a year before we got in,” notes Jason, adding that they spent that downtime in their hangar at Pierce County Airport-Thun Field (KPLU) not far away from Spencer preparing the twin for the new digital devices by removing the old mechanical instruments. Doing the removal themselves saved money and, according to John, made for a cleaner installation because they took out all of the unnecessary lines and wiring.

“Sometimes avionics shops simply cut the lines or wires to the old instruments and leave them there to save time,” John explains. “We had the time, so we figured why not?”

Says Jason: “I think we removed about 30 pounds from the aircraft.”

When parts arrived, the PA-30 returned to the shop. When there was a parts delay, the airplane would move back to the Boyds’ hangar. This process continued for several months.

Time to Test Fly

The aircraft was back together by October, and John and Jason took it up for flight tests. There were no surprises, they note. “But it did require a few tweaks,” says Jason.

John points out that they are making adjustments to establish a baseline for operations, such as engine temperatures, so they don’t get erroneous warnings.

“Pretty much the only thing that will keep us on the ground now is icing,” he says.

Flying the aircraft is a different experience now, says Justin Boyd, who shortly after the family purchased the airplane flew it to Iowa with his father and found it labor intensive.

“It’s almost like a different airplane,” Justin says. “The modern Garmin displays and autopilot make it a night-and-day difference from what it was.”

The senior Boyd figures they spent about $80,000 on the panel upgrade, but there is still one more element: the Beth test. Beth Boyd is John’s wife and the boys’ mother. It was because of Beth that John insisted that the aircraft be equipped with Garmin Smart Glide.

With the mere press of a button, the avionics return the wings to level flight, and the aircraft goes into a controlled descent on autopilot. This allows the pilot more time to focus on troubleshooting whatever issue there may be—a big win for safety and peace of mind.

Everything the Boyds Added to Their Panel

• G500 NXi GDU

• 1060 PFD/MFD

• G500 NXi GDU with 700L EIS

• GDL 69A SiriusXM satellite weather, music

• GTN 650 Xi GPS/nav/com 1

• GMA 345 Bluetooth audio panel

• GTX 345 transponder with dedicated ADS-B In and Out

• GNC 255A nav/com 2

• GI 275 backup electronic instrument

• Garmin GFC 500 autopilot

• GMC 507 control head

• GSA 28 Roll

• GSA 28 Pitch

• GSA 28 Pitch Trim

• GSA 28 Yaw

• Falcon angle-of-attack indicator

• DSTR-AOA-9200K with heads-up display

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post Going with Glass: The Mother of All Panel Upgrades appeared first on FLYING Magazine.

Despite reports that the hugely popular Garmin GNS-series navigators are at the end of their service life, Garmin says that 99 percent of GNS users can keep using their units. Moreover, the Garmin factory will still continue to support common repairs and refurbishments as it has for the past 25 years. 

For a deep dive into the future of GNS support, and some tips for dealing with a dreaded failure, Aviation Consumer Magazine editor-in-chief Larry Anglisano sat down with Jim Alpiser, Garmin’s director of aftermarket sales, to set the record straight.

Editor’s Note: This article first appeared on The Aviation Consumer.

The post Garmin GNS 430: Throwaway or Keeper? appeared first on FLYING Magazine.

Garmin announced that its GFC 600H flight control system for helicopters is available in an IFR design with a stability augmentation system (SAS). The new version includes collective control, giving the GFC 600H four-axis capability for the first time.

Leonardo Helicopters’ AW109 Trekker is the first model to use the system with the new capabilities. The company said the enhanced version helps improve overall mission effectiveness by decreasing the pilot’s workload.

• READ MORE: Auto Flight for Rotorcraft

“We are very excited to now offer a four-axis, IFR flight control system for the helicopter market,” said Carl Wolf, Garmin’s vice president of aviation sales and marketing. “This technology will provide IFR operators with advanced automated flight capabilities and bring added protections to one of the most challenging flight categories in aviation. We’re confident AW109 Trekker operators will be impressed with the performance of GFC 600H.”

The GFC 600H includes a console-mounted, push-button mode controller and display compatible with night vision goggles. High-performance digital servos and new linear actuators that Garmin developed provide crisper, more powerful responses than previous systems, resulting in smooth handling in all phases of flight.

• READ MORE: Garmin Receives GI 275 STC for Airbus Helicopters

The new system supports a range of autopilot modes, including altitude acquire, altitude hold, heading select, attitude hold, approach auto-level, radar height hold, vertical speed, and indicated airspeed. The system also can fly approaches using inputs from navigation systems.

Garmin said its system’s smart servos eliminate the need for two linear actuators and flight control computers for each axis. The result is a lighter, cost-effective system that retains the redundancy needed for IFR flight.

The IFR configuration of the GFC 600H has received European Union Aviation Safety Agency (EASA) approval on the AW109 Trekker helicopter. Garmin said it expects FAA approval later.

The post Garmin Offers IFR Flight Control System for Helicopters appeared first on FLYING Magazine.

One of the downsides of having the latest aviation technology in your aircraft is that eventually something replaces it, and the factory support you have relied on for years will disappear. The owners of Garmin 430/530 nav/coms are now facing this, as Garmin sent out a service advisory noting that, effective immediately, “display repairs for the WAAS and Non-WAAS GPS 400, GNC 420, and GNS 430 are no longer available and have been discontinued.”

In a statement sent to FLYING, Garmin advised that “due to multiple component availability limitations, comprehensive repair service for Garmin’s GNS 430/530 series is estimated to become limited in the years ahead. This includes all GPS/COM and GPS-only variants, as well as all WAAS models. Initially, these limitations are estimated to impact a small percentage of repairs in 2024.”

The GNS 430/530 was introduced in 1998 and produced until 2011, which included 25 years of repairs.

• READ MORE: Bidding Farewell to the Garmin GNS Line

“We will continue to do so until serviceable components become unavailable,” the company statement said.

Garmin noted that it plans to continue offering repair service when the components required for a specific repair remain available. Database updates and technical support will also remain available.

The company added that products that Garmin must return as unrepairable due to the announced unavailability of repair parts will incur a $500 processing fee per unit.

Garmin is encouraging customers to transition to newer-generation products.

The post Garmin Announces Repair Service Limitation on GNS 430 appeared first on FLYING Magazine.

Dynon Certified said the FAA has approved its SkyView HDX avionics system for Beechcraft Baron 58 and 58A models. Dynon’s three-axis autopilot is available as an option with the HDX system.

When equipped with SkyView HDX and the autopilot, Baron aircraft also will benefit from a yaw damper and approach capability when the autopilot is coupled with a compatible third-party IFR navigation instrument.

• READ MORE: Dynon Continues Progress on SkyView Installations in Certified Aircraft

When added to a SkyView HDX system, the three-axis autopilot starts at a list price of $11,192 for Baron aircraft, including all required hardware and servo harnesses. Other options that pilots frequently choose include the SkyView autopilot control panel ($664), which provides autoflight controls for the pilot, and the knob control panel ($335), which gives pilots the ability to adjust the values modified the most when flying with the autopilot, such as altitude, heading, track, and altimeter setting.

“We’re excited to expand the SkyView HDX and Dynon’s autopilot approval into the Beechcraft Baron series,” said Michael Schofield, Dynon’s director of marketing.

Dynon Certified products, including this autopilot approval, can be purchased and installed by any Dynon-authorized center. Dynon said additional autopilot approvals are in progress for select Mooney M20 and Beechcraft Debonair 33 aircraft. Electric trim and autopilot auto-trim are also widely available for Dynon autopilot-equipped aircraft.

The company said trim motor control and autopilot auto-trim are now available for most Dynon Certified autopilot installations with electric trim motors installed. In the past this feature was restricted to a select few trim systems, Dynon said. Now the restriction has been removed, so auto-trim can be used in all Dynon autopilot-equipped Cessna 182, Beechcraft 35 and 36 series, Piper Seneca, and Beechcraft Baron 58 series aircraft.

The post Dynon Certified Announces New FAA Approvals for SkyView HDX Avionics System and Autopilot appeared first on FLYING Magazine.

Embark on a groundbreaking journey through aviation with ForeFlight’s Voyager app, specially crafted for Apple Vision Pro. The free app leverages Apple’s advanced spatial computing capabilities to transform airports into immersive 3D landscapes.

Voyager combines satellite imagery, high-resolution terrain, and live traffic data to create a real-time aviation experience. Each airport comes to life on a floating disk, allowing users to explore from different perspectives. Whether you’re curious about featured airports, searching globally, or sorting by proximity, Voyager offers a dynamic and interactive exploration of aviation hubs worldwide.

• READ MORE: ForeFlight Adds Oceanic Routing, Fleet Tracking Features to Dispatch Version

ForeFlight CEO Tim Schuetze expressed excitement about delivering a unique 3D airport exploration experience. “This exciting new spatial computing platform enables us to deliver all-new experiences that were never before possible, and the new Voyager app is a great example of our continued innovation,” Schuetze said in a release.

The app provides real-time depictions of various aircraft, from commercial jets to helicopters, with accurate altitude, pitch, and bank details. Users can access comprehensive information about each aircraft, including flight plans, aircraft type, and live speed, altitude, and heading.

ForeFlight Mobile, the company’s flagship iPad and iPhone application, seamlessly integrates with Vision Pro. Active ForeFlight subscribers can access advanced flight planning capabilities, making the aviation experience even more dynamic. Transitioning from Voyager to ForeFlight Mobile, users can delve deeper into airport details and flight information.

ForeFlight, a Boeing company, has been a pioneer in integrated software solutions for general, business, and military aviation since 2007. Voyager stands as a testament to ForeFlight’s commitment to pushing boundaries and offering innovative experiences to aviation enthusiasts worldwide.

The post Explore Airports with ForeFlight’s Voyager for Apple Vision Pro appeared first on FLYING Magazine.

Imagine waking early on your annual family vacation day and packing the car for a trip to the airport. You arrive two hours ahead, park the car, and check the luggage. Finally, you clear security and arrive at the gate. It is packed, wall-to-wall people.

You see the airplane at the gate; it cannot be long now. Suddenly, the ramp crew starts pulling bags off the airplane, and the gate agent makes an announcement via the intercom: “Ladies and gentlemen, it is my sad duty to report that our aircraft suffered a mechanical issue and cannot make today’s flight.” Now, this is typically not an issue, just dispatch maintenance, but in the near future, it could be detrimental to your vacation.

Who is going to work on the airplane?

My colleague Michael Wildes recently penned a piece about this for FLYING, and not much has changed since. Thankfully, the industry is resourceful and constantly taking measures to correct the situation.

Avionics for the Rest of Us

Those of you who follow my column know of my passion for training the next generation of aircraft maintenance professionals. You also know that my avionics skills are on a third-grade level. No offense to third graders. The FAA mandates training for pilots and mechanics, but avionics techs is a virtual no-man’s-land.

All of this brings me back to our Skyhawk project. When we last left Corey, he was working through the idea of upgrading his avionics panel using removed serviceable material from his friend’s Saratoga. During the time spent walking through that project, Corey informed me that he would need all new wiring to go with his new gear. Enter Oasis Aviation Avionics & Maintenance, a Newnan, Georgia, aircraft maintenance facility with a new business element that just may surprise you.

Earlier this week, I met with Oasis owner and president Steve Olive, a retired Air Force colonel, and found a pleasant surprise in my own backyard. Olive and company are looking to fill the void for avionics technicians by offering an apprenticeship program. Oasis Aviation is the sponsor and pays the student. Learn Avionics LLC delivers the related training and instruction.

Oasis is selective with its candidates, as the plan is for the students to join the crew at some point. There are only two criteria: The applicant must be 18 years old and a high school graduate. The firm receives applicants from high schools in its surrounding area, the Coweta CEC Center, and Spaulding County, Georgia.

Olive outlines what traits make good avionics technicians:

• Keen attention to detail
• Touch of OCD
• They never ever give up.

The avionics technician apprenticeship program is one year or roughly 2,000 hours. Graduates can add airframe and powerplant (A&P) for another two years or 30 months. Students start by stripping wire. Soon after, they move to pinning wire, assembling a connector, and then eventually building up the wiring harnesses, like they are doing for Corey. Once complete, the team creates a custom wiring diagram for all installations. Thus far, 10 graduates have finished the program.

Apprenticeships

Apprenticeships are not new, having been around for centuries. With a majority of the media focusing on FAA Part 147 schools, apprenticeships are sometimes an afterthought. Longtime industry organization Aircraft Electronics Association (AEA) offers an apprenticeship program, but it differs from Oasis as AEA graduates are eligible for a FAR section 65.101 (a)(5)(ii) allowance for the issuance of a repairman’s certificate. While the outcome is slightly different, Oasis does use the AEA curriculum in its program. The hope is that students stay on and join the team.

The U.S. military is keenly aware of the need for its service members to transition smoothly. Given that, the Department of Defense created the SkillBridge Program. Commanders in the military allow service members to leave the military early in order to train. Olive knew of a Marine who recently went through the program and is now at West Star Aviation in Chattanooga, Tennessee.

The Georgia Department of Economic Development provides some good information on what an apprenticeship is. It describes it as “a work-based training method that combines formal instruction with on-site, occupation-related training.” There are also apprenticeship opportunities at the federal level. The U.S. Department of Labor’s (DOL) Employment and Training Administration offers ways to register for an apprenticeship. There is a tremendous amount of good intel there. Another good resource is the DOL’s ApprenticeshipUSA. I encourage you to take a look and do your research. Perhaps you know someone who could benefit from a program like the ones offered?

Growing the Tribe

The best part of my job is getting connected with like-minded people who are always seeking to help one another. The Oasis Aviation Network was created for that very purpose. I’ve told you that my strong suit is not avionics. Most aircraft maintenance technicians are either A&P or avionics skilled. Some can do both, and if you find such a unicorn, capture it. We want to study and replicate it somehow.

The Oasis Aviation Network approached small aircraft maintenance shops with an idea to expand their businesses. Did you know that you can install the radio with just an A&P? These smaller shops may not have an avionics-skilled person on staff, but they are confident in their relationship with the network and can always call upon the team for help.

Now having more than 300 network members, the Oasis Aviation Network continues to look for ways to support the aircraft maintenance industry. Members can buy products, obtain training, and receive technical support. I am going back to spend some additional time with Olive this week. I might even learn a thing or two!

The post Oasis Aviation Sponsoring Aviation Avionics Apprenticeship appeared first on FLYING Magazine.

In a move that follows onto the success of the GI 275 multifunction electronic instrument it debuted in 2020, Garmin on Wednesday announced it has launched two new lines of com and nav/com radios to target the replacement and upgrade market. The Garmin GTR 205 com and GNC 215 nav/com radios incorporate a full-color display—and a full feature set—in a 1.3-inch-high bezel found on each unit. Both have received FAA TSO authorization and will be available in March through Garmin’s dealer network.

“The GTR 205 and GNC 215 products show Garmin’s commitment to offering attractive and affordable ground-based navigation and communication options while continuing to provide world-class, modern capabilities,” said Carl Wolf, Garmin’s vice president of aviation sales and marketing. “We are excited to offer these new solutions for our general aviation customers as we keep our entire product line fresh.”

Each unit offers a worldwide database and intuitive user interface, according to the company—and it can be installed in both fixed-wing aircraft and rotorcraft. The GTR 205 and GNC 215 are designed as a complementary replacement for the SL20 and SL30 with the same form factor.

Additional features include:

• Pilot-selectable 25 kHz or 8.33 kHz channel spacing
• Sunlight-readable color LCD display
• Standby and active windows
• Station ID
• Dual concentric knobs and backlit keys

The GTR 205 com features a 2,280-channel-capable VHF com and comes standard with 10 watts of power, with a 16-watt option available. It also has a built-in timer.

The GNC 215 nav/com adds in full VHF navigation capabilities, including a VOR/ILS functionality with glideslope indication. Pilots can use its navaid lookup feature as well as benefit from the on-screen station ID.

“The GNC 215 also has the ability to monitor the standby VOR frequency while displaying the received radial and features a supplemental CDI display for a VOR or localizer,” Garmin stated in a release. “These nav/com products interface with most CDI, HSI, and autopilot systems, as well as most Garmin flight displays to show the nav indicators in the primary field of view.”

Price for the GTR 205 com begins at $2,695 suggested retail, with the GNC 215 starting at $5,295.

The post Garmin’s New Slimline Nav/Coms Offer a Lower-Cost Alternative appeared first on FLYING Magazine.

Elliott Aviation said it delivered the company’s first Garmin Autoland upgrade in a Beechcraft King Air B200. The delivery is a milestone for Elliott and also marks the next step in the development of Garmin’s G1000 NXi platform for the King Air.

The Autoland system is designed to take control of the aircraft in an emergency and land it autonomously at the nearest suitable airport. This technology is meant to bring additional safety and peace of mind to the cabin for passengers and pilots concerned about possible pilot incapacitation.

• WATCH: We Fly Garmin Autoland King Air 200

“We are thrilled to deliver our first Garmin Autoland upgrade in a King Air B200,” said Dan Edwards, CEO of Elliott Aviation. “Safety is always our top priority, and the Garmin Autoland system represents a groundbreaking advancement in aviation technology. This achievement reflects our team’s expertise and commitment to providing our customers with the latest and most advanced avionics solutions.”

The company previously performed similar upgrades to Daher TBM 940s that had not been equipped with the Autoland system—specialized by Daher as Home Safe—at the factory. The Moline, Illinois, company said the King Air upgrade “underscores Elliott Aviation’s dedication to staying at the forefront of technological advancements within the aviation industry.”

• READ MORE: Elliott Aviation Completes Home Safe Upgrades to TBM 940

Founded in 1936, Elliott Aviation provides a range of aviation services including avionics, maintenance, accessories, paint, interiors, and aircraft sales.

The post Elliott Aviation Delivers First Garmin Autoland Upgrade in King Air B200 appeared first on FLYING Magazine.

ForeFlight has launched a tool that allows users to see and share an interactive summary of the flights they logged in 2023. Called ForeFlight Recap, the web-based feature pulls “aggregated data from a pilot’s 2023 entries in ForeFlight Logbook.” It then showcases information, including the number of flights, total distance flown, total time logged, and number of landings completed for the year. The tool also provides an interactive map that connects all airports visited by the pilot in 2023.

• READ MORE: New ForeFlight Safety Update Includes Runway Alert

Pilots can choose to keep their recaps private or share an image and interactive preview of them on platforms such as Facebook and X (formerly Twitter). In addition, ForeFlight included a “Make Private” button, so access to previously shared recaps can be revoked. Recaps can also be downloaded.

• READ MORE: National Aviation Hall of Fame Honors ForeFlight Co-Founder Tyson Weihs

According to the company, Recap is now available for any pilot who logged flights on ForeFlight in 2023. ForeFlight noted that Recap will also work for pilots who have not logged flights in ForeFlight Logbook, provided they “import data from other digital platforms or from their paper logbook using catch-up entries.”

Recap is currently not supported by the ForeFlight Mobile app but can be viewed with both computer and mobile device on ForeFlight Web.

The post ForeFlight Launches Interactive Flight Recap for 2023 appeared first on FLYING Magazine.

Boom Supersonic has chosen the Honeywell Anthem integrated flight deck and its modular avionics platform for use in the Overture supersonic airliner the company is developing.

Under the companies’ agreement, the flight deck will be tailored to support the Overture’s mission requirements, including “exceptional situational awareness and enhanced safety,” Boom said. The Honeywell avionics interface gives pilots continuity from simulator-based flight training through to actual flights.

• READ MORE: Boom Supersonic Announces Milestones Including Taxi-Testing Its XB-1 Demonstrator Aircraft

The Anthem is Honeywell’s first cloud-connected flight deck and is designed to be adaptable to many aircraft types from general aviation to commercial aircraft. Honeywell first flight-tested the Anthem in a Pilatus PC-12 in May, marking an important step on the system’s path toward FAA certification.

“Honeywell has an extensive history of aerospace innovation and shares our vision of a faster future through sustainable supersonic flight,” said Blake Scholl, founder and CEO of Boom Supersonic. “We’re proud to work with Honeywell to realize one of the most advanced flight decks in the sky, with state-of-the-art technologies that reduce pilot workload and increase safety.”

• READ MORE: Honeywell Acquires HUD Assets from Saab for Use in Anthem, Primus Flight Decks

Honeywell traces its history in aviation to the earliest autopilot systems. The company has been a pioneer in developing numerous cockpit systems, including synthetic vision and heads-up displays. Boom said Honeywell is among several tier one suppliers it has tapped to support its Overture program.

“For decades, Honeywell has supported aircraft programs that build the future for aviation,” said Vipul Gupta, president of electronic solutions at Honeywell Aerospace. “We are looking forward to partnering with Boom to usher in a new generation of supersonic travel.”

The post Boom Supersonic Chooses Honeywell Anthem Flight Deck for Overture Airliner  appeared first on FLYING Magazine.

When you purchases a new-to-you home, it is common to live with it as-is for a bit, and then you start to think about remodeling to make it more suitable to your needs and lifestyle. Upgrading the instrument panel on a new-to-you airplane works the same way. You might have purchased it with a VFR panel, then decided to add IFR capability. Or perhaps the technology has evolved to the extent that your IFR panel is obsolete. It’s time to see what’s out there in panel upgrades, and what will work in your airplane.

Ten years ago, the most common panel conversions were from round dial, also known as legacy or steam gauge panels, to initial glass cockpits. According to Aspen Avionics in Albuquerque, New Mexico, and Advanced Flight Systems in Canby, Oregon, these days, aircraft owners are focusing on upgrading their panels with the latest in glass technology.

Usually it is a two-fold process, says Perri Coyne, director of marketing operations for Aspen Avionics. The customer picks out the panel they want, and Aspen sends them a recommendation for a shop to do the work.

“With 700-plus dealers around the world, you probably aren’t too far from a shop that can help upgrade your panel,” she says, adding that Aspen Avionics “literally holds the patent on a plug-in solution for an EFIS to replace round-dial, six-pack instruments without cockpit panel modifications.”

According to Coyne, over the years, the company mission has expanded to provide products to more and more aircraft types and OEMs.

“We have always been focused on providing avionics products that can grow with the needs of our customers regardless of aircraft and market,” says Coyne. “Our initial focus has been in the aftermarket

GA segment and over time have expanded to provide products to more and more aircraft types and OEMs. “It is our core philosophy to work with whatever our customers have installed or are wanting to install their panels,” she says.

Trade-Up Program

“The Trade In Trade Up Program is unique in that air- craft owners can trade in their ‘older’ Aspen displays to the latest generation of Aspen Max displays at a significantly reduced price and get a new two-year warranty,” Coyne continues. “The trade-in program is an integral part of our strategy to provide a path for our customers to capitalize on their initial investment and affordably stay up with the latest hardware and functional innovations without having to incur the large expense of having to start over with an entirely new platform. For instance, a new Evolution Pro Max PFD sells for $9,995.

“An owner can trade in their old display for a new Max display for $4,995, which now comes with stan- dard synthetic vision,” Coyne says. “Aspen units that can be traded in for the Max units include the E5 (our basic PFD), the VFR-only display, the ‘Pilot’ or the older ‘Legacy’ EFD1000 primary flight display (not Max). Additionally, if there is any factory warranty left on the trade-in display, we will add the remaining coverage of the warranty for the new display. For example: An owner trades in his current display, which still has six months left of warranty coverage; that six months will be added to the new display for a warranty of 30 months, versus 24 months.”

Upgrade the Experimental

It isn’t just certified aircraft owners who go shopping for a new panel; the owners of experimental aircraft are just as likely, if not more likely, to upgrade their panel. For the owners of Vans’s RV designs, that often means a visit to Advanced Flight Systems located in Canby, Oregon, a mere 3.8 miles from Aurora State Airport (KUAO), the home of the Van’s Aircraft factory.

“There are so many RVs out there now we are now seeing people who are second or third owner of an RV,” says Rob Hickman, an electrical engineer and software expert who some 20 years ago created an engine monitor for the RV-4 he was building—and it evolved into Advanced Flight Systems.

Just as the design of the RVs has become more refined over the decades, so have the avionics. Round dial steam gauges are almost unheard of, he says, “For every fifty glass panels we do there might be one panel with round-dial analog gauges installed for backups. Everything is driven by software and electronic circuitry.”

“It works better for today’s RV builders. They are not like people who built them 20 years ago. Today building an RV is more like an assembly product, and they want avionics that they can install as a plug and play.” Selecting an upgrade panel begins with questions about the type of aircraft and the type of flying the owner does. Panel real estate is a finite resource, and over the years, Advanced Avionics has developed several panel designs that work for most of their customers. The big questions, often answered through a video conference, are IFR or VFR, or is there an option to upgrade to IFR in the future? Many panels are designed with space to allow this. Once these questions are answered, Advanced Avionics creates a build proposal that includes the layout and the materials to be used and presents it to the customer.

Sometimes the customer’s desires can be complicated, says Hickman. “We get that all the time. We sell them the components—the trays and harnesses and the advanced control and EFIS and the switches and let them do what they want to do either by themselves or someone assigned by the builder to complete the installation.”

Most customers, say both Hickman and Coyne, are looking for panels to enhance IFR capabilities, but because of the cost, they often buy the components in a modular fashion—installing one feature, then later when they have the money, adding to it. It is not uncommon for aircraft owners to time the avionics upgrade with the aircraft’s annual.

“Our products are designed to be able to be installed in stages as the owner’s finances and flying needs grow,” says Coyne. “For example, an owner can install three Aspen displays (an Evolution 2500 Max system = 1 PFD, 1 MFD500, and 1 MFD1000) or choose to upgrade in stages when their budget allows.”

Advice from One Who Knows

You probably know a pilot with an airplane project that has taken years to finish. That can complicate the avionics selection, says Hiroo Umeno from Seattle. Umeno has performed avionics upgrades in two aircraft panels. The first was a Velocity, the second a Cessna 182. He says he learned along in the process. For starters, when you are building an experimental aircraft, don’t buy the avionics package before you are ready to begin taxi tests.

“I bought a Chelton Systems in the 2000s to put in the Velocity, and by the time I was ready for flight, my Chelton system was obsolete by the time the airplane first flew,” he explains. “Also, the numbers on the data sheets are nominal, and cutting the panel to that size will guarantee things will not fit, and you will be spending quality time with dremel tools.”

If possible, he suggests modeling everything in CAD software before you start manipulating materials.

Online Learning

The avionics manufacturers have libraries of online tutorials for pilots and aircraft owners to use to learn their new panels. In addition, most airports have a pretty good grapevine, and the local pilots know who has what in their airplane, and who can offer help to learn the panel.

Panel Plays: 5 Things to Remember When Upgrading Your Panel

1. Don’t reinvent the wheel

Ask what the avionics suppliers have in stock—you’re probably not the first person to ask for that configuration.

2. Keep in mind that IFR capability is a bonus

You may not have your instrument rating (yet), but the buddy you fly with does, and now your airplane has more versatility.

3. Do the online training

While you watch the tutorials, make notes so you can have cheat sheets in the airplane, just in case.

4. Keep a copy of the manual

Make sure it’s for the current avionics in the aircraft and keep it onboard for reference.

5. Practice with the IFR panel

While you fly in VFR conditions, go through instrument procedures so you don’t have any unwelcome surprises in IMC.

This article first appeared in the June 2023/Issue 938 print edition of FLYING magazine.

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Thales and StandardAero have announced that their StableLight four-axis autopilot has been granted a supplemental type certificate (STC) by the FAA.

Available as a retrofit for Airbus AS350 and H125 helicopters, StableLight is based on Thales’ previously certified Compact Autopilot system for light and medium helicopters. Thales credits “a recent revolution in actuator design” by its engineers for allowing it to create a “true” autopilot light enough and cost-effective enough for light helicopters. The system was developed in partnership with StandardAero.

• READ MORE: Auto Flight for Rotorcraft

“We are excited to bring this state-of-the-art autopilot to market in partnership with Thales,” said StandardAero Military, Helicopter, and Energy Sector president Marc Drobny. “The features offered by StableLight will be a major game changer for pilots and operators alike—it provides unparalleled performance, taking the already capable AS350 and H125 aircraft to the next level.”

Offering stability augmentation, attitude retention, and auto trim, StableLight’s feature set includes stabilized climb flight attitude recovery, auto hover, go-around mode, and a terrain awareness and warning system (TAWS) with auto-pull up functions. According to Thales, the system has been tested by “pilots representing numerous operators and industry experts” over the last year. Thales noted that it has also applied for EASA and Transport Canada validations of the StableLight STC.

Base price for the StableLight kit, which weighs in at 40 pounds fully installed, is $150,000. StandardAero estimates that installation time will average 2 to 3 weeks. The launch customer for StableLight is Illinois-based MacNeil Aviation LLC. 

The post StableLight Helicopter Autopilot Earns FAA STC appeared first on FLYING Magazine.

Sushee Perumal, of Ontario, Canada, has been a pilot for nearly two decades. After working through earning additional ratings and flying more frequently, he determined there was a problem with general aviation. Perumal felt that there was not an inclusive source where he could learn of new places he could fly to for recreational purposes. 

As a result, he created the FlytoPlaces app in summer 2023. This aviation-centric digital resource can be found in the App Store, with an Android version presently undergoing testing. Perumal has personally benefited from the exercise of looking for new places to include in this resource and expects it to become a community-focused platform where pilots can provide each other with trip tips and cool places to stretch their wings to. 

“For the past 18 years, I have had access to airplanes, affording me the opportunity to visit unbelievable off-the-beaten-path destinations which I otherwise would not have seen in a lifetime,” Perumal said. “Much of this discovery has been spontaneous. I came across a Facebook post, had a conversation with another pilot at the airport, etc. There are various tools available for flight planning. However, existing destination-specific information for pilots is hard to use and terribly outdated, lacking features that could make the discovery and planning easy and even entertaining. I have moved thousands of destinations that I have stored in spreadsheets and internet bookmarks to the FlytoPlaces app, making things more accessible.”

When asked how to further summarize the app and its purpose, Perumal points to a popular nonaviation platform—Tripadvisor. He said the founder of this service similarly leaned on their frustration with trip planning as a driving force for solving pain points. 

“The app is like Tripadvisor for pilots, built for pilots by pilots to discover destinations to fly to,” he said. “From airport restaurants to lavish resorts, romantic weekend getaways to epic adventures of a lifetime, the app makes it easy to find and explore your perfect destination. You can take advantage of curated collections that include procedures for flying to the Bahamas, from Canada to the United States, and even procedures for extraordinary overflights like a Niagara Falls or a New York City tour. And the best part is you can access the airport finder to search for nearby airports and quickly get directions—and even bookmark your favorite airports and set up a bucket list, all within the app. FlytoPlaces will help you discover your next grand getaway.”

Prior to creating FlytoPlaces, Perumal had an extensive entrepreneurial history, including a successful exit of the business-to-commerce e-commerce website he had founded. But he had never created a smartphone app. It was a learning curve, but one the aviator was excited to tackle. 

“It took me several months to put this project together,” he said. “I spoke to a number of pilots concerning how they find places to fly to, where they store this data, and how convenient it is to access. Before I could commence the app development, I set a goal to exceed 100 waitlist sign-ups. I didn’t want to resolve a problem that had no demand. As people were enrolling in the beta app waitlist, and [I] saw an influx of encouraging emails, I began coding the app. I’m still continually upgrading it with features people want. I’m always examining analytics for the app and asking users about their experience with it.”

One of the app’s most recent updates not only added more fly-in destinations, including a multitude of on-airport resorts, but also new categories for pilots to peruse. These include events, as well as a directory of aviation resources (A&P mechanics, avionics shops, paint facilities, and more). 

With the hundreds of locations Perumal has personally added to FlytoPlaces, which are a few of his favorite destinations? 

“St. Simons Island, Georgia, is a real gem with its hotel on the field (KSSI), beautiful beaches and quaint town, making it the perfect getaway,” he said. “Not far from St. Simons is Charleston, South Carolina, an amazing living museum. Newport, Rhode Island. is equally breathtaking. I have visited Portland, Maine, many times due to its proximity to the airport, seafood, and a town with lots to do. Billy Bishop Airport (CYTZ) in Toronto is a must-see for pilots—the view of the city from the sky never gets old. Montreal and Quebec City in Canada are just like being in Europe.

“As I’m on the East Coast, I have an extensive list of places I want to visit, especially after I was able to check the Bahamas off my bucket list. My research for the Bahamas trip had to be very thorough, and I even included the necessary customs procedures, islands for first-time pilots, etc. in the app.”

The app has built in artificial intelligence (AI) logic, which helps pilots create an itinerary of their own, including customs information, ground transport options, access to groceries, and other aspects. All of these locations within the service’s repository were added by Perumal, who has either personally flown there or found them through extensive online research. Each airport’s data is provided with the caveat that it is for advisory purposes only and not to be used for navigation or taken as procedural advice. There are embedded links to Google and ForeFlight, so that users can quickly verify the information as accurate and current. There are also disclaimers for information that changes regularly, such as restaurant operating hours.

When asked about some of the more unique destinations featured in the tool, Perumal provided several, including some that are on the top of his list to visit. 

“The fly-in resorts are absolutely an experience to be had,” he said. “Florida’s River Ranch Resort offers a variety of accommodations, such as covered wagons and glamping, plus activities such as horseback riding. Also, one can visit Washington [state’s] Roche Harbor Resort and North Carolina’s Mountain Air in Burnsville, all of which are fly-in communities with Airbnbs available. Not to mention all the amazing fly-in camping destinations with hot showers, crew cars and other amenities available to make fly-in camping that much more enjoyable. There are just too many to list, which is why the app exists in the first place.

“I’m eager to visit Martha’s Vineyard, Nantucket, and Cape Cod, which are at the top of my list. Additionally, I’ve heard a lot about Mackinac Island in Michigan and Ocean City in Maryland, as I’m fond of being by the sea. Lastly, naturally, I’m interested in visiting more places in the Bahamas. Without hearing about destinations from other pilots, I wouldn’t have had the opportunity to visit the majority of the places I have been. This app should inspire other pilots to fly more often and discover destinations they may not have otherwise known about.” 

The post FlytoPlaces Provides an App for That appeared first on FLYING Magazine.

The Aircraft Electronics Association (AEA) has found that avionics sales topped $2.4 billion over the first nine months of the year.

In its recently released Avionics Market Report, the organization also noted that third-quarter sales increased 9.9 percent compared to the same time period last year. While avionics sales increased year over year, Q3 numbers dropped 1.1 percent compared to the previous quarter, which set a record for the highest quarterly sales volume in the history of the report. Even with the slight dip, AEA says the $814 million sold in Q3 2023 marks the second-highest quarterly sales volume in the report’s history after Q2.

Overall, avionics sales for the first nine months of 2023 rose 15.9 percent over the same time period in 2022. Also, 40.7 percent of the $2.4 billion in year-to-date sales came from the retrofit market, while forward-fit sales made up 59.3 percent of the total, representing a 26.2 percent increase compared to last year. For Q3, the forward-fit market brought in more than $474 million, making it only the fourth quarter in the history of the report to top $400 million.

• READ MORE: Global Avionics Sales Posted Strong Growth in 2022, Aircraft Electronics Association Says

“Even with persistent challenges in the supply chain, avionics manufacturers have done an extraordinary job managing issues and report improvement in product lead times compared to last year,” said AEA president and CEO Mike Adamson. “While it’s encouraging that more products are able to get to market, we still face capacity issues due to workforce needs. Our members report their backlogs continue to increase as their need for technicians grows.”

AEA’s Avionics Market Report was first published in 2013. It covers all components and accessories in cockpit, cabin, software upgrades, portables, certified and noncertified aircraft electronics for business and general aviation aircraft, as well as all hardware, batteries, and chargeable product upgrades from participating manufacturers.

The post AEA Reports Year-to-Date Avionics Sales Top $2.4 Billion appeared first on FLYING Magazine.

CubCrafters, the manufacturer of FAA-certified, ASTM-accepted, and experimental category aircraft designed to get you into every remote place, is now offering a thermal imaging system for Garmin G3X-equipped aircraft to improve pilot situational awareness in reduced visibility situations.

If the airplane is equipped with a Garmin G3X avionics package, the owner has the option to add a wing-mounted, forward-looking IR camera that displays directly on the G3X main screen in real time. According to CubCrafters, it is the same field of view, at the same image scale, and with the same horizon as Garmin’s built-in synthetic vision but with much more detail, helping the pilot navigate when flying in smoke, shadow, dusk, or night.

The Details

Developed in collaboration with Hood Tech Aero for CubCrafters aircraft, the new camera system is fully integrated with the Garmin G3X avionics package used by a wide spectrum of backcountry pilots. According to CubCrafters, the camera features the smallest pixel pitch long wave infrared (LWIR) sensor available and is intended to augment the safety-enhancing features of Garmin’s synthetic vision display. 

With the simple turn of a knob, the wing-mounted camera easily penetrates smoke, haze, shadow, or even full darkness to show terrain, roads, buildings, bridges, antennas, and/or runways, giving the pilot better situational awareness.

“We’re really proud of what we’ve developed,” said Brian Prange, project manager for Hood Tech Aero. “We have an amazing amount of technology designed into a very small package. We’re only adding a few ounces to the aircraft and only using a very small amount of power, yet it’s a huge new capability that is always there and ready to go whenever the pilot needs it.”

According to Brad Damm, CubCrafters vice president, the camera system was originally developed as part of a government contract for Department of Agriculture predator-control aircraft, but the company was quick to see how it could be beneficial to backcountry pilots.

“Nearly every backcountry pilot has experienced the scenario of a late afternoon flight with the sun low on the horizon, haze in the air, and a remote mountain airstrip nearly impossible to see down in a valley and deep in shadow,” Damm said. “With this system you just quickly flip over to the IR camera, and you can see everything that’s going on.”

According to Damm, the camera weighs just a few ounces and can be installed into the leading edge of the wing in a few hours. “It comes with a special 3D-printed job that fits over the wing leading edge to help align everything properly,” he said.

CubCrafters president Patrick Horgan notes the camera represents the latest in a chain of flight safety developments from the Yakima, Washington-based company.

• READ MORE: We Fly: CubCrafters Carbon Cub EX-3 & FX-3 Made for Backcountry

“Our company has always been an innovative leader in flight safety,” Horgan said. “From toe brakes to whole aircraft parachutes, we’ve often adapted big aircraft technology to be smaller, lighter, and better for the backcountry. This system is yet another example of our ongoing commitment to give consumers the safest aircraft and best performing aircraft in our class.”

The camera system is available for new experimental category CubCrafters aircraft. Damm predicts factory installation will run about $16,000 on new aircraft. The cost of field retrofits has not been determined yet, and the company expects to have kits for retrofitting older designs and certified aircraft approvals by the end of the year.

The post CubCrafters Adds Camera Option appeared first on FLYING Magazine.

A successful avionics retrofit project starts by picking the right equipment, the right shop, and staying involved in the project along the way. In this episode of Aviation Consumer’s Panel Planner 101 Live, Editor in Chief Larry Anglisano sat down with Cessna T210 owner Scott Dyer for a candid discussion about what it really took to pull off a flagship Garmin glass upgrade in his airplane. Dyer had some good advice for anyone setting out on this difficult, lengthy and expensive modification process.

Editor’s Note: This video was produced by Aviation Consumer magazine.

The post Panel Planner 101 Live: Cessna T210 Avionics Upgrade appeared first on FLYING Magazine.

ForeFlight has added oceanic routing, engine out, runway analysis, and fleet tracking features to its dispatch version. The flight planning and in-flight app brings together a host of enhancements to increase utility from preflight to the destination. The company, a wholly owned subsidiary of Boeing, presented the new benefits at NBAA-BACE in Las Vegas this week.

Oceanic Plotting

Building on the Active Navlog product, released in May 2023, oceanic plotting is part of the integration between Active Navlog and ForeFlight Dispatch to enable paper-free utilization by crews using ForeFlight Mobile for flight planning and record keeping. The oceanic plotting feature records position reporting information along with gross navigational error (GNE) checks into the master flight log with screenshots available. Completed navlogs can be uploaded to ForeFlight Dispatch and attached to the flight plan to make for a seamless postflight effort by pilots and flight departments.

• READ MORE: ForeFlight Integrates Features into Single Source for BizAv Operators

The product has been targeted specially for EASA-based users, according to Kelsey Groves, director of marketing for ForeFlight, in a pre-NBAA briefing with FLYING. “It’s a game changer,” she said, being able to use ForeFlight rather than plotting by hand on paper charts.

Said Kevin Sutterfield, ForeFlight and Jeppesen global sales leader: “Logging position reports and GNE checks has been a manual, time-consuming task for our customers, and we’re excited to introduce our integrated digital solution to simplify and streamline this process. Throughout the development of this feature, we actively incorporated feedback from numerous ForeFlight customers. ForeFlight’s Oceanic Plotting feature simplifies the process of oceanic crossings for pilots while also automating the regulatory compliance required for those operations.” 

According to ForeFlight, Active Navlog is available “as a per-user subscription, add-on product, with or without a subscription to ForeFlight Dispatch, while Dispatch will be required in addition to Active Navlog to enable the Oceanic Plotting capability once it’s available.”

Fleet Tracking

Another key new feature available now is Fleet Tracking within ForeFlight Dispatch, which allows operators to monitor fleet status in real time, helping to ensure on-time operations and an early warning for potential schedule disruptions. The app uses ADS-B ground data from AirNav Systems and integrates ForeFlight’s map-based weather layers to aid with visualization of aircraft position and any upcoming issues.

“Providing dispatchers with real-time and accurate aircraft tracking significantly boosts safety and efficiency,” said Sutterfield. “I believe that digital solution suites are changing the business aviation industry because they allow operators to anticipate schedule disruptions and mitigate issues in real time.”

According to ForeFlight, “two distinct tiers of Fleet Tracking will be available for purchase: The first includes global tracking via ground-based ADS-B, while the second, higher tier adds support for global tracking via datalink position reports as well as the ability to track FAA-blocked tails. Both tiers of Fleet Tracking will be available as per-tail, add-on subscriptions and will require a subscription to ForeFlight Dispatch.”

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