www.drabpol.pl
A U T O M O T I V E Quarterly Newsletter no 4(89) October – November – December 2020
Greater road safety with
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RightViu A turn assist system for trucks
„The fundamental principle of transportation is its safety”
FROM EDITOR FROM THETHE EDITOR IN THIS ISSUE YOU CAN FIND:
Ladies and Gentlemen! Dear Readers !
3. Cooperation with Geotab 5. Greater road safety with RightViu® 7. Solutions for agricultural machinery 9. The latest news: 10. The innovative Konvekta micronAir® filter for bus air conditioning 12. Greater efficiency and cost reduction with UltraLight 3 range
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Geotab – New solutions for fleet management and vehicle tracking
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Probably all of us say goodbye to 2020 with relief. We will certainly remember it as a time of pandemic fight, of sanitary restrictions and of the daily difficulties that we all had to face. For companies in almost all sectors, the past year was extremely difficult and left its mark on their operations for years to come. Our company, like many others, was forced to react quickly to the new reality. The pandemic has forced us to introduce new forms of sales, such as via the internet and online trainings. However, the most important thing for us, is that we managed to maintain 100% of employment, and our team quickly adapted to the necessary sanitary regime. We look into the New Year with hope and we wish our Readers health, cheerfulness and everyday optimism.
Alicja Drabczyńska
The innovative Konvekta micronAir® filter for bus air conditioning
A U T O M O T I V E
Solutions for
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The new air conditioning
12| series – UltraLight 3
Published by DRABPOL Editor: Drabpol sp. jawna P. Drabczyński i Wspólnik 42-233 Mykanów, ul. Akacjowa 24/26 tel.0-34 366 00 22, fax 0-34 366 01 02 centrala@drabpol.pl, www.drabpol.pl
The global leader of operation of equipment in IoT system already in Poland
Cooperation with Geotab
We are pleased to inform about the establishment of cooperation with the global leader in the field of fleet management and vehicle tracking solutions – Geotab company. Our new partner has been operating on the market since 2000. Over the past 20 years Geotab has transformed from a small family company located in Oakville (Canada) into one of the biggest telematics teams in the world.
About Geotab
enhance driver safety, and achieve strong compliance to regulatory changes. Geotab's products are represented and sold worldwide through Authorized Geotab Resellers. It is worth to stress, that the company is the first to surpass two millions connected vehicles built on a single, open platform. Thanks to cooperation with Geotab company on the Polish market Drabpol company offers a web-based fleet management software called MyGeotab. The software processes data and transforms it
Geotab is advancing security, connecting commercial vehicles to the internet and providing web-based analytics to help customers better manage their fleets. Geotab's open platform and Marketplace, offering hundreds of third-party solution options, allows both small and large businesses to automate operations by integrating vehicle data with their other data assets. As an IoT hub, the in-vehicle device provides additional functionality through IOX Add-Ons. Processing billions of data points a day, Geotab leverages data analytics and machine learning to help customers improve productivity, optimize fleets through the reduction of fuel consumption,
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into useful information that businesses can act on. Thus, fleet managers have a wide access to the exploitation information of the vehicle - among others, they know how fuel consumption is impacted by driving habits, time of day and the vehicle make and model. The software enables monitoring and management of a fleet of vehicles, as well as driver tracking and evaluating work efficiency.
Geotab for electric vehicles In the product offer it is worth to note solutions intended for monitoring the performance of your electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) . Through MyGeotab software we can control the consumption of fuel and electricity in vehicles. The generated reports help to answer questions such as the average electric range and the performance of EV fleet compared to fuel vehicles.
This increased scale equates to hundreds of tonnes of CO2 delivery emissions saved and hundreds of thousands of emission-free miles driven each year.
Geotab for rent-a-car companies Another group of customers to which we dedicate Geotab solutions are rent-a-car companies. Geotab's open platform helps you manage your car and truck rental fleet by providing accurate, up-to-date fleet data on measures – such as mileage, potential damages, etc. The offered solution allows to optimize payment processes, monitor fuel, mileage data, and engine diagnostics, as well as create advanced dashboard reports. It is worth noting that more than 180,000 rental vehicles are serviced by Geotab devices.
This report provides insight into battery use – specifically, if it is being maximized and identifying if any of the PHEVs are running solely on gas. A complete charging history of your EVs/PHEVs shows you when and where the vehicles are charged, the length of time the vehicles were charged at a specific location, and how much of a charge they received. Thanks to this report we get deeper insights into why EVs are at their current percent charge. The report includes real-time data on battery charge percentage and charging status. It helps you identify which EVs/PHEVs in your fleet have the most (or least) battery charge so you can dispatch the nearest vehicle with enough battery charge to complete the specific task. An excellent example of the use of Geotab telematics solutions is English company Gnewt (Green New Transport), with the largest fully electric commercial vehicle fleet. Gnewt was looking for a telematics solution that could transform how it views and models its fleet's charging operations – one that could directly communicate relevant information on vehicle state of charge, as well as which vehicle is being charged, and when. Geotab's solution provided all necessary answers, and the results speak for themselves. With the state-of-charge data alone, Gnewt has managed to increase the number of vehicles it is able to charge over the course of one working day from 30 to up to 80.
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The Geotab advantage:
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Change and customize privacy settings when vehicles are on-rent
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Set service scheduling and reminders, and keep track of stock
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Obtain accurate fuel and mileage data when a customer returns a vehicle
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Reduce insurance costs via collision management
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Continuously monitor engine diagnostics and battery life to prevent unexpected breakdowns Generate advanced dashboard reports
A turn assist system for trucks
Greater road safety ® with RightViu All road users are fully conscious of the challenges that truck drivers face when turning or reversing. Those manoeuvres can be a significant hazard for pedestrians, cyclists and other road users around the vehicle, and can also be stressful for the driver. If a truck turns right, they may find themselves in what is called a “blind spot”. The Federal Ministry of Transport and Digital Infrastructure (BMVI) recognized the danger and launched a new road safety campaign focused on turn assist systems. The aim is to equip as many trucks as possible with this new technology, which undoubtedly improves road safety, and therefore to provide financial support for the retrofitting of vehicles with this type of system. RightViu® is the pioneering Continental solution dedicated to trucks to effectively minimize the potential risk that lurks in the “blind spot”.
The advantages for the user !
Better detection of moving objects by radar technology, expanding the field of view (4 meters to the right, 14 meters to the rear).
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Dual signal system - acoustic (buzzer) and visual (light).
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No additional screen required: fewer distractions.
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Automatic turn detection by the turning angle sensor.
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Flawless operation by day and by night, in all weather conditions.
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Cyclists and pedestrians classification: a possibility to choose the appropriate warning signals.
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RightViu® assists drivers in turning manoeuvres. The system uses a radar sensor to detect whether the road user is in vehicle's danger zone and warns the driver of a possible collision by means of visual and acoustic signals. RightViu® extends the driver's field of view by 4 m to the right and 14 m to the rear, which goes beyond the requirements of the current BMVI directive. Moreover, the system is equipped with VRU (Vulnerable Road User) software that is also to detect moving objects. With its flexible and modular design, RightViu® can be customized to fit any vehicle model, and retrofitted to meet individual customer requirements.
The advantages for Fleet Operators !
OE quality for retrofitting.
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Quick and easy installation on the mirror: no need to drill holes in the vehicle body.
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Comprehensive coverage – flexible to suit all commercial vehicle classes and semi-trailer types.
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No maintenance is required.
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Self-diagnostics with remote transmission.
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Short downtimes and low costs.
Turn assist systems will be mandatory in new vehicle models starting in 2022 and in newly licensed vehicles starting in 2024.
Extended field of view – 4 meters to the right, –14 meters to the rear.
VRU (Vulnerable Road User) software detects moving objects.
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Radar technology.
Installation at a height of at least 2 meters on the vehicle or the rear mirror.
No additional screen required: acoustic (buzzer) and visual (light) warnings.
SOLUTIONS FOR AGRICULTURAL MACHINERY Recently, our already wide range of products has been expanded by new solutions dedicated specifically to agricultural machinery. This became possible due to establishment of cooperation with CURTISS-WRIGHT, and more specifically with the "Industrial Division", a manufacturer of advanced industrial electronics.
equipment or creating a completely new design.
Curtiss-Wright Industrial Group is a recognized leader in providing components and sub-systems for a wide range of vehicles, such as medium- and heavy-duty trucks, buses, and motor coaches, as well as construction, agricultural and material handling vehicles and other specialty vehicles.
HMI consoles, electric joystick Controls, electric throttle controls (floor-mounted or suspended pedals and hand controls), shifters and hydraulic levers and power management modules are dedicated specifically to this sector.
Components & Sub-System Solutions for Agricultural Vehicles
The offer includes different types of sensors – such as pressure, tilt, spool valve, in-cylinder linear position, as well as linear ad rotary Hall-effect sensors.
For nearly 45 years, Curtiss-Wright has been working with market leading manufacturers of the agricultural equipment such as tractors, combine harvesters, seed drilling attachments, front loaders, telehandlers and telescopic loaders, remote-controlled lawnmowers and many others, providing customer-specific solutions tailored to specific needs and requirements by making appropriate modifications to existing
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These solutions based ergonomic achievements substantially reduce fatigue and increase efficiency of the machine operator.
dust, shock, vibration and temperature extremes. New vehicle cab designs are now using electronic Human-Machine Interfaces (HMI) that replace multiple hydraulic levers and mechanical switches with an operator-friendly machine control panel with maximum automation.
Products from this line can withstand the environmental challenge of water,
Finally, it translates into increased safety both for the operator and the vehicle.
The Curtiss-Wright product family for agriculture HMI Consoles ! Multi-function Operator
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Consoles
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Floor-mounted Pedals
Custom Armrests and Command Arms
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Suspended Pedals
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Adjustable Pedal Units
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Lever and Rotary Hand Controls
CAN J1939 Communications
Electronic Joystick Controls
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Electronic Throttle Controls
Rugged Joysticks and Handgrips
Shifters and Hydraulic Levers ! Pushbutton, Lever, and Column Shift Controls
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Mid-size Joysticks
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Fingertip Joysticks and Rockers
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ISOBUS Handles and Controls
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Hydrostatic Shift Controls Electro-mechanical Shift-ByWire Actuators and Controllers Single- and Dual-Axis Hydraulic Levers
Sensors ! Linear and Rotary Hall-effect Position Sensors
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In-Cylinder Linear Position Sensors Spool Valve Sensors Tilt Sensors Pressure Sensors
Power Management ! Power Distribution Modules ! Power Converters and Auxiliary Power Modules
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Traction Inverters
CAN J1939 is available for various pedals, sensors, controllers and joysticks.
New radios – Continental Entry Line 3 Another group of products, dedicated to the agricultural machinery, that has already appeared on the market, is Continental Entry Line 3 Radio. Within the new line we offer 4 types of VDO radios such as : -12V Tuner with USB, MP3, WMA, - 12V Tuner with USB, MP3/ WMA, and Bluetooth, - 12V Tuner with USB, MP3/ WMA, DAB +, - 12V Tuner with USB, MP3,WMA, DAB + and Bluetooth. Complementing the VDO radio portfolio, Continental also offers VDO 100mm and 130mm speakers. These two-way coaxial speakers are available with whi-
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te or black grills and come with mounting kits included. Each speaker delivers a separate frequency range, providing perfect sound quality. A wide range of antennas are also available for the new radio line, offering high performance and mounting versatility.
Features / Benefits of the new ENTRY 3 line: ! ! ! ! ! ! ! ! ! ! ! !
12V Worldwide LW / MW / FM RDS tuner USB 2.0 Port, MP3 & WMA player With or without Bluetooth® Google Assistant and Siri available for BT variants Excellent display visibility / vertical viewing angle -30 ° to + 30 Backup memory (to keep the memory of the preset stations) Logic On/Off function to preserve the vehicle battery CE, E and FCC certifications (conform to the automotive standards) Customer specific branding possible Customer specific backlighting possible (Orange, Blue, etc.) Dimmable display and buttons possible
The latest news: > The MZA Warszawa fleet has been reinforced with sixtyfive Solaris buses, equipped with 195 USB chargers (3 items per bus). >
Twelve USB ports has been installed in three hybrid Volvo buses, which were delivered to MZK Ełk (Ełk transit company).
> Eight Solaris buses with sixteen USB chargers have reinforced MZK Bydgoszcz fleet (Bydgoszcz transit company). >
Three Autosan buses for MPK Kraków have been equipped with FAP driver's workplaces, ContiPessureCheck systems (for tire pressure and temperature monitoring) and three USB chargers.
> ZTM Rzeszów (Rzeszów transit company) has equipped its fleet with fourteen Autosan buses. Each of them has been equipped with FAP driver's workplace, CPC system and one USB . > One Solaris bus for MZK Oświęcim (Oświęcim transit company) has been equipped with CPC system and six USB ports. > Seven CPC systems and six USB chargers have been installed on seven Hybrid Solaris buses, that were supplied to MZK Piła. >
The fleet of MPK Nowy Sącz (Nowy Sącz transit company)
was reinforced with six Solaris CNG vehicles with 42 USB ports (7 items per vehicle).
> PGK Suwałki (Suwałki transit company) has reinforced its fleet with 11 Autosan buses, equipped with FAP driver's workplace, CPC system and 44 USB chargers; three Scania CNG buses with CPC systems and one 18 m long Solaris CNG bus with CPC system and three USB chargers. > Four Hybrid Solaris buses for KM Głogów (Głogów transit company) have been equipped with four MiX4000 systems and four ContiPressureCheck systems. > 105 USB ports have been installed on twenty Electric Solaris buses, operating in PKM Jaworzno (Jaworzno transit company). > Five Solaris trolleybuses, which constitute the fleet of ZTM Lublin (Lublin transit company), have been equipped with 25 USB chargers. > ZTM Rzeszów (Rzeszów transit company) has reinforced its fleet with six Autosan buses - each of them with FAP driver's workplace, CPC system and a USB charger. > The City Hall in Ostrołęka has bought for MZK Ostrołęka fleet two Autosan buses, CNG with FAB driver's workplace, CPC system and eight USM chargers (4 items per bus).
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The innovative Konvekta micronAir® filter for bus air conditioning
STOP CORONAVIRUS WITH ®
micronAir FILTERS
In times of pandemics, the top priority for bus manufacturers and bus operators has become the passengers safety and providing them with safe travel by means of transport. Thus, they take all measures necessary to minimize the risk of coronavirus spreading in buses.
Regular surface disinfection or the obligation to cover the mouth and nose by passengers on the bus have already become a standard. According to the present state of knowledge, frequent air exchange also significantly reduces the risk of spreading viruses by air. Therefore, the ventilation and air conditioning system in bus is of particular importance now, where appropriate filters ensure additional safety. Fresh air taken from outside and circulating air from inside the bus, during cooling operation on hot days is cleaned by means of high-efficiency filters. Particles larger than 0.5 micrometres, such as droplets
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systems of the P 600 – 700 series, Ultra Light UL500 – UL700, Ultra Light UL500EM – UL700EM and for UL500EMCO2HP – UL700EMCO2HP CO2 heat pump. The new filters will be available on the market at the end of January 2021. The ISO 18184 test with the micronAir® blue cabin air filter cartridge shows almost 100% efficiency in the elimination of H1N1 and HCoV-229E viruses.
or dust particles, to which the virus adheres, are filtered out. In response to the need for even greater protection of passengers' health and the fight against the virus Konvekta, a German manufacturer, launches a new air filter – micronAir®. Multi-layer filters work thanks to their surface disinfection properties and a functional filter layer based on fruit extract. They can trap over 90% of viral aerosols on the first stage. During the second stage they inactivate almost 100% of captured viral load. The ISO 18184 test with the micronAir® blue filter cartridge shows almost 100% efficiency in the elimination of H1N1 and HCoV-229E viruses. He new filters are very easy to install. The current filters can be replaced 1: 1: with micronAir® blue filters. It is important to note that they can be used in rooftop air conditioning/heating
The ISO 18184 test with the micronAir® blue filter shows almost 100% efficiency in the elimination of H1N1 and HCoV-229E viruses.
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Konvekta is refreshing its UltraLight range of bus air conditioning units
Greater efficiency and cost reduction with UltraLight 3 range We are pleased to announce that the roof-mounted UltraLight (UL) range of compact air conditioning units that have been proven thousands of times in the field has undergone advanced development and optimization. The principle of reduction has been significantly applied when compared to the previous range. The new system comes with a considerably reduced quantity of refrigerant, while offering consistently excellent performance. Even with the new UltraLight 3, the proven, specially developed high-performance material is used as the basis for holding all components, which makes servicing and maintenance very straightforward.
Greater efficiency, less refrigerant The high leak-tightness and the insulating effect of the material have a favourable
impact on the energy requirement. By overhauling and replacing components and lines, the entire system requires 50% less refrigerant compared to its predecessor. The quantity of refrigerant can be reduced drastically from approximately 10 kg to less than 5 kg (R134a or R513a) without affecting performance. In today's times, this is extremely important since the EU has strictly regulated the use of F gases such as R134a. Based on this, the importation of this refrigerant has been and is being reduced drastically in multiple stages. The next reduction from 63% to 45% is scheduled to take place in 2021. The consequences of Thanks to the new placement of the components, the servicing and maintenance locations are easily accessible.
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this will be perceptible in the following year. The R134a has become more expensive by four or five times, and there have on occasions been bottlenecks. Thus, it is all the more important that air conditioning units become increasingly more economical and more efficient. In this way, the new UltraLight 3 range of air conditioners contribute significantly in terms of reducing the CO2 footprint.
Aerodynamic and UltraLight3 The UltraLight3 range series of air conditioning units are characterized by a highly modern design. With its dynamic and sharply cut edge profiles, and the puristic surfaces, it not only stands for a modern, vehicular design – but also, in particular, for functionality and aerodynamics. This series is even known as the UltraLight range. Thanks to a further reduction in the weight, the UltraLight 3 – having undergone advanced development - weighs only approximately 100 kilograms in its most lightweight design. The power range of the UL model range goes from 24 kW right up to 45 kW of cooling power, and an equally generous heating power of 30 kW up to 48 kW.
Optimized: Servicing and maintenance The UL 3 is a must-have for cost-conscious public transport companies, and this is not just because of the reduced quantity of refrigerant. The basic material prevents the entrance of dust and impurities into the unit. Thanks to the plug-in principle used in the design that primarily dispenses with screw connections and the new placement of the components, the servicing and maintenance locations are easily accessible. All components can be replaced easily
and quickly. The unit has to be opened from the side, which means that one does not need to walk on the roof of the bus. All cover parts are optimally equipped with quick-release fasteners and cover holders to facilitate quick servicing.
Respect for the environment The commitment of Konvekta AG towards the environment is also reflected in the UL 3. The aim of the improvements was also to develop air conditioning and heating systems in the future and all processes associated with them to ensure that they are environmentally-friendly and energy-efficient. Accordingly, for the facelift of the UltraLight, attention has been paid to components and processing methods. In this way, even for this generation, the entire system remains 100% recyclable. The application of environmentallyfriendly components and the efficient use of raw materials and energy are other favourable characte-ristics of the system. In addition, even an optimized packaging and transportation system has been developed. Multi-use building blocks made from a lightweight but robust material carry the air conditioning units and facilitate the stacking of multiple systems. As a result, additional cardboard boxes and plastic packaging are avoided.
All components can be replaced easily and quickly.
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Quarterly Newsletter no 4(89) October – November – December 2020
AVIONICS MODERNIZATION – from project concept to completion „The fundamental principle of transportation is its safety”
FROM EDITOR FROM THETHE EDITOR
IN THIS ISSUE YOU CAN FIND:
Ladies and Gentlemen! Dear Readers !
3. Drabpol among the best GARMIN dealers 3. Drabpol on the prestigious "SAPPHIRE ELITE" list, among the 10 best FREEFLIGHT SYSTEMS dealers 4. Cessna C525 modernization completed
In the previous year, the pandemic has left its mark on the aviation market, especially the international one. BA and GA were affected to a lesser degree.
8. Flight control systems 12. AVIDYNE teaches legacy cockpits new tricks 14. What’s New
Many aircraft owners used this pandemic time to upgrade the avionics on their aircraft. We were able to see this tendency. Our Design Office and PART145 Service Organization were busy. In recent months, they have completed several interesting avionics modernization projects on Cessna aircraft. One of them is widely described in this issue.
15. Universal Avionics News 15. Mid-Canada Mod Center Completes First Canadian Installation of Universal Avionics InSight™ Display System 16. News for GA – AVIONICS GARMIN 16.Garmin Announces TXi Flight Display Enhancements
We are also pleased to inform our Readers that despite the pandemic we have managed to maintain a strong position on the avionics market, as evidenced by awards from our partners - such as the Garmin Bronze Dealer Award and our presence on the prestigious "SAPPHIRE ELITE" list, among the 10 best FREEFLIGHT SYSTEMS dealers.
18. G1000 NXi Upgrade Available for Embraer Phenom 300 19. G1000® NXi Upgrade Available for Piper PA-46-500TP Meridian
In the New Year we wish you hope, health and an ordinary return to normality.
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Cessna C525 modernization completed
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Alicja Drabczyńska
Avidyne solutions for older cabins
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Extensions for TXi pilot data displays
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Published by DRABPOL Editor: Drabpol sp. jawna P. Drabczyński i Wspólnik 42-233 Mykanów, ul. Akacjowa 24/26 tel.0-34 366 00 22, fax 0-34 366 01 02 centrala@drabpol.pl, www.drabpol.pl
Drabpol among the best GARMIN dealers
WELL-DESERVED BRONZE We are pleased to inform our Readers that Garmin has awarded us the honorable Garmin Bronze Dealer Award for 2019.
Every year, the American avionics manufacturer awards titles to its best dealers, evaluating their level of sales, technical knowledge and customer service. It is worth noting that this award goes to less than one-third of Garmin avionics distributors worldwide. We are honored to be in this group once again. We are all the more pleased with this award because we have developed it in this difficult pandemic time. We thank our partner for many years of cooperation, which we hope will continue to develop fruitfully.
AWARDS
Drabpol on the prestigious "SAPPHIRE ELITE" list, among the 10 best FREEFLIGHT SYSTEMS dealers
TOP 10 The prevailing pandemic did not stop our activity on the avionics market. Another confirmation of this is our company being among the 10 best dealers of 2020 by FREEFLIGHT SYSTEMS. Since 2018, the American avionics manufacturer honors its 10 most professional partners by placing them on the so-called the “Sapphire Elite” list. We are very proud to be included in this elite group, among global players on the avionics market, such as: Strategic Enterprise Solutions Corporation from the USA, 1st Choice Aerospace from the USA, Capital Avionics from the USA or AVIONIK STRAUBING from Germany. Our company has been appreciated for knowledge, compe-
tence and commitment to the sale, installation and service of advanced FreeFlight aviation systems, dedicated to both civil and military aviation. There are, among others, radio altimeters, electronics systems for military aircraft, ADS-B In & Out solutions, as well as navigation systems. Our presence among the best FREEFLIGHT SYSTEMS dealers makes us all the more pleased that we have achieved this position despite the prevailing restrictions related to the pandemic. Congratulations to all winners of the honorable distinction, and we would like to thank our partner for the cooperation so far.
AVIONICS | EVENTS
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Cessna C525 modernization completed
Cessna with new compliant avionics back in the air!
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In the last issue of “Drabpol News”, we wrote about the beginning of the avionics modernization process in the Cessna C525 CJ1 aircraft. After several months of intensive work, carried out by both our Part 21 Design Office and the Part 145 Maintenance Organization, the above-mentioned Cessna received new avionic equipment, in accordance with the customer's needs. AVIONICS | EVENTS
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Before modernization The aircraft was factory equipped with Honeywell / BendixKing avionics with a flight management system and Garmin mode S transponders. The main goal of the modification was to equip the Cessna with a new FMS system, adapted to the requirements of LPV and meeting the ADS-B Out requirements. Below is a brief explanation of what it actually means? In the aviation world, terms such as LPV - Localizer Performance with Vertical Guidance (approach procedure with GNSS) and PNB-Performance Based Navigation (navigation based on performance) have recently become very popular. Without going into details, each of these terms is closely related to the aircraft's navigation equipment, which is the GPS receiver, working in the WAAS / SBAS system (a system supporting and increasing the accuracy of GPS positioning). Taking this into account, users and aircraft owners who want to perform air operations based on this technology (precision approaches according to GPS) must adapt their aircraft's navigation equipment to the requirements of relevant procedures. The requirement, to put it simply, is that the aircraft has to equipped with a WAAS / SBAS GPS receiver that meets the criteria and specifications for the relevant RNP (Required Navigation Performace - navigation specification based on area
Under modernization navigation), and the navigation data display system must be able to process and properly present the information received from the GPSS unit. The solution that we proposed and implemented was based on:
? disassembly of the current radio and navigation equipment and the old FMS and GPS systems, - modification of Garmin GTX 330 transponders to the ES (Extended Squitter), variant,
? installation of two Garmin GPS / FMS GTN 750 systems,
? installation of the LPV converter (developed by Avionic Straubing company),
? modification of the ADF system and the flow meter to work with new equipment,
? removing the old weather radar indicator and display the weather data on the large GTN 750 screen,
? installation of a double USB port for charging mobile devices. The entire modification was based on the approved STC and Minor Change documentation, obtained for the appropriate devices, and our PART 21 Design Office prepared the drawings and engineering documentation, as well as electrical diagrams of the new equipment.
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We used our 3D printer to print a personalized cover for the space left after removal of the old FMS system, type GNS-XLS.
After modernization One of the most important elements of the entire operation was the LPV c o n v e r t e r d e v e l o p e d b y Av i o n i c Straubing, which allows the integration of new FMSs with WAAS / SBAS GPS receivers and using their full capabilities without having to replace the old EFIS system, which cannot interpret the precise approach signal from GPS and cannot present the data in a form such as classical ILS.
in WAAS / SBAS technology, which provides this data to the GTX 330 transponder extended with the Extended Squitter function. During the uninstallation of the old FMS system, type GNS-XLS, we used our 3D printer to print a personalized cover for the device, made of a material that meets the requirements of 3D printing for aviation.
The classic approach based on localizer signals (LOC) and glide path (GS) is now implemented in a similar way at first glance, but instead of the GS (Glideslope) mark, we have a digital GP (Glidepath) signal generated on the EHSI and the reference signal is no longer a radio signal, but only precise information about the aircraft's position based on GPS coordinates, a detailed digital navigation and airport database, and an activated airport-specific approach procedure on the FMS. An additional element introduced into the aircraft, based on WAAS GPS, is the ADS-B Out system, thanks to which the aircraft automatically informs the "area" and ground infrastructure about its location, and the necessary condition for ADS-B Out to meet the requirements of the certification regulations is the accurate source of information about the position, i.e. the GPS system working
The new avionics was carefully tested during test flights.
After the electrical works (harness manufactiring) and their installation / integration with the existing avionics, our Part 145 Service Organization performed the first turn on the system, tests and configuration. The entire modification was completed with a series of ground and flight tests and performing the LPV approach at the Modlin Aairport with the use of an autopilot, controlling the plane to the minimum point. The new avionics in the Cessna 525 will certainly increase flight safety.
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FLIGHT CONTROL SYSTEMS
Story by – Dave Higdon Source: AVIONICS NEWS, October 2019
Convenience, safety and a handy, automated second hand 8
AVIONICS | PRODUCTS
“So why do you feel you need an autopilot?” a pilot’s spouse pointedly asked the pilot, known in the local aviation community as something of a gadget freak. “You fly the airplane just fine without one.”
The pilot of the household paused, momentarily stumped because he considered autopilots as one of those signs that an aviator has “arrived,” if you will. Then the nonflying spouse let the pilot spouse off the hook. While the flying spouse stumbled to form an answer, the nonflying spouse tossed a well-known aviation magazine on the lap of the flying spouse. “Why didn't you tell me about the safety benefits of an autopilot, and why didn't you say you need help sometimes?” she asked. The two previously flew together for nearly 2,000 hours, and all those hours flew without an automatic flight control system installed and operating in their complex piston single. The nonflying spouse regularly held the yoke as the flying spouse took pen in hand after the controller chimed in with the dreaded phrase, “November something-something, stand by to copy an amended clearance.” The nonflying spouse then commented on the rough air to ask how the flying spouse handled such situations when flying alone, which was most of the time. “Very carefully,” the flying spouse responded, “very carefully.” You can probably guess how this discussion concluded: With the pilot spouse diving into research to identify the best flight control-system solution for their bird and their budget. “We can get it installed at annual,” the nonflying spouse offered, “and we'll have it to help when we fly home for the holidays.” What pilot would possibly decline that offer? That was years ago when the dominant single-axis systems worked well tracking a heading or following a VOR signal. Two-axis models added altitude hold, while other so-called wing levelers did only what the name implies: Hold a wingslevel attitude independent of any navigation input. Such systems remain on the market, joined in recent years by flight control systems far more capable and sophisticated than anything short of a business-turbine panel – back then. Today, the choices available would have seemed farfetched for light piston aircraft – flight control systems capable of all the above functions, plus following a GPS course, following the flight plan in a GPS navigator, even navigating complex instrument approaches, including descents to decision height on short final. These functions once stood as the exclusive purview of highly sophisticated flight-management systems used in turbinepowered aircraft, from light general aviation up through and including business jets and airliners. Best of all, many of these systems are available for far less than our turbine-flying friends' systems, with many within reach of owners of even the most modest aircraft. And the selections are significant.
Some basics For decades, the dominant autopilot sensing technology for light GA aircraft used a rate-based system driven by the electric turn coordinator to sense attitude changes. Prior to those systems, pneumatic-driven systems used air pressure to move the appropriate control surface in the correct direction. The other sensing technology employed in autopilots is the attitude-based system, which senses roll and pitch changes from the attitude indicator. The rate-based approach enjoys some advantages and disadvantages, like most any aircraft system. On the safety side, electric turn coordinator rate gyro works independently of the attitude gyro, which predominantly gets power from the aircraft vacuum system used to drive the attitude gyro. For the attitude-based system, the failure of either the attitude gyro itself or the vacuum pump powering the attitude indicator spells the loss of the flight control function. With the same failure – an attitude indicator failure of whatever cause – the turn coordinator and the rate-based autopilot suffer no ill effects. The rate-based autopilot continues to drive the flight control system unaffected by the failure of the attitude indicator or air pump. Additionally, rate gyros won't tumble due to flight in unusual attitudes. That's why flight instructors teach their students to recover from unusual attitudes or loss of control using the turn gyro – either the turn and bank or turn coordinator instrument – to first bring the wings to level when recovering from an unusual attitude or upset. Speaking of attitude indicator and vacuum pump failures, rate gyros enjoy higher reliability than attitude indicators. Attitude gyros may suffer with progressive performance degradation over a period of time, typically due to worn bearings supporting the spinning-mass gyro wheel. Bearing wear in an attitude gyro causes precession seen in the response performance of the autopilot. Rate gyros continue to function with worn bearings to a high level of performance until the spin motor fails completely. Then there are the performance issues. Since rate gyros can't “tumble,” they operate consistently at any attitude, nor are they damaged or worn excessively by unusual attitudes. In addition, since a consistent turn rate requires a lower bank angle at lower airspeeds, rate autopilots often provide better aircraft turn control at low airspeed. Still, many operators prefer an attitude-based flight control system, citing smoother performance, more-accurate course and localizer intercepts and altitude changes. Time was when the choice was primarily budget driven as much as pilot preference. The rate-based systems typically offered a budgeting advantage over the attitude-based
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systems. Many of these considerations became moot over the past decade as avionics makers moved toward using solid-state sensors to detect attitude changes and digital air-data sensors for altitude control. Sure, some of the spinning-mass gyrodriven models remain available and function well. But don't look for any new flight control systems using those old-fashioned gyros for sensing. And that's where we pick up our exam of today's autopilot options. First, we examine the changes in sensing technology and how those changes apply to various functions available in today's modern flight control systems. This article focuses most on the newest-technology autopilots, with a brief review of long-existent models.
From simplest to sophisticated: Wing levelers, single and two-axis systems When it comes to automatic flight control systems, nothing simpler exists than a stand-alone wing-leveler system. By whatever source it references, the wing leveler acts to hold level those wings. No heading or navigation input. Thus, to keep on course, the pilot must occasionally correct the aircraft heading; the wing leveler knows only to keep those wings level; drift varies with the winds aloft. Give the wing leveler the ability to follow a navigation input and that wing leveler evolves into a single-axis autopilot. The ability to track the heading on a gyroscopic compass came first; then came the ability to track a radio signal such as a VOR transmitter. Today, the modern GPS navigator joins those VHF navigation signals and gyrocompass headings in helping steer the aircraft. Throw in the ability to hold an altitude and the two-axis autopilot brings true automated, dynamic flight control capabilities to the cockpit. The higher the capabilities of the autopilot, the more likely it is that it will sport a yaw damper to help counter a tendency of some aircraft to fishtail a bit, the nose hunting port to starboard and back. These are still considered twoaxis autopilots, even with the third surface of the rudder trim working to counter the yawing.
Capabilities beyond the axes Today's modern, digitally driven GPS navigators help make sophisticated autopilots a powerful ally, effectively becoming a de facto flight management system, or FMS. In sophisticated business-turbine and commercial aircraft, the FMS is effectively the brains of the plane, with a database of navigation waypoints, VHF navigation frequencies, a VHF navigator and WAAS GPS navigator. All in a single box, typically found in the pedestal between the chairs of the captain and first officer. As digital autopilots grew in capabilities and GPS navigation became more prominent, pilots began tasking their autopilots to work hand-inglove with the GPS navigator in the FMS. Add the specifics of instrument approaches to the FMS database so that the autopilot can follow the approach plate and the so-equipped generalaviation aircraft enjoys the operational sophistication level of business jets, turboprops and commercial airliners. Here are a few examples.
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AVIDYNE This company's digital autopilot, the DFC90, adds the precision of an attitude-based flight control system and Avidyne's innovative, safety-enhancing flight Envelope Protection and Envelope Alerting capability, incorporates a Straight & Level button, employs Indicated Airspeed Hold, Enhanced Flight Director and more. The DFC90 can command a turn with a change in the heading bug of the gyro compass, allowing the pilot to make the autopilot command a right-hand 270-degree turn by turning the heading bug right by 270 degrees. The DFC90 features many other improvements, such as a dedicated Vertical Speed knob, pitch hold mode, wide autopilot engagement, additional annunciations in PFD 8.0, a dedicated GPSS button, automatic Back Course Approach selection, multiple color annunciations to indicate armed and active states, intercept mode annunciations, and Avidyne's hallmark ease of use. The suggested retail price is $9,999.
BENDIXKING Since AirVenture Oshkosh in late July 2019, an innovative family company known as TruTrak has been part of the Honeywell avionics business after TruTrak's acquisition by BendixKing. (See story beginning on page 34.) And with that come the combined flight control product lines of both BendixKing and TruTrak. The products of BendixKing and TruTrak cover a broad spectrum of displays, size and capabilities. BendixKing's AeroCruze 230 provides owners of existing BendixKing flight control systems with a way to step up in functionality without biting the bullet for an expensive revision of many existing BendixKing installations. This unit is designed to fit within the existing form factor used by the legacy KFC 150 flight computer. BendixKing also designed the AeroCruze for remote mounting to provide space for KFC 200 and 250 installations. The AeroCruze allows reuse of legacy KFC 150, KFC 200 and KFC 250 autopilot servos, offering owners the simplest, most costeffective upgrade path for their autopilot, according to the company. The KMC 231 Mode Controller gives the pilot control and annunciation functions with a glove-friendly touch interface and color LCD screen; the unit employs dedicated controls for frequent tasks. The unique mechanical design of the KMC 231 seamlessly integrates with the AeroCruze computer, allowing it to fit in the same mechanical location of the panel-mounted KFC 150 autopilot flight computer. Meanwhile, the TruTrak line remains one of the most diverse catalogs of flight control systems available for certificated and experimental aircraft. For experimental aircraft, TruTrak offers models starting as low as $2,100 for one of the Vizion models from a list with three different size configurations. All three two-axis systems share the rich features list, which includes two standard servos, built-in ground track DG, track select mode, GPS nav mode, GPS steering mode, altitude hold, emergency AP level mode and far more. These interface with Dynon SkyView, Garmin G3X and G3X Touch, AFS 5000 Series, Grand Rapids GRT HX/HXr and others. For $5,000, operators of certificated aircraft can choose from among three size variations
of the PMA Vizion, which share the same features list as the Vizion experimental models.
DYNON Since before the company added certificated avionics to its product mix, Dynon offered its experimentalaircraft customers an autopilot option for its PFDs. What was true for the experimental, amateur-built market remains true today for Dynon's certificated products. For example, a Dynon SkyView System becomes a full-featured dual-axis autopilot for the incremental cost of the servos: $750 each. That option represents a significant saving over the cost of a separate autopilot system. Every Dynon autopilot can fly magnetic heading, GPS ground track, and horizontal Nav from any connected compatible radio or GPS. Now with new IFR capabilities, the autopilot also handles fully coupled approaches, coupled VNAV, IAS Hold, Mode Sequencing, and Flight Director guidance. Additional standard features include emergency 180-degree turn capability and a new Level button to immediately return the aircraft to straight-and-level flight. The SkyView Autopilot now also features an alternate new set of simplified controls that streamlines controlling the modes most-often used, such as HSI+ALT for following navigation sources from GPS flight plans, or TRK+ALT for flying in the directions chosen. And because Dynon's autopilot takes its input from the company's EFIS systems, the flight control function respects limits on bank angle, airspeed and G limitations.
GARMIN Garmin's latest flight control systems, the GFC 500 and GFC 600 flight control packages, reflect the company's embrace of digital sensing and control. The revolutionary GFC 500 autopilot brings unprecedented levels of capability, reliability and affordability to light single-engine, fixed-wing general aviation aircraft. The GFC 500 leverages Garmin's advanced attitude-based flight control technology developed for the GFC 700 autopilot, which drives Garmin's most-advanced glass flight deck systems such as the G3000 integrated flight deck. Garmin designed the GFC 600 for aftermarket installation on highperformance single- and twinengine piston aircraft, turboprops and light jets. Like its companion GFC 500, the GFC 600 offers an array of toplevel safety and performance features. Both offer envelope protection, automatic level recovery from extreme attitudes using solid-state attitude and air-data sensors in place of mechanical gyros. Smooth best describes the experience of flying behind both the GFC 500 and GFC 600.
GENESYS AEROSYSTEMS Those simple wing levelers seem to stay in demand, though as the capabilities of low-cost autopilots grew, the demand for wing leveler systems declined. But a few remain on the market today, with Genesys Aerosystems' well-regarded System 20, a popular choice among certificated systems. Typically listed among singleaxis autopilots, the old S-TEC model incorporates the flight
control hardware, sensing and switching electronics into a standard turnand- bank indicator, so it takes up no new panel space. The System 20 is a rate-based system, which senses when the wings roll out of level flight and applies opposite roll input to level the wings through an electrically driven roll servo. Pilots can opt for a stand-alone altitude-hold capability with the System 30 ALT. With this option added to the System 20, it becomes the System 30. Trim the aircraft at the desired altitude, push the altitudehold button and the 30 ALT holds the altitude flown at system activation. Or the pilot can opt for the System 30, which incorporates the altitude hold hardware to the same 3-inch case with the other control electronics. The pilot need only trim the aircraft at the selected altitude and engage the hold. An annunciator light signals if the pilot needs to adjust the trim setting. Genesys' newest, the S-TEC 3100 digital flight control employs a raft of new functions and capabilities in a package informed by digital MEMS sensors in its integral AHRS. The S-TEC 3100 is a two-axis Digital Flight Control System, with standard Automatic Pitch Trim. Whether the aircraft employs a conventional analog six-pack panel or an advanced glass EFIS panel, the S-TEC 3100 supports a wide variety of cockpit setups. The integral AHRS drives the precise movements of the servos in aircraft lacking a digital EFIS display. The 3100 also provides such advanced features as envelope protection and alerting, as well as a singlebutton recovery function to protect against entering unrecoverable unusual attitudes.
CENTURY FLIGHT SYSTEMS Century's 4000 autopilot brings state-of-the-art flight control to today's fleet of general aviation aircraft, done in a way to allow each pilot the equipment needed to do the job. Century made the 4000 expandable, so as new requirements arise, the needed functions can be added as desired. Among the Century 4000's standard lateral axis features are Heading Hold, Nav intercept and track, the ability to fly fully coupled ILS approaches, localizer back course, VOR approach outbound intercept and track, lateral navigation steering and sequencing including en route, terminal and approach segments with compatible GPS receivers providing ARINC 429 steering commands. In the pitch axis, Century gave the 4000 trim prompting, pitch attitude hold, altitude hold, vertical speed select and hold, glideslope capture and track from above or below the glideslope. And the 4000 is completely capable of LPV and LNAV/VNAV approaches with compatible GPS WAAS receivers. If needed later, automatic electric pitch trim, Flight Director or yaw damper expansions may be added to the 4000.
OTHER OPTIONS Wing levelers remain available for experimental aircraft and for basic aircraft, and many experimental PFDs provide autopilotcontrol functions with the addition of the appropriate servos. Check those manufactures for their available options.
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AVIDYNE TEACHES LEGACY COCKPITS NEW TRICKS Story by – Scott M. Spangler Source: AVIONICS NEWS, October 2019
Software speaks legacy system’s language The STC installation of Avidyne’s IFD550 and 545 gives the legacy avionics in Cessna’s CJs a dual FMS system with a full range of NextGen capabilities, from LPV approaches and electronic charts to synthetic vision and ADS-B. (Photo courtesy of Avidyne)
In all things, progress's inescapable traveling partner is the chronological depreciation of capabilities. Just look at the avionics in legacy Part 25 business jets. When they rolled off the production line, their cockpits were filled with, what was at the time, the latest and greatest technology available. These systems are now a generation or two behind today's latest and greatest technologies. Avionics upgrades are, of course, available, but for many legacy installations, their cost often doesn't fare well in the return on investment equation.
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Acknowledging that these jets start getting old after 10 years, Avidyne identified a new market. Today, said CEO Dan Schwinn, “a 15-yearold jet will not have an integrated avionics system because they did not exist” when those airplanes made their way down the production line. This lack of integration opens the door to economically updating their capabilities. For jets made today, this won't be true 15 years from now, according to Tom Harper, director of marketing. Jets with integrated flight decks will face a more-challenging scenario.
When they get sold to a new owner who wants to update their avionics that take full advantage of any new operational capabilities that make flying more safe, efficient and economical, they have one option. “They go back to the OEM and ask, 'What are you going to do for me?' Hopefully, they get the right answer, but that answer might not be at the right price.” Regardless of a jet's age, the reality is the same, Harper added. In round numbers, when jets are around 15 years old, “those airplanes will be worth 15% of what they cost new,” he said. An avionics upgrade that costs $500,000 will not fly with those who own jets worth only two or three times that amount. “It will be interesting to see how the OEMs adapt to that. For now, it is a huge opportunity for us.” These older jets may have EFIS and an integrated autopilot but not a fully integrated flight deck, Schwinn explained, “so you can change out the CNS (communication, navigation, and surveillance; aka transponder) package with (Avidyne's IFD 5-series FMS navigators), which has a whole bunch more functionality, and get another decade out of the airplane.” The legacy avionics are capable of the desired result, Schwinn noted. For example, autopilot flight down to ILS minimums. The challenge was integrating the new component that, in effect, told the legacy system how to perform modern tricks such as flying LPV approaches. On the surface, it sounds simple, but swapping one box for another is like traveling to a land where everyone speaks a different language.
must explain the new capabilities and flight procedures, Schwinn noted, and the right annunciations must tell the pilots when the jet is doing something it has never done before. While the airplane thinks it is flying an ILS, the annunciation tells the pilots that the avionics is flying an LPV approach. Avidyne's STC upgrade includes a variety of annunciators that are determined by the legacy system. “Basic GPS annunciation is in the pilot's field of view,” Miner said. “APCH 1, APCH 2, Waypoint 1, Waypoint 2, Integrity 1, and Integrity 2. When going from a single FMS airplane to a dual FMS airplane, we needed to differentiate which FMS was giving you a message.” In dual FMS airplanes, the CJ1+, and CJ2+, and CJ3, Avidyne added a control annunciator that is calls APR+B. “If you want to use FMS 2 (our IFD545, a GPSonly IFD550), the pilot leaves the switch in Auto.
“WHILE THE AIRPLANE THINKS IT IS FLYING AN ILS, THE ANNUNCIATION TELLS THE PILOTS THAT THE AVIONICS IS FLYING AN LPV APPROACH.” – DAN SCHWINN, Avidyne CEO
The newcomer is “presenting information they've never gotten before,” Schwinn said, so that information must be in a language “they are used to so they can do the right thing with it.” Just to make the challenge more interesting, Avidyne wanted to integrate the IFDs directly, without the need of a “third-party happy box,” Harper said, or requiring the owner to send the jet's legacy avionics units back to the manufacturer for modifications or updates. All the new capabilities are “all internal and don't affect the operation of the aircraft.” GLAS – the GPS Legacy Aviation System – is the key to teaching legacy avionics new tricks. This software protocol speaks the legacy languages in the Collins Pro Line 21 and the FGC-3000 Digital Flight Control System. GLAS also interfaces directly with the Honeywell legacy EFIS systems and Primus 1000, as well as Sperry SPX500-equipped aircraft. Counting the number of airplanes in which these systems are installed, “they represent more than 9,000 tails that are eligible for the upgrade,” said Dave Miner, Avidyne's general manager for business aviation. “Not being a software guy, I can say (GLAS) was an easy upgrade,” Miner said. “We just changed a bunch of ones and zeros. In reality, it wasn't complicated, but it was challenging, and it involved a lot of aircraft testing to earn the TSO that gives the software its pedigree.” Speaking the legacy system's language is just part of the challenge. Approved flight manual supplements
With the switch off, it is a single FMS airplane,” Miner said. The Cessna CitationJet 525/A is the launch airframe for Avidyne's IFD 5-series FMS navigator retrofit program. Following closely behind are STCs for the CJ1+, CJ2+, and CJ3. In addition to giving these jets new capabilities, it surmounts the economic hurdle, Harper added. In most cases, upgrading a preWAAS flight management system in a Part 25 business jet will set owners back six figures. Installing the IFD550/545-combination provides all of the WAAS functionality and then some with money left over. “Airplanes like the Cessna CJ never get synthetic vision unless you replace the flight deck, but the (return on investment) is not worth it,” Harper said. And with Part 25 airplanes, “you can only do what the airframe and
avionics OEMs say you can do. It is economics. Manufacturers are in the business of selling new airplanes and avionics.” In the process, “lots of times, you'll see orphaned flight decks.” With the IFD550 STC, legacies and orphans can again be a robust, NextGen system. Their capabilities include a hybrid-touch FMS, autopilot-coupled LPV approaches, synthetic vision of nearby terrain, obstacles, and traffic, electronic charts, and wireless connectivity that communicates with Avidyne's IFD100 iPad app as well as a number of third-party apps like ForeFlight. For ADS-B compliance, the option is a remote-mount dual Avidyne SkyTrax 322 or panel-mount SkyTrax 340 Mode S transponder. The jet's existing primary flight and multifunction screens display all the navigation, communication and GPS functions, including LPV and ILS functions. The IFD550's screen displays electronic approach charts, synthetic vision, flight plan data with or without maps, traffic, and ADS-B weather. Maps can also display realtime fuel totalization range rings. When considering a decade extension of a jet's operational service life in the NextGen environment, Miner said that owners always ask, “How long to get it done? Every installation is different, so the extremely generic answer is that most shops are accomplishing this in well under 200 hours of labor.”
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What’s
New
Thommen Aircraft Equipment Ltd.
Garmin
T H O M M E N A I R C R A F T E Q U I P M E N T LT D . announced that Xi'an Aircraft Company Commercial Aircraft Co. Ltd. selected the Stratomer nextgeneration digital aircraft clock for its MA700 twinengine medium-range turboprop airliner.
GARMIN received Federal Aviation Administration supple-mental type certification for the GFC 500 autopilot in additional models of the Piper PA28 and select models of the Piper PA-32. Intended for piston single-engine aircraft, the GFC 500 delivers superior in-flight characteristics, selfmonitoring capa-bilities and minimal maintenance needs when compared to older generation autopilot systems, according to Garmin.
According to Thommen, Stratomer is the company's latest multifunction onboard time management system, featuring a smart and modular design with extensive configurability to support numerous cockpit modernizations and forward-fit programs on fixed and rotary-wing aircraft. The MA700 will be manufactured at the XCAC plant in Xi'an, China, and is expected to make its first flight in 2020 and enter into serial production in 2022. Thommen is partnering with its exclusive Stratomer distributor for the MA700 program, East Wonder International Inc., and its Chinese branch for in-country sales, supply and support. For more information, visit thommen.aero.
Specific aircraft models now approved for the GFC 500 autopilot include the Piper PA-28 (models 201T, 236) and Piper PA-32 (models 260, 300). The GFC 500 autopilot integrates with the G5 electronic flight instrument or a combination of both the G5 and either a G3X Touch or G500 TXi flight display. For more information, visit garmin.com.
Aero Dynamix AERO DYNAMIX received Transport Canada Civil Aviation validation and STC No. SH19-42 for the night-vision compatible lighting modifications on the Bell 505 platform. "Earlier this year, ADI received FAA STC approval on the B505, and we continue to pursue and obtain foreign validations to support our customers' needs and demonstrate our team's expertise with their working knowledge of foreign regulatory agencies," said Tonka Hufford, ADI's chief operating officer. Aero Dynamix is located in Euless, Texas, and is a leader in NVG cockpit modifications as well as illuminated panel technology and manufacturing. For more information, visit aerodynamix.com.
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Citation VII Flight Deck Upgrade Enhances Safety and Extends Life of Aircraft
Mid-Canada Mod Center Completes First Canadian Installation of Universal Avionics
InSight™ Display System
Toronto, Canada/Tucson, Arizona USA – November 12, 2020 – Mid-Canada Mod Center (MC2) recently completed installation of a Universal Avionics (UA) InSight Display System on a Citation VII aircraft. This marks the first Canadian installation of Universal Avionics' integrated flight deck solution. “Repair costs for legacy avionics on an aircraft of this age are typically quite high and some of the systems are no longer supported,” said Bill Arsenault, president of Mid-Canada Mod Center. “The main goals here were to enhance safety through better situational awareness, and extend the usable life of the aircraft with a modern cockpit. This Citation VII had relatively few upgrade paths available, but having worked on older aircraft for many years, it was clear to us that the Universal Avionics InSight Display System would meet our client's goals. We are pleased to team-up with Universal Avionics on this project.” The work included an extensive flight deck upgrade, inflight connectivity, plus additional certification related to activities
to obtain Transport Canada approval of UA's FAA Supplemental Type Certificates (STC). MC2's sister division, Avionics Design Services (ADS) helped smooth the way for application submissions and developed an STC for a software upgrade. With this completed installation and certification, the InSight Display System is now a solution for all Citation VII aircraft with existing Honeywell and Collins Nav/Comm packages. Recognizing the Canadian milestone, Dror Yahav, UA CEO said, “We are pleased to have the opportunity to work with MC2 to certify our InSight Display System in the Canadian market. The excellent personal and technical relationships between our companies resulted, again, in a wonderful cockpit upgrade which brings state-of-the-art capabilities to the Citation VII aircraft.”
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More About the Cockpit Modifications & UA InSight Display System This modification, which also included in-flight connectivity, saw the client take advantage of the downtime related to the COVID-19 pandemic, and was completed in a short time frame. The new flight deck offers the operator: the ability to land at unfamiliar airports with confidence, simplified user control and input, and increased reliability with high component MTBF/MTBUR. The age of the aircraft was a key challenge in completing this modernization, but the UA InSight Display System offers a more integrated solution that interfaces with the existing Automatic Flight Control System which would be cost prohibitive to replace. Modifications included the UA 10.4” EFI-
1040 Displays, Touch EFIS Control Display Unit, Alphanumeric Keyboard and Reference Select Panel, Data Concentrator Unit II, Engine Interface Unit and Class A TAWS. The system offers LPV, ADS-B Out, and CPDLC / CPDLC DCL capabilities, plus a growth path to EFVS. Top features include embedded 3D SVS, advanced mapping, electronic charts, and the ability to customize displays for different phases of flight. Additionally, the FMS installation includes the UA FlexPerf™ Trip Performance option. This provides advanced fuel saving predictions for aircraft performance in Climb, Cruise and Descent phases of flight.
News for GA – AVIONICS Software Version 3.10 Available from August 2020
Garmin Announces TXi Flight Display Enhancements Garmin is pleased to announce G500 TXi and G600 TXi flight display enhancements that bring more capability to cockpit upgrades. Cirrus SR20/SR22 aircraft equipped with either legacy Avidyne flight displays or original flight instruments can now upgrade to the G500 TXi to display engine information.
Additional enhancements to the TXi flight display series include DFC90 autopilot compatibility, new multifunction display (MFD) layouts, the display of additional engine parameters and more. Also new, the Piper PA46500TP Malibu Meridian is compatible with the Engine Indication System (EIS) on the G500 TXi/G600 TXi flight display.
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Cirrus SR20 / SR22 TXi EIS Display Options Cirrus aircraft equipped with legacy Avidyne flight displays can now easily upgrade to the G500 TXi to receive modern features and display capabilities, including the display of engine indications. Engine information such as percent power, turbocharged engine information, as well as support for electrical gauges displaying up to six parameters are all now available.
GFC 500 Autopilot for the SR20/SR22 and Avidyne DFC90 Autopilot Compatibility The Garmin GFC™ 500 is expected to be available as an option for Cirrus SR22 aircraft models in Q4 2020, which will include features such as Garmin's Electronic Stability and Protection (ESP™), descent vertical navigation (VNAV) and more. Additionally, the G500 TXi and G600 TXi systems are also compatible with Avidyne DFC90 autopilot in Cirrus SR22 aircraft models. When interfaced to an existing DFC90, TXi supports mode annunciation and full bug synchronization on the PFD. For added redundancy in aircraft equipped with dual AHRS, the DFC90 can utilize both sources of AHRS data. In the unlikely event of an AHRS failure, pilots have the option of selecting which AHRS source to use, allowing the autopilot to remain fully functional. In order to utilize the TXi with the DFC90, a feature enablement is required.
New Display Layouts and Additional Features The 10.6-inch TXi flight displays now feature an MFD/EIS layout, showing EIS data in a single strip on either side of the flight display that occupies 20% of the display. For example, pilots have the option of displaying moving map information on the remaining 80% of the flight display, or pilots can split it into two
windows (40%/40%) to show the moving map alongside an approach chart or other display option.
Turbine Aircraft EIS The Piper PA46-500TP is the latest addition to a growing list of turbine aircraft that are capable of interfacing with the TXi system to display EIS information. Pratt & Whitney PT6A turboprop engine display compatibility is currently available for several popular aircraft models, including the Cessna 208/208B, Daher TBM 700/TBM 850 and the Piper PA46310P/350P JetPROP. The Piper PA46-500TP is compatible with the G500 TXi/ G600 TXi and can display EIS information alongside PFD/MFD information on a single display. Features of the EIS system for turbine aircraft include engine timers, exceedance recordings, dynamic engine indications, as well as wireless data logging that combine to improve engine efficiency and reduce maintenance costs.
Additional features of the latest TXi upgrade include: ! When the G500 TXi/G600 TXi is paired with the GTN/GTN Xi series and the GFC 500 autopilot, the system performs automatic GPS-to-LOC switching.
! Percent power can be viewed on the TXi displays for singleengine and twin piston, as well as turboprop aircraft.
! Fuel quantity display compatibility has been expanded to include aircraft that have up to six fuel tanks.
! Select twin Cessna aircraft with four fuel tanks are now capable of displaying fuel quantity on the G500 TXi/G600 TXi.
! Fuel imbalance caution and alert advisory messages can be configured by a Garmin dealer during installation.
! The TXi displays are now approved for interface with CiES fuel sensors.
! A new vacuum gauge option supports aircraft that maintain a vacuumdriven standby instrument and systems.
! TXi EIS bar gauges can be configured to display a digital value for all piston aircraft with a 10.6-inch TXi flight display.
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G1000 NXi Upgrade Available for Embraer Phenom 300 Kits Available for Order Now Garmin is pleased to announce that it has expanded its G1000 NXi upgrades for business jets. G1000 NXi integrated flight deck, successor to the popular G1000 flight deck, is now available for the Embraer Phenom 300 business jets equipped with the Prodigy Flight Deck. Features The G1000 NXi flight deck offers aircraft owners and operators an array of modern features, including wireless connectivity, SurfaceWatch™ runway monitoring technology, visual approach guidance, HSI map, and more. The displays and controller also preserve the same footprint and connectors so time to complete the G1000 NXi upgrade is minimized. A wealth of modern integrated flight deck features and benefits accompany the G1000 NXi upgrade in the Phenom 300. In addition to a new, faster processor and sharper display, wireless connectivity is available as standard with the Flight Stream 510. The Flight Stream 510 provides Connext® technology, enabling the wireless transfer of aviation databases from the Garmin Pilot™ app on a mobile device to the G1000 NXi. Additional wireless capabilities include two-way flight plan transfer, GPS information, back-up attitude information and more between the G1000 NXi and the Garmin Pilot, FltPlan Go and ForeFlight Mobile applications.
Upgrade Options Optional upgrades make the most out of the G1000 NXi upgrade. The GWX™ 75 weather radar incorporates exceptional range and a high-definition color palette that features four-times more color contouring than typically displayed by other weather radars on the market.
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Upgrading the existing audio panels adds rich “home theater” quality sound and wireless Bluetooth® audio connectivity. The GMA™ 1360D audio panels provide 3D Audio processing, which helps the pilots “locate” inputs coming into their headsets. Bluetooth® connectivity enables easy access to phone calls and audio entertainment. The G1000 NXi upgrade for the Phenom 300 is available immediately through the Garmin dealer network and Embraer service centers. The upgraded components of the G1000 NXi also come with a two-year warranty, supported by the Garmin awardwinning product support team. Both the P100 and P300 NXi upgrades have now received FAA Approval, with EASA approval pending. Kits are available for order now.
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G1000 NXi Upgrade Available for Piper PA-46-500TP Meridian Kits Shipment started in mid-September 2020 Garmin is pleased to announce that the G1000 NXi integrated flight deck, successor to the ever-popular G1000® flight deck, is approved for the Piper PA-46-500TP Meridian. Boasting a modernized flight display design with significant performance enhancements, G1000 NXi incorporates innovative capabilities into a state-of-the-art avionics platform. This G1000 NXi upgrade provides standard features such as SurfaceWatch™ technology, Visual Approaches, geographical map overlay within the HSI, wireless cockpit connectivity, and more.
! Flight Stream 510 and Connext® Technology – enables
G1000 NXi Features for Piper Meridian
! Split-screen Functionality – allows pilots to view flight plans,
In addition to state-of-the-art processors for faster map rendering and smoother panning, and LED back-lighting for increased display brightness and clarity, the G1000 NXi upgrade provides a comprehensive feature set and includes new and advanced capabilities.
! SurfaceWatch Runway Monitoring Technology – provides visual and aural cues to help prevent pilots from taking off or landing on a taxiway, on a runway that is too short, or on the wrong runway, based on performance data entered during preflight.
! FIS-B Weather and Traffic Included – with the GTX™ 345R Transponder required with this upgrade, the G1000 NXi system supports the display of various ADS-B "In" benefits.
! Visual Approaches – offers pilots enhanced guidance in visual flight conditions based on a three-degree glideslope from the threshold of the runway. Pilots can set customized minimums, select vectors, or straight-in for the final approach intercept and fly a Visual Approach coupled with the autopilot.
! Geographical Map Overlay with the HSI – supports the display of NEXRAD, FIS-B weather, weather radar, SafeTaxi® airport diagrams, traffic, terrain, and more.
Database Concierge (the wireless transfer of aviation databases from the Garmin Pilot™ app on a mobile device) to the G1000 NXi. Flight Stream 510 also supports two-way flight plan transfer, the sharing of traffic, weather, GPS information, back-up attitude information and more. charts, and more simultaneously.
! European Visual Reporting Points – standard within the navigation database, pilots can optionally overlay VRPs on the moving map.
! Charts – displays sectional charts, as well as IFR low/high enroute charts on the MFD.
! Smart Airspace – highlights the airspace nearest the aircraft's current altitude and de-emphasizes non-pertinent airspace.
! COM Frequencies – frequencies are decoded and displayed on the PFD for easier interpretation.
! Decoded TAFs – Terminal Aerodrome Forecasts can be viewed on the MFD.
! Advanced Audio – an optional audio panel upgrade offers advanced features such as 3D Audio, auto squelch, and Bluetooth® connectivity.
Transponder Requirements The G1000 NXi Upgrade for the Piper Meridian requires a GTX 345R transponder be installed in the No. 1 transponder position, in conjunction with the G1000 NXi. Current installations of GTX 345R transponders in the Piper Meridian will be approved for use with the G1000 NXi Upgrade, but if a GTX 345 is not present in the aircraft, a transponder from the chart below will be required.
AVIONICS | PRODUCTS
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Drabpol Avionics – an authorized dealer of the world's leading manufacturers of avionics in Poland.
Drabpol Avionics means:
! Professional warranty and post-warranty
! Guarantee of high quality services (Certi-
! Qualified and constantly trained technical
ficates: PART 145, PART 21, AQAP 21102006; ISO 9001-2009); ! Services offered in the territory of Poland; ! The use of modern control and measu-
rement instruments;
service; staff; ! Civil Aviation Liability Insurance in the
amount of $.1,000,000.00;
Scope of activities:
! Direct contact with manufacturers;
! Warranty service;
! Certainty of using original spare parts;
! Post-warranty service;
! Fast delivery of products on request;
! Laboratory tests, calibrations and repairs of
devices removed from AIRCRAFT.
EPMO Lotnisko Modlin - Hangar nr 1 05-102 Nowy Dwór Mazowiecki, ul. Gen. Thommee 1a tel/fax: (0048) (22) 467 11 90 e-mail: lcsmodlin@drabpol.pl www.drabpol.pl