Universal Avionics Systems

SBAS-FMS

Platform for NextGen and SESAR 

  • The avionics systems you invest in today must be able to support the Next Generation of Communication, Navigation, Surveillance / Air Traffic Management (CNS/ATM). They must possess the processing power, speed, memory and interface capabilities to meet the growing demands of the US Next Generation Air Transportation System (NextGen) and Europe’s Single European Sky ATM Research (SESAR).
  • Since introducing the industry’s first multi-sensor FMS (the UNS-1) in 1982, UniversalAvionics has continually taken the industry forward with a pilot-focused vision of flight management. Today’s SBAS-capable FMSs build upon the company’s popular marketproven product design, offering more advanced features and interfaces, and a growth path to meet the requirements of the future.

High-Integrity Navigation: SBAS 

  • Universal Avionics’ SBAS-capable FMS features an extremely precise, internal SBAS Global Positioning System (GPS) receiver that improves accuracy and integrity of GPS-derived position information. The Receiver Autonomous Integrity Monitor (RAIM) prediction requirements in US airspace are thereby removed and navigation capabilities for all classes of aircraft in all phases of flight are increased. The embedded SBAS GPS receiver provides ILS-like guidance down to near CAT I ILS minimums. In addition, Universal Avionics’ SBAS-FMS meets stringent internal monitoring requirements to provide guidance to any of the Minimum Descent Altitude (MDA) levels for Area Navigation (RNAV) (GPS) approach guidance:
  • Localizer Performance with Vertical (LPV)
  • Lateral Navigation/Vertical Navigation
  • (LNAV/VNAV)
  • LNAV-Only
  • Approach Procedures with Vertical (APV)
  • Universal Avionics’ SBAS-FMS is compatible
  • with the regional SBAS around the world:
  • Europe – European Geostationary
  • Navigation Overlay Service (EGNOS)
  • North America – Wide Area
  • Augmentation System (WAAS)
  • Japan – Multi-functional Satellite
  • Augmentation System (MSAS)
  • India – GPS-Aided Geo-Augmented
  • Navigation (GAGAN)

RNP and RNAV 

  • Required Navigation Performance (RNP) and RNAV are key aspects of all airspace modernization programs. Performance–Based Navigation (PBN) is proven to save fuel, relieve congestion and reduce delays at many airports, domestic and international. Universal Avionics is the technology leader in both RNAV and RNP. The SBAS-FMS meets emerging RNP/Actual Navigation Performance (ANP) airspace operational requirements around the world, including European Basic–RNAV (B–RNAV) and Precision–RNAV (P–RNAV).
  • Implemented in 1998, B-RNAV defines a minimum RNP for aircraft operating in European Civil Aviation Conference (ECAC)-controlled airspace. B-RNAV offers a number of advantages over the conventional ground-based navigation system, including: improved safety, more direct routes and savings in fuel. European states are implementing numerous P-RNAV procedures in the terminal areas of major airports. Only P-RNAV qualified aircraft will be allowed to fly these procedures, essentially creating a “best equipped, best served” situation. Restrictions are also being placed at certain airports within European airspace for aircraft that are not P-RNAV equipped. P-RNAV offers operators benefits including shorter, more direct routes and more precise navigational accuracy in the terminal and approach airspace. 

ADS-B Out 

  • As an FAA TSO-C146c approved FMS, Universal Avionics’ SBAS-FMS meets the requirement for the navigation source part of an aircraft’s Automatic Dependent Surveillance-Broadcast (ADS-B) Out installation and approval. ADS-B Out is a key part of the FAA’s NextGen National Airspace System (NAS) with mandates beginning in 2020. ADS-B Out is the transmission of a GPS position from an aircraft in order to display the aircraft’s location to Air Traffic Control (ATC) on the ground or to pilots in the cockpits of aircraft equipped with ADS-B In. Aircraft that are equipped for ADS-B Out realize many benefits, including: improved situational awareness and safety, reduced separation between aircraft and increased coverage.

Dual FMS/GPS/WAAS/SBAS Single EFI-890R

  •   Universal UNS-1F/1Fw – FMS/GPS/WAAS integrated to Boeing displays  And MFD Single EFI-890  
    A/C Type: Boeing 737-200/300/400/500
  • Approvals: FAA STC No.: ST03362AT, EASA Validation
  • Regulation requirements: Required for FAA/European/International P-RNAV, RNP, WAAS and LPV approaches.
  • Description: Prior to the Advanced Cockpit modification, the B737-200/300 was equipped with single Smiths Flight Management Systems, usually non-GPS enabled. These systems do not have the operational capabilities that are now (or soon will be) required for European P-RNAV, RNP, WAAS, ADS-B etc.  Therefore, The Universal Avionics Systems Dual UNS-1F/1Fw Super FMS were installed to provide the advanced operational capabilities and a single Smiths FMS was retained to perform aircraft VNAV auto-throttle interface. The auto throttle system will perform all functions with the exception of VNAV if the Smith FMS is turned “OFF” The dual UNS-1F/1Fw-FMS are fully coupled with the Digital Flight Guidance System and are able to perform 3D approaches. SID’s, STAR’s and all procedural leg types fully coupled for vertical and lateral guidance. 


  • Benefit to operator: The UNS-1F FMS system provides the best foundation for present and future requirements such as RNP-1, P-RNAV, and WAAS LPV Class III approaches. A RNP-1 is a navigation system that must be able to calculate its position to within a circle with a radius of 1 nautical mile. A P-RNAV means shorter, more direct routes with simple connections to the en-route structure, uses RNAV functionally in all phases of flight except final and missed approach. A LPV approach is a new category of approach that uses the WAAS signal and provides vertical guidance. This allows the aircraft to fly directly from one airport to another, as opposed to following routes based on ground-based signals. This can cut route distances considerably in some cases, saving both time and fuel. In addition, because of its ability to provide information on the accuracy of each GPS satellite's information, aircraft equipped with WAAS are permitted to fly at lower en-route altitudes than was possible with ground-based systems, which were often blocked by terrain of varying elevation. This enables pilots to safely fly at lower altitudes, not having to rely on ground-based systems.  UNS-1F/1Fw-FMS system ensures the highest level of safety for pilots in the cockpit and for passengers as well.


  • More Benefits:
  • SBAS LPV Precision approach 
  • Perfect for operations into non-ILS-equipped runways.
  • Highly economic approach to retrofitting aircraft with LPV capability.
  • Permits airline to provide significantly improved schedule reliability given the absence of traditional ground-based approach aids at many remote destinations.
  • From the pilot’s perspective, LPV provides a clean, straightforward interface which behaves exactly like an ILS, but with the exceptional WAAS performance and availability.
  • NVG compatibility
  • RNAV 
  • Additionally in interface with Dual UNS1Fw- FMS System, we can install the UNILINK-801 data link system under STC # ST04266AT
  • Easy upgrade path to ADS-B (Automatic Dependent Surveillance – Broadcast)  
  • Minimal pilot training costs for new system.


  • Data Base: 
  • The FMS databases are safely stored in nonvolatile flash memory devices. The navigation databases are produced and provided in accordance with the highest quality standards as specified in DO-200A/ED-76. Universal Avionics holds an FAA Type 2 Letter of Acceptance (LOA) for processing and producing the FMS navigation database. Databases are installed by Universal Avionics and also in the field by the customer with subscription, using data loading DTU-100 (Zip drive) or SSDTU (USB drive or SD card). 


  • The UNS-1Fw FMS system under STC # ST03362AT is eligibility for B737-200 / 300 series Non-EFIS (Boeing Analog Aircraft) and B737-300/ 400/ 500 Series Boeing EFIS Aircraft.

UniLink® UL-801 CMU System

  •   Overview Increasingly congested skies demand a data link system with optimum management of two-way air-to-ground communications. The Universal Avionics UniLink UL-800 and UL-801 Communications Management Unit (CMU) provides superior operations and control of digital communications between the pilot and Air Traffic Controller (ATC) in the exceedingly complex Communication, Navigation, Surveillance (CNS) Air Traffic Management (ATM) environment. Developed in full compliance with DO-178B Level C guidelines, the UniLink UL-800/801 CMU also meets FANS 1/A+ standards. Combined with the Universal Avionics Satellite-Based Augmentation System (SBAS)–Flight Management System (FMS), the UniLink UL-800/801 CMU provides an opportunity to take full advantage of the safety and efficiency benefits that advanced data link capabilities offer. 
  • A Platform for the Future CNS / ATM Environment Fully compliant with the FANS 1/A+ mandate affecting operators in the North Atlantic Track System (NATS) and some Pacific Ocean routes, the UniLink UL-800/801 includes Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) functionality. With these FANS capabilities, operators gain preferred routing and options for altitudes with more favorable winds when in the NATS. Preferred routing provides a lower fuel burn and shorter station-to-station times, helping operators gain efficiencies that save fuel, time and money. Provisioned for the upcoming Link 2000+ Programme mandate, the UniLink UL-800/801 enables operators to proactively equip for this and the FANS requirements while increasing the aircraft’s utility. By February 2015, the entire NATS between FL350 and FL390 will require FANS 1/A capability. The UniLink UL-800/801 is also provisioned for the Aeronautical Telecommunications Network (ATN), a future internetwork architecture designed by the International Civil Aviation Organization (ICAO). This network will allow ground / ground, air / ground, and avionic data sub-networks to interoperate by adopting common interface services and protocols based on the International Organization for Standardization (ISO) Open Systems Interconnection (OSI) Reference Model. 

DUAL FMS/GPS/WAAS FULL EFI-890R EFIS

EFI-890R SYSTEM    

  • The system consist of four (4) each Flat Panel Display, 2 each panel installed in the Captain’s Instrument and 2 each panel   Installed at the F/O’S instrument panel.    The new installation will require a new instrument panel. The M890R is a flat panel electronic display base upon Active Matrix Liquid Crystal Display (AMLCD) technology. The installation of the M890Rs provides for the display of all primary flight information normally associated with standard ADI and HIS presentations as well as altitude, flight guidance, and speed information. In addition the M890R may display full navigation, flight plan, weather radar, ground proximity, and traffic information. System circuitry provides for extensive self-diagnostic testing. On power up, the system automatically performs a self-test routine. If any failures are detected, the EFI-890R will display the applicable failure annunciation upon completion of testing. If no failures are detected, the system will enter its operational mode. During the course of normal operation, the EFI-890R continuously performs self-monitoring for any error indications and will annunciate any detected operational errors to the pilot. The EFI-890R video display can also be tested manually by pressing the TEST key located on the bezel. The Multi-Function Display is a high quality instrument designed to serve in both new and replacement applications. The MFD is powered by standard 28VDC aircraft electrical power.
  •   DIGITAL HEADING AND ATTITUDE REFERENCE SYSTEM   The new system will be interface with the existing aircraft system (IRS). The existing system will provide all necessary digital information in reference to the Pith, Roll, Heading and validities.  
  •  DIGITAL AIR DATA INPUT   The new system will be interfaced with the existing air data. The existing air data system will provide all necessary information digitally. Baro corrected Altitude, altitude, Airspeed, Vertical Speed, True Airspeed and OAT, will be provided.