1. Youtube Primus 2017

As operators prepare for compliance with the FAA’s Jan. 1, 2020, airspace equipage mandate, Avionics is looking at the latest trends within different segments of the civil aviation market in a four-part avionics buyer’s guide on automatic dependent surveillance-broadcast (ADS-B). Kicking off the series is a focus on Part 25 business jets. While it would be impossible for us to give guidance on every make and model of aircraft available, here’s some of the most popular makes and models among the 7,169 entries in the FAA database. Installation: The Latest New buyers of ADS-B Out-compliant avionics should be aware, the FAA is highlighting a trend it has been seeing in recent safety and pilot outreach, noting that a significant number of ADS-B Out installations going into aircraft are being done so erroneously.

These are what the agency is referring to as “non-performing emitters,” meaning ADS-B Out avionics are transmitting parameters that are not within compliance with FAR 91.227. At the 2017 AEA convention in New Orleans, Louisiana, James Marks, leader of the FAA’s ADS-B Out Focus team, highlighted the trend, which analyzed 31,000 installations over the last year — 5,400 involving non-peforming emitters.

The following factors are cited as the leading causes for these errors:. Emitter category.

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Air/ground determination issues. Baro/geo altitude spikes. Missing baro altitude.

Duplicate or wrong ICAOs. Invalid/missing mode 3/A codes. Flight ID issues “It is truly a buyer-beware environment,” said Ric Peri, VP of government and industry affairs at the Aircraft Electronics Assn. Peri says the following ways in which buyers can avoid such errors is to ensure their installer: 1. Has experience installing ADS-B Out systems; 2.

Has experience or training with the specific system you’re having installed. Has the proper test equipment; 4. Has downloaded and read, and understands FAA advisory circular 20-165 (AC 20-165); 5. Submit a flight verification and report to the FAA’s ADS-B Out monitoring site.

“Emitter category, duplicate or wrong ICAOs, invalid/missing mode 3/A codes and flight ID issues are generally installation and configuration problems and are easily resolved,” said Peri. The air/ground issue is still being worked on. It is a technical issue that affects both fixed-wing aircraft and helicopters.

As an interim solution, the installer needs to ensure he or she understands the air-to-ground operations and trains the operator accordingly. It is manually manageable generally with taxi speeds, according to Peri. Average Costs and Downtime The cost of an ADS-B Out solution is primarily affected by the existing avionics configuration on an airframe, specifically the transponder, position source and software package featured on the aircraft. There are several options available to business jet operators when it comes to ADS-B. Most of the major original equipment manufacturers have released service bulletins identifying the exact upgrade needed to get into DO-260B compliance. Service bulletins are further supported by the FAA’s equipment search tool, which features every make of ADS-B avionics equipment available or in process for more than 7,100 aircraft makes and models. By identifying the aircraft make and model, one would be able to call the regularly used avionics installation or modification facility, talk directly to the manufacturer of the equipment and request a quote.

“For select business aviation platforms, Rockwell Collins has developed broader airspace modernization packages which bring ADS-B Out compliance along with flight management system FMS updates (including LPV) and SVS for enhanced situational awareness,” said Rob Myhlhousen, principal marketing manager for Rockwell Collins. MRO Advice Duncan Aviation’s latest updates regarding ongoing ADS-B Out installations note that more than 6,000 business aircraft that fall within its primary customer base still need to be upgraded. The number of U.S.-based turbine aircraft that still need it is closer to 11,000, and the number of all U.S. Aircraft that still need it is closer to 74,000, according to Duncan. An L3 Lynx NGT-9000 installed on a Cirrus SR-22.

L3 Aviation Products The MRO provider estimates that it would have to do 167 installations per day to get all of those aircraft into compliance with ADS-B Out by the deadline. Duncan also notes that in 2005 when a similar RVSM mandate affected operators, installation facilities were already at capacity two years ahead of the mandate.

Having recently received certification from the FAA for its next generation Primus Epic 2.0 cockpit debuting on the Pilatus PC-24 Super Versatile Jet, Honeywell Aerospace is working to secure another 10 aircraft certifications for the avionics platform over the next five years, management tells Runway Girl Network. Formerly known in the turboprop and light jet arena as Primus APEX, the Primus Epic 2.0 integrated avionics system is pitched as providing the latest in cockpit technologies to provide pilots with exceptional flight and communication capabilities. On the PC-24 specifically, the solution will feature advanced navigation and situational awareness for enhanced safety and reliability, four 12-inch color LCD displays, better information at the pilots’ fingertips, and a level of future-proofing – i.e. Operators have an easy upgrade path to system. About 5,500 Primus Epic systems are flying today, spanning everything from helicopters and on the smaller end of business aviation all the way up to Dassault business jets, the Gulfstream 650 and other Gulfstream types, as well as Embraer 170/190 regional jets. Airbus earlier this year selected the Primus Epic cockpit to be retrofitted on United Parcel Service’s fleet of 52 Airbus A300s. “The system will also extend the life of the mail and logistics company’s aircraft for 20 years, ensuring it can operate at the highest level of efficiency and safety with increased on-time arrivals and fuel efficiency in a modern and evolving airspace,” says Honeywell Aerospace.

But when an additional 10 certifications are secured through 2022 – including for the forthcoming Embraer E2 regional jet series – Honeywell Aerospace will have grown its Primus Epic base to roughly 12,000 tails, says vice president, cockpit systems Jeff Merdich. Boasting a large install base drives the forward-thinking Honeywell Aerospace to constantly innovate in the cockpit. “We like to continue to provide new software functions, and those are really focused around operational efficiencies, situational awareness or safety activities,” says Merdich. “Some of the features that are coming out now of course you know are around synthetic vision so we’re enhancing those, extending it to be a full gate-to-gate experience, a 3D synthetic view of the world and a 2D airport map to accompany you around the area.” Even though Pilatus has leveraged a large majority of Honeywell Aerospace’s latest technological upgrades for Primus Epic 2.0 on the PC-24 light jet, including SmartView, Honeywell “will be upgrading not only the PC-24 in a few years from now, but also the other aircraft that Epic 2.0 is on”, notes Merdich. An example of a newly available, retrofittable option is Honeywell Aerospace’s for Primus Epic, which allows pilots to interact with the cockpit just like they do with consumer electronic devices. Carl Esposito, who serves as president electronic solutions at Honeywell Aerospace “challenged our teams to create this new product and typically this would take quite a number of months to do, 18 to 24 months.

He challenged us to do it in six months and have it ready for NBAA,” says Merdich. “It really drove the team to come up with this new product – in seven months altogether with the TSO so it was a real challenge. We’re taking those learnings into many of our new products now. So it was a great way to break the barriers of how we work internally and expand into our products and improve cycle times.” Upgrading to the new touchscreen displays will entail a simple swap-out of displays plus an associated software load. “It’s very simple.

The displays are in trays, with a simple latch mechanism, so that is very, very quick to do,” he says. Connectivity Considerations Understanding how aircraft avionics are evolving is pertinent to those tracking the inflight connectivity sector, including Runway Girl Network. Honeywell Aerospace’s electronics solutions team works closely with the firm’s to leverage satcom and other connectivity offerings as part of the manufacturer’s roadmap activities. For the recently certified PC-24 light jet in particular, there are various inflight connectivity options, depending on the end customer’s needs. But Honeywell Aerospace’s lightweight AeroWave satcom system, which transmits via Inmarsat SwiftBroadband, and its JetWave hardware, supporting Inmarsat’s high-speed Ka-band connectivity service, “or other configurations” could be applicable for the type, notes Merdich.

But Honeywell Aerospace also considers connectivity in the context of cutting or eliminating the costs and effort associated with implementing cockpit software upgrades. Its wireless data loader enables connectivity to the Primus Epic cockpit through a tablet device, such as an iPad, via Honeywell mobile apps. “We do have data gateways so they’re a unit that provide secure access to flow information to the avionics system wirelessly,” explains Merdich. In the future, industry can think about loading new software functionality more remotely, says Merdich. “So you can see that you can start to expand the remote and connectivity part of it in those kinds of functions as well.” A major airline has just selected Honeywell’s work on this front begs the obvious question of just how much is the firm priming Primus Epic to play in the autonomous space for civil operations down the road.

Passenger planes without pilots? “Epic 2.0 and Epic certainly can satisfy some level of autonomy but it’s going to take a whole new system of sensors and information and decision-making processing to do that, so it really can be thought of maybe in stages,” says Merdich. It can take the shape of pilot monitoring, where warnings are provided from the ground; to an auto-pilot intervention; all the way to full autonomy, he adds. But in terms of passenger aircraft, we’re talking “a decade plus”. Regulatory and passenger anxiety hurdles will need to be surmounted.

Youtube Primus 2017

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