Often referred to as the “whiskey compass,” “wet compass,” or “standby compass,” the magnetic compass is a required item per FAR 91.205 for flight in nearly every category and class of aircraft. It’s considered to be that important because being able to find your way across the surface of the Earth is crucial to the successful completion of a trip. The magnetic compass is utterly reliable because it has no power source to fail, so long as the Earth’s magnetic field endures. AHRS (attitude/heading reference system) units and spinning iron gyros need electricity or vacuum power, but the magnetic compass just sits there, on its own, wobbling in its case, giving a source of direction after all else fails.

Which is not to say our compass can’t show a false indication, but at least it’s consistently false. One only needs to understand how its error modes work, and it will still provide enough information to guide our path. It is because of these compass errors that more stable devices, such as gyroscopes or electronic instrumentation, were invented. But backing them up is the job of the magnetic compass.

No, It’s Not Whiskey

The simplicity of the compass is its virtue. That pivoting, circular “card” with numbers on it always seeks to remain fixed in space while the aircraft moves around it, aligning itself with the Earth’s lines of magnetic force that terminate at approximately the north and south poles. To dampen the jiggles experienced by everyone who has attempted to use a hand-held compass, a viscous fluid fills the chamber housing the precisely gimbaled card, usually colorless kerosene or aliphatic naphtha.

The term “whiskey compass” can be traced to the time of wooden sailing ships when alcohol was used as compass liquid because it did not freeze like water does.

Should you smell the odor of jet fuel emanating from the cockpit carpet of a piston-powered airplane, you’ll probably find that the sun-baked gasket sealing the compass has succumbed to old age. Wiping the bottom of the housing will verify your diagnosis. The compass still works but is highly unstable.

It’s not unusual to find a fluid-filled compass with a low volume of kerosene, leaving a horizon-like line of demarcation between air and fluid. It would be foolish to assume that this half-full indication can be used as an attitude reference, since centrifugal force keeps it in a level state while turning. Rather, low fluid leaves the compass card liable to tremble and spin without proper damping.

The newer vertical-card compass eliminates the liquid-filled chamber, using eddy current damping to reduce oscillations and lead-lag error. It also offers intuitive turn orientation, with a presentation similar to the steam-gauge directional gyroscope, or its electronic representation.

• READ MORE: Best Pilot Kneeboard Options in 2024

Card? What Card?

No compass installation is perfect—pristine, unadorned compass correction cards notwithstanding. Along with the compass itself, there’s a certification requirement for a posted placard of corrections to be applied to its readings at 30-degree intervals. The airframe, radios, and other instruments can acquire or emit magnetic disturbance, throwing the compass’ indications off by a few degrees. An aircraft compass has correcting magnets within the case that can adjust some of these specific errors, but not all, hence the correction card that says “for [fill in blank], steer [fill in blank].” If yours is missing or not filled out, your aircraft is not legal for flight.

In your first hour of training, you were probably told to largely disregard that compass mounted on top of the panel or up in the windshield, which was placed there to remove it from interference emanating from below. You were done a great disservice. If you are flying an older aircraft with a directional gyro (DG) at the bottom of the “standard T” panel arrangement, you’ll need to reset the gyro periodically by—ta-da—the faithful old magnetic compass. A DG has no brain of its own. It merely seeks, for a while, to stay oriented with a spot it was told means north. Eventually, it will need updating.

GPS directional references are also artificial, in that they are calculated from weak, easily disrupted signals processed by a computer that needs stable power. To hug the magenta line presented by our navigator, we must fly a compass heading, so that the GPS-derived track number equals the flight plan’s course. The glass cockpit’s AHRS or ADHRS platform contains the magnetic reference needed for EFIS displays, but it’s still based on compass technology, albeit much more stable.

Why Does It Deviate?

The compass, as you learned early in ground school (and promptly forgot), is subject to a host of errors, including the aforementioned deviation in each aircraft. And because the forever-roaming magnetic poles are not located exactly where the geographic north and south poles are shown, there will be isogonic and agonic lines of variation displayed on your navigation chart with a number showing how far off the compass is pointing from true north/south. Shown with an accompanying “E” or “W” to signify east or west variation, this denotation has nothing to do with the direction in which you’re flying. Rather, it shows the degrees the compass is pointing east or west of the true pole.

To fly in the true direction, subtract an easterly variation amount from the measured true course, or add a westerly variation, which will provide the magnetic course you’ll need to steer. A final adjustment will need to be made for the deviation shown on the compass correction card.

As a rudimentary check on the health of your compass, take a look at it when lined up for takeoff. It should read within 5 degrees of the runway direction, shown by the large numbers on the pavement ahead of you (Remember, runway numbers are rounded off to the closest increment of 10 degrees). If you find it to have a larger deviation, make an appointment with your instrument repair shop for a “compass swing” to bring it back into alignment.

If the air is smooth and you’re not maneuvering the aircraft, all will be well. The compass unfailingly sits there, presenting a truncated number every 30 degrees with lines showing 5-degree increments between. Most rudimentary magnetic compasses, however, use a horizontal compass card, around which the aircraft moves, as opposed to the vertical-card presentation of a steam-gauge or electronic directional gyro. Such vertical cards show a desired course to the left or right of the present heading in the direction one naturally would turn to get there.

The old magnetic compass (unless you’ve retrofitted with a vertical-card compass) works backward. You’ll see the numbers leading in the opposite direction of the way you want to turn to get there. When using a horizontal compass card, even one in an old World War II-style directional gyro, you must remind yourself to “go left to decrease, right to increase.”

• READ MORE: Flying Precise When it Isn’t Nice

What else can go wrong? You’ll need to ignore the compass’ acceleration/deceleration errors when on an easterly or westerly heading. A sudden slowdown will pull the compass card toward the south, while speeding up will send it slightly off to the north. Just wait until your speed stabilizes and the compass will settle down.

When turning toward a northerly or southerly heading, the magnetic compass tends to lead or lag the aircraft’s motion. Most pilots learn this as Undershoot North and Overshoot South or UNOS. As you approach true north, the compass movement slows down, showing an error while turning about the same amount as latitude. At 30 degrees north, expect a lag of 30 compass degrees. Roll out wings level, and the compass catches up just fine. If turning toward a south heading, the compass will run ahead of the aircraft by about the same amount. All of these errors reverse themselves in the Southern Hemisphere.

Needle, Ball, Airspeed
…and Compass

Partial panel flying, a form of torture imposed on check ride applicants by instrument instructors, frequently removes the attitude and directional cues provided by gyro-stabilized instruments. That leaves us with only what was once termed a “basic panel,” consisting of a turn reference (turn needle or turn coordinator), slip/skid ball, and the pitot/static instruments. The rudimentary emergency instrument flying taught for the private certificate 60 years ago used this system.

The order of priorities when flying with the basic panel was, and still is, “center the needle,” which means stop any turn by using ailerons to keep the turn indicator neutral, “center the ball” by applying rudder to put the slip/skid ball in the center, thereby avoiding inadvertent turn entry, and “adjust the airspeed” by raising or lowering the nose to reverse any trend away from level-cruise (or climb/descent) airspeed. At this point, it is safe to glance at the magnetic compass, which will indicate correctly in the absence of turn or acceleration errors.

• READ MORE: 9 Best Pilot Books for Student Aviators

None of the compass’ vagaries make it an unusable instrument. You simply need to understand when and how to expect erroneous readings, and either wait for a stable indication or correct out the error. In payment for this effort, the magnetic compass will be a faithful companion, unfailing in service and dependable at all times. More than that you can’t ask.

Editor’s note: This story originally appeared in the Jan/Feb 2024 issue of Plane & Pilot magazine. 

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It is not uncommon for air traffic control to pose this question to pilots on IFR flight plans approaching certain airports when the weather is VFR. In daylight, when the visibility is good, the winds calm, and the pilot familiar with the airport—and the approach is a straight in—the visual is no big deal.

But throw in weather, fatigue, low light, pilot unfamiliarity, and a circle to land, and it’s a different event.

Honeywell Aerospace is trying to mitigate these risks, expanding its navigation database to offer flight management system (FMS) guided visual procedures as a stand-alone option.

According to Jim Johnson, senior manager of flight technical services at Honeywell, the visual approaches are created in collaboration with Jeppesen. The instructions for the guided visuals look like Jeppesen approach plates but carry the caveat “advisory guidance only” and “visual approach only.” In addition, the symbology on the approaches differs in a handful of ways.

“The FMS-guided visual provides a lateral and vertical path from a fix fairly close to the airport all the way down to the runway,” says Johnson. “You can hand fly them or couple them to the autopilot.”

Visual into KTEB

One of the first guided visual approaches was created for the descent to Runway 1 at Teterboro Airport (KTEB) in New Jersey.

The airport sits in a very industrialized area with the runway blending into warehouses and business parks. Honeywell provides a video of the visual approach on its website that illustrates the value of having that helping hand. Having the extra vertical and lateral guidance from a mathematically created visual procedure allows pilots to better manage their approach, configuring the aircraft in an expedient manner to avoid “coming in high and hot” in an improperly configured aircraft.

• READ MORE: Garmin GFC 500 Autopilot Receives FAA STC for Beechcraft A35 and B35 Aircraft

This is quite helpful when the aircraft needs to circle to land, says Carey Miller, pilot and senior manager of technical sales at Honeywell.

“Going into Runway 1 at Teterboro on the visual, you are not aligned with the VASI,” Miller says. “There is no vertical guidance, which can lead to a dive to the runway. Add a moonless night or gusty winds, and it can be quite challenging. Not being able to see the airport is a detriment to your energy management. The visual approaches, when coupled to the autopilot, eliminate the guesswork and the overbanking tendency that can lead to stalls.”

Adds Johnson: “The aircraft will fly constant radius turns, [and] you will be on the same ground track every time because the computer knows how to manage the vertical and lateral path. It gets rid of the pilot drifting down or turning early because of the winds.”

Airspace Guidance

The guided visual procedures created thus far have come from suggestions from Honeywell customers, including a visual approach to Chicago Executive/Prospect Heights Airport in Wheeling, Illinois (KPWK). KPWK is in Class D airspace, 8 nm from Chicago O’Hare International Airport (KORD). The Class B airspace for KORD sits above KPWK. There is a V-shaped cutout with various altitudes over KPWK.

The guided visual can help the pilot avoid clipping the Class B airspace during the circle to land—and the dreaded phone call with ATC that results.

The Creative Process

Each approach is created using software tools that take into account the airspace and terrain at the airport, then test flown in simulators to check for flyability.

According to Johnson, the suggestions for where to offer the guided visual approaches come from their customers.

“There are a lot of secondary and regional airports in the U.S. that have both terrain and airspace considerations that make visual approaches very challenging,” says Johnson. “For example, Van Nuys, California (KVNY), has both airspace challenges and a ridge nearby.”

• READ MORE: How To Manage Deadstick Approaches

In some cases, the team may opt to create a visual approach as an overlay to improve safety at airports where closely spaced simultaneous approaches are in use. As this issue was going to press, Honeywell was working on an approach to Runway 28R/L at San Francisco International Airport (KSFO). The visual approach has a briefing sheet with textual guidance, and Honeywell has literally drawn a picture of it.

During development each procedure is flown in a simulator, using a specific briefing sheet that is checked and double-checked for accuracy and usability. Each approach has the ability to be coupled with the autopilot.

Miller cautions it is important to recognize that the visual procedures are not considered instrument approaches in the traditional sense.

“Do not request it as an approach, because ATC will not be aware of it,” Miller says. This information is emphasized on the procedure briefing sheet that accompanies each guided visual approach.

The guided visual approach is loaded in the FMS just like an instrument approach. The pilots can access them with a few pushes of a button, just as they do Jeppesen approaches.

“To use the visual approaches, the customer needs to have a Honeywell-equipped aircraft, and in addition to the FMS database, for an additional $2,000 per year they receive the visual approaches,” says Miller.

To request an approach, contact Honeywell at FTS@honeywell.com. It takes approximately four weeks to put one together.

Coming Full Circle

In many ways, the visual approach procedures represent a modern treatment to the first approaches created by Elrey Jeppesen—yes, that Jeppesen—who became a pilot in 1925 at the age of 18. At the time, there was no such thing as maps purpose-built for aviation. Pilots relied on road maps—which often weren’t terribly accurate, following railroad tracks from town to town or by pilotage and dead reckoning.

In 1925, Jeppesen went to work as a survey pilot and by 1930 was working for Boeing Air Transport, the precursor to United Airlines. This was decades before air traffic control and electronic navigation systems were created. Jeppesen bought a small notebook and filled it with information about the routes he flew. In it there were drawings of runways and airports and information that pilots needed to know, like the elevation of water towers, telephone numbers of farmers who would provide weather reports, and dimensions of the runway and its distance from the nearest city.

In 1934, this evolved into the Jeppesen Company and the notebook into the en route charts and terminal area procedures we know today. Much of Jeppesen’s flying was done in the Pacific Northwest. The Museum of Flight in Seattle is the keeper of the Elrey B. Jeppesen Collection, and for many years there was a replica of his first notebook on display in the Red Barn.

We think Captain Jepp would appreciate how far the approaches he inspired have come.

This column first appeared in the January-February 2024/Issue 945 of FLYING’s print edition.

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“Due to multiple component availability limitations, comprehensive repair service for Garmin’s GNS 430/530 series is estimated to become limited in the years ahead,” the company said in a statement. “This includes all GPS/COM and GPS-only variants, as well as all WAAS models. Initially, these limitations are estimated to impact a small percentage of repairs in 2024.”

Garmin reported that it will continue offering repair service as long as the components required for the specific repair remain available. For products that the company has to return as unrepairable due to the announced unavailability of parts, a $500 per unit processing fee will be charged. Garmin will continue to provide database updates and technical support for the nav/coms.

Garmin is actively encouraging customers to transition to newer-generation products.

The post Garmin Sunsets Repair Service for GNS 430/530 Nav/Coms appeared first on Plane & Pilot Magazine.

Barons also will benefit from yaw damper and approach capability when the autopilot is coupled with a compatible third-party IFR navigation unit, when equipped with SkyView HDX and autopilot combo.

“We’re excited to expand the SkyView HDX and Dynon’s autopilot approval into the Beechcraft Baron series,” said Michael Schofield, Dynon’s director of marketing.

As an add-on to the SkyView HDX system, pilots can add the three-axis autopilot starting at a list price of $11,192 for Barons, including all hardware and servo harnesses required for the installation. Pilots may also choose the SkyView autopilot control panel at $664, and the knob control panel at $335, for the ability to adjust the functions most often modified when using the autopilot, like altitude, heading, track, and altimeter setting.

READ MORE: Dyson Gets Autopilot Approval for Beechcraft Model 36

You can find and install Dynon Certified products—including this autopilot approval—at any Dynon authorized installation center. The company also indicated that additional autopilot approvals are in progress for certain Mooney M20s and Beechcraft Debonair 33s. Electric trim and autopilot auto-trim can also be installed on Dynon autopilot-equipped models.

Trim motor control and autopilot auto-trim can now be had for most of the Dynon Certified autopilot installations that have electric trim motors installed. Before, this feature was only found on a few select trim systems. The company has confirmed that the restrictions have been removed, so now auto-trim can be used in all Dynon autopilot-equipped Cessna 182s, Beechcraft 35s and 36s, Piper Senecas, and Beechcraft Baron 58s.

The post FAA Approval Granted for Dynon’s Certified SkyView HDX and Autopilot appeared first on Plane & Pilot Magazine.

“The GTR 205 and GNC 215 products show Garmin’s commitment to offering attractive and affordable ground-based navigation and communication options while continuing to provide world-class, modern capabilities,” said Carl Wolf, Garmin’s vice president of aviation sales and marketing. “We are excited to offer these new solutions for our general aviation customers as we keep our entire product line fresh.”

With a worldwide database and an iteration of Garmin’s unique user interface, the GTR 205 and GNC 215 can be installed in either airplanes or helicopters, according to the company.

• READ MORE: Garmin Updates D2 Watch Series with Mach 1 Pro

Additional features for both units start with a pilot-selectable 25 kHz or 8.33 kHz channel spacing on a sunlight-readable color LCD with standby and active windows and station ID, accessed using dual concentric knobs and backlit keys.

The GTR 205 com is a 2,280-channel-capable VHF com and comes with 10 watts of power standard, with a 16-watt option available. It also has a built-in timer.

The GNC 215 nav/com adds to the 205 its full VHF navigation capabilities, including VOR/ILS functionality with a glideslope receiver. You can use the 215’s navaid lookup feature as well as refer to the on-screen station ID.

“The GNC 215 also has the ability to monitor the standby VOR frequency while displaying the received radial and features a supplemental CDI display for a VOR or localizer,” Garmin said in its release. “These nav/com products interface with most CDI, HSI and autopilot systems, as well as most Garmin flight displays to show the nav indicators in the primary field of view.”

Pricing is $2,695 suggested retail to start for the GTR 205, and $5,295 for the GNC 215. Both have received FAA TSO authorization and will be available in March through Garmin’s dealer network.

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Rethought from the inside out, the G7 series—including the SR20, SR22, and SR22T—takes cues from the Vision Jet to simplify operation while incorporating added safety and luxury features. All three 2024 models have completed the FAA type certification process and are ready for delivery.

We took an exclusive first series of flights with the striking new G7 in the SR22 version in early December for a We Fly pilot report that will debut in FLYING’s Issue 945/February 2024, reaching subscribers later this month. Till then, we can share a few key details. Further reporting will follow in an upcoming issue of Plane & Pilot.

Central to the updates is the reimagined Perspective Touch+ integrated flight deck with 12- or 14-inch high-resolution displays, and twin GTC touchscreen controllers, to mimic the functionality and redundancy available in the Vision Jet SF50–and the ease of using a smartphone. Engine start has transformed into a push-button interface, preserving the ability to check mags and set mixture while making the process feel similar to that of the SF50. The updated automated flight control system (AFCS) incorporates smart servos and includes an optional yaw damper. 

Updated synoptic pages and streamlined checklists aid the pilot in monitoring both systems and procedures throughout all phases of flight. And the Cirrus IQ app gives the pilot remote viewing and control of certain aircraft functions. Cirrus Global Connect delivers worldwide text messaging, telephone service, and global weather.

It’s telling that Cirrus Aircraft looked up the model line to its Vision Jet to drive out complexity from its core single-engine pistons, sending its engineers on a journey to find ways to make the SRs as straightforward to operate as the jet. While that sounds like a contradiction, perhaps, pilots have opined about the complexity involved in stepping down from a light jet back into the high-performance piston world.  

To this end, Cirrus has introduced a new shallower menu structure in the touchscreen controllers, along with a scroll wheel for turning through the CAS-linked, on-screen checklists smoothly. Still on the ground, Taxiway Routing and a contextualized 3D Safe Taxi guide the pilot around complex airport layouts, decluttering and slewing the PFD imagery to match the airplane’s speed and position on the airport. In the air, the automatic fuel selection system automatically switches between fuel tanks every 5 gallons.

Additional Safety Features

Pilots will also find an improved flight control, incorporating a stick shaker function to piggyback on the other envelope protection features in the Perspective+ series, for enhanced low-speed situational awareness. Both the left and right controls vibrate to warn of an approaching stall condition.


Another new addition to envelope protection is flap airspeed protection. The system monitors airspeed to protect the pilot from accidentally deploying or retracting flaps when the aircraft is traveling too fast or too slow for the given flap configuration change. 

A Stylish and Functional New Interior

In addition to the magic up front, Cirrus also rethought the interior, taking a page from current luxury vehicles to incorporate a host of new features, including redesigned interior panels, dimmable task lights, and ambient accent lighting. 

More rugged cup holders, more pockets, and two center console compartments efficiently store your smartphone and other key things for better cockpit organization and accessibility. Powered headset jacks and lighted high-power USB-C outlets come positioned within easy reach of each seat. 


First SR20 G7 Customer

While only one new TRAC20 (SR20) G7 has been built, it’s already wearing its school colors—those of Western Michigan University College of Aviation in Battle Creek. The Broncos are longtime Cirrus flight training operators and will incorporate the new models into their aviation degree programs. The school will take delivery in the first quarter for integration into the flightline.

Pilots across the board can opt into several training options for the new Cirrus line, including the OEM’s recently released Private Pilot Program—taking a prospective pilot from first flight to certification in their new airplane.

“Our mission is to increase participation in aviation, so more people can benefit from the freedom, productivity, and joy it provides,” said Zean Nielsen, CEO of Cirrus Aircraft. “We have also developed a comprehensive ecosystem, providing global sales, flight training, maintenance, and support to ensure our owners have a seamless ownership experience. Our aircraft are truly designed with people in mind, and the new SR Series G7 is a testament to that philosophy. Our team and our aircraft provide a clear path to enter and advance within the personal aviation community by learning to fly and eventually transition to the Vision Jet with ease.” 

The post Cirrus Unveils the G7 Editions of the SR20, SR22, and SR22T appeared first on Plane & Pilot Magazine.

Just when you thought they could not stuff more, ah, stuff into the D2 watch series, Garmin has managed to up the ante with the Mach 1 Pro. The new multifunction tool includes an LED flashlight, night modes, and an ECG app among other features in a serious—and seriously hefty—wrist-born device.

FLYING had the opportunity to preview the D2 Mach 1 Pro at NBAA-BACE last week in Las Vegas, and we’ve also brought one home to test further for a full report. Our first impression? Improving upon the substantial feature set was a challenge, but a few key elements make it compelling to consider. Among these are:

• An LED flashlight incorporated into the case—and positioned so that you can wield it, communicator-style, during all phases of flight, from preflight to postflight. A red lens makes for safe use in night ops.
• A red shift mode for the display itself, also supporting night flight use.
• Improved battery life, which varies with the type of use, but can last up to 46 hours in pilot mode, and 25 days as a smartwatch.
• An ECG app adds to other health and fitness features to allow users to record heart rhythm for any signs of atrial fibrillation (AFib), up to a 30-second recording that can be viewed on the watch as well as on the Garmin Connect app.

READ MORE: Garmin D2 Mach 1 Aviator Watch: Why You Want One

“This year marks 10 years of the D2 series—a smartwatch line that pilots have relied on to combine aviation tools with the latest smartwatch technology,” said Carl Wolf, Garmin”s vice president of aviation sales and marketing, in a statement. “The D2 Mach 1 Pro provides an extensive set of advanced capabilities that pilots use every day, all while touting battery life that can withstand even the long-haul commercial pilot trips. Features like the LED flashlight and large AMOLED display, combined with the high-end materials, make this the most premium-built D2 smartwatch yet.”

The striking 51 mm case is crafted with a titanium bezel and five-button stainless steel design to access features quickly. It can be worn with a wide range of bands, from metal to leather to nylon fitness versions.

Pilot Modes

The D2 Mach 1 Pro builds on the pilot applications launched with earlier models, including the ability to plan, execute, and record flights through each stage. The watch allows access to a worldwide aeronautical database, a horizontal situation indicator (HSI), direct-to navigation, and a moving map display—all while offline. Aviation weather data and custom reports and alerts are available as well as fuel planning. A wrist-based pulse oximeter allows you to monitor oxygen levels, and a barometric altimeter provides altitude alerts.

The watch begins flight tracking and logging on takeoff, and it will sync the flight data to the user’s flyGarmin.com logbook. Flight plans can be uploaded directly using the Garmin Pilot app—and those pilots flying aircraft with PlaneSync can view the aircraft dashboard for fuel, electrical, database, and location information while away from the airplane.

The D2 Mach 1 Pro comes standard with a vented titanium bracelet with carbon gray DLC coating as well as a black silicone band for a suggested retail price of $1,399.99.

Editor’s note: This story originally appeared on flyingmag.com.

The post Garmin Updates D2 Watch Series with Mach 1 Pro appeared first on Plane & Pilot Magazine.

The answer came this week in the form of an email from ForeFlight that stated “the ForeFlight and Garmin teams identifying ‘a compatibility issue’ between ForeFlight and recent firmware versions (v3.13 and later) of Garmin’s GNX 375 GPS navigator and ADS-B In/Out transponder.” According to the email, “the issue can temporarily interrupt or disable the display of ADS-B traffic in ForeFlight Mobile while connected to this device.”

A Garmin spokesperson confirmed the situation, noting that “customers using software version 3.13 or later may experience ADS-B traffic interruptions in high-traffic environments on their ForeFlight display.”

ForeFlight and Garmin are presently working together to fix the issue.

A representative of the ForeFlight pilot support team said it is “working closely with Garmin to understand the timing and availability of the necessary firmware update to correct this issue and will advise with additional information when available.”Said Creighton Scarpone, Garmin’s director of airline & business aviation sales: “Traffic display and alerting on the GNX, or any other Garmin display, as well as Garmin Pilot, are not affected. The firmware update is expected to be available in September 2023.”

Editor’s note: This story originally appeared on flyingmang.com.

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ForeFlight, a Boeing Company, has announced its acquisition of CloudAhoy, a debriefing software provider.

According to a post on the ForeFlight blog, the acquisition was completed in response to “customer desire for more integrated digital solutions.”

• READ MORE: Did You Know ForeFlight Did This?

ForeFlight, established in 2007, is one of the most widely used weather briefing and flight planning and management tools.

CloudAhoy, created in 2011, provides post-flight debriefing, analytics, and flight operations quality assurance software products. CloudAhoy allows pilots to digitally record their flight and play it back to review their performance. The software is particularly useful in the training environment where the emphasis is on meeting and exceeding the minimum standards for certification.

The details of the merger have not been announced.

For more information, visit the ForeFlight blog.

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What has changed, though, is how we operate these airplanes. Engine monitors offer an all-in-one solution to owners. With old instruments, adjusting the mixture to a lean of peak setting required guesswork and guaranteed nothing; modern instrumentation made it practical. With modern instruments, diagnosing a stuck valve or dead cylinder went from sticking the butt end of a writing pen onto exhaust stacks to see which ones melted the plastic to simply seeing which cylinder’s temperatures are out of whack. A USB thumb drive can now download the data mechanics used to get from pilots trying to explain things that just didn’t seem right.

The JPI EDM900 is JP Instruments’ baseline engine monitor with primary certification, meaning it can replace your existing engine gauges. Other engine monitors with secondary certification are significantly cheaper, but they legally require your existing gauges to remain installed and operational.

For most installations, the EDM900 can replace an aircraft’s entire array of engine gauges—in our evaluation, it replaced the tachometer, manifold pressure and fuel pressure gauges as well as a cluster gauge with fuel quantity, oil temp and pressure, ammeter and single-cylinder CHT. It also replaced an aging JPI EDM700. All the senders are included—and they live firewall-forward. This means that old lines for direct-reading fuel and oil pressure gauges no longer exist behind your instrument panel, where they present a threat of leaks or fire if a line ruptures.

We opted for fuel flow and carburetor temperature indications for use on a Lycoming 0-360-A1D. Our install was fairly straightforward; installation on more complex engines includes allowances for turbochargers, fuel injection and the like. You’ll need your aircraft POH and possibly a copy of the aircraft Type Certificate Data Sheet as you fill in the ranges and limits for your instrumentation—get it right the first time to avoid shipping it back to JPI for reprogramming.

Once installed, the display is easily reconfigurable for gauge placement, so the values you need are where you want them to be. The layout was mostly intuitive as delivered, although we did swap the placement of manifold pressure and tachometer.

The high-resolution color display makes your engine data easy to read, and those who’ve used an older EDM, such as the 700, will find the interface much more user-friendly, having a few more buttons and an on-screen legend. Temperatures for cylinder head temperature and exhaust gas temperature are displayed constantly for all cylinders. Leaning is a breeze with settings for operating lean of peak or rich of peak available. Data downloaded to a USB drive can help your mechanic troubleshoot when something isn’t quite right. Savvy Aviation offers SavvyAnalysis, a free service for you to upload engine data for basic troubleshooting.

In an instrument roughly the size of a cluster gauge it replaced, our EDM900 displays RPM, manifold pressure, all CHT and EGT values, outside air temperature, percentage of horsepower, oil temperature and pressure, fuel pressure, carburetor temperature, fuel levels, volts and amps, fuel used, fuel remaining, time to empty, Hobbs meter and cylinder cool-down rate. That’s a lot of data, but the clarity of the display makes it easy to process—and a remote alarm light draws your attention to any value out of limits.

With optional fuel flow installed, the unit couples nicely to GPS navigators to calculate fuel required and fuel reserve at your destination or next waypoint. When coupled with CIES fuel-level senders, your airplane can become an exception to the old saying about never trusting fuel gauges. You’ll find yourself often knowing within a gallon or 2 what it’ll take to top off as you pull up to the pump, but disclaimers abound about trusting the fuel indications.

The price of the unit is half the battle. The installation can cost as much as the unit itself, leading to quoted installs nearing $10,000. The wiring is not complex, just plentiful, and most A&P mechanics should be able to handle it rather than sending it to an avionics installer. If you’re handy and have a good relationship with an A&P to supervise your work, this is an opportunity to save thousands of dollars as a do-it-yourselfer. The price of the instrument itself is $4,195 and up, depending on the options selected.

Read more Avionics stories here.

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