SkyDisplay HUD Earns STC Approval

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MyGoFlight has received supplemental type certificate (STC) approval from the FAA for its SkyDisplay head-up display (HUD), the company announced at the 2021 Aircraft Electronics Association convention on Tuesday. Designed for Part 23 aircraft, the SkyDisplay system is made up of an aircraft interface device (AID), which reads the aircraft’s ARINC 429 and serial data busses, and a projection unit. The approved model list for SkyDisplay AID installation currently includes the Cirrus SR20, SR22 and SR22T.

“With very strong interest, over 20 aircraft have committed to pre-certification positions to have SKYDISPLAY installed,” MyGoFlight said. “These aircraft operate under Part 23 rules for piston, turbo-prop and light jet aircraft and include Cirrus, Cessna, Beechcraft, Phenom, TBM, Piper, Air Tractor/Fire Boss, and more.”

According to MyGoFlight, the SkyDisplay can be integrated with Aspen, Garmin and Honeywell avionics systems with plans to expand compatibility to other units in the future. Unit price for the SkyDisplay HUD system is $29,500. The company also recently introduced an Enhanced Vision System (EVS) option for the HUD, a $5,000 upgrade that adds thermal imaging capabilities.

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13 COMMENTS

  1. Huds are handy for the transition to vis in a CAT II or III approach and for thrashing around a visual pattern so you don’t have to keep peeking inside to see airspeed, angle of attack and such. Like texting in a car the hud can prevent the nanofog period when you swivel your brain from close in PFDs which have too much information to outside where with a good hud there is just enough information. I expect the price might come down below the cost of a good used C172 in a few years.

    • It seems that the supporting avionics will almost double the cost on an initial installation or panel upgrade. So your $35,000 solid, airworthy bird with legacy (but still valid) avionics will require an investment of more than the hull value.

    • HUDs are very useful for visual landings where lighting, runway slope, obscured terrain (due snow or sand, as in High Arctic and deserts), IF they have a flight path prediction feature as I expect all do.

      The Sundstrand VAM did, predictor bar to place on touchdown zone by flying, guidance to target approach slope (3 degrees) , IIRC a horizon line, not much else.

      Pacific Western Airlines installed in on 727C, 737C, and Hercules going into the High Arctic.

      Ironically, one of the 727C’s later crashed in conditions that needed guidance (black hole approach to sloping runway, Continental’s Air Micronesia had not kept the system after PW sold the airplane to it).

  2. Amazing. Looks better than the VAM I installed in big iron in the 1970s.

    But I would not use it in the Air Tractor fire fighters, reliable function is too critical for errors.

    (FTR, I consider Conair’s ‘Fire Boss’ label to be devious – the bosses of forest fires are in the Bird Dog aircraft that direct the tankers, and in fire HQ.)

    • The Air Tractor is a dinky airplane useful for first response and the beginning of lightning caused fires IFF it is based widely.

      For some situations, big dumps are needed, including to penetrate canopy. And big tankers can lay down fire break lines quickly with staged opening of multiple drop doors.

      Bring back the Mighty Mars.

  3. You surely have not been around aviation if you don’t know what HUD is.
    Probably it’s me, but for all the ILS approaches down to minimums (on gages) I have made,
    I saw no reason for a HUD, because, looking at the panel & outside was no big deal.
    When you hit the minimum, can’t see anything – go around – no big deal (without a HUD)
    Of course, that’s my take.