The legacy database for Teterboro has only four approaches, versus nine in the SBAS FMS. In one recent case, a flight crew was told to go elsewhere while trying to land at Teterboro Airport because their FMS didn’t have the approach that was in use and the controllers were too busy to offer an alternative. Data provider Jeppesen chooses which approach is primary. Some operators of older business jets have run into problems accessing instrument approach procedures at some airports because the legacy FMS’s database isn’t large enough to contain all the available approaches. An ADS-B Out transponder is also needed, but the modern FMS’s SBAS-capable GPS sensor is required. While the legacy FMSs are still perfectly usable, there are reasons to consider upgrading besides the fact that a component failure could render them inoperable.Īn important feature is that the newer FMSs available from Universal Avionics are needed for ADS-B Out compliance. Universal is continuing to offer repairs to these FMSs as long as these parts are available or it can do repairs unrelated to these parts, but the parts are expected to run out around December. Universal was first to market with an FMS in 1983 and its products are installed in more than 50 different aircraft types in all aviation segments.Īccording to Universal Avionics, the problem isn’t that these FMSs will suddenly stop working, but parts such as the LCD display, CPU board, GPS board, and GPS sensor are no longer available. The Universal service letters published in November of 2019 apply to UNS-1K/1K+, -1Csp/1Csp+/1C/1C+, and -1D/1D+ FMS models. Last year, Universal Avionics notified aircraft owners and operators that certain parts of legacy flight management systems (FMS) are becoming obsolete and that repairs may soon be unavailable for these units.
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