Universal Avionics’ retrofit SVS offering, Vision-1, is usually paired with an MFD and a second PFD for the copilot position. Universal holds STCs for Falcon 10/100, 20 and 50 retrofits. Universal also retrofits the Challenger 600/601-3A, Boeing 737, Learjet 25, some Citations and the Gulfstream III, as well as the completely refurbished King Air 300 shown here.
Even with the record number of aircraft sales across the spectrum in recent years—from VLJs to intercontinental aircraft—there are still many highly capable older aircraft flying with traditional instrumentation, and many avionics providers are shaping aftermarket sales to the bulk of this fleet.
As synthetic vision systems (SVS) become more available, along with enhanced vision systems (EVS)—either via head-up displays (HUDs) or panel mounts—these products are showing up in early-model Cessna Citations, Hawker Beechcraft King Airs and other types. Availability of this technology is no longer limited to new aircraft, and many flight department managers are considering upgrading their aircraft to take advantage of this trend. And, with prices of new aircraft rising to record levels, upgrades to more venerable aircraft are proving to be not only cost-efficient but value-added in terms of safer flight operations.
Edwards & Associates, a Textron subsidiary, has extensive experience in civil Bell completions, from corporate use to EMS and law enforcement.
A strong case can be made that the recent increase in controlled flight into terrain (CFIT) accidents could have been avoided through careful preflight planning and awareness of night flying limitations.
And, to further this thought, an economic case could be made for upgrading existing cockpit technology, especially in aircraft that lack a terrain awareness warning system (TAWS) or enhanced ground proximity warning system (EGPWS). Retrofit flat-panel replacements available today include all these features and more, permitting older aircraft to be equipped with the same level of technology as newer production aircraft.
An NTSB safety alert issued in Jan 2008 highlights the cause and effect of night-time visual flight operations that resulted in avoidable accidents. The fact is, cockpit technology has reached a point where equipment now on the market will improve our chances of avoiding accidents.
Avionics installation/support
Modified Bell 407 cockpit with Honeywell street mapping digital display (L) and tactical radios and Garmin 530W nav display (R).
Throughout North America, choices have never been greater for outstanding avionics installation and support. The number of avionics shops is enormous, and it would be impossible to even start listing them. However, consolidation in the industry, much as in the FBO chains, has led to greater size and market share for the likes of Midcoast, which Jet Aviation acquired in Mar 2006.
Perhaps the most important decision to make when it comes to investing in an upgrade is determining the best fit for your particular model. The major companies—Honeywell, Rockwell Collins and Universal Avionics—are quickly getting competition from the likes of CMC Electronics (formerly Canadian Marconi Corp), Chelton Flight Systems (a subsidiary of British company Cobham), Kollsman Avionics, L3 Avionics Systems and Sagem Avionics (part of the SAFRAN Group), all of which offer some very sophisticated equipment for the aftermarket business.
Geographical location can help determine which unit will be most suitable based on levels of manufacturer support. For example, a King Air 300 owner from Brazil who attends the NBAA convention every year was looking for an avionics upgrade. Because of his location (in São Paulo SP), he selected Universal Vision-1 with the EFI890R for SVS retrofit. Duncan Aviation completed the installation. The owner reports that it works perfectly and that Duncan has given him excellent support.
SVS for aftermarket
Chelton Flight Systems has hundreds of STC applications for its Flight Logic SVS, which is becoming popular for rotary-wing and other Part 23/Part 27 (light helicopter) operators. The company is working to enter the lucrative Part 25 market, or large fixed-wing aircraft. Any of the well-known installation facilities like Duncan, Landmark, Midcoast and West Star can install Chelton systems. Textron subsidiary Edwards & Associates has installed numerous Chelton Flight Logic systems on Bell helicopters.
Currently, only 2 manufacturers provide aftermarket SVS for retrofit—Chelton and Universal. Numerous other manufacturers will bring their versions of SVS to market in future, with a broad spectrum of applications. Honeywell currently offers its Primus Epic as a retrofit but (so far) without the SVS function. Rockwell Collins is currently introducing the Pro Line Fusion suite in new Bombardier Globals. Looking ahead, it will likely follow Honeywell’s lead and offer the product for aftermarket.
Replacement flat panel displays
Most aftermarket products are still flat panel displays with multifunction display (MFD) supplements in a 2, 3 or 4-tube setup. The progression toward synthetic vision will continue and, as each line matures, manufacturers will offer new suites or upgrades to existing ones.
Rockwell Collins is offering its Pro Line 21 integrated display system (IDS) as an upgrade for Piaggio P180 operators. Pro Line 21 IDS integrates next-generation LCDs and graphics technology with existing sensors, radios, flight management systems and autopilots.
Rockwell Collins’ top-of-the-line retrofit product is the Pro Line 21 integrated display system (IDS). The company has STCs for the Citation 501, Dassault Falcon 2000, IAI Astra, King Air 200/300 and Piaggio P180, and has several pending, to include larger jet aircraft. Rockwell Collins offers a full line of products for retrofit—not just primary flight displays (PFDs), but other items including an integrated flight information system (IFIS) for charting, graphical weather and enhanced map overlay.
In addition, with a 3-tube system, an operator can transition to a Class III electronic flight bag (EFB). Rockwell Collins also offers nav and comm units (VHF4000, NAV4000/4500 and VIR4000) as part of the Pro Line 21 lineup, which complements the retrofit necessary for older aircraft.
Max-Viz EVS1000 long-wave sensor mounted on an AgustaWestland AW109E.
Honeywell offers the Primus Epic control display system/retrofit (CDS/R) as an upgrade to legacy avionics. It is certified on 15 platforms, including the Challenger 600, Citation III and V, Falcon 50 and 900, Gulfstream II and III, and Hawker 800/1000.
Turboprop applications include the P180 and Lockheed L382 Hercules. Primus Epic CDS/R display features TCAS, EGPWS, graphical weather and electronic charts.
Sagem produces full avionics suite retrofits for a variety of aircraft, from helicopters to turbojets.
EVS for aftermarket
CMC EVS SureSight series uses mid-wave or long-wave IR technology. The M-series sensor is small, light and designed for GA use.
Both the fixed and rotary-wing community are experiencing a bonus derived from the technological boom—the introduction of enhanced visual aids for use especially at night or in low visibility.
In helicopters, EMS and law enforcement have embraced night vision goggle (NVG) technology and their implementation is becoming widespread. Equipment and installation have come down in price and up in quality, although field of view is still quite small—typically about 42°. However, for night operations to remote landing zones, and for covert observation, they have paid off handsomely. In addition, once aircraft have been equipped, the EMS community has experienced a remarkable reduction in accidents.
The images are derived from an uncooled sensor.
Recently, this writer saw the first head-down display (HDD) installation in an AgustaWestland AW139 helicopter. A similar fitting in various fixed-wing aircraft could enhance situational awareness (SA) significantly and make “black hole” approaches to airports like CPR (Casper WY) and remote islands with little ambient light less challenging and safer overall. And, if landing credits can be obtained through an HDD, the cost and hassle of HUD integration can be eliminated.
EVS1000’s optical component is not cryogenically cooled—a characteristic which extends MTBF.
EVS models currently offered by CMC, Max-Viz and Kollsman offer a clearer view through obscuration via a mid or long-wavelength system. Certain limitations exist, of course, and 2 of the 3 still use cryogenically cooled sensors. There will be further pressure on EMS operators to install a combination of EVS and NVGs to help stem CFIT incidents and give crews another tool for improving SA.
Summing it up
Honeywell Primus Epic retrofit of a Falcon 900B with integrated Class III EFB. Future upgrades will include an SVS option to this avionics platform.
This is the best of times when it comes to improving safety by upgrading equipment, and the products offered today are only going to improve over the next few years. Aircraft manufacturers predict that most cockpits will have SVS displays in the next 10–12 years, many of them integrating an EVS display.
If introducing new avionics can reduce CFIT accidents and save lives, the industry will have moved even closer to the goal of a zero-accident environment
David Bjellos is the aviation manager for a private corporation in south Florida whose flight department was the first in south Florida to achieve IS-BAO certification. The company operates a Gulfstream IVSP, a Dassault Falcon 2000, 2 Bell 407s and a Eurocopter EC120.
