GRADE 4 English Language Arts Proofreading: Lesson 9

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Grade 4 English Language Arts 180B Proofreading Lesson 9 GRADE 4 English Language Arts Proofreading: Lesson 9 Read aloud to the students the material that is printed in boldface type inside the boxes. Information in regular type inside the boxes and all information outside the boxes should not be read to the students. Possible student responses are included in parentheses after the questions. Any directions that ask you to do something, such as to turn to a page or to hand out materials to students, will have an arrow symbol ( ) by them.
  • explanations of sentence formation
  • -1 name
  • -1 student worksheet
  • written stories
  • variety of sentence patterns
  • appropriate formatting
  • sentence formation
  • correct capitalization
  • verb



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said Bonnet. “It’s really a tech- Pro Line Fusion aimed at the other attributes needed for it to
nology demonstrator. In current Part 23 cockpit market. However, be an autonomous system. And by
cockpits, there’s no such thing as touchscreen panel displays likely autonomous, I mean it interacts
a single screen. As you can imag- won’t find their way into larger with the crew without any inter-
ine, there are a lot of issues still aircraft cockpits, Ellis explained, action from the ground.”
to handle regarding dispatch, because reaching out and touch- The simpler way would be to
safety and reliability. Therefore, ing the instrument panel isn’t shift some of that processing to
we imagine having such a prod- always possible in large cockpits, systems on the ground. “Airlines
uct by 2020 or around [then].” especially when the seat is moved do it in their dispatch centers,”
back during cruise. Ellis said, “and we do it through
Rockwell Collins “In all classes of airplanes, our [Ascend] Houston Network
The head-up display (HUD) larger format displays with Operations Center. We have fully
and synthetic vision are key devel- touchscreen capability in the qualified dispatchers and accu-
opments in Rockwell Collins’s throttle quadrant and pedes- rate aircraft performance profil-
cockpits, especially when the two tal area are going to become the ing software. So in the future, we The view out the cockpit window on a Honeywell demo flight on approach to Santa
Barbara, left, is hazy, while Honeywell’s SVS/EVS display, right, shows the integration technologies are merged, allowing norm,” he said. “It’s clearly more could move to an environment
of the infrared enhanced vision with synthetic vision in mountainous terrain. pilots to see an image of the out- feasible to implement touch- where the flight management
side world while looking through screen on sidestick-equipped air- and the navigation function on
the HUD. Earlier last year, planes than those with yokes and the airplane are significantly these high-speed connections to manifest themselves in avionics
Rockwell Collins announced that columns because of the reach- simplified and most of the com- deliver information between air- control or display, but they have
it has developed a compact HUD, ing-around-the-yoke issue.” plex computation for what- craft. An aircraft flying near haz- far-reaching implications into
the HGS-3500, which elimi- For Ellis, the most exciting ifs and flight planning is done ardous weather transmits data to the other subsystems and tech-
nates the heavy cockpit-ceiling- development has been the intro- within the ground environment.” a ground station, which retrans- nologies across the aircraft.”
mounted projector and makes it duction of high-speed communi- Even if the broadband link to mits it to another aircraft farther That said, Esposito added
cost-effective to install HUDs in cations, especially the Inmarsat the ground is lost, there remains away but headed toward the area that he could not identify spe-COCKPIT smaller jets and turboprops. Global Xpress–a Ka-band satel- enough processing capabil- of hazardous weather, in plenty cific aircraft that manufacturers
Synthetic vision is a core lite broadband system expected ity on the airplane to fly safely, of time to make alternate plans. and Honeywell are working on.
technology in the Pro Line to make its debut in 2014. “I’m perhaps not optimized for fuel “Connectivity has a num- “But you’ll see more efficient
Fusion flight deck, which enters focused on how we take advan- burn, but “not a hazard to avi- ber of benefits,” he explained, utilization of the cockpit tech-2012AVIONICS service soon on the Bombardier tage of increased global data- ation,” Ellis said. His point is “both to airplane operations in nology to provide the mainte-
Global 6000 and Gulfstream link capacity,” he said, “and what that, “we are over-investing in the future and to the passen- nance of those subsystems and
G280. In 2013, synthetic vision effect that’s likely to have on avi- those very complex planning ger experience through direct actually control them.”
will be available as a retrofit for onics configurations.” functions that we replicate again connectivity,” and also allow- The other broad technology
Pro Line 21-equipped aircraft. Not only does airborne and again in every flight deck of ing aircraft to share informa- focus for Honeywell is appli-
The HGS-3500 should start broadband facilitate use of the every delivered airplane.” tion, which makes each aircraft cations, he said. Honeywell
Honeywell’s EVS/SVS combined vision system (left display) becoming available after certifi- Rockwell Collins Ascend Flight The head-up display sys- a weather-gathering and trans- acquired EMS Technologies
cation in 2014 or 2015. Information Services products tem enhances safety, allowing mitting station, enabling pilots last August, which added more
Rockwell Collins is also seek- as well as upcoming safety ser- pilots to spend more time flying to avoid rough weather. “We’ve satcom capability to its offer-
by Matt Thurber Optinvent; and the Technical University is to design the cockpit around its crew.” ing approval from the FAA vices, but it also presents some the airplane and less time with been talking about it for 20 ings and increased opportunities
of Denmark, University of Malta and Current cockpits offer different inter- to allow aircraft to fly lower interesting future capabilities. their heads buried in the con- years, but never had a network.” for data integration. “Now you
vionics technology is ac- helping to develop what could be cock- Technological Education Institute Piraeus. faces for each avionics system, he said, approaches using synthetic “We can start envisioning sole trying to program the FMS, have access to real-time informa-
Honeywellcelerating, and while man- Fundamentally, the Odicis project but Cockpit 3.0 would “reinvent the cock- vision on the HUD. “We’re an avionics configuration that “which is always a good thing,” tion as well as aircraft infor-
ufacturers have made tre- seeks to move cockpit avionics into a pit, where interfaces are [focused on] the going to have a very frequent is fundamentally much simpler Ellis said. This means more As a manufacturer of avion- mation, and can present that to A men dous ad v ances dur ing pits of the future but they are also par- bold new future, where the instrument task of the pilot. One of the tasks of the introduction of Fusion capa- than those we install today,” focus not only on flying, but on ics, engines and aircraft systems, the pilot in a very innovative way
the past decade, the march of micropro- ticipating in studies, such as Europe’s panel is a single, even curved display, with pilot is to pilot, so there should be at least bilities on a broad range of air- said Ellis. “The most complex tactical flying, getting the most Honeywell is in a unique position with a lot of focus on human
cessor speed, electronic storage growth Clean Sky, a public-private partnership the redundancy of multiple displays so a pilot interface. There should be also a planes over the coming few system on a flight deck today is out of tools like the HUD and to integrate all these products. factors,” Esposito said.
and high-speed communications net- between the European Commission and there is no possible single point of failure. mission-management interface, a sys- years,” said Bob Ellis, director of the FMS,” he explained. “The synthetic vision and enhanced “We look at how we can Technology apps include
works means that engineers can increas- aerospace industry to devise step changes “The idea is not to mimic existing dis- tem-management interface and a normal marketing, commercial systems. vast majority of the complexity vision. Ellis calls this situation bring technologies from other Honeywell’s Inav (for interactive
ingly do much more with less equipment, that will lead to reduced aviation environ- plays with a single screen,” said Denis product-based interface. The idea is how In July last year, Rockwell in an FMS is involved in com- technology enhancement. areas of our portfolio and inte- navigation system), which pro-
bringing stunning new capabilities to the mental impact. Thales is also involved in Bonnet, Thales’s Odicis/cockpit expert, can we merge information so it can come Collins unveiled a touchscreen puting performance capabil- There is another benefit to grate [those] into avionics to help vides “simultaneous display of
cockpits of tomorrow. research on flight management systems “but to think about how it can change the to the pilot directly in the form he needs to “embedded display” version of ity for the airplane and all the Ellis’s vision, and that is using solve customer needs concern- traffic, terrain, airspace, airways,
Hardware–microprocessors, fast flash- (FMS), airport navigation, communica- way we interact. This is like the goal of the interact with it? The pilot cares about ing safety, efficiency and perfor- airports and navigation aids,”
based storage and speedy bus archi- tion and navigation systems for Europe’s iPhone, which was not to mimic a phone, what he intends to do; he doesn’t care that mance of operating their aircraft as well as SmartView synthetic
tecture–is no longer a bottleneck for single European sky (Sesar) and the U.S.’s but to reinvent the way we use phones.” the calculator or the GPS is in the FMS. globally,” said Carl Esposito, vision by itself and combined
avionics development, and future features NextGen air traffic management systems. Details of the Odicis panel’s technol- He wants to pilot and he doesn’t care so vice president of marketing and with enhanced vision. “You’re
likely will be mostly software-based. This But the cockpit is the arena where ogy are proprietary, but Bonnet did say much about the architecture.” product development. “Those going to see applications around
means that once a cockpit infrastruc- Thales is pushing the engineering enve- that a liquid-crystal display wouldn’t Like other avionics manufacturers, resources include power and air traffic management, ADS-B,
ture is in place, it will remain the same lope, with the Odicis consortium work- work because a single failure could turn Thales sees touchscreens as a viable inter- thrust, minimizing emissions, Inav, synthetic vision, flight
for nearly the life of the aircraft, while ing on the concept of a single-display off the entire display. “One of the main face. “We have to take into account the maximizing range and maximiz- management systems, flight plan-
upgrades and added features will come in cockpit. According to a Thales spokes- challenges was to have an architecture way we interact with devices,” Bonnet ing the reliability and availability ning technologies and data ser-
the form of software updates. man, “The cockpit will be a key factor and a product that is robust to any fail- said. “If you think about the pilots of of the aircraft.” vices,” he said. “It’s a pretty
The ultimate result may be something shaping the aircraft of the future. In an ure” and many failures, he explained. For 2020, they will probably have been born One technology that Esposito exciting time in avionics.”
like what French avionics manufacturer increasingly complex environment, the example, for fighter aircraft the system in the 1980s or 1990s. They have learned cited as helping Honeywell opti- Honeywell’s technology focus
Thales is developing with an industry/ cockpit must be engineered to be more must be robust enough to handle “two, computers since their birth, and for them mize aircraft subsystems is doesn’t ignore how crew and pas-
university consortium called Odicis– user-friendly and give pilots the informa- three, four, five failures, depending on the interacting with something like an iPhone fly-by-wire flight controls. “Fly- sengers interact with avionics and
a futuristic single-display cockpit with a tion they need to do their jobs.” way we design the product,” Bonnet said. is completely natural. So we probably have by-wire,” he explained, “can cabin equipment. “We have more
wraparound instrument panel that blurs Odicis stands for “one display for Odicis doesn’t just rearrange hard- to take touch interaction into the cock- take weight out of the aircraft, than 30 years of focus on human
Rockwell Collins is studying how to use high-speed connections, such as Inmarsat’s Global Xpress, to deliver information between the line between the displays and the a cockpit interactive solution.” The ware in the cockpit, it also offers oppor- pit.” He pointed out that touch interfaces make the structures lighter, pro- factors with Ph.D.-level scientists
aircraft. An aircraft flying near hazardous weather transmits data to a ground station, which retransmits it to another aircraft headed structure of the cockpit. 30-month project was launched in May tunities to revamp the way information are not new to Thales; the French Rafale vide more range and more effi- and engineers,” Esposito said.
toward the area of hazardous weather, in plenty of time to make alternate plans. “Connectivity has a number of benefits,” Rockwell
2009 and partners include Thales, Diehl is presented to pilots. Thales calls this fighter has had touchscreens since the ciency, which helps with engine “It’s important that the soft-Collins’s Bob Ellis explained, “both to airplane operations in the future and to the passenger experience through direct connectivity,”
Thales Aerospace, Alenia Aeronautica and Ali- “Cockpit 3.0.” Bonnet said, “Our vision early 1990s. performance and fuel consump- ware and the user interfaces be and also allowing aircraft to share information, which makes each aircraft a weather-gathering and transmitting station, enabling
Thales researchers are not only talia; subject-matter experts Imec and of what could be the cockpit of the future “We are in the preliminary stages,” pilots to avoid rough weather. “We’ve been talking about it for 20 years, but never had a network.” tion. Those technologies may Continues on next page u
Aviation International News • January 2012 • • January 2012 • Aviation International NewsCOCKPIT
2012AVIONICS well as Acars VDL Mode 2 compatibility. three-year Green A viation Project, a stand-
This enables high-speed and high-capac- alone in-aircraft GPS that provides
uContinued from preceding page ity digital communications at speeds up precision approach capability without
intuitive and easy to use.” to 20 times faster than current Acars ground-based navaids.
One area that Honeywell’s human communications, according to Universal. “We’re seeing a convergence of require-
factors experts are exploring is touch- The overwhelming amount of informa- ments from NextGen,” said Champagne.
screen interfaces, a feature of its Aviator tion flowing into cockpits could become a “[The CMA 5024] can be added to the
handheld GPS units. “You’ll see us con- problem, according to DeHerrara, and existing cockpit without having to replace
tinue to innovate in interface technology, Universal is working on a concept it calls a lot of avionics, supporting a lot of
just like we did on our cursor-control “condition awareness,” replacing the tra- NextGen features at the same time.”
devices,” he said. “We will do human fac- ditional “situational awareness.” The 5024 is Russian Glonass-com-
tors [studies] on how easy is it for a pilot “Pilots are facing exponential growth patible and will be compatible
to reach out and point during turbu- in the amount of data they have to assimi- with Europe’s Galileo when that
lence versus our cursor control devices. late,” he told AIN. “New technologies will becomes available.
[The screens have handholds on them help them with this increasing burden, CMC’s recently announced
so pilots can hold onto them.] Touch- enabling them to make better decisions in Tandem system is bringing
screens are a technology innovation that the cockpit, decisions that will save energy new functionality to the tra-
customers are getting more used to, and and at the same time improve the safety ditional electronic flight bag
we need to understand how that technol- and reliability in all flight regimes.” (EFB), marrying the attributes
ogy becomes effective in an airplane.” Universal, which invented the FMS, is of portable devices, such as iPads and
Esterline CMC’s 10.4-inch PilotView electronic flight Recent research at Honeywell has continuing research into how the system cockpit-mounted EFBs. “What we’re
bag displays en route weather.shown that a head-down display show- fits into future cockpits. “The FMS has seeing is this enables a future evolu-
ing enhanced vision combined with syn- always been the central hub of informa- tion of an EFB,” said Jean-Marie Begis,
thetic vision matches the performance of tion for the pilot,” DeHerrara explained. director of EFBs and wireless systems. objective is to provide value.
a HUD on instrument approaches below “We believe the FMS of the future will “We see this growing from being purely “Now as you look at a science fiction
existing minimums. “We continue to work more synergistically with the pilot, a replacement of paper to also support- future,” he concluded, “you will have a very
mature that technology,” said Esposito. presenting data more graphically and in a ing what we call advanced applications.” large round display around the pilots with
“We feel that the head-down solution, as sequence consistent with the needs of the These could include advanced moving multiple data entry devices, from voice to
we’ve shown in flight test data, produces pilot. Streaming weather, topographical maps with real-time weather overlays and touchscreen to keypads to all kinds of cur-
results that are very good. We’re very data, electronic charts and airport infor- terrain databases running on the EFB. sor-control devices, and a slew of software
bullish on that technology. You reduce mation jointly offers opportunities to “We think the EFB will become more a applications of different certification levels
weight in an aircraft by taking things out, provide the pilot with better information crew information management display, a and multiple processors everywhere.”
and using things for multiple purposes. and guidance for all profiles of flight. system that not only holds applications,
GarminOne of the areas is using those large-for- “We believe more integration of capa- but also [is] the gateway for communica-
mat LCDs for more innovation.” bilities into our display technologies is tions, such as connecting the rest of the When Garmin unveiled the GTN series
a future game changer,” he continued. aircraft systems that are typically certi- navigators last year, featuring touchscreen
Universal Avionics “About 10 years ago we integrated syn- fied to the outside for data load or flight control of all functions, the company sig-
Universal Avionics also sees a huge thetic vision into our display technology, plan inputs,” Begis said. naled that it sees touch control of avion-
benefit in high-speed satcom data con- which started a revolution of capabilities He anticipates that an EFB combined ics as a core feature. Of course, touch is
nections, especially to satisfy the needs being added to the displays, such as graph- with tablet devices will offer a quicker not new for Garmin, and it is baked into
of upcoming Future Air Navigation Sys- ical representation of runways and traffic. way to move useful applications into the the G3000 and G5000 controller, which
tem (Fans) communications and ADS-B This trend will continue with better graph- cockpit, without the lengthy certifica- sits closer to the pilot than the instrument
surveillance in modern air traffic man- ical representation of the flight plan, bet- tion process needed for avionics updates. panel displays.
agement systems. ter visual cues for the pilot and better “Eventually those applications may “When the GNS [400 and 500 series
“This, combined with high-speed Inter- ways for the pilot to interact seamlessly become part of the cockpit applications,” navigators] came out,” said Ben Kowal-
net capabilities, will open up a revolution with the information presented.” he said, “so it plays the role not of a stop- ski, Garmin director of OEM sales and
in cockpit capabilities, enabling data to be gap but more of an intermediate imple- marketing, “our goal was to release prod-
Esterline CMCstreamed to the ground or information to mentation step.” ucts that are user-friendly, solid and work
be streamed to the flight deck,” explained “Our major drive for the future “This is why we believe the flight every time. The user interface at the time
Paul DeHerrara, Universal’s COO. is exploiting the technology we acquired bag has a significant future between was a solid step forward in usability of
Universal’s UL-800/801 UniLink sys- with SmartDeck,” said Patrick Cham- a uncontrolled commercial consumer GPS units. Touchscreen has the ability to
tem begins deliveries this month, offering pagne, Esterline CMC vice president of device, like an iPad,” Champagne take that further. Folks can access infor-
Fans capability to meet European and cockpits and systems integration. added, “which performs a useful func- mation they want faster than before.”
North Atlantic Track requirements as CMC acquired an exclusive license for tion, but has no configuration control, Another advantage of touchscreens is
SmartDeck technology from L-3 and installed avionics where adop- the ease of making changes to the system
Communications Avionics in tion of new technology is often diffi- and the user interface, without having
2010. CMC plans to add more cult and takes a long time. We believe to add new buttons to the unit. “We’re
features to the SmartDeck inte- the flight bag as CMC has envisioned it pretty excited about touchscreen technol-
grated cockpit and, as part of a as installed avionics, but with the flex- ogy and what it can do,” Kowalski said.
CMC technology demonstration ibility of the product we have, it will “The faster you can get information to
project to make avionics ready continue to have a place in the cockpit. the pilot, we believe, the better decision
for NextGen and Sesar air traf- That’s why we’re investing our efforts [he can make].”
fic management systems, to take and making the EFB platform more Weather information in the cockpit is
SmartDeck components like capable and providing applications to another area where Garmin is delivering
synthetic vision, chart display it, because it has its place in the cock- more capability. Pilots are used to flying
and others and offer these as pit of the future, not just now until the with XM WX, which works only in the
products to other avionics man- iPad gets better, but forever.” U.S., noted Jim Alpiser, director of avi-
ufacturers or for other CMC avi- CMC is focusing on the Part 23 avion- ation aftermarket sales. “The rest of the
onics products. ics on the civil side in the medium term, world has not been as fortunate to see
“This is a program that we’re “in niches where we bring competitive convective activity or lightning and rain-
doing in partnership with the Quebec gov- value,” said Champagne. Other areas of showers [and so forth].”
ernment under a green aircraft framework focus are the military, air transport and Garmin currently offers weather data
as a substantial investment by CMC and business aviation markets. “We’re look- via Iridium using the GSR 56 trans-
the government to develop and mature ing at expanding the number of plat- ceiver (which also includes voice call-
technology,” Champagne said. forms that we can address,” he said. “We ing) in Europe and Australia and parts Universal is set to begin deliveries of its UL-800/801
CMC’s CMA 5024 offers one path don’t want to compete everywhere with of the U.S. like Alaska where there is no UniLink this month. The system provides high-
speed, high-capacity digital communications. toward satisfying the needs of the the sole objective of competing; our Continues on page 44 u
Aviation International News • January 2012 • www.ainonline.comCOCKPIT2012AVIONICS “People are really realizing the bene-
fits of [Connected Panel],” Hayden said.
uContinued from page 42
“Those partnerships are another thing
XM coverage. “We’re looking to expand vision, ADS-B, iPad data integration and we can do to add a lot of functionality
our footprint of radar coverage,” he said, optional autothrottles. and make systems more affordable.”
“but we also have worldwide Metars and Like all IS&S systems, Avio iFMS The key to making systems like Con-
winds aloft data. We’re trying to provide includes the patented “zoom” feature, nected Panel work is Aspen’s open
as many tools as we possibly can to those which pops up the function that the architecture, which allows other compa-
folks who are flying globally.” pilot is changing on the display to make nies to develop products that work on
Garmin’s G3000 and G5000 programs it easier to see and assure what IS&S that platform.
remain on track, with the G3000 entry calls “undeniable, simplified, situational “Our products are known to be
into service on the HondaJet in the second awareness user interface.” interoperable with other manufacturers’
half of next year and the G5000 slated to IS&S also offers avionics upgrades for retrofit avionics,” he said. “It didn’t take
appear in Cessna’s Citation Ten in 2013 a variety of business and commercial air- a huge leap to go from that to the con-
cept of Connected Panel. As we develop
these new products like the DFC90,
KSN 770 and other products coming
from our Connected Panel partners,
we’re going to see some exciting func-
tionality bubble up.”
With its Connected Panel, Aspen Avionics
integrates certified avionics, such as the Avidyne
Evolution, with pilots’ mobile devices.
Avidyne is working closely with com-
panies like Aspen Avionics, including as a
modern displays. Although smaller aircraft partner in the Connected Panel program.
are ideal for Aspen upgrades, the com- “Cockpit integration will continue to
pany has found that more turboprop and be enhanced through a higher level of
light jet owners are taking advantage of connectivity with portable devices using
the Evolution displays for their upgrades. wireless technologies,” explained Tom
“We’re getting pulled into those mar- Harper, Avidyne director of marketing.
Garmin introduced its G3000 in 2009. The system
kets,” Hayden said, ad ding that owners “Ease of use is still the biggest obstacle that brings touchscreen technology to the upper
see the benefit of protecting their invest- most avionics manufacturers will need to echelon of the Part 23 market.
ment in the aircraft by upgrading the address to stay competitive.”
panel but at a reasonable
and Latitude in 2015. Garmin’s new Telli- craft, ranging from the Pilatus PC-12 to cost, “especially if they
gence Voice Command technology now Boeing’s 757/767. have been burned by [an
allows voice control of the GMA 350 and According to IS&S, “Integration of obsolete product], getting
350H audio panels and this year Telli- practical but needed information is part left behind from a technol-
gence will be available in the GTN 750, of the focus for IS&S. Customers need ogy standpoint. Looking at
using the GMA 35 remote audio panel. integrated video, sensors, new airspace something that is designed
“That goes toward one of Garmin’s requirements, more accurate primary to be upgradeable is going
holistic goals, which is to make an easier and secondary systems, better digital to be compelling. That
environment for pilots to interact with,” communication and easy-to-use graphi- value proposition applies
said Alpiser. “We’ve got a good arsenal cal interfaces.” when looking at aircraft
of products that continues to expand in that operate from a busi-
Aspen Avionicscapabilities, whether it’s autopilot sup- ness standpoint.”
port for retrofit product or increased “What we’re seeing happen in cock- Earlier this year, Aspen
capabilities and interaction with new pit technology is that more and more it began delivering the
things like Telligence. All that is aimed is mirroring consumer technology,” said ACU-2 (analog converter
at keeping the cockpit as clean and Brad Hayden, Aspen Avionics vice pres- unit), which added support Avidyne is offering its Entegra R9 glass cockpit for the lower tier of
the turboprop segment.friendly as possible.” ident of marketing. “Developments are for Bendix, Collins, King
happening at a faster pace. We recog- and Sperry autopilots found
Innovative nized from early on [the importance of] in many of the larger Class III airplanes Avidyne is preparing for the 2020 man-
Solutions & Support bring[ing] consumer design philosophy for which Aspen upgrades are approved. date to install ADS-B out equipment, but
IS&S has been selected to provide into a retrofit panel to build a product (Aspen displays are also approved in another key effort is a bus design that will
the cockpit avionics for the new Eclipse that is modular and upgradeable.” Class I and II aircraft, under an FAA- lead to future products.
Aerospace 550 very light jet, which is Aspen’s unique Evolution displays approved model list STC). According to Harper, “Avidyne has
slated to begin production in 2013. The replace mechanical cockpit instru- This year, Aspen is planning to invested heavily in the development of a
IS&S cockpit, dubbed Avio iFMS, will ments without requiring modifica- add support for the King KFD300/ dual databus avionics architecture, which
bring the latest capabilities to the 550, tions to the instrument panel, an 325 and Bendix FCS 810 autopilots provides significant redundancy and reli-
including synthetic vision, enhanced easy way to upgrade older aircraft to installed in many turboprops. Aspen ability benefits and that will be the back-
systems also work with Avidyne’s DFC90 bone of a wide range of integrated systems
autopilot system. and point-solution products over the com-
Aspen’s Connected Panel, which inte- ing decade.” o
grates the iPad with panel-mounted avi-
onics, now has 15 partners signed on, the
most recent being and Air-
guide Publications. Aspen expected cer-
tification of the Connected Panel by the
end of last year or early this year.
Integration of Connected Panel with
Honeywell’s KSN 770 communication/
navigation system and Aspen displays is
expected in the middle of this year, when
the 770 receives FAA certification. Aspen
is assisting Honeywell with bringing the
The IS&S Avio iFMS will bring synthetic and enhanced vision and ADS-B capability to the Eclipse 550 cockpit. 770 to market.
Aviation International News • January 2012 •