[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"$frIdRnJ6xF4OiD-9mm_WHVi5VG78E_5UJPBgn4DpIKyQ":3,"$fFKpNWZVVYTBYE3vPJn_-n27owUoP9TxN8PTy0yh8W6Y":17,"shop-vat-rates":102},{"article":4},{"id":5,"slug":6,"title":7,"summary":8,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":14,"bodyMd":15,"legacy":16,"createdAt":14},"af207643-1be9-46af-9613-c1cf9fb9c1a8","navia-sense-igc-recorder-and-calibration","NAVIA Sense: the IGC recorder, calibration and the compass swing","The integrated IGC recorder and its security seal, engine noise and when an external means-of-propulsion sensor is required, the Certificate of Calibration that replaced the barochart, and a compass that calibrates itself in flight.","public",true,"9d0897b6-42d0-4643-8ceb-e8a02ce4a854","navia","NAVIA","2026-09-10T11:36:59.793Z","The NAVIA Sense is the air data and inertial platform of the NAVIA system: pressure sensors, GNSS, outside air temperature and — on most versions — an AHRS with an integrated magnetometer, in one small box that feeds everything else in the aircraft. On the gliding versions it is also a secure IGC flight recorder, which changes what you are allowed to do to it.\n\nThis article covers choosing the right version, installing it, what the calibration certificate replaces, and the two commissioning steps that decide whether your attitude and heading are honest. Pin allocations and dimensions are in the installation manual and are not repeated here.\n\n## Which Sense you have\n\n| Version | What it adds |\n|---|---|\n| **Sense Gliding** | Dedicated TE probe port, IGC flight recorder, high-accuracy airspeed and OAT |\n| **Sense Gliding Pro** | AHRS, and the hardware the Pro+ licence needs |\n| **Gliding Pro+** (licence) | 3D wind calculation from the inertial platform — instant wind and an inertial variometer |\n| **Sense Airplane** | AHRS, 25 Hz GNSS with SBAS, airspeed to 250 kt |\n| **Sense Airplane Pro** | Angle of attack |\n| **Sense Airplane Pro HS** | Angle of attack, airspeed to 500 kt |\n\nTwo capabilities are software licences rather than hardware: the **IGC flight recorder** on the gliding versions, and **Gliding Pro+**, which uses the inertial platform to compute real-time air mass movement for markedly better vario and wind data. Field pressure calibration is optional across the range.\n\n## The IGC recorder\n\nWhere the licence is enabled, the Sense is a high-level approved logger, which means its files are valid for FAI badge claims, diplomas and world record flights without further argument.\n\nIt records at a fixed **1 Hz** — one track point per second, with no setting to adjust, so every log carries full resolution whether or not anyone remembered to configure it. Flight detection is automatic: recording begins when the unit sees takeoff parameters and finalises the log after landing. In an integrated installation the files transfer to the Core Pro and are downloaded through a connected display.\n\nEvery file ends with a **G-record**, the cryptographic signature that lets a scrutineer prove the file has not been edited. Alter the file by hand and validation fails, which is the entire point. Give the GNSS antenna a clear view of the sky: continuous tracking and valid signatures both depend on it.\n\n## Engine noise, and when the internal sensor is not enough\n\nThe Sense carries an internal acoustic ENL sensor, and for a glider with a standard piston engine that is entirely sufficient to detect and record engine operation.\n\nJets and electric propulsion defeat it — one has the wrong acoustic profile, the other has almost none — so those aircraft need an external means-of-propulsion sensor to produce valid engine data in the IGC file. Neither version is a standalone device: both depend on the Sense to process, record and forward everything they measure, and both connect to its secondary serial port.\n\n### MOP Jet\n\nAn acoustic sensor tuned to the high-frequency noise a jet produces, mounted near the engine and ideally above the wing spar. Because high-frequency sound is strongly directional, plan on several test flights to confirm it is genuinely capturing engine noise in the recorded file rather than in theory.\n\n### MOP Electro\n\nThis one measures electricity rather than sound: propulsion battery voltage through its high-voltage connector, and current through a clamp placed over the main high-current lead. Beyond satisfying the IGC engine record, it gives the pilot live current flow and the energy consumed in kWh over the flight — which is what electric glider competitions enforcing a daily energy cap actually need.\n\n> Disconnecting either MOP in flight is a clear violation of the file's integrity: the recorded values drop for the remainder of the flight and the engine record is void. Wire it so it cannot be disturbed, and keep the high-voltage lines strictly on the high-voltage connector — putting them on the data port destroys the module and whatever is attached to it.\n\n## The security seal and the internal battery\n\nTo qualify as a highest-level recorder — the standard required for world records, the top badges and all competition flying — the Sense carries a dedicated internal battery that keeps its hardware tamper switches alive and watching even when the aircraft is completely unpowered.\n\nThat battery is expected to last more than five years, and we strongly recommend replacing it every five years during the barocalibration, while the unit is with us anyway. If it does run down first, the portal and any connected displays show `Seal not valid`. The unit keeps working and keeps recording IGC files, but those files carry no valid G-record, so they cannot verify flight integrity for a claim or a competition.\n\n> There are no user-serviceable parts inside. Opening the enclosure trips the tamper switches and permanently invalidates the IGC seal — only a factory service can re-seal it. Battery replacement, recalibration and every hardware repair happen at LX navigation or an authorised partner.\n\n## Standalone operation and the Wi-Fi portal\n\nConnected to a Core Pro, the Sense has no user interface of its own: logger settings, task declaration, pilot event triggering and flight downloads all happen through the displays, and its standalone Wi-Fi is switched off.\n\nUsed standalone, it raises its own access point named `Navia Sense xxxxx`, where the digits are the unit's serial number, with a password unique to that device. Join it and the portal appears; if it does not, browse to `192.168.4.1`. From there you can check and download the logbook, transfer waypoints, create and declare tasks, configure pilot, co-pilot and aircraft details, and trigger a pilot event.\n\n## Mounting, and why your screwdriver matters\n\nThe Sense mounts on M2 threaded holes on each side, and screws that are too long will damage the internals. Two things then decide whether the AHRS is worth anything: the orientation, and the magnetism.\n\n**Orientation is critical.** The unit must be installed with the pneumatic and electrical connectors pointing forward, in the direction of flight, and the top of the unit facing up — the case carries an aircraft silhouette and the words THIS SIDE UP to make the point. Mounted any other way, the pitch and roll it reports are simply wrong. Mount it as far as practical from ferrous metal, high-current cables, motors and anything with moving magnetic parts.\n\n> Units with AHRS contain a highly sensitive magnetometer. Use non-magnetic tools — beryllium, copper or titanium — and never a magnetised screwdriver. Exposure can permanently alter the unit's internal magnetic signature.\n\nTake normal electrostatic precautions when handling the connector and its wiring, and double-check the pinout before applying power. The Sense is a 5 V device fed from the Core Pro's regulated output: connecting it to a 12 V or 24 V bus destroys it immediately and permanently.\n\n## Pneumatics\n\nThe Sense uses female threaded ports and push-in connectors for 6 mm hose. Static and total pressure come from the aircraft's existing pitot-static system — locate the existing lines and, where no free port exists, split them with a T-junction. Gliders with a total energy probe connect it to the TE port. Angle of attack applies only to the Airplane Pro and Pro HS versions, which take their AOA lines from a compatible pitot-AOA probe; AOA can be compensated for flap position, which needs either a flap position sensor or a discrete input wired to the Core Pro.\n\nKeep every run as short as the airframe allows, airtight, free of sharp bends and twists, and arranged so water cannot get in. A leak test is not a regulatory requirement for the AOA system, but inconsistent performance or a refusal to calibrate is exactly the symptom it exists to diagnose.\n\n## The GNSS antenna and outside air temperature\n\nInstall the GNSS antenna horizontally with its marked face to the sky, and give it a genuinely clear view. Non-conductive covers — fibreglass, glass, wood, cloth — are fine; metal and carbon fibre are not, so an antenna under a carbon panel will never work properly no matter how good it is.\n\n> Hand-tighten SMA connectors, firmly, and never with tools. An over-tightened connector cannot be removed later without the receptacle spinning inside the chassis, which twists and breaks the delicate internal coaxial cable.\n\nAt least one outside air temperature probe is required, because true airspeed and density altitude are computed from it. A 3-wire probe actively compensates for cable resistance and is what the Sense expects; a 2-wire probe works too, with the appropriate pins bridged at the connector, since the cable error in a light aircraft is generally negligible. In an installation with more than one Sense, temperature is shared through the Core Pro.\n\n## Calibration and certification\n\nEvery unit is factory-calibrated at multiple points, with linear interpolation applied internally, so the data it records and reports is already calibrated. That is why there is no longer a traditional barochart: instead, each device is issued a formal **Certificate of Calibration** naming the calibration tool, the date, the next due date and the operator. It satisfies the requirements for badges, records and international competitions in full.\n\nFor any device using the IGC recorder the recalibration interval is **five years**. At that point the unit comes back to us or to an authorised partner for recalibration of its altitude sensors and replacement of the security battery, and its highest-level approval continues. The portal shows both the last calibration date and the due date, so you never have to guess.\n\nUser calibration through the Wi-Fi portal is available on top of the factory baseline, and it fine-tunes the live data sent to your displays and instruments.\n\n> User calibration is **never** applied inside the secure IGC file. Adjust it as you like for the panel; the sporting record is untouched by it, deliberately and by design.\n\n## Levelling the AHRS and the compass swing that isn't one\n\nTwo commissioning steps, one on the ground and one in the air.\n\n1. **Level the AHRS.** With the aircraft standing in its normal straight-and-level flight attitude, trigger the `CAGE` command — from the Wi-Fi portal standalone, or from `Airplane Settings › Navia Sense` on a display. This establishes the baseline the horizon is drawn against, so getting the attitude right matters more than getting it done quickly.\n2. **Teach the compass.** There is no compass rose in this procedure. The magnetometer calibrates itself in flight, using its algorithm together with the internal gyros. Fly a few figure-of-eight patterns to let it gather magnetic data in every direction, and when you are satisfied the heading readout is accurate, execute `Save compass` from the same menu.\n\nSaving stores the calculated magnetic offsets, and from the next flight the compass shows the correct heading immediately from boot-up, stationary on the ground. Skip that step and it will keep re-learning from scratch, every flight, forever.\n\n## Post-installation checkout\n\n1. Power up and confirm the Sense appears on a display, or broadcasts its access point standalone.\n2. Move the aircraft out of the hangar and verify a valid 3D GNSS fix.\n3. Check the horizon reads level after `CAGE`, and that pitch and roll respond smoothly when the aircraft is rocked.\n4. Confirm airspeed reads zero with the pitot uncovered and the aircraft stationary.\n5. Confirm every pneumatic line is connected and leak-checked before the panel goes back on.\n\n## When something is not right\n\n| Symptom | Probable cause | Remedy |\n|---|---|---|\n| `Seal not valid` on the portal or a display | Internal security battery depleted | Files still record but carry no valid G-record — return the unit for service |\n| A claim is rejected on the engine record | Jet or electric glider relying on the internal ENL sensor | Fit a MOP Jet or MOP Electro; the acoustic sensor cannot cover those aircraft |\n| MOP values dropped to zero mid-flight | The MOP lost its connection to the Sense | The engine record for that flight is void; check the wiring and retest |\n| Horizon not level on the ground | `CAGE` never performed or performed at the wrong attitude, or the unit mounted in the wrong orientation | Check THIS SIDE UP and the connectors face forward; then repeat `CAGE` with the aircraft at its level-flight attitude |\n| Heading wrong from boot-up | Compass offsets never saved | Fly figure-of-eights, then execute `Save compass` |\n| Heading never settles in flight | Ferrous metal, high-current cables or a motor near the unit; or a magnetised tool used during installation | Relocate the unit away from the source; if the signature was permanently altered, contact us |\n| No 3D GNSS fix | Antenna under a metal or carbon panel, or without sky view | Relocate it, or place it behind a non-conductive window |\n| Airspeed not zero when stationary | Usually a pneumatic leak or a blocked line | Leak-test the lines and clear the ports |\n| No Wi-Fi access point | The Sense is connected to a Core Pro | This is by design — configure it through the displays instead |\n\n## Where to go next\n\n- What the recorder is actually producing, and how it is verified: the Academy article on [IGC logs](\u002Facademy\u002Figc-logs).\n- The sensors behind the numbers: [AHRS](\u002Facademy\u002Fahrs), [compass and magnetometer](\u002Facademy\u002Fcompass-magnetometer), [pitot and static systems](\u002Facademy\u002Fpitot-static) and [altitudes](\u002Facademy\u002Faltitudes).\n- Where the Sense fits: [NAVIA system architecture](\u002Fkb\u002Farticle\u002Fnavia-system-architecture) and [commissioning a new aircraft](\u002Fkb\u002Farticle\u002Fnavia-commissioning-a-new-aircraft).\n- Barocalibration, battery replacement and repairs: [send it in](\u002Frepair), or [ask us first](\u002Fcontact).\n- The device itself: [NAVIA Sense](\u002Fnavia\u002Fsense).\n",null,{"categories":18,"articles":45,"search":101},[19,25,28,34,39],{"id":20,"slug":21,"name":22,"description":16,"sortOrder":23,"articleCount":24},"42232637-6088-4100-9314-0b4986098818","getting-started","Getting started",20,7,{"id":11,"slug":12,"name":13,"description":16,"sortOrder":26,"articleCount":27},25,10,{"id":29,"slug":30,"name":31,"description":16,"sortOrder":32,"articleCount":33},"92b87517-c814-4237-b180-19df9cb80b16","connectivity","Connectivity",30,3,{"id":35,"slug":36,"name":37,"description":16,"sortOrder":32,"articleCount":38},"db776f9a-4f67-42bf-94bc-171c93f10cea","service-repairs","Service & repairs",1,{"id":40,"slug":41,"name":42,"description":16,"sortOrder":43,"articleCount":44},"48e22b59-26c1-477f-b136-3d3728b6dc22","device-guides","Device guides",40,12,[46,52,58,64,70,76,82,88,94,95],{"id":47,"slug":48,"title":49,"summary":50,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":51},"edb2d23e-9cd8-48c9-abbc-365420c26247","navia-system-architecture","NAVIA system architecture: how the pieces fit together","Hub, Core, Sense, Displays, Traffic, UPS, EMU and Grip — what each unit does, how power and data flow over one cable per device, and how to plan a system before ordering.","2026-09-10T11:36:59.617Z",{"id":53,"slug":54,"title":55,"summary":56,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":57},"2e027321-055d-4b7a-9c2a-9c5036e8cc62","navia-commissioning-a-new-aircraft","NAVIA: commissioning a new aircraft","The thirteen steps from wired hardware to a configured aircraft: registering the Core to your account, aircraft identity and configurations, the polar, flight envelope and flaps, weight and balance, and the checks before the first flight.","2026-09-10T11:36:59.710Z",{"id":59,"slug":60,"title":61,"summary":62,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":63},"47957da9-8639-4832-9d76-3c5ed57fd9dc","navia-accounts-roles-profiles-and-screens","NAVIA accounts, roles, display profiles and your phone as a screen","Personal accounts that follow you to any NAVIA aircraft, the four roles and how ownership is established in LX Cloud, pilot in command, screen and login types, display profiles, and adding a phone or tablet as an extra screen.","2026-09-10T11:36:59.718Z",{"id":65,"slug":66,"title":67,"summary":68,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":69},"941c6fbe-cc2a-4bc7-b698-4bcffbf8475f","navia-cloud-sync-offline-and-flight-recording","NAVIA and LX Cloud: synchronisation, working offline, flight recording and the logbook","What belongs to you and what belongs to the aircraft, when synchronisation runs and why it never runs in flight, flying with no internet at all, and how a recorded flight reaches the logbook and the cloud.","2026-09-10T11:36:59.724Z",{"id":71,"slug":72,"title":73,"summary":74,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":75},"51cc50eb-1866-421f-a066-d67a90faa095","navia-updates-databases-and-remote-support","Updating NAVIA: Core, ecosystem devices, databases and remote support","The update page and its three channels, reverting a version, why connected devices update themselves from the Core, keeping airspace and charts current, and the remote-support switch that stays off until you turn it on.","2026-09-10T11:36:59.734Z",{"id":77,"slug":78,"title":79,"summary":80,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":81},"e9e61fe3-3e10-4cc7-98a3-52450b11f313","navia-troubleshooting","NAVIA troubleshooting: warnings, alarms and status-bar items","What each status-bar item reports, the full list of warnings and alarms with what triggers them, and a symptom-cause-fix table for the sixteen things most likely to puzzle you — several of which are not faults.","2026-09-10T11:36:59.745Z",{"id":83,"slug":84,"title":85,"summary":86,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":87},"7698e2e3-2195-4b46-8ca3-2067e17da186","navia-emu-sensor-installation","NAVIA EMU: installing CHT, EGT, RPM, fuel-flow and fuel-quantity sensors","The thermocouple rules that govern everything, where CHT and EGT probes go and where they must not, RTD and pressure senders, fuel quantity and flow, RPM pickups, and two worked engine examples.","2026-09-10T11:36:59.755Z",{"id":89,"slug":90,"title":91,"summary":92,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":93},"43d23b57-4681-4d80-9aad-ba64fd471812","navia-emu-alerts-fuel-computer-and-logbook","NAVIA EMU in use: master warning and caution, the fuel computer, calibration and the engine logbook","How the annunciators behave and what acknowledging one does, what a missing reading means in flight, the fuel computer and its limits, calibrating a tank point by point, and why the factory thresholds are not your engine limits.","2026-09-10T11:36:59.779Z",{"id":5,"slug":6,"title":7,"summary":8,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":14},{"id":96,"slug":97,"title":98,"summary":99,"visibility":9,"isPublished":10,"categoryId":11,"categorySlug":12,"categoryName":13,"updatedAt":100},"6d3a78b9-2140-4bf8-ba3e-164ddf82b29c","navia-traffic-setup-and-firmware","NAVIA Traffic: FLARM\u002FADS-B setup, firmware modules and the range analyser","Two modules updated separately, why obstacle databases and licence files are tied to your serial number, configuring the unit from its portal, connecting it to a Core Pro, and reading the range analyser honestly.","2026-09-10T11:36:59.803Z",false,{"AT":23,"BE":103,"BG":23,"CY":104,"CZ":103,"DE":104,"DK":26,"EE":105,"ES":103,"FI":106,"FR":23,"GR":106,"HR":26,"HU":107,"IE":108,"IT":105,"LT":103,"LU":109,"LV":103,"MT":110,"NL":103,"PL":108,"PT":108,"RO":104,"SE":26,"SI":105,"SK":23},21,19,22,24,27,23,17,18]