According to Garmin, the G5000 integrated avionics suite allows owners to add additional capabilities to their aircraft that increases situational awareness for the flight crews and addresses concerns related to legacy avionics no longer manufactured or supported.   

“The successful certification of the G5000 for Cessna Citation XLS+ and XLS Gen 2 business jets is a significant achievement for Garmin and our customers,” said Carl Wolf, Garmin vice president of aviation sales and marketing. “We are thrilled to expand our G5000 program, offering a cutting-edge avionics suite that provides safety-enhancing tools, situational awareness, and operational efficiency to now over 1,000 eligible aircraft.”

Wolf added that the certification is a means for Garmin to offer more advanced features and capabilities to the Citation series aircraft, keeping them technologically relevant “for years to come.” 

About the G5000

The G5000 integrated flight deck for the Citation XLS+ and XLS Gen2 has three landscaped-oriented flight displays with split-screen capability. The touchscreen controllers allow the pilots to move between pages to view flight plan information, maps, approach charts, weather, checklists, and safety items such as Terrain Awareness and Warning System (TAWS) and Traffic Collision Avoidance System (TCAS).

According to the company, installation of the G5000 for the Citation XLS+ and XLS Gen2 includes a fully digital automatic flight control system (AFCS). The AFCS enables the flight crew to better manage aircraft speed and performance. The system includes emergency descent mode (EDM) that in the event of a loss of cabin pressure automatically initiates a descent to a preset altitude without pilot intervention, helping the crew avoid hypoxia and loss of consciousness.

• READ MORE: We Fly: Garmin Autoland for the Beechcraft King Air 200

Garmin said the G5000 is PBN/RNP 0.3 certified, enabling LPV/APV approach capability. In addition, terminal operations solutions synthetic vision technology (SVT) has been upgraded to include a 3D exocentric view of the airport environment to aid situational awareness while taxiing.

SVT displays 3D building footprints showing hangars, towers, taxiways, and aprons, helping pilots maintain situational awareness utilizing the SafeTaxi database. SVT has increased topographical clarity, including sharpened water and terrain boundaries, obstacle and powerline display, and enhanced runway and airport signage, according to the company.

The new taxiway routing feature gives flight crews the ability to use the touchscreen to enter taxi routes, which then provides guidance on the 2D navigational maps or 3D SVT depictions. 

Runway monitoring technology SurfaceWatch helps prevent pilots from taking off or landing on the wrong runway, or a runway that is too short or the wrong surface such as a taxiway. Remaining runway distance information appears on the PFD during the takeoff roll and landing rollout. 

The G5000 upgrade comes with a fully integrated automatic dependent surveillance-broadcast (ADS-B) solution that’s DO-260B/TSO C166b compliant and utilizes antenna diversity, adhering to all current global mandates. 

• READ MORE: Garmin Launches Software to Warn of Potential Runway Incursions

ADS-B In traffic data is analyzed by Garmin’s recently announced Runway Occupancy Awareness (ROA) technology, which alerts the crew of potential runway incursions with nearby airborne aircraft, aircraft on the ground ,and ground vehicles. 

ADS-B In includes subscription-free Flight Information Service-Broadcast (FIS-B) weather and ADS-B In traffic, which offers exclusive features such as TargetTrend and GWX 8000 StormOptix weather radar with auto mode, eliminating the need to manually adjust the radar and resulting in more expedient weather interpretation, including hail and lightning detection.

Using a 4G LTE cellular or Wi-Fi connection provided by the optional GDL 60 datalink, Garmin’s PlaneSync connected aircraft management system will automate database updates, provide real time remote aircraft status, and automatically transmit the flight log and engine data to the cloud after landing.

The post Garmin G5000 Certified for Flight Deck Upgrades appeared first on FLYING Magazine.

The NAHF honors individuals who have made significant contributions to the betterment of aviation. 

Founded 35 years ago, Garmin was one of the first companies to develop a suite of avionics to provide better communication and navigation options. The company is known for its communication and navigation products found in everything from flight school training aircraft up through business jets.

“Gary Burrell and Min Kao founded Garmin with the strong belief that superior navigation and communications products could enrich and even save people’s lives,” Cliff Pemble, Garmin president and CEO, said in a statement. “To truly honor their pioneering work and the foundation they laid for Garmin’s acclaimed products, there is no greater tribute than seeing them inducted into the National Aviation Hall of Fame.”

Kao serves Garmin as executive chairman of the board. Burrell, who died in 2019, was posthumously inducted.

Under their leadership, Garmin developed multiple technologies and applications designed to enhance aviation safety and aircraft capabilities.

A timeline of noteworthy products includes:

• 1991: Garmin’s first aviation product, the GPS 100AVD, is regarded by many as the first panel-mounted GPS navigator accessible to the GA community.
• 1994: The Garmin GPS 155 became the first certified GPS receiver to achieve FAA TSO-C129 Class A certification for instrument approaches. The unit enabled pilots to fly IFR without the use of ground-based navigation aids.
• 1998: The GNS 430 and GNS 530 product family was developed. The mounted GPS navigator, combined with a color moving map, VHF navigation and communication, became the industry standard.
• 2004: G1000-integrated flight deck introduced glass cockpit technology to single-engine piston aircraft widely used in the training market, while also serving the business jet fleet.
• 2010: Garmin introduced its Electronic Stability and Protection System (ESP), the first in a series designed to help pilots avoid loss-of-control accidents.
• 2020: Garmin received the Robert J. Collier Trophy for Garmin Autoland, the first certified autonomous system that when activated during an emergency—such as pilot incapacitation—controls and lands an aircraft without human intervention.

The post Garmin Founders Inducted Into National Aviation Hall of Fame appeared first on FLYING Magazine.

Dassault aircraft covered by the certification include:

• Falcon 7X/Falcon 8X, FAA, and European Union Aviation Safety Agency (EASA) validated
• Falcon 900EX EASy, FAA validated
• Falcon 2000EX EASy, FAA, and EASA validated

The GI 275 is Garmin’s most pixel-dense display to date and includes an intuitive touchscreen with synthetic vision and terrain overlay mirroring the EASy II Primary Display Unit (PDU).

• READ MORE: Avionics Upgrades Go a Long Way

According to Dassault, the GI 275 “seamlessly integrates” with existing aircraft systems, offering the same functionality as the previous stand-by system. 

“The EASy flight deck is designed to meet state-of-the-art redundancy requirement, however, for added safety they always have been complimented by a stand-by instrument of different architecture, hardware, power and sensor sources,” a Dassault spokesperson told FLYING.

The addition of a second GI 275 on the copilot’s side allows the pilot’s instrument to remain the dedicated stand-by for certification. The copilot’s GI 275 can be configured with additional pages to mirror the pilot’s flight display, including the feature of an HSI with a moving map that can be easily panned or zoomed and automatically accessing the active flight plan.

The unit features the SafeTaxi database that improves pilot situational awareness by displaying current airport diagrams in a “nose-up” orientation. The GI 275 also enables pilots to select airports and other points of interest to view airspace, frequencies, and airport hot spots.

The post Garmin GI 275 Added to Dassault Flight Deck Stand-By System appeared first on FLYING Magazine.

Runway Occupancy Awareness (ROA) is a software solution that uses Surface Indications and Alert (SURF-IA) technology to warn a pilot about a potential conflict from either an aircraft or ground vehicle, giving the flight crew enough time to take evasive action to avoid a collision.

How It Works

According to Garmin, ROA analyzes aircraft GPS and ADS-B traffic information resulting in enhanced situational awareness. This helps avoid runway and taxiway incursions in the busy and confusing airport environment, especially during low-light situations or during inclement weather when visibility is compromised.

• READ MORE: We Fly: Garmin Autoland for the Beechcraft King Air 200

Crews are alerted of a possible event in time for them to take prompt and corrective action, according to the company.

“With the rate of runway incursions increasing, there is a real need for increased safety tools in the cockpit,” said Phil Straub, Garmin executive vice president and managing director of aviation ROA technology. “Equipping pilots with this technology can reduce the risk of runway incursions and help provide confidence for pilots navigating busy and complex airports.” 

Textron Aviation received the initial FAA certification for ROA on the G1000-equipped Cessna Caravan. Garmin expects to obtain FAA certification for ROA in its G5000 STC for Cessna Citation Excel, XLS, XLS+ and XLS Gen2 by next month. 

• READ MORE: Honeywell Demonstrates SURF-A Runway Incursion Avoidance Tech

Certification for more Garmin-equipped aircraft is expected to follow in the coming months, according to the company.

ROA is initially available on select Garmin-integrated flight decks, ranging from G1000 NXi- to G5000-equipped aircraft serving the broad general and business aviation markets.

“We think it is important for the entire aviation industry to know this technology exists and is available in Garmin-integrated flight decks,” a Garmin spokesperson said. “Our flight decks serve general aviation, business aviation, helicopters, defense, and advanced air mobility, and we feel the entire industry will benefit from more aircraft having this technology. For aircraft equipped with a Garmin integrated flight, which includes ADS-B, this is a software upgrade.”

• READ MORE: FAA Investing $100M in Bid to Curb Runway Incursions

Visual, Aural Warnings

Garmin ROA provides visual crew-alerting system (CAS) caution and warning annunciations to the pilot’s primary flight display (PFD) on Garmin’s Synthetic Vision Technology (SVT) in either yellow or red depending on the level of threat. Warning annunciations appear on the SafeTaxi map while simultaneously appearing on the multifunction window.

The flight crews get both visual and aural alerts, ranging from no immediate collision hazard to a warning level alert where a collision risk could occur within 15 seconds.

The crew will be warned when there is traffic landing, taking off, stopped, or taxiing on the aircraft’s runway. Warnings are also issued when traffic is on approach to the aircraft’s runway or a runway that crosses the aircraft’s runway, or on the runway where the aircraft is holding.

ROA is the next level of Garmin’s other Terminal Safety Solutions, such as Runway Overrun Awareness and Alerting System (ROAAS), Garmin SafeTaxi, and Garmin SurfaceWatch. This suite of software was created to improve and increase situational awareness during ground operations.

The post Garmin Launches Software to Warn of Potential Runway Incursions appeared first on FLYING Magazine.

• READ MORE: Cirrus Delivers 10,000th SR Series Aircraft

One well-regarded avionics shop—Nexair Avionics in Plymouth, Massachusetts—has been specializing in avionics retrofits for Cirrus models for years and brought one to EAA AirVenture this week. It’s a 2007 SR22T G3 model sporting a fresh panel of new Garmin avionics, and we take a look at the airplane with Nexair sales manager Brian Wolfe.

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

The post AirVenture Video: Garmin Cirrus Retrofit appeared first on FLYING Magazine.

While these big projects could make sense for some, we suspect the majority of buyers look for ways to keep the budget and complexity in check.

Enter small-screen EFIS, otherwise known as a budget glass upgrade. These are generally two solid-state gyro instruments—an electronic attitude display and electronic HSI. While you’ll sacrifice screen real estate, you’ll also save big on install labor because mini EFIS units can fit the existing 3-inch instrument cutouts without having to cut new metal, and in some cases, even retaining the old-school plastic overlay.

Here’s a primer on the budget EFIS market, where Garmin and uAvionix are two standouts, with some words on the realities of a bare-bones avionics upgrade.

The $15K Upgrade

While that isn’t chump change, the $15,000 price point is a realistic budget to set, though you might have some left over. And it’s possible to come out of the upgrade closer to the $10,000 price point, depending on the equipment and options.

Still, after adding up the equipment costs and typical labor, there are always extras that add to the bottom line once the airplane hits the hangar floor.

Truth is, while the aircraft may go into the shop for a couple of electronic flight displays, you might decide to also install a new GPS navigator—or maybe a new audio system. The list of add-ons is long, especially for aircraft that haven’t seen an avionics upgrade since the Clinton years. And those extras add up quickly.

The good news is that a basic budget-priced EFIS upgrade is a fine opportunity to clean up old wiring and address problems in the supporting systems. This includes working on the pitot/static system (aging systems often have leakage, which needs to be fixed before installing the new instruments), replacing old circuit breakers, and perhaps fixing faulty panel lighting. If the aircraft has been sitting for a while (or sourced outside of the U.S.), it might not even have mandate-compliant ADS-B.

Bottom line: Before upgrading, our advice is to address the basic systems first, including the transponder, altitude reporting system, and audio systems.

And speaking of cleanup, even the most basic electronic flight instruments provide the green light for removing the vacuum system. When the system hits the rubbish bin, you’ll enjoy a generous weight saving, while also making room behind the panel for future supportability. Vacuum lines, fittings and filters take up lots of space, making it tough for techs to get their hands in it to work.

Once the fundamentals are covered, it’s time for some glass. We’ll start with Garmin’s budget-based offerings.

Small-Screen Garmin

A staple in Garmin’s lineup is the 3.5-inch QVGA color LCD display-equipped G5, which started life as an experimental EFIS before Garmin earned STC for retrofitting them in certified aircraft through an AML-STC covering nearly 600 aircraft models. The G5 is a no-frills instrument but a step up from spinning mechanical iron gyros.

The battery-backup-equipped G5 attitude indicator is $2,725, and the electronic HSI version with GPS nav interface adapter (for connecting to select VHF navs and GPS navigators) is $3,675. Two G5 instruments connected together offer reversionary ADAHRS should one fail, plus there’s a four-hour battery backup if the aircraft electrics quit.

The G5 DG instrument can work for IFR approaches with its electronic HSI but is limited to VHF nav and GPS sources with digital databases, mainly Garmin GNS 430W/530W, GTN 650/750, and Avidyne IFD navigators. The G5 can also work with Garmin’s discontinued SL30 nav/comm and the current Garmin digital nav/comm radios through an RS-232 serial interface.

A couple of G5 instruments have some limitations because to keep in line with the STC requirements, they can’t replace the entire six-pack of flight instruments. Legally, they’ll replace the existing AI or DG, or a single G5 attitude instrument can replace the rate-of-turn instrument. In our estimation, the tech built into the G5 is aging and compared to newer displays it shows—there is no synthetic vision and no touchscreen. Think utilitarian, and while the instruments fit in an existing full-sized instrument cutout, the G5s have square bezels. That means modifying the plastic panel overlays (or false panels, as they’re sometimes called) in aircraft still equipped.

Depending on your particular interface, and which equipment you plan to connect to (including third-party autopilots), you might need Garmin’s $525 GAD 26 digital converter box. There’s also the $412 GMU 11 magnetometer required for heading resolution on the G5 DG. Without it, the instrument will display GPS track and not magnetic heading.

Increasingly, shops tell us that Garmin’s GI 275 beats the older G5 in popularity, given the advanced feature set and overall design. With a form factor that directly replaces most 3 -inch round instruments, the GI 275 is aimed at incremental upgrades and not requiring cutting new metal—plus, you won’t have to modify the plastic overlays, if equipped.

The instruments have a modern 2.69-inch diameter (active screen size) color capacitive touchscreen and an extremely flexible electrical interface potential compatible with a healthy variety of third-party equipment. They can function as a primary flight instrument, EHSI, CDI, an MFD with synthetic vision, traffic and terrain display, and an engine monitor. However, when used as an attitude instrument and heading display, these functions are locked in place per the AML-STC requirements. The GI 275 product line can be confusing because these instruments are available in many configurations—including one that displays Garmin’s EIS engine instrument system.

But for a typical IFR installation, you’ll want the $4,195 GI 275 ADAHRS, which is the one for use as a primary and stand-alone EFIS because it has the sensors for displaying all primary flight data. Again, it’s locked to display only the flight data. Synthetic vision is a $995 option and downloadable, so you don’t have to bring it to a Garmin dealer when adding it later on.

In a budget glass upgrade, it’s common to install a second GI 275 ADAHRS to replace a round-gauge directional gyro, and it connects with the GMU 11 magnetometer for heading resolution. It can be configured as an EHSI, works with a variety of third-party nav sources, and has mapping, traffic, and weather overlay. A GI 275 ADAHRS with the magnetometer is priced around $4,700. Visit www.garmin.com.

uAvionix AV-30-C

The $2,299 AV-30-C (the “C” means it’s for certified aircraft) with a 3-inch color display fits in a traditional 3 1/4 -inch instrument cutout. The AV-30 has been slowly maturing over the past couple of years, and a recent upgrade that makes it compatible for IFR flying has kicked the capability up a few notches. In its basic form factor, an AV-30 is capable of serving as a primary attitude instrument. In a dual installation (one as an attitude indicator and the other as an electronic heading indicator), the AI is required to be locked when used as the primary, although it does display a heading tape at the top of the display.

The AV-30 is loaded with standard features. The short list includes built-in angle of attack, audio alerting, altitude alerting, and primary slip indication. The AV-30-C has an STC with approved model list (AML) that blankets a wide variety of single-engine aircraft with speeds below 200 knots. It’s approved as a stand-alone attitude indicator, as an electronic DG, as a replacement for a slip-skid indicator (it doesn’t have rate of turn—just a skid ball), and it can be used as the required backup attitude display for the majority of primary EFIS systems. It can even be used with the company’s ADS-B/transponder systems.

A dual-unit installation is fair game for removing the aircraft’s vacuum system, but that could need extra approvals or paperwork on the shop level since the specifics of removing the vacuum system are outside the scope of the instrument’s STC. A pair of AV-30s—one as an attitude display, plus electronic pitot static instruments (in certified aircraft you still have to retain the originals), and the other as a heading indicator—is a good way to give an old VFR panel a new lease on life.

At press time, uAvionix released a major upgrade to the AV-30’s capability thanks to external smart adapters. The new uAvionix AV-HSI smart converter accessory adds long-awaited utility to the previously lacking AV-30 IFR interface, with support for essentially all Avidyne IFD and Garmin GTN/GNS GPS navigators. It will work with the GPS-only Garmin GPS 175/GNC 355/GNX 375 navigators, plus the legacy GPS 155XL. This means you can finally display lateral and vertical course guidance for GPS approaches—plus, the converter also works with Garmin’s GNC 255 nav/comm, Garmin nav/comms, and Trig’s TX56/57 nav/comm radios.

For autopilot interfaces, another adapter—the $299 AV-APA—is in the works for communicating with S-TEC rate-based autopilots—which includes the System 20/30/40/50 models. It enables GPS track hold, GPS desired track, GPS bearing, and GPSS digital steering when using the EHSI.

Speaking of add-on interfaces, for aircraft where panel space is limited, the $299 AV-Link can be used to stream ADS-B traffic data to the AV-30 for displaying standard ADS-B traffic symbology. Any portable ADS-B In receiver that works via the industry standard GDL90 Wi-Fi protocol can interface with the display just as it’s done with an iPad. The AV-Link, which piggybacks between the main wiring harness and the AV-30 itself, is only available in experimental installations, for now. Visit www.uavionx.com.

Aspen’s Budget Evoution

The $5,995 Aspen Avionics E5 scales back the features and capabilities built into the flagship 1000 Pro MAX but shares the same drop-in, form-fit chassis that fits the existing holes of mechanical attitude and heading indicators. With a 400×760-pixel TFT Active Matrix LCD screen, the E5 is perhaps the largest of the budget EFIS models with its 6-inch diagonal Matrix LCD screen, and it has a built-in, one-hour backup battery. The E5 shows primary attitude information with altitude, airspeed, and vertical speed, plus an EHSI into a single display with a backup battery.

For IFR capability, the E5 needs to be connected to an IFR panel-mounted navigator but doesn’t require a backup attitude indicator like the Pro models do. It does, however, require Aspen’s ACU (analog converter unit) for connecting with autopilots and VHF nav radios—an accessory that kicks up the price to around $7,000, plus the extra installation effort. You can upgrade the E5 to the Pro MAX version without changing the majority of the hardware. Visit www.aspenavionics.com.

How Much for That?

We think an important step in any budget EFIS upgrade is gathering proposals for larger-screen glass as a comparison. That means bringing the aircraft to the potential installer so they can determine what will and won’t fit.

For sure, the buy-in will be higher, especially when the project requires metal work, but for some—especially with aging eyes—the price delta could be worth it. For others, the smaller screens are a trade-off for an easier installation and lower invoice.

This column first appeared in the Summer 2024 Ultimate Issue print edition.

The post Ultimate Issue: Mini EFIS Units Keep Budget, Complexity in Check appeared first on FLYING Magazine.

The Icarus Instruments EXTenna Switch is a small device that, when installed in an aircraft, allows the pilot to use an existing VHF comm antenna with any hand-held VHF radio.

According to EDMO, EXTenna Switch greatly extends the range and readability of most battery powered, hand-held radios that usually rely on the rubber antenna that comes attached to the radio. Often the range on these devices is very limited inside the aircraft.

The EXTenna Switch eliminates the need to install a dedicated backup VHF comm antenna, a process that is often expensive and adds drag to the airframe, as well compromising the aesthetic authenticity of antique and vintage designs.

Installation

Installation can be accomplished by using Minor Alteration FAA guidance, as the EXTenna Switch is a small, nonpowered, passive device that weighs only 2 ounces.

The EXTenna Switch can be panel mounted (P/N EXTSW-1) by drilling three small holes (precision steel drilling template supplied) and applying a supplied label.

It can also be installed in a preexisting 2.25-inch clock hole (P/N EXTSW-2). The unit has two

BNC connectors on the back side. One labeled TX connects to an existing VHF comm radio’s antenna connector (normally Comm 2) using a BNC jumper cable (not supplied). The other, labeled ANT, connects to the VHF comm antenna serving the same radio using the existing cable that was previously connected to the radio.

The default condition has the comm radio directly connected to the existing comm antenna through the EXTenna Switch.

When the pilot needs to use the hand-held radio, a supplied 4-foot cable is attached to its BNC RF jack at one end, and its 3.5 mm connector is plugged into the jack on the EXTenna Switch. This enables the pilot to disconnect the normal comm radio from its antenna and reconnect it to the hand-held radio.

In addition, EXTenna allows effective use of a hand-held radio in emergency situations, such as avionics or electrical failure, or for prestart Clearance Delivery or Ground Control communications.

The unit sells for a suggested price of $129.95.

The post EDMO: New Antenna Switches Boost Aircraft Comms appeared first on FLYING Magazine.

In April, Honeywell announced development of Surface Alert (SURF-A), a software technology that will help pilots avoid these types of events. Now the company is testing the product using its specially equipped Boeing 757.

• READ MORE: Honeywell Developing Software to Reduce Runway Incursions

On Friday FLYING and other media were offered a seat on a demonstration flight. In the left seat a Honeywell pilot took the role of PIC while pilot evaluators from potential customer airlines occupied the right seat and jumpseat on the flight deck.

The idea is that SURF-A will be integrated with Honeywell’s already existing Enhanced Ground Proximity Warning System (EGPWS) and Smart X, the company’s software designed to enhance runway situational awareness that has been aboard many business aircraft for more than 10 years.

Demonstration Flight

The demonstration flight was staged out of King County International Airport/Boeing Field (KBFI) in Seattle destined for Yakima Air Terminal/McAllister Field (KYKM). The flight to Yakima takes about 20 minutes in a 757. The tower operators at KYKM were briefed on the plan and ready. 

Also partaking in the test was a Falcon 900, which was designated the intruder aircraft by Honeywell. Its job was to “get in the way” of the 757 on the ground.

The test scenarios were drawn from real-world events—such as the runway incursion at Austin-Bergstrom International Airport (KAUS) in Texas in February 2023 when air traffic control cleared a FedEx 767-300 freighter to land on Runway 18L occupied by a Southwest Airlines 737. The investigation revealed that when the 737 requested takeoff clearance, it was still taxing toward the runway. The controller, presuming the 737 was at the runway threshold, issued the clearance. At the time the 767 was on a less than a mile final. The 737 crew then paused on the runway for 19 seconds to run up the engines per deicing procedures before beginning its takeoff roll.

The crew of the 767 saw the airliner below in time to execute a go around, offsetting to avoid the jet passing beneath them.

The other incursion resulting in a scenario took place in January 2023 at JFK International Airport (KJFK) in New York when an American Airlines Boeing 777 was cleared to taxi to Runway 4L via bravo and kilo, then to cross Runway 31L. It missed the turn, however, and taxied across 4L instead of 31L at the same time a Delta Air Lines B737 was cleared for takeoff on Runway 4L. The 737’s takeoff clearance was canceled, and the aircraft came to a stop approximately 1,000 feet from the other one.

Finally, a wrong-surface event (lining up on a taxiway instead of the runway) and runway excursion, where the pilot gets behind the airplane flying an unstable approach and the aircraft is too fast and improperly configured to land on the first third of the runway.

About the Aircraft

The Honeywell 757 was equipped with cameras in the cockpit and computer monitors in the observer seats (formerly known as first class) to show the pilot’s view. Headsets allowed reporters on the flight to listen to cockpit communications. Mid-cabin on the 757, Honeywell engineers evaluated data during the flight at a series of computer workstations.

The pilot of the 757 contacted Yakima Tower and requested permission to perform each scenario. The tower had been briefed prior to the flight, and each request was approved with the final words “at your own risk” as these are not normal maneuvers for a 757.

How SURF-A Works

According to Thea Feyereisen, a senior technical fellow at Honeywell who specializes in human factors, there is a lot that can go wrong when you mix people and machines, especially when something unexpected happens.

SURF-A uses GPS data, ADS-B equipment, and advanced analytics to pinpoint the exact location of traffic hazards, such as an aircraft ahead  crossing the runway.

The software algorithm, combined with GPS position, alerts the pilot of an aircraft equipped with SURF-A as soon as the throttles are advanced. There is an aural alert and auditory warning followed by a textual display on the pilot’s primary flight display.

Company officials said that the technology, once certified by the FAA, can be installed in aircraft already flying as well as in new production aircraft. It was noted that the Honeywell 757 is a 42-year-old airframe and does quite well with the retrofit.

Demos Begin

The weather the day of the demonstration flight was severe clear, so the Falcon was visible on the runway at KYKM during the approach. The 757 was cleared for landing with the usual altitude callouts. When the aircraft was about a mile out, an urgent aural warning sounded, and a female voice urgently announced: “Traffic on runway! Traffic on runway!” The same message appeared in a text message on the pilot’s display. The first warning came about 30 seconds before “landing,” and the second one approximately 15 seconds ahead of touchdown—and a potential collision.

The next two demonstrations involved the 757 lining up to land on a taxiway, and another with the 757 preparing for takeoff with the Falcon crossing well down the 7,604-foot runway ahead—so far down that in the flat morning light of the high desert, the smaller jet could not be easily seen from the cockpit.

• READ MORE: Honeywell Crafts Safer Approaches Through Technology

In the excursion demonstration, the 757 pilot came in too fast and improperly configured, forgetting to slow down or apply the appropriate flaps. When this happens in the real world, some pilots, although behind the airplane, do their best to make the landing, resulting in an unstable approach where they run out of runway—but not inertia—and go off the end of the pavement. SURF-A supplies callouts of distance remaining, letting the pilot know exactly how much room they have left to work with.

Honeywell estimated that FAA certification of SURF-A is 12 to 18 months away, joining its portfolio of other runway safety products, which include a Runway Awareness and Advisory System (RAAS) and the SmartRunway and SmartLanding software introduced 15 years ago.

The post Honeywell Demonstrates SURF-A Runway Incursion Avoidance Tech appeared first on FLYING Magazine.

According to the National Oceanic and Atmospheric Association (NOAA), space weather forecasters have observed “at least seven coronal mass ejections [CMEs] from the sun, with impacts expected to arrive on Earth as early as midday Friday, May 10, and persist through Sunday, May 12.”

The prediction prompted a warning for pilots from the FAA.

“Geomagnetic storms can disrupt navigational aids and high frequency radio transmissions used in aviation. The FAA advises airlines and pilots to plan ahead to mitigate possible disruptions,” the agency said in a statement.

NOAA issued a Severe (G4) Geomagnetic Storm Watch and states these watches will be updated through the weekend.

First G4 (Severe) geomagnetic since 2005 has been issued.

The aurora tonight (5/10) /tomorrow morning (5/11) may become visible over much of the northern half of the country, & possibly as far south as Alabama to northern California. https://t.co/upPlNYuNev@NWSSWPC @NWS pic.twitter.com/JTHmXtRKOc

— NOAA (@NOAA) May 10, 2024

According to NOAA, coronal mass ejections (CMEs) are explosions of plasma and magnetic fields from the sun’s corona. These storms can disrupt satellites and infrastructure in near-Earth orbit, “potentially disrupting communications, the electric power grid, navigation, [and] radio and satellite operations.”

The agency refers to the situation as “an unusual and potentially historic event” and warns satellite navigation (GPS) may be degraded or inoperable for hours, and high frequency radio propagation could be sporadic or blacked out.

These storms are also visible from the Earth as displays of aurora and  may result in displays being seen as far south as Alabama.

This is a developing story.

• READ MORE: How to see the northern lights: Tonight may be the best chance in years

WATCH: NOAA’s GOES-16 satellite captured activity at sunspot AR3664 at around 2 p.m. EDT, Thursday

The post Strong Geomagnetic Storm Could Impact GPS Navigation, FAA Warns appeared first on FLYING Magazine.

“No one enjoys flying through turbulence, whether you’re piloting a single-engine piston or riding in the back of a jet,” said Henrik Hansen, ForeFlight’s chief technology officer.

ForeFlight says the additional feature within the mobile app displays the measured intensity of turbulence at multiple altitudes, making it easy for pilots to find the smoothest altitude along their flight path. ForeFlight Mobile automatically uploads the reports once it establishes an internet connection after the flight or instantly if connectivity is maintained during flight, according to officials.

Turbulence reports are depicted as colored markers on the Maps tab: Gray signifies smooth air, while yellow, orange, and dark orange represent increasing levels of turbulence, ranging from light to severe.

While pilots traditionally rely on weather forecasts and PIREPs for route planning, ForeFlight says its Reported Turbulence method offers distinct advantages, including enhanced accuracy and objective reporting.

ForeFlight estimates its Reported Turbulence layer offers 50 times more turbulence reports than manual PIREPs, per Sporty’s IPAD Pilot News.

Reported Turbulence is available as two add-ons for Pro Plus subscribers. Reported Turbulence (Low) offers access to turbulence reports up to 14,000 feet, whereas Reported Turbulence (All) provides access to reports across all altitudes.

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

The post ForeFlight Introduces Reported Turbulence Map appeared first on FLYING Magazine.