Jon Asks:

<<Since you've been involved in the process, could you describe what this
implies for those who might want to install such a system in a certified
airplane? Is a TSO sufficient to install these boxes, or does one
further need an STC (or some other acronym) for each airframe type? Any
plans that can be shared regarding the retrofit market?>>

The certified system (Chelton Flight Logic) consists of two IDUs (displays), Airdata unit, AHRS (Attitude Heading Reference System) and a WAAS enabled GPS. There are 9 TSOs that currently apply to the system including WAAS and TAWS. Additional TSOs are in the works to display ADF, RMI, Flight Director, Marker Beacon and Localizer/Glideslope. This additional capability is redundant to the existing capability but will allow IFR approaches into virtually any airport with a procedure without having to have supplemental gear on board. RVSM capability will be available Q2 of 03.

Regarding retrofit, that IS the market. As you may be aware, CFS won the Capstone contract. This project involves the installation of the Flight Logic system in several hundred aircraft based in Alaska, improving navigation and reducing CFIT. Because of the diverse aircraft base involved in Capstone and the fact that not all the aircraft that will eventually participate have been identified, the system has been tested to to most stringent standards. As a result, a "blanket" STC will be issued that covers over 650 certified aircraft!! No joke. The first 15 complete systems will be shipped to the FAA/Capstone next week. The STCs will be issued as soon as those first systems are received. This will happen because the FAA won't be able to install the hardware they have paid for until they approve the STCs.

You will be able to install the Chelton Flight Logic system in virtually any certified aircraft and do so under an STC. Not a nod and a wink, not a 337, an STC! This is very bad news for companies like Meggit, who can count their STCs on one hand.

The experimental system will continue to be produced and sold into the experimental market and there are three reasons to put the experimental system in your Lancair; availability, cost and engine monitoring. The first production run of 250 Flight Logic two screen systems is already sold out. Because of the lower cost and comparable functionality of the experimental system, it is a much better value (performance/dollars). There are no plans at present to build an engine interface for the certified system. Eventually (perhaps 18 months or more) a non certified version of the Flight Logic system will be available but only after the manufacturing rate increases to exceed the certified market's demand and certification and other NRE costs have been amortized.

IMHO, Kirk at Lancair Avionics is the go-to guy for Lancair installations so contact him regarding availability and pricing.

I would like to thank all the existing CFS customers for your patronage and support. In turn, I know that CFS is committed to supporting these customers.

My participation in this project has given me great pride and I am especially proud that the core team of five guys could design, build and certify the worlds most advanced avionics for general aviation. At last count, Honeywell had thrown $90,000,000.00 at the problem and they are still not there.

As members of the experimental aircraft community we are all (particularly the members on this list) able to forecast the future. Not because of any psychic vision to see what will be, but because collectively we have the vision to build what will be the future of general aviation.

Regards
Brent Regan