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540 ADS-B input not working |
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LeeMajors 
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Joined: 15 Jun 2021 Location: BNA Status: Offline Points: 29 |
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 Topic: 540 ADS-B input not workingPosted: 16 Jun 2021 at 9:00am |
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Hello all, first time poster, go easy. Ha!
I have a Duke (Laz if anyone follows BT), and the Avidyne 540 went in to Carpenter Avionics here in Smyrna for update last year this time (we’ve been down for a year). 10.2.3.1 I do believe. It wiped the Jepp database in the process, got that re-loaded a few days ago, but now I get this screen below and no ADS-B. I’m using a Skytrax AXP322 transponder and the MLB100 for ADS-B which was working previously. We’ve double checked the inputs. The unit is talking to the transponder for ADS-B out as far as I can tell, just no ADS-B In. Port 1 is set to AXP322 on both. Port 2 is not used. Port 3 is set to Capstone High Wx/Trfc on both. I called Avidyne tech support and was told to contact my dealer, even though the installing shop is down in Newnan 4 years ago. ZERO help from Avidyne. Any help would be appreciated, thanks!  |
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dmtidler
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Posted: 16 Jun 2021 at 10:30am |
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The first thing I would check is that the data plug on the MLB100 is securely in place. I've had mine accidentally knocked loose during unrelated maintenance with similar results. That would be the easy fix. It may be helpful to have pictures of your IFD540's ARINC 429 and RS-232 maintenance pages as well as to know what software version you were upgrading from. It would be very helpful to have a record of how those pages looked before the upgrade. The Avidyne upgrade SB would have directed the person doing the upgrade to record all of the maintenance page settings the before starting the upgrade and then verify those settings after the upgrade. AFAIK, the MLB100 has two basic setups: Early MLB100 installs before IFD software 10.2.0.0 was released, had to be wired using an IFD540 ARINC429 output for traffic (MLB100 Traffic), RS-232 in/out for weather (MLB100 Wx), as well as a RS-232 output for GPS data (Aviation) to the MLB100. The MLB100 also needs to be appropriately configured. With this configuration, Skywatch traffic is displayed (non-directional diamonds as displayed on the iPad IFD Trainer app). Starting with IFD software 10.2.0.0 the above configuration is still valid; however, the preferred configuration is no IFD540 ARINC 429 output to MLB100, traffic and weather over RS-232 in/out (SkyTrax Trfc+Wx), and an RS-232 GPS output (ADS-B+ (G)). Additionally for this configuration, the MLB100 has to be running software 4.1.0 and appropriately configured. With this configuration, ADS-B traffic is displayed as directional arrows with course lines extending from them. I noticed you port descriptions didn't mention anything about the RS-232 GPS output to the MLB100. This should be either Aviation or ADS-B+ (G) depending on which of the above configurations you were using. |
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LeeMajors
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Posted: 16 Jun 2021 at 7:39pm |
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Well, after reading a few articles on here I changed the in/out to Skytrax 322 WX Trfc.
The errors went away but I was unable to see traffic and/or weather. I’m new to the 540 and quite honestly it’s a bit counter-intuitive coming from the 430/530 and/or the Boeing. The plane is relatively new to me so I have some studying to do on it. Can’t even seem to figure out how to force it to ILS mode approaching the field. I’m used to a single button push to switch from GPS to VOR mode on the main page I guess. Unfortunately the autopilot is down so I can’t tinker with it enroute. The plane requires too much attention hand flying at 200 Kts to sit and tinker with people in the back wandering around like a drunken sailor - lol. I’ll try to find some online tutorials tonight. I’ll then take a harder look tomorrow at menus and sub-functions and getting traffic / weather to display on both that and the EX500 as well as WiFi functionality to my iPad while on my trip tomorrow. Hopefully I can figure out how to enable everything. As for previous load, Carpenter doesn’t have any records on that, it was over a year ago and was just a software update. We just haven’t been able to test it due to maintenance and we only owned the plane a few months before it went down for a year. Edited by LeeMajors - 16 Jun 2021 at 7:40pm |
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LeeMajors
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Posted: 16 Jun 2021 at 7:58pm |
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I will ask, because I can’t find it. I watched the Avidyne video where it steps through the ILS into ATW but they couldn’t get their trainer to actually do what the plane would do so it was fairly useless and actually highlighted what I ran into today.
I was flying a test flight of the plane just a 30 minute out and back, coming back in to the same airport I left, and spun the ILS into the frequency and drove it up. It identified the frequency IMQY but wouldn’t come out of GPS. How can I absolutely FORCE the 540 to give me the Localizer RIGHT NOW. Not loading an approach, nothing else fancy, I’m having to quick return to an airport and I know the ILS frequency, I dial it in, I set the inbound course, and the system is still thinking GPS flight plan. How can I FORCE IT with ZERO other input into the ILS mode. I should be able to push just ONE button or rotate one knob and force VOR mode. It’s a safety feature. Thank you,
Edited by LeeMajors - 16 Jun 2021 at 8:24pm |
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mfb
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Posted: 16 Jun 2021 at 8:34pm |
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If you want to force the IFD to use the ILS, you have to put it VLOC mode. Do that by twisting the CDI knob in the upper right corner. And you are correct, the simulator doesn’t work when you do that. It won’t simulate any VHF nav.
You normally don’t have to, and should not, select VLOC manually. If the approach has been loaded properly into the IFD, the IFD will automatically tune the ILS frequency and then switch to VLOC mode by itself when the ILS is identified and several other parameters are met. See the pilot handbook for details. But if you just want to dial and go, without loading an approach, tune the freq and twist the CDI knob. It works but you won’t have any of the information normally associated with an approach. This thing does not work like a Garmin or Boeing. You have to meet it on its own terms. Mike Edited by mfb - 16 Jun 2021 at 8:44pm |
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dmtidler
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Posted: 16 Jun 2021 at 8:36pm |
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Rotate the CDI Nav Source Knob (small upper right knob above the direct to button). Usually rotating this knob to the next detent will switch the CDI nav source from GPS to VLOC. The VLOC indication will flash for a few seconds and then make the switch and the VLOC indication will become steady green with a good VHF signal. To switch back to GPS, rotate the knob again until GPS is flashing green, after a couple of seconds, the IFD will return to GPS mode and the GPS mode indication will become steady. Make sure you rotate the knob, it is also labeled PUSH OBS because pushing this knob toggles the system between GPS mode and OBS mode. The IFD540 is really quite intuitive; however, I recommend downloading iPad IFD Trainer app and practicing any scenarios you wish with a copy of the IFD540 Pilot Guide for reference. This certainly beats trying to learn something new in the heat of battle.
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LeeMajors
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Posted: 16 Jun 2021 at 9:03pm |
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Oh of that there is no argument. This is the first navigator I haven’t been able to climb in the plane and have it figured out enough to use by the time you reach the runway and have the basics by the time you land, autopilot permitting.
Can’t tell you how many times in my career various bosses said “get in that plane you’ve never flown before and take it somewhere” so we did. Now the navigators are getting so complex you almost need a 3 day airline style ground school with a trainer and a simulator... lol I don’t know why it wouldn’t do it today or the last time I ran into this a year ago. Got jammed into an ILS into BTR close to the marker with vectors selected and it didn’t sequence. If I hadn’t had it in the 430 and watching the #2 ILS head I’d have had to have gone around with 500 and 1 1/2. Not a good time. Hopefully I can play with it some enroute tomorrow if the turbulence isn’t too bad and the good weather holds! I appreciate the response, thanks! Now if I can just get TFC and RDR to work again and populate across devices. |
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LeeMajors
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Posted: 16 Jun 2021 at 9:09pm |
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As long as there is ultimate override for functions I need right now, like tuning an ILS for return to the airport in an emergency quick and dirty because I’m busy, I’ll figure the rest out over time and with practice. If it can’t do that it’ll get yanked and a 530W will go back in. I’m not playing that game. Certain safety of flight things need to be forcible when I want them, how I want them, right dang now. Raw data ILS for quick returns is one of them. As mentioned above, I loaded a vectors for ILS into BTR last year (the last time the plane was regularly flying) and it wouldn’t sequence. It has GPS—>VLOC and just wouldn’t lock onto the LOC. The 430 and Nav head 2 saved me having to go around in crap weather and do it again. Turning the dial didn’t help, and I don’t want to ever see that again. If it does, it’s either going in for repair or, if that’s how it functions, it’ll be on eBay. Totally not kidding. There should never be a way for it to ignore your demand for VOR/LOC mode. It can not like it all it wants but it’ll do it or someone else will own it.
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HenryM
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Posted: 16 Jun 2021 at 10:55pm |
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have you looked at the Avidyne training videos at https://www.avidyne.com/avidyne-training/#tab-id-3?
I had an IFD540 in the plane I bought and was up and running without hardly using the simulator. I was able to load a route and even use the autopilot with it on my first flight. I find it very frustrating to use a GNS530 in the simulator I use for IFR currency. I had not had any Garmin experience other than a few minutes with a sim, and I find it much more complex to use than the IFD. I guess if I had years of experience with the GNS, I'd be expecting to do things that simply are not necessary with the IFD. Modifying a route is another area that I find much easier with the IFD. It is hard to give up old habits even if the new way is easier. To use the raw ILS, dial in the frequency in the Nav radio and turn the CDI knob to VLOC. That is it.
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mfb
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Posted: 16 Jun 2021 at 11:16pm |
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The reason the box didn't sequence at BTR is because one of the parameters was not met. It was protecting you from a poor position or an non-identified ILS. You could have forced it by turning the CDI knob. Read the manual, preferably before you go flying.
If you need to bail out fast, here's the procedure: Press the NRST button Select the airport and press the DIRECT button, followed by ENTR, ENTR Press the PROC button Select the approach you want and press ENTR Select vectors to final or the appropriate transition Activate vectors to final or go to the appropriate IAF (The first two steps aren't necessary if the target airport is already programmed as your destination.) Why do all that button pushing? Because it loads the entire approach, including nav frequency, waypoints, crossing altitudes, the missed approach point, and the missed approach procedure. It may be a little work at altitude, but it saves you when you're at the MAP and nothing is in sight. It also saves you from digging through approach plates and dialing frequencies. And, nowadays, there probably isn't an ILS or VOR approach. They've all turned to RNAVs. Using the box as it's intended is easy when you've taken the time to read the manual and practice. Of course, you're always free to treat it like an expensive KX-170. Then you're right - you wasted a lot of money on something you're not using properly. No one should expect to use one of these boxes without thorough study and practice. You didn't learn your Boeing or CRJ without lots of ground school and time in the sim. This box is easily as complicated and capable as an airline FMS, probably more so. Why would you expect to learn it without any study? Mike
Edited by mfb - 16 Jun 2021 at 11:38pm |
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LeeMajors
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Posted: 16 Jun 2021 at 11:52pm |
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Reading the manual once through and understanding it are two different things.
As I said, to firmly understand and be able to immediately recall and execute all functions you’d need an 8 hour a day 3 day ground school with a training box there to program then watch what it does when it “flies” what you tell it. Or you need to get out and fly with it and learn new functions each time you fly, which is how most people learn these. Again, the CDI turning didn’t work. I’m here to tell you coming up on 20,000 hours total time, I’m not doing all that in an uncontained cargofire or other critical emergency. I’m loading the frequency, getting a vector, I want the ILS CDI up right the heck now, quick scan the altitudes, and fly the approach. If someone has time to load the box, it’s gravy but I want my crew heads up as much as possible. That’s how we do it at the airlines and that’s how I do it on my days off. Not rushed but no extra box programming. People with their head in the box bury airplanes in the dirt. If I can routinely make a turn 1 mile outside the marker from a 40 deg intercept in a Boeing slowing from 200 Kts and configuring simultaneously and hand capture an ILS and be stable at 1,000’, I can do it in a plane doing almost half that speed. If the box doesn’t want to let me have it, I won’t be hampered from what needs to happen operationally. Tomorrow’s approach won’t have an ILS but the return on Sunday will. Weather permitting I’ll repeat the sharp close in intercept and attempt to force the CDI change prior to intercept to see if it will let me have it.
Edited by LeeMajors - 16 Jun 2021 at 11:55pm |
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b2002
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Posted: 17 Jun 2021 at 8:44am |
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The IFD will do what you want, and it is easy to set up. The key is understanding the function of the upper right knob on the unit, as long as the IFD was installed properly. That knob lets you turn the IFD into a KX155 nav/comm.
I had an old KI 209 VOR/ILS head in my airplane which I had the shop wire up as a backup, constantly connected to and displaying output from the nav (non-gps) side of one of my IFDs. Both the GPS and VOR/ILS outputs are always available, it is just a matter of which output is selected/wired for display. Twisting the upper right knob is the mode select for the primary nav display, GPS or VOR/LOC. It only takes one really small turn to the next detent to switch between the two. The mode indication on the screen will flash a few times each time the mode is changed. There is a chance your IFD wasn't wired up properly, but I am guessing that you'll figure out the buttonology and once you do it will be dirt simple.
Edited by b2002 - 17 Jun 2021 at 9:27am |
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HenryM
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Posted: 17 Jun 2021 at 8:52am |
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Just be be clear, with "CDI knob", I mean this button:
 Edited by HenryM - 17 Jun 2021 at 8:53am |
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LeeMajors
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Posted: 17 Jun 2021 at 9:30am |
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Thanks all, headed to the airport now. Severe clear today so hopefully I have some time to tinker with it.
The detents on that knob are pretty soft, it was labeled OBS so I thought I had just messed up a button to push right before you rotate the knob or something to make sure it did that function when it wouldn’t change. It was installed by Gardner-Lowe about 5 years ago. Originally a 550 was put in then that was put into another plane for sale and this 540 was slid in and we’ve been fighting the configuration ever since. We shall see what it does today. Thanks!
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b2002
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Posted: 17 Jun 2021 at 9:37am |
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Yeah, you press that button to get into OBS mode, and that is a whole 'nuther discussion.
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skitheo
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Posted: 17 Jun 2021 at 2:45pm |
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The above is worth repeating! Totally agree! The IFD is NOT a GNS, FORTUNATELY! My experiences with a 530 have been that it's antiquated, if not terrible UX. IFD is so much more intuitive.
Again, worth repeating!
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mfb
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Posted: 17 Jun 2021 at 3:35pm |
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The IFD is NOT designed to do the close-in slam-dunk approaches that you seem to like. According to the manual (page 6-24), the following criteria are required for automatic VLOC switching:
"On ILS/LOC approaches (Vectors-to-Final transition or the full published procedure), the IFD will automatically toggle the nav mode to VLOC when all of the following conditions have been met for 5 consecutive seconds: The next leg or the active leg terminates at the FAF The aircraft is on the front side of the approach The aircraft course is within 15 degrees of the final approach course Cross track deviation is less than half a dot The correct station is tuned and identified Lateral and vertical deviation data will be transmitted by the IFD for use by any integrated autopilot and external indicators. Conversely, the IFD will toggle the nav source from VLOC back to GPS when executing the missed approach at the Missed Approach Point." So the nav source needs to be tuned and identified and you need to be stabilized on the approach, not doing aerobatics to intercept 1/2 mile outside the marker. Also, go to the AUX -> Setup -> User Options screen and make sure that Auto-VLOC Tuning is ON and GPS-> VLOC Capture is Auto. Those would also cause the symptoms you're seeing. And don't forget that with an RNAV approach there is no quick frequency to tune. You have to program the approach. It would be better if you were thoroughly familiar with doing that. You can do it almost as quickly as dialing a radio. ILSs and VORs are quickly going the way of A-N radio ranges. Mike |
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LeeMajors
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Posted: 17 Jun 2021 at 5:49pm |
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It doesn’t have anything to do with liking or not liking it. It has to do with sometimes that’s what ATC does. You’re either good enough to deal with it in high density airspace or you’re not. If you’re not and you say you can’t do that, they’ll spin you and you can come back later when they’ve gotten other traffic in, no worries, but some of us can manage that just fine.
And there you go. That’s the information I needed. A 15 degree intercept isn’t always going to happen. Sometimes it’ll be a 30 deg intercept and they give you a final vector turn that’s within the maximum allowable but by the time you roll towards that heading the needle is already moving and you need to be capturing. In that case I can force it to LOC before the FAF and we can motor on, assuming the box doesn’t reject the command which sounds like it might have been a one-off fluke that day I was flying it.
hahaha! You’d have fun at Southwest. Stabilized approach criteria for us is on Loc, on Slope, on speed, at 1,000 feet. Including ILS approaches to minimums. Cat III approaches have a little more that has to happen outside the marker for the Computer to allow AIII selection but yeah, there are many times you are 1/2 mile outside the marker joining the approach and still configuring because you’ve been INSTRUCTED to hold 170 Kts to the marker and max Flaps 30 speed is 165. You’re still configuring while joining up. If you think that’s aerobatics, I suggest you avoid the airlines. :) Welcome to professional aviation.
ILS’s are not going ANYWHERE, not in the next decade anyway. Until you can get me a zero-zero RNAV auto land or down to 50’ RA on a hand-flown CAT III with the GPS system, ILS approaches will be here at all major airports across the country. VOR’s are another story but I do worry about the increase in cyber attacks and the lack of ground based nav, and so does the DoD but we’ll see what happens. And yes, I need to get better at loading approaches. Will download the iPad app and work on it. I do greatly appreciate the detailed information. It lets me know the limitations of the unit and what it’s looking for to satisfy the constraints to auto switch. I do like auto-switch, it did that today sequencing to the RNAV into KREG.
Edited by LeeMajors - 18 Jun 2021 at 9:44am |
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LeeMajors
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Posted: 17 Jun 2021 at 5:59pm |
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Back to the original question, today we flew MQY-REG.
The 540 has no error messages except after a while it said more than 40 minutes since updating. The FAA PAPR report says no flight ID is being transmitted via ADS-B and I have a big Red Cross through a FIS-B symbol in the top left-ish corner of the display. Here’s what he just emailed me:
Why would the IFD think it can talk with the SkyTrax / MLB100 but not send the tail number over ADS-B nor receive FIS-B data? Thanks,  |
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mfb
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Posted: 17 Jun 2021 at 6:12pm |
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The flight/tail number is in the transponder, not the IFD.
Mike |
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mfb
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Posted: 17 Jun 2021 at 6:18pm |
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I was in the airlines for 32 years, thank you. We taught our pilots to say “no” to ATC when necessary and to execute misses or go-arounds when they had to. We sent them thank you notes when they did so. And we stayed away from SWA on the taxiways.
As Humpty Dumpty said “The question is, who is to be master?” I hope your flight attendants strap down early. Mike |
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LeeMajors
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Posted: 18 Jun 2021 at 9:48am |
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And that’s what we can’t figure out. We’re running an AXP322 which is a remote transponder. We have zero direct interface through it except through the IFD540. It provides the 322 its position and, from what little I could find online, the aircraft tail number and hex code. If the AXP322 has to be programmed individually and directly through some dealer-only computer, that means Gardner-Lowe messed up the installation years ago. So on a remote AXP322 does it get programmed through the IFD or an external hookup?
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LeeMajors
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Posted: 18 Jun 2021 at 9:53am |
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LOL - so you’re saying you told ATC “No” when you were asked to hold 170 to the marker like every other airliner out there? I doubt it. This is STILL common practice at EVERY major AIRPORT around the country. Not just SWA, but the AIRPORTS. In ATL it used to be 180 to the marker and Southwest successfully petitioned ATC to slow it to 170 because of the higher incidence of unstabilized approaches under 1,000’ trying to get the plane slowed. In other words, you’re either mis-remembering or you just ignored the common practice when the 737-700NG final landing maximum flaps speed of flaps 30 is 165 kts and every large airport when in a busy traffic situation requests airlines hold 170 to the FAF. Flaps 40 is even slower if you’re shooting a CAT III and want the lower deck angle. Common practice is about a half mile short of the marker you call for Flaps 30 before landing checklist. That way on an -800 the last bit of slats come in just as you capture the GS and help you continue to slow as you work your way down the glide slope, becoming speed stable at 1,000’ which varies from 130-145 Kts including the wind additive most of the time. EVERY SINGLE AIRLINE in existence does this with the 737. No abrupt maneuvering or “aerobatics” involved... ;) It’s not a Southwest thing, it’s an aviation thing. Back to the original discussion.
Edited by LeeMajors - 18 Jun 2021 at 9:57am |
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mfb
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Posted: 18 Jun 2021 at 10:46am |
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Your remote transponder is different from my stand-alone, so I'm just reading the book here. If there are any avionics guys around I hope they'll chime in. Anyway, as I understand it, the remote transponder is controlled from the IFD. You already know how to set the squawk code. To set the aircraft ID for ASDS-B out, go to AUX -> Setup -> User Options and find the Aircraft Flight ID entry. You should be able to set your N number there. (page 5-45 of the IFD Pilot's Handbook) Like I said, I've never done this. My IFD doesn't have that page. Also, look at the section on Datablocks on page 5-20. That's how you control how your transponder code is displayed on the IFD. You can make the IFD look any way you want, but it's easy to screw it up if you're not careful. BTW - The Skytrax box is strictly an ADS-B receiver. The FAA doesn't know or care if it's there. It doesn't affect your ADS-B out. Avidyne used to publish installation manuals on their web site but they quit doing so several years ago. Your only option is to contact their tech support department. Mike |
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LeeMajors
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Posted: 18 Jun 2021 at 10:52am |
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Thank you, someone forwarded me the AXP322 install manual and I can see what it’s talking about. I’m glad other pilots recognize that there’s no need to hide service manuals. Some people don’t have Avidyne dealers nearby and it’s unnecessary.
We set the tail number last week but I didn’t see it change the Hex code. We were under the impression that it was set automatically but it said “N number airplanes *may* automatically populate the Hex code”. I’ll check that first to make sure it put our six digit hex code in the identifier. It also had “uninstalled” on the squat switch setting instead of Avidyne. I’ll change that too. Hopefully that will do it. I have one of the non-AD’d 600B units that is essentially an MLB100. Hopefully someone has the manual on that as well. It was on Capstone Hi WX & TFC by instruction set but it gave me comm errors on that setting. As soon as I changed it to AXP322 the errors went away but no FIS-B in. One thing at a time, thanks for the help!
Edited by LeeMajors - 18 Jun 2021 at 10:53am |
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mfb
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Posted: 18 Jun 2021 at 11:01am |
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When my IFD was installed Avidyne was still publishing the installation manuals on line. I found it to be extremely helpful. I could plan the whole thing and make sure the avionics shop did it the way I wanted. I have no clue why they're not public any more. Good luck with your config. It's not easy when you don't have a shop to help out. Mike Edited by mfb - 18 Jun 2021 at 11:02am |
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LeeMajors
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Posted: 18 Jun 2021 at 11:18am |
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For sure, but we’ll get it done. My avionics buddy helping me is a Garmin guy but we’re trying to work through it.
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LeeMajors
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Joined: 15 Jun 2021 Location: BNA Status: Offline Points: 29 |
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Posted: 20 Jun 2021 at 8:36pm |
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OK, today I checked the ADS-B settings in the 540 for the SkyTrax. Everything is set properly as far as I can tell.
When I pulled the PAPR after the flight, it’s the FLIGHT ID that isn’t populating with my tail number. The SkyTrax is sending the data that shows my takeoff time, my landing time, my 6 digit broadcast ICAO Hex code, and the tail number. I don’t understand what it means by “Flight ID” and where you set that in the AXP322 because it’s not in the 540 settings anywhere I can find. It also says TIS-B client = 0%. I did finally get Weather on the 540 by selecting Capstone Wx/TFC (not high speed). At least I’m making progress, but no traffic and no Flight ID transmission. It might help if I understood the difference between transmitted tail number and transmitted flight ID as I can’t find anything in the SkyTrax manual that differentiates between the two. Anyone?
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dmtidler
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Joined: 12 Feb 2016 Location: USA Status: Offline Points: 617 |
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Posted: 20 Jun 2021 at 9:03pm |
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The MLB100/SkyTrax is a ADS-B UAT (FIS & TIS) receiver only; it does not transmit anything to the ADS-B antennas. All of the ADS-B transmissions from you aircraft would go out through your AXP322. The TIS-B client = 0% is probably a result of your AXP322 either not being set up to properly to meet the requirements to be an ADS-B client or your AXP322 not reporting that your aircraft is equipped with a UAT receiver to accept ADS-B client services (TIS-B).
With a properly set up AXP322, there should be an optional "Aircraft Flight ID" option available on the User Settings for each of the five available IFD540 users; however, I believe the issue is in your AXP322 setup. The AXP322 setup is done remotely through your IFD540. The following Avidyne video might be useful to you: IFD Interface with Avidyne AXP322 - YouTube
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LeeMajors
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Joined: 15 Jun 2021 Location: BNA Status: Offline Points: 29 |
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Posted: 20 Jun 2021 at 9:49pm |
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Yes I know the MLB100 is in only. The fact that it’s giving me weather but no Traffic is annoying and explains the TIS-B 0% error but I’ll chase that later. Right now I have 48 hours to get this fixed and test flown or miss the cutoff for the July board and have to wait until August to get my pressurized aircraft legal to fly above 10,000’. I appreciate you commenting but the 540 has 100% been setup properly. It’s been double checked 5 times now. It is correct. No questions. The Aircraft Flight ID in the User Settings IS your tail number as I already discussed. It’s SUPPOSED to auto-populate once you program your 540 for that N number and verify the hex code and other entries which has been done. It’s not. I’m looking for an Avidyne EXPERT on this, someone who knows the remote transponder in out backwards and forward and can tell me if the unit is bad (which is what I’m leaning towards) or if it has to have the computer hooked up to the DB9 port on the transponder itself and something internal changed by programming something you can’t do on the 540. The ISSUE is that the PAPR report isn’t seeing my ADS-B ID as the same thing as my transmitted flight ID. The tail number / flight ID AS TRANSMITTED TO THE FAA by the transponder is correct. 100%. Period. Dot. That matches my filed flight plan ID 100%. Period. Dot. What is NOT happening is the ADS-B ID populating with my tail number - that’s an internal function of the 322 once you’ve given it your tail number as far as I can tell from the install manual. NO ONE seems to know how that magic happens. NO ONE knows if that’s at the 322, or if it’s at the FAA computer level, or how it all works together. It’s evidently PFM and you’re not allowed to know this and if you ask the FAA they just say “take it to someone who knows”. Great. Who knows? Avidyne said take it to the dealer. The dealer I called Friday has no clue how that could be happening. As far as they’re concerned, if the tail number is set and the hex ID is verified, that’s it on their end. I’m getting a little pissed off at Avidyne for not being able to point me at a tech who understands this and can just say “Oh you have to have our programming computer and go direct to the 322 port for that” or “Oh, your ADS-B transmit board is bad” or “xxx”. I’m going to call Avidyne again Monday. This should not be this hard.
Edited by LeeMajors - 20 Jun 2021 at 9:53pm |
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LeeMajors
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Joined: 15 Jun 2021 Location: BNA Status: Offline Points: 29 |
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Posted: 21 Jun 2021 at 11:24pm |
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Alright.. FINALLY... got one of the senior 322 techs on the phone.
You were partly right DM, will get to that in a minute. The AXP322 has two “sides” of its operation. The Mode S transponder side and the 1090ES ADS-B Out, side. Setting up the configuration in the programming menu is ONLY for Mode S. Setting up the user menu under pilot user settings without going into maintenance mode is ONLY for ADS-B. There are Flight ID settings in BOTH the maintenance mode configuration AND the pilot settings. The two settings do not talk to each other whatsoever. Not at all. The installation manual doesn’t discuss this at all, and he said it’s one of the very first things he tells people when a smaller shop not familiar with the 540 or 322 can’t get the box to work right. You’d think they’d change the install manual at some point. So, when you go into maintenance mode and configure the N number under “Flight ID” and verify it auto populates the Hex code (or you put it in if it doesn’t), you are doing NOTHING to the ADS-B out of the 1090ES side of the 322. Nothing at all. You’re just telling the transponder how to output Mode S information. When you change the pilot menu under Flight ID (which is another thing that should change - you shouldn’t have the same name for something that does something completely different), you have to save it, power down, reboot, change it again, save it again, and reboot a second time for it to take. It takes two reboots with the same Flight ID / aka N Number reset for it to agree that’s what you meant to do. Also it populates all zeros. If you want to do just an N number, you have to push CLR in each 0 spot until you get to the number of characters you need to use, then roll the cursor to set it. Hope this helps someone along the way. Weather didn’t cooperate today so we’ll do another test flight. It’s fun finding things people leave out of installation manuals the hard way. Then again the maintenance, shop, and parts manual for the airplane is awful and I’m re-writing that as I go, too. This is why it’s so hard to find people who know how to work on airplanes. You can’t just read the book, you have to find out what the engineers left out for everything, avionics included evidently.
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chflyer
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Joined: 24 Jan 2013 Location: LSZK Status: Offline Points: 1035 |
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Posted: 22 Jun 2021 at 7:59am |
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I fully agree except for the part about Avidyne dealer proximity. Email and the telephone don't know how far they are away ;-)
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Vince
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chflyer
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Posted: 22 Jun 2021 at 8:10am |
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The key is "and several other parameters are met". ILS guidance confirmation comes up far too late where I fly. I want to see the LOC and GS indication much earlier than the IFD decides to switch to VLOC. If I am being vectored to an ILS, I want to know if there is an issue with LOC/GS indications much sooner than when I'm ready to fly through the localizer at 3mi from the FAF, which is when my IFD does the switch. I switch manually to VLOC as soon as I start getting vectors.
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Vince
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mfb
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Posted: 22 Jun 2021 at 3:21pm |
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Didn’t know that. Good advice. Always learning something that’s not in the book. Mike |
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LeeMajors
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Joined: 15 Jun 2021 Location: BNA Status: Offline Points: 29 |
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Posted: 02 Oct 2021 at 10:56am |
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Sorry long time no post guys, been crazy busy for a minute with pressurization and air conditioning repairs and moving the plane to a new hangar in north Nashville instead of south. Cut my hangar rent by 70% and the drive time is the same plus no crazy MTSU training flow.
I missed the last few replies, didn’t get email notification for some reason. CHFlyer’s response is exactly what I’m trying to do as well, I like to sequence to the ILS frequency when I’m getting vectors much further out than the box thinks it should give it to me. Whoever set those parameters doesn’t fly in higher density airspace where you get vectored most of the time. However with our new airport location the use of ILS approaches will decline and now that I’m getting better at the box I’m able to load the GPS transition a lot easier. Really it’s just getting used to the box the more I fly. The initial issue I talked about is still the only unrectified issue with this setup. The more I fly behind the 540 the more I get used to it and like it more, but I really would like to get traffic working so I can use the 540 as the WiFi ADS-B source on my iPad as well as display everything on the 540 rather than the portable Stratus or Sentry I’ve been using. The ADS-B FAA reporting is working fine so it’s really just down to the MLB100 and 540 interface. ADS-B weather is coming through, but I still get a red TIS-B circle and cross in the upper corner and the update lapse error after flying a while for TFR’s which means it’s not communicating TIS-B. I did notice that in the video setup from Duncan it lists two different setup locations for traffic and weather. In the TRAFFIC setup the options are TAS, TIS-G, RS-232, and TCAS. I currently have it setup for Capstone LOW Traffic + WX because the Capstone HIGH Traffic + WX was giving me nothing, and I at least have weather on the Capstone LOW. Has anyone seen this before? We were leaning towards wanting to get into the MLB100 menu and having a look at the software version and outgoing settings but evidently no one on the field feels up to poking around with an old laptop with a serial port even though Avidyne sent me the software to run the interface and instructions. Flew down to KREG again last Saturday for an unexpected death in the family. Heading back today and could really use it but don’t want to change it to something that’s going to kill my weather (which is more important). Have to do a couple more test flights for other items and a flight down to Beech Party in a couple weeks so would like to get that dialed in sometime soon. Thanks!
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rpostmo
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Joined: 20 Jul 2015 Location: North Dakota Status: Offline Points: 162 |
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Posted: 02 Oct 2021 at 12:10pm |
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Sorry don't have a solution, except what you describe is exactly why I
put in a NGT9000 transponder. I never could get the MLB100 to output reliably to the IFD540. The NGT9000 is spectacular. Bob
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LeeMajors
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Joined: 15 Jun 2021 Location: BNA Status: Offline Points: 29 |
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Posted: 02 Oct 2021 at 12:13pm |
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Thanks, but that’s not in the cards right now nor for the foreseeable future. Too many more important things to do that will be taking the available funds, such as putting carbides and pre-oilers in at next annual plus saving for annual.
I’ve spent about $100k the last year on maintenance and avionics upgrades and the kitty is empty. Lol
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LeeMajors
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Posted: 02 Oct 2021 at 12:22pm |
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I agree, that’s the point I was making. I kept getting “Take it to an Avidyne dealer/service center” for something that can be setup through the menus over the phone which someone finally did thankfully. That’s unnecessary because like you said, email and phone don’t know how far they are away, but all but one person at Avidyne didn’t see it that way. Down to this one issue and if I can’t get it figured out, I’ll have to take it to someone. I’m betting it’s just a software / communication setting issue between the MLB and the 540.
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LeeMajors wrote: