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intial design release questions.... |
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AviJake 
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 Topic: intial design release questions....Posted: 08 Sep 2014 at 8:31am |
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We don't like the design of the USB covers and we're improving those in the next few months. It's true that the type of material we used tends to result in them partially sticking out after a few uses, thereby defeating the purpose of them.
We're going to change the material to make them a little stiffer and easier to snap into a closed state and stay there. For reference, the anchors of the existing ones can be pulled out (no need to do any cutting) and actually pressed back in if you want to re-insert so we expect that when an improved design is available, those who have the old design and want to upgrade can easily do so on their own. |
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Steve Jacobson
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Gring
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Posted: 08 Sep 2014 at 7:21am |
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The rubber USB cover has two tabs, one on the top and one on the bottom and will stay closed if you push it in and wiggle it. I use mine on a regular basis and have thought about cutting them off because they are open so much and I'm too lazy to fiddle with it. I'm sure Avidyne looked at a number of different solutions and perhaps it was a design requirement from the FAA, I don't know, but I don't really like it. However, if this is the worst thing about the IFD540, then you gotta be pretty happy.
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oskrypuch
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Posted: 07 Sep 2014 at 10:51pm |
Ah. I'm looking at Christmas time , for month "4" based on the latest predictions. Somehow appropriate, and just like when I was a kid, I can hardly wait. * Orest
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brou0040
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Posted: 07 Sep 2014 at 10:29pm |
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When I saw the demo units, one of the things I noticed was that the USB cover would not stay closed. The sales rep said it was because of all the people playing with it during the demos. It seems like in some of the test flight pictures, the covers are also not closed. That could be because they simply didn't close the cover. Does anybody with experience with the experimental units have any feedback on if this is an issue? With needing to do regular database updates, it seems like I'll have to use that port often so I'd think the demo units would be representative of what to expect.
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Jack Seubert
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Posted: 07 Sep 2014 at 8:18pm |
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Orest,
I got to play with one in an Experimental. All I can say is we are both gonna love it! It is fast... I am quite a ways down on the list so you will get yours before mine. Jack
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Jack Seubert
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oskrypuch
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Posted: 07 Sep 2014 at 7:47pm |
So, you have an IFD540 installed? Are you one of the experimental crew, or is this one that has shipped as part of month one? * Orest |
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AviJake
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Posted: 07 Sep 2014 at 6:17pm |
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Yes. In fact, I'm a Freq List junkie and I use it every time ATC ever gives me a freq. I guess the best example I'd cite is that I've made 3 round trip flights from MA to FL down the east coast under IFR control each time and never climbed above 7,000'. I was handed off from one approach control to the next and almost never spoke to Center.
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Steve Jacobson
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Jack Seubert
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Posted: 07 Sep 2014 at 5:57pm |
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Steve,
I really like that FREQ page especially the enroute Frequency list. It's a really fast way to find frequencies for the center while flying in cruise. I have not had a chance to try the IFD 540 where the controlling agency is an approach control not a Center. On some trips, I get handed off from one approach control to another without ever talking to a ARTCC. Think a flight in the Ohio valley which passes near CMH CVG SDF. Will the IFD display the approach frequencies which are for practical enroute frequencies in that situation? Jack |
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Jack Seubert
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oskrypuch
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Posted: 20 May 2014 at 6:05pm |
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Remember, that in most instances the shop time will be fairly minimal, which will make it much easier to schedule.
* Orest |
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ddgates
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Posted: 20 May 2014 at 4:36pm |
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I guess the "vector" is pragmatic - those of us who have expectations of being first wave will need to get shop time scheduled, which typically for good shops is 6-8 weeks. Shop is essentially saying their Avidyne rep indicates that shop time commitment may need to be August?
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David Gates
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AviJake
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Posted: 20 May 2014 at 4:18pm |
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Yes, I agree with brou0040.
I would need a better vector from David to know what you're asking. I will say that we are still on track for a cert at the very end of June. We had an extensive meeting with FAA yesterday reviewing the punch list for both sides. Starting on the 1st of June or so, we'll have increasingly refined precision on the cert date. |
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Steve Jacobson
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brou0040
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Posted: 20 May 2014 at 3:58pm |
Since he is saying it depends where you are on the list, then he must be talking about receiving the unit, not when it gets certifications. Certification by the end of June, shipping starts in July, but you may not be in the first month of production depending on where you are on the list. This seems to be inline with the latest projection that has been out for a few months.
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ddgates
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Posted: 20 May 2014 at 2:33pm |
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Steve:
Got this from my install shop. "I am sitting here with the Avidyne rep and he is saying July/August depending on where you are on the list. Just an FYI. Comment?
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David Gates
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AviJake
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Posted: 17 May 2014 at 8:43am |
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They will be in the IFD540 Install Manual. We think we're two weeks away (or less) from posting the final version of the IM. The main change from the last version posted will be a complete set of IFD540 wiring schematics.
The first versions we posted captured all the standard G-530 interfaces and this updated version in 2ish weeks will have all the other devices to include the three you list. Contact me directly if you really need those wiring diagrams sooner.
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Steve Jacobson
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TurboPA30
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Posted: 17 May 2014 at 7:56am |
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Wiring questions for IFD540 for non-530 accessories:
where do we find the wiring diagram specifically for MLB700 TAS610 TWX670 Thanks Robert |
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AviJake
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Posted: 23 Apr 2014 at 3:46pm |
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No, the 16W radio requires a 28V power supply to the IFD. That is the same physical constraint the Garmins have.
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Steve Jacobson
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TurboPA30
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Posted: 23 Apr 2014 at 1:27am |
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Yes I asked if a 16W unit can be powered by by 14 V. That is excellent news.
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AzAv8r
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Posted: 22 Apr 2014 at 9:53pm |
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I believe that if the 16W version runs on 14V, that's a bonus over the Garmin. My recollection is that the 430/530 (originally, at least) required 28V for 16W. If you had a 14V system you needed an external power converter if you were installing a 16W Garmin. (That recollection is from 2.5 years ago when I was designing my IFD540 install using the GNS 530 Install manual, so ymmv. Please correct me if I am in error.)
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AviJake
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Posted: 22 Apr 2014 at 4:36pm |
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16W variant will be released at the same time as the 10W variant - both will be available at initial release.
Certified TAWS-B variant is a follow-on release. I have not projected a timeframe for that one yet. I'm not sure I understand your question on universal power supplies. If you're asking if the same unit can work with 14V or 28V input power, then it's a Yes. If that's not what you meant, please clarify. |
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Steve Jacobson
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TurboPA30
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Posted: 22 Apr 2014 at 2:25pm |
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1) when will the 16W and the TAWS-B versions be released?
2) do the 16W and/or the TAWS-B version have universal power supplies? |
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tony
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Posted: 19 Apr 2014 at 9:55am |
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Steve when you answered my questions last year, it has always been my understanding that the IFD 540 is a GPS navigator which would be compliant with AC 20.138 and AC 20.146. It is not a multisensor FMS and therefore would not support certification to DO-283 or DO-236. Isn't that right? ( you can never meet the availability requirement with just one box) To that end, I am also assuming that in the STC, there will be a statement that RNAV RNP approaches would be permitted down to LPV minimums. Also that SAAR approaches would not be authorized or would just be removed from the database. Does anyone really think bug smashers need SAAR approaches? Edited by tony - 19 Apr 2014 at 9:56am |
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AviJake
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Posted: 19 Apr 2014 at 9:27am |
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This is why my answer was not super crisp.
True RNP approaches require special equipment, special training and special approval. However, conventional RNAV approaches are (I think) being re-coded as RNP approaches too and this is where the confusion is coming. And I know for a fact that Garmin 530s are not true RNP capable. Any claim that they are RNP capable now I believe comes from the re-coding of conventional RNAV approaches as "RNP". We are not delaying the release of this product by 1 second for the super RNP stuff. We are spending time making sure we have the right terminology in the STC and Install Manual as far what capability the box can be recognized as having.
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Steve Jacobson
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wsh
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Posted: 19 Apr 2014 at 2:10am |
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I would have thought that it would be ready for RNP approaches by design?
I understand that we all want our box yesterday, so do I ... Actually I wanted it 2 years ago ... RNP approach certification seems to be coming an issue more and more. I know several private n-reg operators in Europe who are going through a lot of hassle to get some form from the FAA that says that the aircraft and pilot are okay to fly these approaches. A standard 530W apoarently already complies.. So why would this supersophisticated device not comply? A later upgrade?? Then surely for free!! |
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oskrypuch
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Posted: 18 Apr 2014 at 9:51pm |
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Well, if IFD540 supported RNP (perhaps in a later release), that would be quite a feather in your cap. Do all you need to do now, but don't hold up the release.
* Orest |
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BobsV35B
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Posted: 18 Apr 2014 at 9:12pm |
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Good Evening WSH,
Do I understand that you want an approval for RNP approaches before the box is certified? Personally, I would sooner have the box without the RNP if we could get it sooner. I see very little advantage to the RNP approaches at this time. If they become the "next thing to have", would it not be better if they were offered as an upgrade? There will always be "nice to have" items, but I think we need a box in the panel as soon as practical. Happy Skies, Old Bob
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Old Bob, Ancient Aviator
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wsh
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Posted: 18 Apr 2014 at 6:18pm |
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It would be really strange if such a modern device would not be certified for ..
It is imperative that the device complies with this. |
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AviJake
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Posted: 18 Apr 2014 at 2:49pm |
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The short (but not crisp) answer is "Maybe".
The longer (and still not too crisp) answer is that by my understanding (and we have a company rep at a FAA-sponsored industry meeting on this and related topics this week) what we used to consider standard RNAV operations are morphing into RNP. The classic definition of RNP is now just a higher level of RNP. Anyway, this topic is one of the big remaining open areas in our STC effort - namely making sure we have the current and correct descriptive wording in our STC and AFMS paperwork. I'm not the best equipped person in the company to answer this one with high degree of confidence but I know we'll know more on how to answer this crisply in the next few weeks. |
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Steve Jacobson
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phkmn
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Posted: 18 Apr 2014 at 10:25am |
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Does the current 540 release contain RNP authorization? I was just reading about these new procedures:
" In order to qualify for any RNP operations, the operator must have a compliance statement in the AFMS for the FMS establish - ing that the aircraft meets the equipment requirements. This can be in the form of a statement in the AFMS that claims compli - ance with AC 20-138 ( ). An example of this is: This installation complies with AC 20-138C for navigation using GPS and WAAS (within the coverage of a Space- Based Augmentation System complying with ICAO Annex 10 for enroute, terminal area, non-precision approach operations (including “GPS”, “or GPS”, and “RNAV” approaches), approach procedures with vertical guidance (includ - ing “LNAV/VNAV” and “LPV”). Navigation information is referenced to the WGS-84 reference system, and should only be used for approach where the Aeronautical Information Publication (including electronic data and aeronautical charts) conform to WGS-84 or equivalent."
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PH
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AviJake
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Posted: 14 Apr 2014 at 3:41pm |
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Both methods are planned. We don't have the extra tab method implemented yet but that's the kind of quick delta add we plan to do when IFD540 is "Red Label".
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Steve Jacobson
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Jack Seubert
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Posted: 14 Apr 2014 at 11:49am |
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Steve,
I got a chance to try out one of the pre-production 540's the Frequency button is really cool. When the 440 comes out will that capability be selected by going to the FMS NRST tab and selecting the nearest ARTCC freqs or will there be a separate tab for Frequencies? Jack Seubert
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Jack Seubert
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Victor
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Posted: 09 Oct 2013 at 6:58am |
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Well done that man!
Thanks Steve. |
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AviJake
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Posted: 07 Oct 2013 at 11:03am |
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Hi Victor,
Sort of. We've confirmed all interfaces between the IFD540 and the MX20. We're still looking for any differences between a GMX200 and the MX20. Steve |
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Steve Jacobson
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Victor
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Posted: 04 Oct 2013 at 11:02am |
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Steve,
Has the techie who has been working on the marriage between the 540 and GMX200 in terms of complete compatibility, had any success as yet? Thanks, Victor Mooney M20J
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AviJake
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Posted: 12 Apr 2013 at 2:56pm |
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Regarding Victor's question 6 posts above from the 27th of March,
The answer is "Yes, that is the intent." I am not able to answer it with more precision than that at this moment because that data is not publicly available and we are in the process of creating a protocol that will provide that data to the GMX200. |
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Steve Jacobson
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AviJake
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Posted: 11 Apr 2013 at 4:59pm |
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Just back from a multi-day XC with the dual IFD540 equipped aircraft. Yes, the initial release of the IFD540 does have a Top of Descent cue and associated aural chime. In fact I was able to use that multiple times on this past trip.
Assuming you have some downpath waypoint(s) with altitude constraints in them (you can generate those on your own or take the automatic ones associated with published procedures), you get a green circle on the moving map that is labeled "TOD" and just prior to reaching that TOD point, a CAS message starts a countdown and an aural chime is issued at the TOD point.
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Steve Jacobson
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oskrypuch
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Posted: 09 Apr 2013 at 8:46am |
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Reportedly the IFD at first release will have advanced VNav calculations, allowing you to set altitude (?speed) restrictions for mulitple waypoints. Naturally, that should give you a TOD point.
The Boeing Banana (20* arc displayed, to show predictive altitude crossing point) may appear in later updates. * Orest Edited by oskrypuch - 09 Apr 2013 at 8:48am |
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wsh
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Posted: 09 Apr 2013 at 1:12am |
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Steve,
will the ifd540 also have a top of descent kind of function which it will display? |
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AviJake
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Posted: 07 Apr 2013 at 8:27am |
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Will do. I'm currently out on a 6-day cross country with a dual IFD540 equipped airplane flying it "in the system" to keep stress testing the gear in real-world scenarios. When I get back next week, I'll drop into EWB and give it a shot.
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Steve Jacobson
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Paul
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Posted: 05 Apr 2013 at 9:45pm |
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The back course VOR approach at EWB is now in service. So you can fly one with the IFD-540. I recommend you try it at lunch time because the restaurant in the terminal is pretty good.
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Victor
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Posted: 27 Mar 2013 at 8:28am |
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Steve,
Can you please answer the following two questions:
1. As you might recall, I have a Garmin GNS480 (formerly Apollo CNX80) and Garmin GMX200 MFD with Jeppview. The integration between the units is seamless in that when I load an approach into the GNS480, the approach chart will autoload into the GMX200, which will display the appropriate chart as I get closer to the destination. The autoload is a function of the GMX200. With an IFD540 and GMX200 combination, will there be the same compatibility between the units, so that the approach plate will autoload into the GMX200 when an approach is entered into the IFD540? Please forgive me if I asked the same question at OSH last year. I know we discussed other issues but I cannot recall your answer to that one, if I did in fact ask. 2. I understand the issues you are dealing with at the moment and your updates have been nothing short of exemplary customer service. In consideration of all those known obstacles you are encountering and other expected upcoming issues with the IFD540 program, at this stage are you able to provide an estimated time frame for release of the IFD440 following the IFD540's release? I imagine all resources are directed toward the IFD540 and the IFD440 is on the back burner. Regards from Australia. Victor |
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tony
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Posted: 23 Feb 2013 at 8:36pm |
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Steve, when we speak of an RNAV (RNP) we are talking about Nav accuracy. When we speak of true RNP approach there is an availability associated with that Nav accuracy. With just a GPS solution, architecturally, I don’t think an IFD 540 will ever be able to fly and RNP approach. I personally think, any solution that flies an RNP approach needs to also be fail operative. The FAA has been silent on that issue. |
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AviJake
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Posted: 23 Feb 2013 at 11:28am |
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Hi Victor,
Very interesting timing of the question. This is a very difficult topic to cover because so many things are changing and it is controversial. There are three categories of RNP approaches - special crew certification, special equipment or airplane certification required. It is a very dynamic situation with changes likely still to come. The FAA is trying to sort this out themselves and other avionics vendors like Garmin are Avidyne are heavily involved in finding solutions that will work for all. What we *hope* will happen is that approaches will be relabeled to fall into one of two categories - RNAV (GPS) and RNAV (RNP). At least until the RNP issues are resolved (and there are a bunch of them), pilots would be able to quickly look at an approach chart and if labeled as RNAV (GPS), it's easy to know they and their equipment are okay to fly that one. We have built the IFD540 to be what we think is consistent with RNP specs but until this all gets resolved, we can only guarantee some RNAV capability. |
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Steve Jacobson
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Victor
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Posted: 22 Feb 2013 at 7:47pm |
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Steve,
Will the IFD540 come with RNP specs or will it be RNAV only? Thanks, Victor |
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AviJake
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Posted: 02 Feb 2013 at 8:10am |
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And to Dave M's question about what we suggest in his particular case. I suppose there are a lot of options and pros and cons to each but my first reaction is to suggest you (temporarily) keep the EX500 for that extra screen display space.
If you have the luxury of panel space to accommodate both, then I would for a few reasons. 1. Obviously, all the flight plan kind of data in the IFD540 will be transmitted and displayed on the EX500 in a seamless fashion. 2. That would free me up to use one of the units as my moving map indicator and do almost everything else on the other unit. Like was suggested, I'd probably keep the EX500 as a moving map and have the nice, easy to use and easy to read FMS up on the IFD540. It would also just about double the number of data blocks I can have displayed at any one time which I find very useful. 3. If you don't feel like you need a 2nd radio, the non-radio variants of the IFD540 or IFD440 will come out not too far down the road after the IFD540 is released and you can easily replace the EX500 with one of those at that time. I haven't checked current market prices for used EX500s recently but that could meaningfully help subsidize the cost of that second IFD unit. Heck, I'm sure the Avidyne Sales guys would love to sell you a 2nd unit right now at the heavily discounted early adopter price too.....
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Steve Jacobson
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AviJake
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Posted: 02 Feb 2013 at 7:59am |
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First response goes to Victor with regards to the ADS-B support question. We have created the ADS-B serial protocol that we understand the GTX-330 series of transponders require but the unknown question right now is whether Garmin will recognize the IFD540 transmit data as an approved ADS-B solution for the GTX-330 family.
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Steve Jacobson
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DaveM
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Posted: 02 Feb 2013 at 1:53am |
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I am optimistically planning my installation. I presently have a EX500 MFD (no radar or Cmax) along with a GX60 GPS. I am planning to remove the GX60 along with the EX500. It has been suggested I keep the EX500 to display the map and traffic. I will have room for both. What do you suggest?
DaveM |
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DaveM
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Victor
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Joined: 03 Feb 2012 Location: Australia Status: Offline Points: 60 |
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Posted: 01 Feb 2013 at 7:57am |
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Steve,
Will the IFD540 integrate with a Garmin GTX330ES / 33ES transponder for ADSB capability? Victor
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AviJake
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Joined: 26 Mar 2009 Location: Lincoln MA Status: Offline Points: 2815 |
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Posted: 17 Dec 2012 at 8:39am |
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In virtually every case where the IFD540 is replacing a legacy 530 and in most new install cases, the answer will be to continue to set your course and heading commands on the primary device in the airplane. This was done principally for legacy integration reasons.
A clear illustration of what I mean is the external steam-gauge CDIs. In most cases, we can read and display what the CDI course is set to but in no cases, can the CDI read and adjust to the course that might have been set on the IFD540. So, to minimize confusion and the number of places where one must set course or heading commands, we elected to receive that info from an external source and not try to transmit that out to other legacy cockpit devices used for navigation. (Sending course deviation data to an autopilot is still retained). |
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Steve Jacobson
sjacobson@avidyne.com |
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tony
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Joined: 06 Dec 2011 Location: Atlanta Status: Offline Points: 466 |
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Posted: 16 Dec 2012 at 10:37pm |
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So if I'm flying my flight plan and ATC starts giving
vectors and says "fly heading 180 until you intercept the localizer". I'm going to be able to dial a course into the 540 and modify the magenta line? |
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AviJake
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Joined: 26 Mar 2009 Location: Lincoln MA Status: Offline Points: 2815 |
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Posted: 16 Dec 2012 at 5:20pm |
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I'll look on Monday to see if Aspen is outputting Heading in a standard message protocol. I can't remember off the top of my head.
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Steve Jacobson
sjacobson@avidyne.com |
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Jack Seubert wrote: