A multitude of options are available to helicopter operators wanting to upgrade obsolete or near-obsolete aircraft instruments and avionics. These options, however, require careful consideration and each comes with trade-offs.
Andrew Barker, v-p of integrated avionics at Honeywell Aerospace, cited as examples of trade-offs the expense of upgrading the equipment, required database services, and aircraft installation downtime—all of which add to the overall upgrading cost.
When it comes to considering an upgrade to helicopter avionics, the cost-benefit analysis must make sense, agreed Universal Avionics CEO Dror Yahav. “The capability to upgrade helicopter avionics may be limited by the number of dealers/installers and the required regulatory issues that may be faced,” he said. “The conversation on whether to upgrade or not would certainly have to consider the quantity of upgrades desired to complete and the similarity between the aircraft desired to be upgraded. Having to integrate avionics not previously proven on the helicopter model may be extremely cost prohibitive.”
Nevertheless, modern displays and integrated navigation systems make it easier to extend the life of legacy helicopters, as evidenced by the Avidyne and Innovative Solutions & Support (IS&S) Helix upgrade, which adds an integrated cockpit to these rotorcraft. The system combines Avidyne’s Helios flight management system (FMS) and the IS&S 10.4-inch flat-panel displays.
Once a decision is made on helicopter avionics upgrades, operators need to consider details like mounting locations, building block architecture, and navigational and situational awareness tools, which have different display sizes, said Pat Coleman, manager of aviation aftermarket sales for the Americas at Garmin. “We offer an array of attitude indicator products ranging from a single 3.125-inch instrument replacement, like the GI 275, versus a full EFIS retrofit, like the G500H TXi,” Coleman said. “The integration between Garmin products and others is paramount in streamlining efficiencies for the pilot.”
There is a push for digital/electronic flight instruments to replace older “steam gauge” gyro-based instruments because they are lighter, more reliable, easier to sustain, and offer many more features, said Chris Polynin, director of product management at L3Harris Commercial Aviation Solutions. “However, it really depends on the core operation of the helicopter and requirements, and the available space, in addition to the costs and if a supplemental type certificate [STC] is needed. For example, if an operator is actively using flight data analytics, then it needs systems and recorders to capture the data from the various systems, provided there is room for the equipment,” he said. “There is an increasing emphasis on open architecture and software upgrades. This allows rapid data sharing between systems; however, depending on the platform, not all the equipment will be available and will prohibit the ideal upgrade.”
Flight control systems have become sought-after upgrades in recent years as stability augmentation has helped decrease helicopter pilot workload, according to Coleman. “Garmin’s GFC 600H incorporates fully coupled autopilot functions as well as electronic stability and protection, hover mode, level mode, as well as a modern ‘smart servo’ design. In short, operators are seeking modern solutions that incorporate an attractive balance of performance, capabilities, and value,” he said.
Operators also need to concentrate on customer service before, during, and after the sale, explained Jeff Stubbs, senior v-p of operations and systems technology at Rebtech. “Helicopter operators need to be aware of repair lead times and mitigate those by keeping spares on hand. In a way this is like insurance, something one has to pay for hoping to never use it,” Stubbs said.
Upgrade Options
The biggest change today is moving into the glass cockpit environment, Stubbs added. “And that has [propelled] continuous improvement, particularly on the human factor side, since being initially developed. We have a few new developments coming up that will assist the flight crew further still in the design stage at this point,” he said.
Today, numerous upgrade options are on the market for helicopters and, according to Yahav, some of the most reasonable to consider include display systems, radio function enhancements, terrain avoidance and warning systems, forward-looking infrared, and others that can help enhance situational awareness.”
“The future should continue to focus on the ability to maintain situational awareness, to include hazard avoidance, reduced visual environments, and enhanced communication capabilities with the multiple entities helicopters are often required to engage with,” he said. “The use of enhanced flight vision systems, synthetic vision systems, artificial intelligence capabilities of recognizing hazards, and the capabilities to communicate with multiple ranges of voice communication systems without having to focus inside the cockpit should be the focus of future capabilities.
For Garmin, the most popular helicopter avionics upgrades include the GTN Xi series of navigators, G500H TXi EFIS display, GI 275 multifunction display, and GFC 600H autopilot. “Select helicopter models have options to retrofit a Garmin integrated flight deck, including the G1000H NXi and G5000H,” Coleman said. “Other helicopter-specific products available include radar altimeters, onboard weather radar, ADS-B compliant transponders, and an array of portable avionics products and pilot-specific wearables. The future of our helicopter products will inevitably allow for greater integration, capabilities, and enhancements as we continue to develop innovations for safety and operational efficiency, largely based on our core products available today."
Along with the new large-format flat-panel displays, the Avidyne-IS&S Helix package provides updated avionics capabilities including 3D synthetic vision, electronic charts, ADS-B weather and traffic, and satellite-based augmentation system/localizer performance with vertical guidance (SBAS/LPV). The new displays, which feature a 6- by 8-inch viewing area, have built-in symbol generators with high-resolution XGA multi-color and active-matrix LCDs. They provide an 80-degree viewing angle, NVIS-compliant display lighting, and a non-glare, anti-reflective display surface.
The Helix installations will include a pair of display units, one configured as a primary flight display and the other as a multifunction display and engine instrument display system. As an option, the installation can include another pair of displays for a co-pilot.
“Avidyne and IS&S have put together a solution that is designed and targeted to extend the life of a large number of legacy helicopters still in operation, including the S-76C++, the Black Hawk, the AW109, and more,” said John Talmadge, Avidyne’s vice president of worldwide sales. “We are excited to be working alongside IS&S to develop Helix, which will give new life to these airframes at a cost that won’t break the bank, and that provides operators with a whole host of new capabilities while dramatically improving reliability and dispatchability.”
L3Harris is developing and integrating non-cooperative surveillance equipment enabling detect and avoid operations. “The smaller footprint and advanced operations are ideal for urban air mobility and light helicopter customers,” said Polynin. “Our EFD-750 is a multifunction display that can serve as a primary display for helicopters. We are developing more integrated multipurpose displays that combine primary flight, standby, navigation, and auxiliary displays into a single device.
“They minimize cockpit space using an edge-to-edge front glass LED-backlit LCD touchscreen and contain the horizontal situation indicator, attitude directional indicator, synthetic vision, ADS-B traffic, aircraft system monitor pages, communication, and navigation. These displays enhance situational awareness and pilot efficiency in a small footprint.””
The primary helicopter avionics upgrade options available today from Honeywell include the soon-to-be-released HeliVue Touch PFD/MFD display, the AeroNav 800/900 navigators with a KXP-80 remote transponder, KRA-405B radar altimeter, and the KGX-130 providing ADS-B In information, said Barker. “In terms of potential upgrades in the future, helicopter operators and owners can look forward to Anthem,” he says. “This cockpit system offers a simple and intuitive user interface, always-on cloud connectivity, scalable architecture, and advanced safety features. It is a ground-up new system that improves flight efficiency, operations, safety, and comfort.”
Flight Data Monitoring
In the helicopter industry, flight data monitoring is becoming a common safety tool for operators, providing the ability to measure aircraft and pilot performance and use that data to improve training and identify risk areas, Polynin said. “If the helicopter has a quick access recorder, flight data recorder, avionics suite, or other types of recording device in the aircraft, users can offload the data for analysis by L3Harris and our partner Truth Data. Truth Data Insights has focused on adapting flight data monitoring software to better fit the many roles a helicopter can have,” he said.
“The ability to collect usable flight data is the foundation; the next step is to have the right tools and software to be able to use that data for safety purposes,” added Tom Nied, director of operations at Truth Data.
The system creates a database of all information produced and aggregates the data into various graphic formats and dashboard presentations. The analytics will reveal actionable operational trends to improve operational safety and efficiency, explained Nied. “The user can establish a customized HFDM/HFOQA [helicopter flight data monitoring/flight operations quality assurance] program to transform the data into useful and actionable information,” he said.