How the FAA's NORSEE policy opened the door for affordable glass cockpits in certified aircraft

The FAA’s NORSEE (Non-Required Safety Enhancing Equipment) policy, introduced in 2016, fundamentally changed the avionics upgrade equation for certified aircraft. By creating a streamlined approval pathway for safety-enhancing equipment that isn’t required by an aircraft’s type certificate, NORSEE made it possible to install a full glass cockpit in a certified Cessna 172 for $25,000–$30,000 — roughly a third of what a comparable traditional certified panel would cost.

Why Were Certified Aircraft Avionics So Expensive?

For decades, any avionics installed in a type-certificated airplane generally needed a Technical Standard Order (TSO) approval. Obtaining a TSO costs manufacturers hundreds of thousands to millions of dollars and requires years of testing. Each installation then needs a Supplemental Type Certificate (STC) for every airframe combination.

The economics are straightforward: a manufacturer spending $2 million certifying a display must recoup that cost. Components worth a few hundred dollars retail for $5,000–$15,000 or more. A full glass panel upgrade could run $40,000–$80,000 — often approaching the value of the aircraft itself.

Meanwhile, experimental and light sport aircraft owners had access to capable glass panels from companies like Dynon Avionics and Advanced Flight Systems for under $10,000. Certified aircraft owners were locked out entirely.

What Is the FAA’s NORSEE Policy?

NORSEE draws a distinction between required equipment (what the aircraft was certified with) and additional equipment that enhances safety. If a piece of avionics isn’t required by the aircraft’s type certificate and its installation enhances rather than diminishes safety, it doesn’t need a TSO. It can be approved through a simplified process using accepted industry standards.

The practical effect: if your aircraft was certified with a six-pack of round gauges, those remain your required instruments. A glass display showing the same information and more is classified as supplementary, safety-enhancing equipment — and follows a dramatically shorter and cheaper approval path.

How Dynon Certifi Changed the Market

Dynon Avionics was the first company to capitalize on NORSEE at scale. With years of experience and tens of thousands of units flying in the experimental market, they received FAA approval in 2020 to install their SkyView HDX system in certified Cessna 172s and 182 Skylanes under the brand name Dynon Certifi.

The cost comparison is striking:

• Dynon Certifi full panel (dual 10-inch displays, synthetic vision, GPS navigation, engine monitoring, two-axis autopilot): $15,000–$20,000 for equipment, $25,000–$30,000 installed
• Comparable Garmin G500 TXi with GFC 500 autopilot: $60,000–$80,000

The approved airframe list has since expanded to include the Piper Cherokee and Archer families, among others. However, owners of Bonanzas, Mooneys, and several other types may still be waiting — each airframe requires its own approval package, and Dynon is a smaller company working through the list methodically.

What Are the Tradeoffs of a NORSEE Installation?

NORSEE equipment comes with important limitations that every owner should understand before committing.

It remains officially “non-required.” Your aircraft still flies on its original instruments in a regulatory sense. If your Dynon screen fails, the underlying steam gauges — assuming your installer retained them — are what you’re legal to fly with. Think carefully before allowing an installer to remove the original instruments. The backup redundancy costs nothing once it’s already there.

No IFR-approved GPS navigator. The Dynon Certifi system does not currently include an IFR-approved GPS navigator equivalent to a Garmin GTN 750 Xi. You can display GPS data for situational awareness, but shooting IFR approaches still requires an approved IFR navigator in your avionics stack. For instrument-rated pilots, Dynon complements an existing nav-comm setup rather than replacing it.

Resale value and insurance are subjective. Some buyers view a Dynon panel as modern and great value; others see experimental-market avionics in a certified airframe. Insurance companies have generally accepted NORSEE installations, but contact your underwriter before committing.

How NORSEE Reshaped Avionics Competition

NORSEE didn’t just benefit Dynon — it disrupted the competitive landscape. Garmin, which had enjoyed near-monopoly status in certified GA avionics, suddenly faced a competitor offering roughly 80% of the capability at 30% of the price.

Garmin responded by pushing their G3X Touch system, originally an experimental-only product, into the certified market at price points significantly below their traditional certified line, though still above Dynon.

The result is effectively two tiers of certified aircraft avionics:

• Tier 1: Traditional TSO’d equipment with full IFR capability, approved for every phase of flight, at higher cost
• Tier 2: NORSEE equipment that is highly capable and safety-enhancing but officially supplementary — more than sufficient for VFR pilots or anyone who already has a certified IFR navigator

Why This Matters for Safety

Consider a 1978 Cessna 172 with original steam gauges, a single nav-comm, and no autopilot — worth roughly $65,000. Before NORSEE, a glass panel upgrade cost nearly as much as the airplane. Most owners simply didn’t upgrade, flying with vacuum-driven attitude indicators, no synthetic vision, no terrain awareness, no moving map, and no autopilot. Every missing feature represents a safety gap.

Controlled flight into terrain remains the leading killer in general aviation, often linked to lost situational awareness in marginal weather. Synthetic vision displays terrain ahead even in zero visibility. Moving maps with airspace boundaries prevent inadvertent incursions. Engine monitors catch developing problems early. Autopilots reduce workload and prevent fixation errors leading to unusual attitudes.

The experimental aircraft community has validated these tools over 15+ years of operational use. NORSEE extends those same benefits to certified aircraft owners.

What’s Next for NORSEE?

The FAA has signaled willingness to broaden eligible equipment types. Active discussion is underway about whether certain NORSEE equipment could eventually be approved for primary use — replacing required instruments rather than just supplementing them. That would represent another seismic shift in the avionics market.

Dynon has publicly stated its goal of offering a full IFR-capable panel through NORSEE or a similar streamlined pathway. Other manufacturers, including uAvionix (known for ADS-B products), are exploring NORSEE pathways for additional equipment categories.

How to Choose an Installer for a NORSEE Upgrade

Installation quality matters as much as the equipment itself. Not every avionics shop has experience with Dynon Certifi or other NORSEE products.

• Ask for references and examine previous work
• Confirm experience with your specific airframe and equipment combination
• Consult type club forums for Cessnas, Pipers, and other eligible airframes — owners post detailed build threads with real cost breakdowns and lessons learned
• Talk to other owners who have completed the same upgrade

A well-designed panel poorly installed is worse than a simpler panel installed correctly.

Key Takeaways

• NORSEE, introduced by the FAA in 2016, allows safety-enhancing avionics to be installed in certified aircraft without costly TSO approval
• A full Dynon Certifi glass panel with autopilot can be installed for $25,000–$30,000, compared to $60,000–$80,000 for a comparable traditional certified setup
• NORSEE equipment is officially supplementary — your original instruments remain the required flight instruments, and IFR approaches still need an approved navigator
• The policy sparked real competition, pushing Garmin to offer lower-cost options and creating a two-tier avionics market
• Approved airframes are still limited but expanding — check current eligibility for your specific aircraft before planning an upgrade