Help! - Start from scratch avionics
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Join Date: Jan 2006
Location: Moree, NSW, Australia
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From the CPA forum, a list of answers from Aspen regarding some of there common problems:
Since I am nearing the end of my very expensive entire panel make-over, I also pumped Aspen full of questions. I have arranged their answers so they match Mike's earlier comments (makes it easier to follow). Here are their answers regarding some issues:
Reliability:
Quality and reliability issues are being worked daily. EFD1000 factory production, yields through final test, and field reliability have all improved tremendously as a result of various hardware/software refinements and process changes made over the first 500 units built. Additional improvements will be made as we gain more operational experience and data.
Heat:
Heat issue resolved with latest hardware/software mod status.
GPS not coasting:
GPSS refinements will be incorporated in Version 2.0 software release scheduled for 2Q2009.
VLOC disables GPSS:
GPSS refinements will be incorporated in Version 2.0 software release scheduled for 2Q2009.
GPSS tracking poor:
GPSS refinements will be incorporated in Version 2.0 software release scheduled for 2Q2009.
Attitude depends on airspeed:
This will be mitigated to some degree with Version 2.0 software scheduled for release in 2Q2009. It will incorporate a more robust algorithm for computing attitude. Version 2.1 software scheduled for release in 3Q2009 will add GPS aiding, effectively resolving this issue.
Accuracy:
A field calibration procedure for the EFD1000 air data sensors is under consideration. In any case, both the mechanical altimeter and the EFD1000 altimetry should be within the tolerances specified in FAR Part 43, Appendix E. Please note that these tolerances are positive and negative and that they increase with altitude. For example, the acceptable tolerance at 10,000 feet is +/- 80 feet. At this altitude, the mechanical altimeter could have an error of - 50 feet and the EFD1000 altimetry could have an error of + 50 feet. This would appear to the flight crew as a 100 foot difference between the two altimeters. Nevertheless, these errors would still be within the tolerances specified in FAR Part 43, Appendix E.
Calibration:
The procedures in Section 10.5 of the EFD1000 installation manual have yielded acceptable magnetometer calibration in nearly all of the installations completed to date (over 1,100). However, magnetic interference in the vicinity of the RSM will often cause unacceptable results. Eliminating or mitigating the magnetic interference, or relocating the RSM will permit acceptable magnetometer calibration.
I wish all manufacturers would be so willing to discuss their products, and engage in meaningfull communication with their clientele, as Aspen. Kudos to them!
Reliability:
Quality and reliability issues are being worked daily. EFD1000 factory production, yields through final test, and field reliability have all improved tremendously as a result of various hardware/software refinements and process changes made over the first 500 units built. Additional improvements will be made as we gain more operational experience and data.
Heat:
Heat issue resolved with latest hardware/software mod status.
GPS not coasting:
GPSS refinements will be incorporated in Version 2.0 software release scheduled for 2Q2009.
VLOC disables GPSS:
GPSS refinements will be incorporated in Version 2.0 software release scheduled for 2Q2009.
GPSS tracking poor:
GPSS refinements will be incorporated in Version 2.0 software release scheduled for 2Q2009.
Attitude depends on airspeed:
This will be mitigated to some degree with Version 2.0 software scheduled for release in 2Q2009. It will incorporate a more robust algorithm for computing attitude. Version 2.1 software scheduled for release in 3Q2009 will add GPS aiding, effectively resolving this issue.
Accuracy:
A field calibration procedure for the EFD1000 air data sensors is under consideration. In any case, both the mechanical altimeter and the EFD1000 altimetry should be within the tolerances specified in FAR Part 43, Appendix E. Please note that these tolerances are positive and negative and that they increase with altitude. For example, the acceptable tolerance at 10,000 feet is +/- 80 feet. At this altitude, the mechanical altimeter could have an error of - 50 feet and the EFD1000 altimetry could have an error of + 50 feet. This would appear to the flight crew as a 100 foot difference between the two altimeters. Nevertheless, these errors would still be within the tolerances specified in FAR Part 43, Appendix E.
Calibration:
The procedures in Section 10.5 of the EFD1000 installation manual have yielded acceptable magnetometer calibration in nearly all of the installations completed to date (over 1,100). However, magnetic interference in the vicinity of the RSM will often cause unacceptable results. Eliminating or mitigating the magnetic interference, or relocating the RSM will permit acceptable magnetometer calibration.
I wish all manufacturers would be so willing to discuss their products, and engage in meaningfull communication with their clientele, as Aspen. Kudos to them!
When you live....
Aspen problems
Hi all,
I also have seen 2 aircraft with big big problems with the Aspen installation (uncontrolled aeros from the beast - makes for funny videos!) - at first we thought it was related to angle of attack issues (skydiving turbine) but I have just recently been told that the problem has finally been nailed down to how far south in the southern hemisphere we are. Apparently it can't (well couldn't - there is supposed to be a fix available/coming) handle the latitude down this far and the software freaked out.
Hopefully once this is sorted then it's rightful place as a good value alternative will be able to be proven.
UTR
I also have seen 2 aircraft with big big problems with the Aspen installation (uncontrolled aeros from the beast - makes for funny videos!) - at first we thought it was related to angle of attack issues (skydiving turbine) but I have just recently been told that the problem has finally been nailed down to how far south in the southern hemisphere we are. Apparently it can't (well couldn't - there is supposed to be a fix available/coming) handle the latitude down this far and the software freaked out.
Hopefully once this is sorted then it's rightful place as a good value alternative will be able to be proven.
UTR
A Navajo I fly (in the US) has nice equipment. It's had one of those Panther mods so not only have the avionics been upgraded but it gained 350hp engines + a VG kit giving more speed and a gain of over two hundred pounds to MTOW.
Its avionics include:
Garmin 530
Garmin 430
Avidyne EX500 MFD which shows nav data including airways, XM satellite weather downlink, traffic alert uplink from ATC, stormscope and weather radar. Traffic alert shows on both Garmins too.
Glass HSI which has some nice functions built in
Mechanical flight director
Shadin fuel computer
Garmin audio panel - and I think I found cockpit and cabin audio-in jacks the other day. Just never noticed them before
Garmin GTX-330 TXDR (this is what receives the traffic uplink)
Garmin GTX-327 TXDR (for reduncancy. I use the various counters & timers on both TXDRs for flight time, approaches, alternate tank use, night flight if there's a day/night mix, and the like)
Control column IDENT, COMM select and clear detected lightning functions
and the owner just had a JPI EDM-760 installed to replace the single point digital display EGT on my recommendation. The EDM-760 is a twin engine version of the single engine EDM-700. I showed the owner the ROP vs LOP fuel flow difference & explained why an EDM is beneficial. The price of fuel was around US$5.50 /USG or more at the time so the savings were worth it. 185-190 kts @ 44USG/hr vs 170-175 kts @ 29USG/hr. No contest for his typical 1.5 hr routes.
The aircraft's POH approves up to 50 deg LOP but I wasn't comfortable doing that for any length of time without decent engine monitoring. The OEM T&P gauges would run uncomfortably hot while leaning - so much I'd lean with the cowl flaps fully open. Once LOP temps would be about the same as 100 deg ROP but I was was never sure about the accuracy. With the EDM it's a whole new world! Love the LOP 'Lean Find' function so much I've set it as the default leaning action.
Oh! And it's airconditioned! Lovely in Florida's summer.
Its avionics include:
Garmin 530
Garmin 430
Avidyne EX500 MFD which shows nav data including airways, XM satellite weather downlink, traffic alert uplink from ATC, stormscope and weather radar. Traffic alert shows on both Garmins too.
Glass HSI which has some nice functions built in
Mechanical flight director
Shadin fuel computer
Garmin audio panel - and I think I found cockpit and cabin audio-in jacks the other day. Just never noticed them before
Garmin GTX-330 TXDR (this is what receives the traffic uplink)
Garmin GTX-327 TXDR (for reduncancy. I use the various counters & timers on both TXDRs for flight time, approaches, alternate tank use, night flight if there's a day/night mix, and the like)
Control column IDENT, COMM select and clear detected lightning functions
and the owner just had a JPI EDM-760 installed to replace the single point digital display EGT on my recommendation. The EDM-760 is a twin engine version of the single engine EDM-700. I showed the owner the ROP vs LOP fuel flow difference & explained why an EDM is beneficial. The price of fuel was around US$5.50 /USG or more at the time so the savings were worth it. 185-190 kts @ 44USG/hr vs 170-175 kts @ 29USG/hr. No contest for his typical 1.5 hr routes.
The aircraft's POH approves up to 50 deg LOP but I wasn't comfortable doing that for any length of time without decent engine monitoring. The OEM T&P gauges would run uncomfortably hot while leaning - so much I'd lean with the cowl flaps fully open. Once LOP temps would be about the same as 100 deg ROP but I was was never sure about the accuracy. With the EDM it's a whole new world! Love the LOP 'Lean Find' function so much I've set it as the default leaning action.
Oh! And it's airconditioned! Lovely in Florida's summer.
Join Date: Feb 2008
Location: Sydney
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Warbo, SLC is certainly looking 1000% nicer/healthier than last time i saw it, which was after its little roll-over on the Sydney northern beaches. I bet plenty of work has gone into that. Nice job...
Love the EDM/Aspen/G530/430...want ya gonna use the ADF for
Warbo, fantastic job.
Are you going to the flyin?? Would love to have a good look over SLC, especially the Aspen.
me.
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Garmin G600
I fly a TN Debonair and the answer to a new panel is something like this.
Design, think about it, design again. Fly in your mind, buy the equipment you want while you are designing, then think some more. Finally strike a deal with a reputable avionics installer. Work on the design with them and then find a good metal shop to make the panel. Again work on the design and finally commit to the process.
Be patient because an install is going to take up to 2 1/2 months. Make sure you pickle your engine or take measures for corrosion while the bird is on the ground.
Then watch the process unfold and be ready to make decisions that will affect your design in the air. Ergonomics!
If I could post an image of my wip of my G600 install I would, but for some reason I can't find the manage attachments...
NFK4X4
Design, think about it, design again. Fly in your mind, buy the equipment you want while you are designing, then think some more. Finally strike a deal with a reputable avionics installer. Work on the design with them and then find a good metal shop to make the panel. Again work on the design and finally commit to the process.
Be patient because an install is going to take up to 2 1/2 months. Make sure you pickle your engine or take measures for corrosion while the bird is on the ground.
Then watch the process unfold and be ready to make decisions that will affect your design in the air. Ergonomics!
If I could post an image of my wip of my G600 install I would, but for some reason I can't find the manage attachments...
NFK4X4
Last edited by NFK4X4; 4th Apr 2009 at 04:48. Reason: added text
