The company has developed a system that is based on the Apple Vision Pro AR system. The high-fidelity imagery of aircraft flight decks allows trainees to manipulate all the controls and view the instruments and status indicators in real time as they do so.

The system won’t replace full-on flight training device hours, but it will allow trainees to master homework tasks.

“The Apple Vision Pro App developed by CAE will allow pilots to familiarize themselves with the flight deck, practice critical procedures and develop muscle memory for key functions from anywhere,” Emmanuel Levitte, CAE’s chief technology and product officer, said in a statement. 

The company has fully developed the app for the Bombardier Global 7500 but says it can be adapted to any aircraft.

AVweb’s Russ Niles took the goggles for a spin and said the system is startlingly realistic.

“The fidelity and the virtual manipulation of the controls is hard to describe until you’ve done it,” Niles said. “With some practice, a trainee could be confidently running procedures and dealing with emergencies in a realistic way without leaving the couch. The prospects for this kind of training device are significant.”

Niles spoke with CAE’s Director of Incubation Eric Fortin, who developed the system, about its possibilities.

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

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At the National Business Aviation Administration-Business Aviation Convention and Exhibition (NBAA-BACE) in Las Vegas, FAA Administrator Mike Whitaker signed the SFAR, which contains initial operational rules and pilot training requirements for powered-lift aircraft and will remain in effect for 10 years.

“It’s here today,” Whitaker told NBAA-BACE attendees Tuesday morning. “It is now a final rule.”

The FAA called the SFAR the “final piece in the puzzle” for introducing powered-lift aircraft, which could begin flying passengers, cargo, and even ambulance services in rural and urban areas as soon as next year.

The category is a relatively new, special class of aircraft covering designs that take off vertically like a helicopter but cruise on fixed wings like an airplane. To be considered powered-lift, the aircraft must generate lift primarily from its engines—which can be electric, hydrogen, or hybrid-powered—while relying on rigid components, usually wings, for horizontal flight. They will become the first new category of civil aircraft since helicopters were introduced in the 1940s.

The FAA sometimes refers to these as vertical takeoff and landing (VTOL) or advanced air mobility (AAM) aircraft, the latter term covering new aircraft technology more broadly.

For years, the agency communicated to the aviation industry that there would be a pathway for powered-lift designs—such as electric air taxis being developed by Joby Aviation, Archer Aviation, and others—to be certified as Part 23 normal category aircraft.

But the regulator unexpectedly reversed course in 2022, determining instead that they would be certified as Part 21 special class aircraft. That kicked off a yearslong effort to develop an entirely new set of rules for powered-lift pilot training, operations, maintenance, and more.

The FAA last year released a proposal addressing several of those areas. It was panned by a collective of industry groups, however, who argued that the proposed pilot training requirements were too strict. They also clamored for performance-based operational rules—drawing from aircraft and rotorcraft guidelines as appropriate—rather than the creation of a new powered-lift operational category, as the FAA proposed.

FAA and Department of Transportation officials have promised to address the industry’s concerns. According to Whitaker, the SFAR does exactly that.

“For the last 80 years, we’ve had two types [of aircraft], rotor and fixed wing,” he said. “We now have a third type…and this rule will create an operating environment so these companies can figure out how to train pilots. They can figure out how to operate.”

The SFAR applies helicopter rules to certain phases of powered-lift flight, regardless of whether the aircraft is operating like a helicopter or an airplane. But in response to the industry’s feedback, it uses performance-based rules for certain operations, applying airplane, rotorcraft, or helicopter rules as appropriate.

For example, powered-lift aircraft can use helicopter minimums for VFR and IFR fuel requirements and minimum safe altitudes when they are capable of performing a vertical landing at any point along the route, as a helicopter is. This will allow manufacturers to get around the issue of low battery energy density, for example, by lowering the fuel reserve requirement.

“The rulemaking approach now is to really focus on performance and making sure you can prove that you can operate safely, or you can meet certain performance metrics, rather than being prescriptive and telling you exactly how to do it,” Whitaker said. “So we’re trying to create a larger envelope to have different means of compliance for some of the requirements and the rules.”

The approach mirrors the European Union Aviation Safety Agency’s (EASA) special class for VTOL (SC-VTOL) rules, which base operational guidelines on situational factors—like reserve fuel levels—instead of aircraft design. It’s a change that will be welcomed by manufacturers, who can now design aircraft for a wide range of operations rather than those defined by a narrow powered-lift category.

“We need to have the flexibility to allow these businesses to succeed, do so safely, and adjust our approach as we go along,” Whitaker said.

The other major difference between the SFAR and the FAA’s initial proposal is the creation of a pathway to train powered-lift pilots with a single set of flight controls. Some programs will still require dual controls. But throwover controls and simulator training will be acceptable substitutes. The change is a big one, as many powered-lift manufacturers designed their aircraft—including trainers—with single controls.

“Some pilot training can happen in the normal way that it’s always happened, with an instructor that has a set of controls and a student that has a set of controls,” Whitaker said. “But sometimes it’s a single set of controls that are accessible to an instructor, so we have rules that allow for that type of operation. And sometimes they have other configurations. So there again, we put in performance metrics to make sure that the companies can train instructors, and the instructors can train pilots.”

Last year, the FAA released a blueprint intended to serve as a framework for policymakers, describing a “crawl-walk-fly” approach to integrate powered-lift designs alongside conventional aircraft. The agency predicts they will initially use existing helicopter routes and infrastructure, and pilots will communicate with air traffic control as needed.

But Whitaker on Tuesday said the FAA will continue developing a new ecosystem for powered-lift aircraft. Critical to its blueprint is the construction of vertiports: vertical takeoff and landing sites equipped with electric chargers and other powered-lift infrastructure.

“The blueprint that we put in place 16 months ago for introducing this technology includes vertiports, and we’ll continue to work on that issue,” Whitaker said.

Plenty more work must be done in order for powered-lift designs to take to the skies at scale. But the SFAR gives the industry a practical pathway to begin flying.

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At the National Business Aviation Association-Business Aviation Convention & Exhibition (NBAA-BACE) in Las Vegas, Supernal said it will work with FBO network Clay Lacy Aviation to prepare the latter’s sites for eVTOL air taxis. Separately, the manufacturer signed a deal with Blade Urban Air Mobility with an eye toward refining and creating hypothetical routes for its flagship design.

Supernal’s SA-2, unveiled in January, is designed for a pilot to fly as many as four passengers in urban areas such as Miami or Los Angeles, the firm’s planned launch markets. Taking off vertically like a helicopter but cruising on fixed wings, it will have an initial range of about 60 sm (52 nm) and cruise at 120 mph (104 knots) at around 1,500 feet agl. The aircraft’s zero-emission and low-noise operation is another key selling point.

At NBAA-BACE from Tuesday to Thursday, Supernal will take attendees into a virtual reality space at Henderson Executive Airport (KHND) to give them an idea of the flying experience both for pilots and passengers.

The manufacturer at the event also announced a collaboration with Clay Lacy Aviation, its first official FBO partner, that will prepare the firm’s locations for eVTOL aircraft.

The strategy of working with FBOs to electrify their terminals is not uncommon in the nascent eVTOL space. Clay Lacy—the lone FBO accredited by the NBAA as a Sustainable Flight Department for its use of environmentally friendly infrastructure—is also installing infrastructure for eVTOL manufacturers Joby Aviation and Overair, for example.

Joby, Archer Aviation, Beta Technologies, and Lilium have similar arrangements with Atlantic Aviation. Archer and Beta are further working with another FBO network, Signature Aviation.

“Availability of infrastructure will be critical to scaling the AAM industry, and this partnership is the latest step in ensuring the ecosystem is thoughtfully designed for future commercial eVTOL operators,” said Diana Cooper, chief partnerships and policy officer for Supernal.

The manufacturer’s five-year agreement with Clay Lacy Aviation will focus on how to integrate eVTOL into existing airport operations, namely by devising standards and procedures for ground handling, battery management, and maintenance, repair, and overhaul (MRO). Supernal will further assist Clay Lacy Aviation with the installation of power and charging systems.

The partners will initially focus on the FBO network’s sites at Orange County Airport (KSNA) and Van Nuys Airport (KVNY) in Southern California, where Supernal plans to launch near the end of the decade. Later on, they will take what they have learned from those locations to prepare Clay Lacy Aviation’s broader network.

“Supernal and Clay Lacy share strong commitments to sustainable aviation, safe and efficient operations and a superior passenger experience that benefits the communities we serve,” said Scott Cutshall, president of real estate and sustainability for Clay Lacy Aviation.

Cutshall and Cooper on Wednesday will discuss how FBOs more broadly can prepare for electric air taxis on a NBAA-BACE panel that also includes representatives from Joby, Beta, and the North Carolina Department of Transportation.

Separately, Supernal announced a three-year partnership with Blade, an operator of primarily helicopters that offers private, on-demand flights in New York City and a few other markets.

The partners will create hypothetical New York City routes to plan for air taxi, organ transplant transport, and other future eVTOL services. They will also look for “advantageous commercial arrangements in geographies of mutual interest”—such as a network in Southern California that combines Supernal’s eVTOL and Blade’s air charter broker platform.

“Our goal is to make aviation more accessible by preparing to adopt eVTOL aircraft,” said Melissa Tomkiel, president and general counsel of Blade. “In combining Blade’s expertise with Supernal’s forward-thinking innovations, this partnership is poised to accelerate AAM development and enable quiet, safe, and emission-free transportation.”

Supernal will help guide Blade’s plans to launch an AAM offering with technical and operational support. Blade in return will provide feedback on Supernal’s aircraft design, safety, passenger comfort, and potential to operate across multiple markets.

“It is critical we collaborate with experienced commercial partners like Blade to ensure our eVTOL’s cabin features align with passenger expectations for comfort, safety and efficiency in the next generation of inter-city mobility,” said David Rottblatt, senior director of strategy and commercialization at Supernal.

A Supernal-Blade network could fly passengers and cargo between Blade terminals at heliports and airports. At NBAA-BACE, for example, Blade is offering private helicopter flights between Henderson Executive Airport and the Las Vegas Convention Center, providing a glimpse of what a Supernal eVTOL route may look like.

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The forecast also predicts demand for 8,500 new business aircraft worth $280 billion during that period, up a little from earlier forecasts and prompting some manufacturers to ramp up production. At the same time, customer demand has leveled off, suggesting a more balanced market is taking hold, according to the survey, which was released Sunday in Las Vegas on the eve of the big show.

“The business aviation industry is in a prolonged period of healthy growth, and we don’t see that positive trend changing any time soon,” said Heath Patrick, president, Americas Aftermarket, Honeywell Aerospace Technologies. “Business aviation continues to see more users and, as a result, manufacturers are ramping up production to keep pace with growing demand, a trend we expect to continue for the foreseeable future.”

Demand for large business jets continues to dominate the market. More than two-thirds of that $280 billion will be spent on the latest long-range wonders. But those of more modest means remain bullish on their smaller aircraft as important business tools.

“More than 90 percent of those surveyed expect to fly more or about the same in 2025 than in 2024,” Honeywell said.

NBAA-BACE formally kicks off on Tuesday at the Las Vegas Convention Center.

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

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The annual event, held at the Las Vegas Convention Center and nearby Henderson Executive Airport (KHND), will include an Emerging Tech Pavilion showcasing a who’s who of advanced air mobility (AAM) companies developing technology that has the potential to shape aviation’s future.

The initial list, which the NBAA said will be expanded, comprises electric VTOL (eVTOL) air taxi firm Joby Aviation, eVTOL jet manufacturer Lilium, and hybrid-electric ultra short aircraft developer Electra. Also in attendance will be a collection of “key leaders in government and industry,” though the organization did not specify who.

“More than ever, this year’s NBAA-BACE will gather the innovations that are redefining what’s possible in aviation and revolutionizing on-demand air mobility, with the Emerging Tech Pavilion offering participants an up-close look at a host of AAM concepts,” the NBAA said.

Within the AAM space, Joby is well known for being one of the handful of firms already working closely with the FAA on type certification.

The company is building a fully electric air taxi designed for a pilot to fly as many as four passengers on trips up to 100 sm (87 nm), cruising at 200 mph (174 knots), though it is optimized for intracity routes under 50 sm (43 nm). Unlike competitors such as Archer Aviation, it will operate the aircraft itself rather than selling it to airlines, though it does have a partnership with Delta Air Lines.

Among eVTOL manufacturers, Joby is arguably the closest to achieving type certification, having already begun flight testing with a production prototype. It’s also developing a liquid hydrogen-powered air taxi that could accommodate longer routes—like those Lilium intends to fly.

The German manufacturer is behind the seven-seat Lilium Jet, an all-electric model that relies on small electric fans embedded in its wings for lift. The atypical design is expected to fly slightly farther (about 95 nm) but slower (134 knots) than Joby’s air taxi, connecting cities rather than flying within them.

The aircraft, which is being marketed for business aviation among other use cases, was first displayed at the European Aviation Business Convention and Exhibition (EBACE) in Geneva this past May. It’s unclear whether it will be showcased in Las Vegas—Lilium told FLYING it is still finalizing its plans for NBAA-BACE.

Electra, though, told FLYING it will bring a model of its nine-passenger, ultra short aircraft to the show.

The hybrid-electric design employs a unique propulsion system called blown lift, which guides air flows over the aircraft’s wing and into large flaps and ailerons. These control surfaces direct the flows downward to amplify lift, allowing the vehicle to get airborne at what Electra describes as neighborhood driving speeds. As a result, it needs just 150 feet of runway to take off and land.

With a projected range of 500 nm and cruise speed of 175 knots, the model could be deployed for regional transport. In its announcement, though, the NBAA noted it could also serve direct aviation.

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The digital platform gives customers easier access to parts and allows them to manage the procurement process from beginning to end. The system’s procurement portal is powered by the company’s JSSI Parts & Leasing operation, which supplies parts across all makes and models.

“JSSI has become the trusted one-stop source in the industry for hard-to-find material and lease engines, and our inventory position has tripled in the last two years. PartsHub unlocks the power of JSSI Parts & Leasing online,” said Ben Hockenberg, JSSI’s chief operating officer. “We set out to build something unique, not only to digitize the parts buying experience but to enhance it for our clients.”

Among the platform’s key features are direct access to more than 100,000 parts, relevant documentation and certifications, and “buy-it-now” pricing for instant purchase of high-turn parts. The system also provides comprehensive parts information, including aircraft applicability, alternates, and reliability data.

“As JSSI continues on its transformational journey through its use of technology and data-powered products, we challenged ourselves and our partners to design, develop and deliver a [business-to-company]-like intuitive user experience, built on a best-in-class ecommerce platform, which seamlessly connects to a fully API-enabled, cloud-based inventory and order management system,” said Serdar Yorgancigil, JSSI’s chief information officer.

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The new display will feature a larger, redesigned chalet that will permit customers and guests to stay informed about the latest Dessault news and meet with sales, customer support, and MRO network representatives in the same place. The French company’s best-selling Falcon 2000LXS twin and Falcon 8X ultralong-range trijet will be part of the static display.

• READ MORE: Dassault’s FalconWays Uses Route Optimization to Target Carbon Emissions

The 2000LXS has a widebody cabin designed to accommodate as many as 10 passengers comfortably. The aircraft can cover a range of 4,000 nm and is known for its short-field performance. Its “combination of comfort and economical, go-anywhere performance” has helped Dassault sell nearly 700 aircraft to date, the company said.

The Falcon 8X has a 6,450 nm range and recently received an upgrade to the EASy IV flight deck from Honeywell that provides improved capability and safety features. The 8X was also approved for Dassault’s advanced, dual heads-up display, which improves situational awareness and allows both pilots to share the same view. The HUD feature is also available as a retrofit for operational 8X aircraft.

• READ MORE: SAF To Be Available at NBAA-BACE 2023

Dassault will also display a full-scale flight deck and cabin mock-up of the new ultralong-range, ultra-widebody Falcon 10X twin in development. The 10X will be powered by Rolls-Royce Pearl 10X engines capable of running on 100 percent sustainable aviation fuel. Dassault said the 10X will be the largest purpose-built business jet on the market and will have a range of 7,500 nm.

People attending the show will also be able to try a new Dassault flight app called FalconWays, which uses wind data from around the world to help pilots plan routes that save fuel and time while lowering emissions. The company said it will roll out the app on the new Falcon 6X twin when it enters service.

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In addition, Atlantic Aviation will be making SAF available at its California facilities in Los Angeles (KLAX), Long Beach (KLGB), and Stockton (KSCK) through a book-and-claim process  on the company’s SAF Marketplace.

How It Works

Book and claim is a transactional process that gives customers the option to buy or “claim” SAF gallons not available locally but consumed elsewhere—this is the “book” part of the transaction.

When the customer purchases the SAF gallons, they receive credit for the environmental impact of the renewable fuel dispensed as a drop-in fuel elsewhere in the world—this is the “claim” part of the transaction.

According to Atlantic Aviation, using this method reduces the environmental impact of trucking SAF from refineries. The company’s SAF Marketplace enables accounting and verification of claimed SAF purchases that provides customers with emissions reduction receipts as their gallons are dispensed. These receipts summarize key sustainability information and include chain-of-custody documentation with traceability from fuel production to delivery at an Atlantic FBO.

“We are extremely mindful of business aviation’s responsibility to combat climate change and work toward a cleaner environment,” said Brian Corbett, chief commercial and sustainability officer at Atlantic Aviation. “SAF is jet fuel, and currently it is the most meaningful way to make an impact on aviation emissions. Atlantic is committed to doing our part to drive change with simple and reliable advancements across our network.”

Atlantic Aviation’s commitment to sustainability goes beyond SAF availability at nine of its locations. The company is also engaged in ongoing electrification of its ramp vehicles and has solar panels mounted on the hangar roof in Long Beach. In addition, Atlantic is actively using so-called “green building” techniques for hangar construction known as Leadership in Energy and Environment Design (LEED) that results in more energy-efficient operations.

Atlantic Aviation will be exhibiting at NBAA-BACE in the North Hall, booth N6216.

For more information, visit atlanticaviation.com

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Garmin GI 275/Dassault Falcon 7X

Garmin’s GI 275 can now replace the original secondary flight display in the Falcon 7X and be configured to serve as an attitude-direction indicator with synthetic vision technology. When Garmin introduced the GI 275 in January 2020, it seemed the powerful little round dial with all of Garmin’s software stuffed inside was positioned to corner the general aviation avionics market. If you’ve seen or used it, you know it.

The 3.125-inch, panel-mount digital gauge can do the work of four separate analog instruments, with pilots having the option to choose the configuration they want. So, with the ability to display primary flight and engine information, matched with FAA approval for installation in more than 1,000 single-engine and multiengine business and general aircraft models, owners could give their panels a facelift and keep some of those old birds flying a little bit longer.

In the case of the Falcon 7X, Garmin said 300 aircraft across the global Falcon fleet were eligible to add the GI 275. Either way, this recent addition shows just how capable the instrument is, if it can serve both weekend warriors doing breakfast runs in, say, a 1983 Piper Turbo Arrow IV—as I’ve seen—to now Falcon jet drivers, possibly taking the boss into Teterboro for a critical meeting.

Is that a coincidence? Not really. Jim Alpiser, who leads the aftermarket sales team for Garmin’s aviation segment, shared with FLYING that Garmin has in mind all the use cases, from big airplanes to small, when it designs and rolls out versatile products like the GI 275. “The person installing it in a Bonanza or a Mooney should feel amazing because that same technology is also inside a Falcon aircraft now,” he said.

It doesn’t mean some larger screen products, such as the G1000, will lose their place in the market. Instead, Alpiser uses the analogy of the suite of Apple products that share similar basic capabilities regardless of screen sizes. In this case, it’s more about what’s visually appealing to the pilots, and, like the Falcon 7X application, it could even augment the larger displays.

Garmin G5000/Cessna Citation Excel

In addition to the announcement on the GI 275, Garmin also said it was working with European regulators to gain permission for EASA-certificated operators to install the G5000 integrated avionics suite on the Cessna Citation Excel and Citation XLS. Since Garmin launched the Cessna Citation Excel and Citation XLS G5000 modernization program three years ago, more than 100 Excel and XLS aircraft have added the avionics package, and now European operators will benefit once the integration is approved. The three landscape-oriented displays give pilots added situational awareness and additional capabilities.

Finally, Piper Aircraft, which also exhibited at the conference, shared an update to say that the touchscreen Garmin G3000 and the software innovation for that avionics suite featured in Piper’s flagship M600/SLS was a big boost for safety. Some of the latest G3000 upgrades in the M600/SLS include enhancements to the synthetic vision system, weather radar, navigation, flight planning, checklists, and SafeTaxi. Though the G3000 isn’t available commercially for retrofits, Piper’s confirmation is a testament to the role of advanced avionics in improving both the lifetime and ease of operation for these airplanes.

Even the new HondaJet Elite II, which the OEM announced that same week, boasted the updated G3000 would be equipped with autothrottles. To that end, the new model would have Garmin’s emergency system, Autoland, as a standard feature when it ships. 

It speaks to the bigger trend at play. When the Aircraft Electronics Association shared its six-month Avionics Market Report in August, it said owners and operators spent more than $615 million on retrofits, including flight deck upgrades and other electronics, antennas, and so forth. That represented more than 45 percent of all the avionic sales it recorded, compiled with data from more than 1,300 member companies.

That means aircraft owners and operators are finding new ways to stretch the lifetime of their aircraft by tapping into these avionics upgrades. That’s easier to do than airframe or powerplant upgrades, since those technologies progress much slower and suffer from more restrictions.

As Alpiser explained, “avionics upgrade technology has accelerated over the recent decades. In regards to the GI 275, it embodies that spirit because it packs many capabilities into a smaller space.”

Moreover, pilots now have an added layer of safety that comes from the reduced workload Alpiser says these upgrades offer. “Adding safety to the cockpit is a huge driver of upgrades and modernization. Adding safety-enhancing technology, like synthetic vision or additional data fields, can help make you a better pilot.”

Atlas, From Avidyne

Other legacy jet platforms are also being rejuvenated through avionic offerings from Avidyne. During NBAA-BACE, Avidyne shared that Learjet 55C owners and operators could now add Avidyne’s dual Atlas flight management system retrofit upgrade. The upgrade provides them with fully-coupled GPS approach capabilities, including LPV, LP, LNAV/VNAV, and LNAV-only, while not needing to make expensive EFIS86-L system replacements.

So, not only does it extend the useful life of these time-tested jets, but for operators, their world just got bigger.

“A lot of these airplanes are perfectly good airplanes,” Tom Harper, Avidyne’s marketing director ,tells FLYING. “With LPV, you’re opening up so many more runways, since that’ll allow you to get into airports that don’t have an ILS. Or, in some cases, they only have an ILS on one runway, and the winds aren’t favorable. So, the upgrade just gives you more options to complete the mission.”

In terms of use, each Atlas flight management system boasts a QWERTY-style keyboard with touchscreen capabilities so pilots can flight plan and view maps to their liking. They are also equipped with integrated wireless connectivity that links them to iPads to complement third-party flight planning apps.

Regarding the layout, Harper said the Learjet upgrade requires reconfiguring the center pedestal to make a more pilot-friendly interface by bringing EFIS mode select controls and FMS units forward.

Harper added that the upgrade to the Lear 55C is just an indication of things to come. Avidyne will look to breathe new life into other “old birds,” including others in the Learjet family, Dassault Falcons, Cessna Citations, Beechcraft King Airs, the IAI Westwind, and the Piaggio P.180 Avanti.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

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Supply Chain and Spare Parts Challenges

Ron Draper, CEO of leading industry in general aviation aircraft manufacturer, Textron (NYSE: TXT), spoke with BusinessAir TV in their Cessna Citation Longitude at NBAA-BACE 2022 in Orlando. Draper discusses multiple developments in the aviation industry, regarding supply chain and spare parts as well as the new Cessna Sky Courier and Beechcraft Denali product lines. 

READ MORE: Textron Delivers First Cessna SkyCourier to FedEx Express

To see more content like this, tune in to BusinessAir TV, broadcasting LIVE on Thursdays at 12:30 PM ET. BusinessAir TV brings you the latest events along with the top thinkers, innovators, CEOs, OEMs, suppliers, regulators and operators in aviation. Sign up for alerts and notifications to know when we go live!

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