Avionics News April 2019 - 48

EXISTING IN A VACUUM?
Continued from page 47

This approach lets the operator set the budget and timing
for reaching the desired level of advanced technology.
Splitting the tools allows an operator to focus on the
degree of glass instruments desired. As long as the aircraft's
electrical system can handle the load with the new electronic
flight instruments, the existing generator or alternator should
suffice.
As the Federal Aviation Administration and many shops
recommend, however, going all-in on an all-glass panel
portends the need to increase the redundancy and reliability
of the aircraft's' electrical system, as it becomes the sole
power source for driving that newly converted all-glass
panel.
Several options exist to up the redundancy level of the
electrical system.
Similarly, moving toward glass instruments presents
multiple choices. Consider these options for taking that first,
albeit partial, step toward freedom from air-moving pumps
and spinning-mass gyroscopic instruments.
First steps for a VFR panel
Several avionics makers offer a VFR-oriented component
or two that gives the operator the option of taking that first
step into modern glass instruments. Examples start between
$2,500 and $5,000 - about the cost of a new electric
attitude indicator and up.
For example, Aspen Avionics offers two VFR solutions:
Its flagship line Evolution 1000 VFR primary flight display;
and the company's E5 Dual EFI. Either of these solutions
cost about $5,000, plus installation costs.
The Evolution E5 Dual Electronic Flight Instrument
makes the transition from old-style vacuum gauges to a
glass cockpit solution an easy and more affordable decision
for owners of single and twin-engine general aviation
aircraft under 6,000 pounds.
Designed as a drop-in non-TSO STC replacement for
traditional mechanical vacuum instruments for the attitude
indicator and directional gyro, the Evolution E5 Dual EFI
improves situational awareness and safety by integrating
attitude information with altitude, airspeed, vertical speed
and a CDI, along with autopilot integration and built-in
air-data computer for GPSS steering, into a single, vibrant
display unit. Standby batteries are standard on Aspen's
models.
The same can be said for the Evolution 1000. Aspen's
engineers designed both models to replace traditional
mechanical primary flight instruments. Both install easily in
existing six-pack panel holes, without adding heavy remote
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avionics news

april

2019

boxes and wiring, and both models can be extensively
upgraded.
Another example comes from Garmin and its instrumentstandard-size G5 EFIS, available in several permutations.
Garmin aimed the EFIS-only package at the light-sport
and experimental segments at about $1,300.
Another approach involves selecting an EFIS option
TSO'd and approved for instrument flight. This route doesn't
necessarily mean going all glass, but covering all the six-pack
needs with glass, approved and legal for use in instrument
meteorological conditions and retaining the analog instruments
necessary to meet FAA approval for redundancy.
If retaining an air-driven spinning-mass gyro to meet those
redundancy needs, a suitable air pump will still be required.
Not so if the gyro runs on the aircraft's electrical system.
Paths exist to meet the redundancy needs electronically,
as well as with analog instruments, and there are some
advantages to that approach.
Going glass all-in: abundant options
If shedding an analog-driving air pump is the goal, the
avionics makers have no shortage of solutions, including
those with options to provide the standby electrical power
necessary for safety, common sense and regulation.
From Aspen to BendixKing, Dynon's new certified line of
glass components to Garmin and beyond, options abound to
make the conversion to glass from analog. Depending on the
system selected, the operator may need to opt for electrical
instruments to meet FAA standby requirements to snag the
opportunity to ditch an air pump.
And that vacant mounting stand can be an easy choice for
installing a standby alternator to add depth to the aircraft's
electrical system.
Aspen Avionics offers an extensive line of dedicated PFD
and MFD models, all designed to fit into a vertical pair of
instrument-panel openings of a standard six-pack stack. This
design feature reduces installation time and costs, while
allowing the operator the option of progressive upgrades
using one, two or three interconnected Evolution 1000 units.
With all the best features available and field upgrades, new
features and autopilot interfaces, Aspen's lineup offers some
of the most-competitive solutions in the industry.
BendixKing's AeroVue Touch covers a lot of territory with
its features package and separate control panel.
BendixKing bills the AeroVue Touch as the lowest-cost
display available, one approved for 353 aircraft types. The
AeroVue Touch provides a powerful features set controlled
through an intuitive touchscreen with among the highest
screen resolution levels available today.
The system delivers improved safety by consolidating all
essential flight information onto one screen and reduces pilot

Avionics News April 2019

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