jetdriven

disrgd

You don't need a COM to get somewhere and land. But you have to be able to navigate. You could also turn off the 796 and fly a couple hours then turn it on inrange. Jose, didnt you fly across the atlantic on vacuum instruments after the whole G1000 failed enroute?

Ask Don Kaye how the 796 is going. He bought one of the first ones and has used it extensively. It overheats to being unusable and too hot to touch.

The Aera 500 we have will do that, as will the 696. Neither of those overheats and burns your fingers (rendering it unusable) , or shuts down in flight from overheat.

The Avidyne R9 for example, is a clean sheet concept, and is flying now, for about 1/3rd less than a G1000 system. It also has dual AHRS so if one goes out the system doesn't crash. IFD540 is based on the R9.

Quote: kgbpost 5) Database updates? Whom and how much? I don't know the answer to that one.

There are always VORs for a backup

with a 59 knot gross weight stall speed, 90 knots over the fence is 1.5 Vso !

Our 1900D's at Mesa had a magnetic chip thing (to inspect for chips, no electronic circuits) but no warning in the cockpit. It was a maintenance only function.

They had the KSN770 prototype at OSH right next to Avidyne and Garmin. I played with it for a few minutes. It is totally not a contender. Crude map, similar to that MFD I have seen in newer Cessnas. No ability to overlay traffic or weather on the basemap. Clunky interface. Not intiutive. Buttons not active "we're still developing the software and menus". I was not impressed. Plus, no specualtion on delivery date.

I dont think it will affect the compass and it definately wont't magnetize your airplane. Small wear particles in the ~15 micron range will cause wear and the filter cannot trap it. Amsoil did some testing with that. I dont think this will hurt your plane but is it worth 80$? Does it help that much? Quote: N9154V Do we want a magnet located on the back of our Lycoming motors. Would this effect our Compass's?? Would this possibly magnatize our steel cages?? Ron

At OSH you could get the IFD540 for 8500$ with no rack or connectors. You could sell the 530 for 8500$. Of course, the IFD540 comes in a year.

Yes I cut out the paper element with a pair of dykes and carefully inspected it. Two small, shiny, non-magnetic flakes might be nickel from an exhaust valve guide. Other than that everything was clean. The first oil change had about a tablespoon of carbon. Now, none. Yes, south Texas is shorts and flip flops year round.

FAQ here. http://www.avidyne.com/landing/ifd540/faq.asp

I played with their prototype at OSH. The screen is much brighter and more resolution than G430-530 boxes. The install kit is the tray and connectors. Thats 500$. I do not work for them, and have no vested interest in Avidyne. I am ust trying to stir some conversation about this unit. Quote: FBCK I think the $9500 price includes an installation kit ($9,000 without it), what ever that is, does anybody out there know what that is?

the 9,500$ deal ends at the end of the month, per Reid. After that, it goes up again.

Interesting info, Dick. She actually limited the G to 2 or less in turns because the M20J loses speed when you load it up with G. Actually, over 1.5 G she would let the nose fall and descend in order to preserve airspeed. That costs altitude, and there is a tradeoff somewhere. A 60 degree bank has half the radius of a 45 degree bank, so less miles flown with a steeper bank.

Conroe Avionics and Reid both said the cost of installation for an IFD540, a GTN650 or GTN750 were all going to be in the 3,000$ range. Of course Garmin radios only work with the 2K garmin indicators. The IFD540 plays fair with all. SO the GTN70 is around 20K laid in, and the IFD540 is 13K/.

You got me. 55% power is probably OK too. The only thing you have to worry about is be sure to run LOP or at peak. Maybe a little ROP (GASP!) to keep CHT up. Also, in cold weather, try to maintain a 250f CHT. Our 201 will not maintain a reasonable CHT or oil temp at super low power settings. Now I dont think this matters in the short term, but a few hundred or more hours of "SOP" flying at super low power settings can be bad.

crickets

Here is a filter cut open yesterday from our plane. 50.1 hours on an oil change, Aeroshell W100, and Camguard at 5%. See any carbon or metal? None. Zero. Thanks for my partners running LOP, I owe them a steak dinner. The bypass magnet was clean too. If we are harming the engine this way, I'd love to see some evidence.

Do some more reading. Synthetic oil blends are not optimal for an air cooled Lycoming or Continental engine. from; http://www.avweb.com/news/savvyaviator/savvy_aviator_52_thinking_about_oil_changes_196730-1.html [Mike Busch] My own personal experience agrees with this: I have investigated many cases of premature cam and lifter distress(generally caused by corrosion during periods of disuse) and without exception they all involved engines operating on Aeroshell 15W-50 multigrade. Ed Kollin: First problem; Polyalpha olefin (PAO), is the synthetic basestock used in AeroShell 15W-50 (at 50%) and Exxon Elite (at 26%) and the defunct Mobil AV1 (at 100%). It has excellent high and low temperature viscometric properties, high viscosity index (doesn't’t thin as much with increasing temp) and (low temp pour point) and good high temperature stability (when used with the proper antioxidant package). However, NONE OF THIS IS IMPORTANT FOR AIR-COOLED AIRCRAFT ENGINES! PAO has terrible solvency characteristics. It is so bad, that most additives will not dissolve in it. It needs to be combined with an ester (10-20%), alkylated naphthalene (5-25%) or mineral basestock (40-75% Aeroshell and Elite) just to get the additives to dissolve. This is fine for a heavily additized passenger car motor oil but NOT for a low additive treat rate oil used in a very high blow-by, leaded fuel aircraft engine. The ability to keep an engine clean by keeping combustion by-products in suspension is essential for an aircraft oil and the basestock works hand in hand with the dispersant to achieve this. In my opinion PAO is the worst possible choice of basestock for piston aviation oils, and Exxon and Shell did not learn anything from Mobil’s AV1 spectacular failure. Mineral oils (non dispersant) by themselves, have difficulty solubizing the blow-by for long (witness the engine varnish with the use of non-dispersant oils) but it is nothing compared to the problem PAO has with it. The problem with Mobil AV1 was never the lead bromide (lead salt) particles, it has always been the partially combusted blow-by fuel in the crankcase that forms resinous varnish and captures the lead particles making a thicker deposit that is the problem. It was that way with Mobil AV1 and it remains so with the semi-synthetics. from: http://www.beechtalk.com/forums/viewtopic.php?f=37&t=58932&p=605424 http://goliath.ecnext.com/coms2/gi_0199-12586945/Aircraft-engine-oils-BP-vs.html http://www.avweb.com/news/maint/answers_about_oil_195194-1.html

If you float in the flare you were too fast, whether in a 152, an Acclaim, or a 747. Popping out speedbrakes, raising flaps, or any other action like that over the numbers is a cover-up for poor technique and excess airspeed on final. Flame on, but this is a basic airmanship thing.

you can register for BeechTalk for free. [from email] Byron, Your concern has been a common one throughout this deposit program, however it is really a misconception. While Avidyne did lose the Cirrus contract over 4 years ago we have continued to thrive though what has always been our primary revenue source, our sensors business (TAS, TWX, MLB etc) we are still OEM on Piper, Diamond and a most turbine helicopter manufacturers for those products. To replace our Cirrus business we launched our Release 9. There have actually be quarters where we've had more R9 sales than Cirrus had new deliveries. We launched the IFD deposit program for a couple of reasons: With the launch of Garmin's GTN products we wanted to let people know that there will be an option in panel mount avionics before they made the decision to upgrade, and were locked into their decision. We are not as large of a company as Garmin and need to scale our manufacturing based on what we think we'll need. We run a just in time process and buy taking deposits in advance we are able to know exactly what type of raw materials we'll need to order and when. To answer your last question we have taken well over 100 deposits, far exceeding our expectations. Since we've run this deposit program we'll be able to build to that number and ensure that customers are able to get their units when they want. I hope this answers your questions. Please let me know if I can be of any more help. Best Regards, Reid Reid D. Antonacchio Territory Manager Integrated Flight Deck Sales (O) 317-286-2647 (M) 239-249-0414 rantonacchio@avidyne.com www.avidyne.com -------------------------------- hank you for your inquiry on the IFD540. The IFD540 takes the ease of use and simplicity for which Avidyne is known and adds the power of a GPS/NAV/COM. Avidyne took the best parts of our complete R9 Flight Deck and packaged it into the size of a GNS530. We made a huge splash at this year’s EAA (Oshkosh) because of the IFD540 and everything we packed into it. Below are the top 5 reasons to buy the IFD540: Easy Flight Plan Entry with Airways Intuitive QWERTY-style Touch Screen keyboard Power tools like FMS Vectors, FMS Preview, GeoFill, TAWS-B, and CMax Approach and Airport Charts Drop in Replacement for GNS530W and GNS530 ABS Special Pricing (See Attached Agreement) To learn more about these reasons and more please visit: www.ifd540.com Videos Frequently Asked Questions Also, I’ve attached our deposit agreement, which ended on 10/31, however I am able to accept a few more deposits. Please review it and call me with questions. Delivery is expected approximately 1 year from now. Install costs will be determined by your dealer, figure the same amount of time it would take them to install a Garmin 530. Thanks,

The price is 9500$ till the end of the month. We are still on the fence. Beechtalk has a thread on the subject. Reid from Avidyne says they have well over 100 deposits. Take a look? http://www.beechtalk.com/forums/viewtopic.php?f=21&t=59637