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Early Feedback on the IFD540 |
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Gring 
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Joined: 30 Dec 2011 Location: Kingston, NY Status: Offline Points: 739 |
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 Topic: Early Feedback on the IFD540Posted: 31 Oct 2014 at 8:02am |
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It is my understanding that there has been a change in the Jepp database where under some circumstances (I can't remember all of the details), the +V is not generated in the current version of the IFD540 software. My airport is one that has been affected and in previous database versions I was able to fly an LNAV+V approach, but now it will not show vertical guidance. I believe there is a fix for a future software release.
Not showing vertical guidance on a LPV approach is a different issue and at least in the Garmin world, may be a result of wiring (assuming you get vertical guidance on an ILS). I don't know about the IFD540.
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Joe Jet
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Posted: 31 Oct 2014 at 7:35am |
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Orest
That sounds about right on the LOC. if i remember correctly It is 3-6 deg wide; varied depending on the length of the runway to get the width you mentioned. Thats is the reason for the increased sensitivity of a localizer going to a longer runway. The consistency and decreased sensitivity of the LP and LPV WAAS GPS approaches as mentioned in the manual should make them nicer to fly. Jim Back to my glidepath indication issue. I would think that if my 540 is driving the GS indication during an ILS approach, then everything is wired correctly. The real question at this point is does the advisory glide path option have to be selected on for an indication for not just a LNAV + V advisory, but also the LNAV/VNAV, and LPV. Steve can you answer that las question? Edited by Joe Jet - 31 Oct 2014 at 7:43am |
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SB Jim
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Posted: 30 Oct 2014 at 9:46am |
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Joe,
If you don't get a GPS generated glidepath on an LPV approach your installer made a mistake or you've got faulty hardware. Jim |
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SB Jim
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Posted: 30 Oct 2014 at 9:45am |
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I've had the Advisory glidepath for years in my CNX 80. One just must be aware of the limitations inherent in the advisory system.
I've been flying with a full WAAS GPS for 10+ years and understand it well. |
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oskrypuch
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Posted: 30 Oct 2014 at 8:45am |
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The +V advisory glidepath is a very important improvement that will help guide you to a stable approach. The Boeing Banana, which hopefully we will see soon, will contribute as well where other guidance is not available. Whether a +V NPA, LNAV/VNAV or ILS, one always has to be mindful of stepdowns outside the FAF, and terrain below the MDA or DH, but that is not a reason to disable vertical guidance as far as I can see. That said, it is nice to see the option for those that want that, something that G does not provide.
Joe - IIRC, a LOC is always calibrated to be 700ft total (350ft each way) deviation at the threshold, no? * Orest Edited by oskrypuch - 30 Oct 2014 at 8:49am |
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Joe Jet
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Posted: 30 Oct 2014 at 2:52am |
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Jim: Did a little more homework. The vertical guidance is only "advisory" on the LNAV + V LNAV approach. When conducting a LNAV/VNAV or LPV approach the glidepath is part of the procedure and not advisory and should be displayed without selecting advisory glidepath on. Also found the following in the manual: When GPS has been selected as the nav source, and one of the RNAV/GPS approach types with vertical guidance (LPV, L/VNAV, LNAV+V) is selected in the FMS, the IFD will transmit horizontal and vertical deviation for use by any integrated external display device. ... Vertical guidance is provided to minimums as low as 200’ AGL above the touchdown zone. Lateral tolerance starts out at 0.3 NM full-scale (slightly tighter than a localizer at the FAF), transitioning to 350 feet either side at the runway threshold (slightly looser than a localizer). The steering remains linear all the way so you don’t get the difficult to follow swings of a VHF localizer close to the runway. The vertical guidance is precise and has a DA/DH (shown as “DA(H)” on approach charts) rather than a MDA. The Nav Mode datablock will display “LPV” for the approach type. Edited by Joe Jet - 30 Oct 2014 at 4:03am |
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AviJake
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Posted: 27 Oct 2014 at 8:06pm |
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Noted, agreed, and working on it.
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Steve Jacobson
sjacobson@avidyne.com |
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brou0040
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Posted: 27 Oct 2014 at 1:48pm |
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I would think that the system doesn't know when you are done entering more waypoints so that is why it jumps back to the active leg. Maybe it should stay where you are editing for a fixed time period like 5 seconds then time-out back to the active leg. Edited by brou0040 - 27 Oct 2014 at 1:49pm |
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SB Jim
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Posted: 27 Oct 2014 at 9:39am |
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Joe,
These are ADVISORY glidepaths. They aren't an official part of the procedure. Much has been written about these and the places where they can lead a pilot astray. YMMV. |
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Joe Jet
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Posted: 27 Oct 2014 at 9:14am |
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Havent had a chance to check my actual unit and see if advisory glideslope is on or not. I have checked both the domestic and jnternational ipad sims and it seems the default setting is GS on. In the Boeing FMS the glidepath goes from the last waypoint, ususally the runway waypoint, at the published angle back and guarantees crossing all MDA constraints at or above published segment minimums. I would think that this is both a TERPS and certification requirement. Ill have to wait to check my actual installed 540. Edited by Joe Jet - 27 Oct 2014 at 9:21am |
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jhbehrens
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Posted: 27 Oct 2014 at 3:36am |
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AviJake
Have now made my first IFR flight with the 540. Loved it although I am still getting used to the new UI. Its a huge step up from my old 530W.
I noticed what seemed like a bug. When on the flight plan tab of the FMS section during flight I tried to enter a waypoint after the last waypoint in the flight plan. Of the box for the new waypoint, only the top 20% or so showed at the bottom of the list so I could not see the waypoint name that I was editing. If I tried to scroll it up with my finger the keyboard emerged. I could type in the name of the waypoint and it showed correctly after that but it was uncomfortable editing it in the blind. I would also like to be able to enter departures for all airports in the flight plan, not just the airport of origin. It feels like departures are second citizens in the UI compared to arrivals. Lastly I noticed that when you enter a long airways route (I tried one for a 4 hour flight consisting of 6 different airways) the map preview keeps jumping between your current location and the section you are editing which makes the map very jumpy and rendering is constantly trying to catch up with you edits. Would be much better to just let it move with your edits. Have a look at the attached YouTube video for what I mean. Edited by jhbehrens - 27 Oct 2014 at 9:03am |
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SB Jim
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Posted: 26 Oct 2014 at 10:00am |
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Joe, if memory serves some pilots do not like or want the advisory glidepath and they asked Avidyne to make it a User On/Off item. I believe Avidyne complied so you will need to turn Advisory Glidepath On somewhere. Advisory glidepaths at some airports have been known to be a problem if one was to follow them strictly to the airport. They could place one below an MDA at given fix or leave one with unsafe terrain separation. Always make sure you adhere to the approach plate MDA's on such an approach and that you don't leave the MDA until you've got the airport in sight. Regards, Jim |
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jhbehrens
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Posted: 26 Oct 2014 at 4:27am |
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You mean using an electrical drill 3 ft from the antenna?
Thanks. The best place to judge this is by looking at London airspace which has an 'inverted wedding cake' pattern of class A around Heathrow reaching out into the entire Southeast of the UK. It's much like class B around major airports in the US.
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Joe Jet
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Posted: 25 Oct 2014 at 10:52pm |
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Is there some additional selection I have to make to get a GS/VNAV vertical path indication on my 106A indicator when conducting an RNAV GPS LPV approach? I have searched the manual, but so far have only found a reference to check Advisory glideslope ON in AUX, user options; not even sure if that affects the indicator. I hope something isn't wired incorrectly. I do get GS indications when doing an ILS approach.
Edited by Joe Jet - 31 Oct 2014 at 7:40am |
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AviJake
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Posted: 25 Oct 2014 at 9:32am |
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There is no WX-500 strike test capability in the IFD540 at this time - installers do have a crude way of testing it now but not via an IFD540 selection. It is a candidate for a future software release.
I'll have to look at the Class A depictions for Euro airspace in the lab early next week - I don't recall exactly what the answer is right now.
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Steve Jacobson
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AviJake
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Posted: 25 Oct 2014 at 9:00am |
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Will do early next week. I didn't realize it was not there. Thanks for the heads up.
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Steve Jacobson
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jhbehrens
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Posted: 25 Oct 2014 at 8:56am |
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Would be good if you posted the approved AFM supplement for the 540 on your website. The one on de CD that came with the device is labeled 'NOT FAA approved' and the paper copy was printed on 30% of the paper size. Jorgen
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jhbehrens
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Posted: 24 Oct 2014 at 5:43pm |
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I installed my IFD today and I have two question I cannot find the answer to in the manual.
Where can I trigger a strike test on the WX-500 connected to my IFD so I can check its connection? How do class A boundaries display on the map? In Europe class A can start at various altitudes, as low as 1500 ft. Grateful for a response. |
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ddgates
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Posted: 21 Oct 2014 at 6:07pm |
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Jake,
That is a good plan, as just having finished install of the IFDs there is a balance between driving the installer nuts and making sure that you get all of the functionality which is available. I would consider a checklist to the installer - Aspen does this with their PFDs on install. Happily, I think I got all that is there except maybe the switch to bring up a saved frequency. |
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David Gates
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AviJake
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Posted: 21 Oct 2014 at 5:28pm |
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Yes, we have the opportunity to update the IM with Release 10.0.2.0. Note that IMs are tough to update since they are considered "Approved Data" and require FAA signoff. So, it's a lot tougher to update IMs than say Pilot Guides or other non-approved data.
One of the tweaks we'll make to the IM is to do a better job highlighting some of the optional wiring choices so they standout better.
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Steve Jacobson
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roltman
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Posted: 21 Oct 2014 at 2:39pm |
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Lets stick with just this one for now. The description on page 4-5 of the PM wasn't clear to me what in the IM would enabled it. It turns out that is Pin 74 on P1001. I then suggested in a follow up email that maybe add it to section 6.1.9.4 "Discrete Inputs", in the IM with a small blurb about what it does. Hopefully this is helpful to others. Ryan Edited by roltman - 21 Oct 2014 at 2:53pm |
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Royski
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Posted: 21 Oct 2014 at 1:52pm |
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roltman, would you mind sharing your suggestions here as well for the benefit of those who might have an installation begin before the new installation manual is released? Thank you
Edited by Royski - 21 Oct 2014 at 1:52pm |
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roltman
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Posted: 21 Oct 2014 at 1:23pm |
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I gave Steve some suggestions last week for few little things. He said they'd update the IM with Release 10.0.2.0 |
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ddgates
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Posted: 21 Oct 2014 at 1:00pm |
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Thanks.
Mine is already wired. As a suggestion, it would be better if the install manual called out all wiring options - a number of us are going to get our airplanes back from install and then find out, "could have had ...". I wonder how many are going to have to rewire or at least be tempted to do so when the software revision comes out facilitating Standby monitor capability? Learning curve, I guess price of being an early adopter.
Edited by ddgates - 21 Oct 2014 at 1:01pm |
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David Gates
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roltman
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Posted: 21 Oct 2014 at 12:54pm |
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Pin 74 on P1001. It's a Com Recall feature, where you can step through com channels on the IFD540. It gives you the features spelled out on page 4-5 of the pilot's manual (p115/226). I figured that'd get used 100x more often than hitting the IDENT button. I'll then have a Com Swap and a Com Recall. Steve pointed me to correct pin. Edited by roltman - 21 Oct 2014 at 12:59pm |
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ddgates
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Posted: 21 Oct 2014 at 12:27pm |
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What does the remote ident rewire change do for you?
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David Gates
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roltman
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Posted: 21 Oct 2014 at 12:11pm |
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Just got the hard copy of my manual delivered. Just put RFQ for a 2nd IFD540 and 340 XPNDR. I'm sufficiently happy to replace my 2nd 430W after having the first 540 for only a month. Going back to the avionics shop on Thursday for some small tweaks not all 540 related. - My right strobe is interfering with auto ID of nav signal (nav 1 antenna is in right wing). A faint tapping sound can be heard when that strobe fires when listening to the NAV1 audio. - Rewiring remote XPNDR IDENT switch to become Pin 74 on P1001. Wasn't exactly obvious what that was during the installation, but now I want it in place of a remote ident switch. - No audio alerts from IFD540 - No one is sure why just yet as it was wired up per the IM to the PMA450. Anyone know a quick way in the hanger to trigger an alert on the 540? I honestly haven't looked to see if this can easily be done. - Investigate why no GAMA A429 data is making to my Garmin 330 XPNDR. Its making it to the GPSS. - Wiring up SYNCHRO inputs from HSI to P1, 10, 23, 24, and 13+25. Not sure it'll work as a magnetic heading source yet, but it'll at least be wired for future use. - Left/Right audio channels are backwards, needs to be correct for the PMA450. Probably mis-wired when GMA340 was installed 10-15yrs ago. |
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Joe Jet
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Posted: 20 Oct 2014 at 12:24am |
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Did the rocker buttons today...very nice. Wasn't able to get the data panel to open or close. Also tried longer light touch to bring up data on various elements on the map and it seemed to work.
Also loaded an RNAV approach LPV, but didnt get any glidepath guidance. I have the 106A indicator. Might have to peek in the manual on that one. Edited by Joe Jet - 22 Oct 2014 at 8:19pm |
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AviJake
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Posted: 18 Oct 2014 at 10:17pm |
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I think you're right, especially with the FMS.
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Steve Jacobson
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teeth6
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Posted: 18 Oct 2014 at 8:11pm |
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Just tried it on the sim and sure enough, it works. I totally missed that explanation in the pilot guide. I have a feeling the 540s will something we will all be learning new features on for a very long time. :)
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Joe Jet
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Posted: 18 Oct 2014 at 7:33pm |
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That sounds cool. I'm going to try that on my flight home from Vegas tomorrow. I forgot those buttons on the bottom are "rocker" like and have a dual function. I do remember that one of the advantages of the Avidyne over the G units is that you can perform all actions either with buttons or the touchscreen. I've been trying to use the buttons more to minimize fingerprints on the screen. I have noticed if you touch it lightly, as in the case when you just make a selection, it does not leave a fingerprint. If you apply greater pressure, which seems to be required when seeking more information on a particular airspace or airport on the map, it leaves a fingerprint. Tomorrow I will try making a "info" selection by just touching longer rather than with greater pressure.
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AviJake
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Posted: 18 Oct 2014 at 6:50pm |
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You can do via the bezel too. If you press and hold the left or right side of the FMS or MAP page buttons along the bottom, it acks as another tab and either opens or closes the "window shade". Give it a try and let me know if you aren't successful.
Look at the bottom bullet on page 1-14 of the Pilot Guide.
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Steve Jacobson
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teeth6
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Posted: 18 Oct 2014 at 6:46pm |
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A question that I haven't been able to find the answer to in the manual. Is there also a button or knob twist that will cause the FPL/MAP page to open/close on the FPL tab of the FMS switch, or is this feature only touch screen? Likewise to pop the data in or out on the Map page of the Map switch.
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teeth6
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Posted: 14 Oct 2014 at 9:30pm |
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Steve, I do see your logic but I had heard that the prebuy customers would have an extended warranty to help compensate for the length of time it took to get certified. At one point there was to be a letter from the CEO but that didn't happen. Anyway, it does appear the standard customers receive a better warranty add on by signing the waiver which eliminates any prebuy warranty advantage. It aeems signing the waiver should give both groups the same.....either 1 year or 2 years. I do realize it is not your call, however.
Edited by teeth6 - 14 Oct 2014 at 9:31pm |
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ddgates
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Posted: 14 Oct 2014 at 9:22pm |
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Our preoccupation with the "lawyer" piece <on either side of the issue> is a disease.
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David Gates
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MysticCobra
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Posted: 14 Oct 2014 at 9:11pm |
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You're looking at it the wrong way. Pre-buy customers get 2 years of standard warranty; standard customers get a single year. Since the standard warranty does not have the controversial strings attached that the Aeroplan does, that arrangement is a noteworthy benefit to pre-buy customers. If either a pre-buy or a standard customer sign the Aeroplan agreement, then warranty coverage is extended to a total of 3 years. The total coverage is not longer for either type of customer.
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roltman
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Posted: 14 Oct 2014 at 3:28pm |
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I think everyone knows it's optional. Sorry Steve, I wasn't asking for insurance, I was asking the knowledge base at Avidyne, the source of the waiver, for possibly a statement, "We know of company XYZ and they will cover our waiver and others have been successful in using them, but YMMV". Right now I'm wondering if such a company exists, so I can weigh it's cost/benefit with the extra warranty coverage. I know this is an unpopular subject, but I'm trying to find a way to take advantage of it if possible and share what I learn with others. I've tried to do my due diligence and contact a lawyer specializing in aviation liability law, and a very knowledgeable insurance broker without successful path forward. As such I turned to the forums. Maybe I could have rewritten the previous post a little better, and I apologize if it was taken as a jab. In summary, I would like to extend my warranty, but at what cost? I wasn't overly concerned till I read about the Cirrius wreck with Sandel EHSI. There's no way I could control the outcome of such a mess (esp if dead), nor could I assume that kind of risk to my estate. I can't control the other idiots in the world, trust me I try. I can't protect other companies from the other idiots either. Just like "Avidyne is not in the insurance broker business.", neither am I and thus far I can't find insurance to cover the waiver, but I'll keep looking and will post anything I find. Edited by roltman - 14 Oct 2014 at 4:10pm |
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teeth6
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Posted: 14 Oct 2014 at 3:17pm |
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It is not immediately obvious to me why signing a waiver in case of an accident extends coverage longer for a standard customer than a prebuy customer. What am I missing?
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AviJake
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Posted: 14 Oct 2014 at 3:10pm |
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That was true then. It's a different case now.
Pre-buy folks get two years of standard warranty and a signed AeroPlan extends that to three years. New purchase folks get one year of standard warranty and a signed AeroPlan extends that to three years. |
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Steve Jacobson
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teeth6
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Posted: 14 Oct 2014 at 3:05pm |
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I had contacted Avidyne over a year ago when this topic first came up. I was told this waiver applied only to their glass panels. Is this NOT the case???
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AviJake
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Posted: 14 Oct 2014 at 3:04pm |
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The plan is optional. It extends your warranty if you elect to take advantage of it. Avidyne is not in the insurance broker business.
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Steve Jacobson
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roltman
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Posted: 14 Oct 2014 at 2:35pm |
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Just wanted to alert people to what I've managed to turn up on the Aeroplan waiver. I contacted an aviation liability lawyer and he said I should insure myself for it. I have some very good people who work with me to find insurance for our company's flight tests, and they have yet to find a company that will cover that waiver as written. As such the waiver as written would be a personal burden. If anyone knows a cost effective way to accept the Aeroplan please pass it along, otherwise I'll be turning it down. Does Avidyne know of an insurance company that will insure their waiver? Edited by roltman - 14 Oct 2014 at 2:36pm |
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teeth6
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Posted: 13 Oct 2014 at 12:24pm |
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Steve, thanks much. That's very easy. I didn't realize that was a selectable field. I was using the "search" button when on the info page which only allows a search for cities. Now i can for cities or ICAO identifiers.
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helojunkie
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Posted: 13 Oct 2014 at 11:33am |
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Thanks Steve, good to know that I was not missing something.
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Richard J. Sears
ATP ASMEL/Rotor G-V, CE525S, CE500 |
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AviJake
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Posted: 13 Oct 2014 at 10:12am |
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The IFD540 FMS does not provide the ability to delete a waypoint from your flight plan if it's part of a published procedure.
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Steve Jacobson
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helojunkie
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Joined: 09 Oct 2014 Location: KCRQ Status: Offline Points: 25 |
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Posted: 13 Oct 2014 at 9:30am |
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Hi Teeth6 - In the simulator and on the actual box, I select FMS => INFO, then touch the Identifier box at the very top and enter in any airport I want and the information comes right up. Are you trying to search by something other than the ICAO airport ID?
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Richard J. Sears
ATP ASMEL/Rotor G-V, CE525S, CE500 |
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helojunkie
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Joined: 09 Oct 2014 Location: KCRQ Status: Offline Points: 25 |
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Posted: 13 Oct 2014 at 9:26am |
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Teeth6 - Thanks, I do the same thing now but my issue was one of flight plan continuity not really functionality. I realize that we can go "direct" to say ESCON in this case, or activate a specific leg, but all of the waypoints that I will not ever use are still part of the flight plan and requires manual intervention from me to get it to go to the right place. I guess as I said in my earlier post I was hoping I was missing something whereby I could just delete any waypoints that I did not want/need in my flight plan regardless if there were considered part of an approach/transition. Did another 5 hours behind the 540s it yesterday flying to Phoenix and back, I am getting the hang of it for sure, they are great boxes.
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Richard J. Sears
ATP ASMEL/Rotor G-V, CE525S, CE500 |
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teeth6
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Joined: 10 Mar 2014 Status: Offline Points: 741 |
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Posted: 12 Oct 2014 at 10:59pm |
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I also have a question from using the sim. If you want to get info about an airport not on your plan from the info tab, how can I search for it. When I am on the info tab and click the search button, it only gives me an option to search for airports by their city. If I only know the identifier but not the city name, is their a way to search for it?
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teeth6
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Joined: 10 Mar 2014 Status: Offline Points: 741 |
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Posted: 12 Oct 2014 at 10:05pm |
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Richard,
I have also been playing with the sim but my plane is still in the shop so I have not used it real world yet. Like you, I always like to enter the full approach so all waypoints are present. I have been using 430s. If it turns out ATC does give me VTF, I simply activate that leg of the approach (you can do this on the 540 also by clicking on the FAF in the plan and selecting activate leg with a button on the bottom left. If instead they give you direct to one of the IAFs, then just go direct to that fix. This is the same thing, I do on my 430s now. I hope this helps. |
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helojunkie
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Joined: 09 Oct 2014 Location: KCRQ Status: Offline Points: 25 |
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Posted: 11 Oct 2014 at 9:10pm |
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Very exciting times indeed....
Picked up my Seneca today from Howard Aviation at KPOC. Dual IFD540s, APX340 and TAS605A installed. Could not be more thrilled. I have been an Avidyne user for many, many years (Cirrus x 3 and Piper Meridian). I am very excited about the 540s. So I played with my simulator for a lot of hours trying to figure out my data block setup that worked best for me, playing around with settings, etc. I thought I had it all wired, but then I didn't... I had the same two issues as Joe Jet (Trackup vs North Up, and VSR). I figured out the Trackup issue in flight, and the VSR issue once I hit the manual and started looking. My bird has no glass, so no baro out to the 540s yet. It is due to go back in for another round of updates including ADC200 air/data computer. That will fix my VSR issue. I do have a couple of questions that I thought I would throw out there, and please don't flame me. I am a Garmin user by necessity having the GTN750s in my CJ and Helicopter, so everything I know comes form the 750 world right now. I entered a flight plan into my 540 to fly from KPOC to KCRQ [KPOC - PRADO - TANNR - KCRQ], then I plugged in the ILS 24 approach to KCRQ with the HOMLY transition. I don't do VTF since it wipes out the waypoints prior to the FAF to which we often get routed to at the last minute (ESCON, WUNUB). In the GTN750 once I did this, I could delete the unneeded waypoints that were part of the approach selected but in the 540 I noticed I can not. I freely admit that this may be user error having flown only one hour behind the actual boxes in VFR. The problem that I see with this is that the 540 assumes that I am going to fly the flight plan entered including the approach with all waypoints. I also notice I get the "Gap In Route" notification enroute as well as in the flight plan. Highlighting this gap and removing it now shows a flight plan that does not reflect what I really want to do - ie has all of those pesky waypoints inside the approach that I don't really need. This throws off the flight plan since it is basing its times, etc on the flyby of the waypoints. A perfect example of this is my flight from KDVT to KCRQ. This is the clearance that I received: KDVT - BLH - V64 - TRM - ESCON - ILS24.KCRQ The flight plan as entered in the 540 looks like this: KDVT - BLH - V64 - TRM [APPROACH: JLI - GENTA - RECCO - ZANIG - ESCON - WUNUB - CIDRU - RW24] [Missed Approach] What I want to be able to do is reach into the approach and delete the following waypoints: JLI - GENTA - RECCO - ZANIG So....I guess my question is this...how do you delete waypoints that are inside an approach? Am I missing something or does the capability simply not exist. Is this something that can be added as a request or am I just the only one in the world that may want to do it this way as opposed to simply doing a Direct to ESCON once I hit TRM?  Edited by helojunkie - 11 Oct 2014 at 9:25pm |
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Richard J. Sears
ATP ASMEL/Rotor G-V, CE525S, CE500 |
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