The next stuff

Any DA40 related topics

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Ultrapilot1
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Re: The next stuff

Post by Ultrapilot1 »

For me it was a no brainer. I am do for Mag overhauls in 47 hrs. I have a friend who installed one in his Super Cub and said it works well and he has seen slightly less fuel consumption. He is using the Advanced timing feature.
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blsewardjr
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Re: The next stuff

Post by blsewardjr »

Aspen has added some new software for the non-TSOed E5 which may tip the balance for me with regard to the AV-30. For an extra $500, it now has a traditional HSI as well showing TAS and wind direction/speed -- https://sarasotaavionics.com/unlock-fea ... olution-e5. Admittedly, the E5 is three times as much (6K vs 2K), but the E5 replaces the BK HSI as well, thus eliminating two iron gyros. This also fits into my overall avionics upgrade strategy. I'm very skeptical that steam gauge DA40's will ever get an upgraded autopilot. Therefore, my new strategy is to make the KAP140 perform as well as possible. The E5 with autopilot converter will provide GPSS information to the KAP140. Additionally, I will probably replace the turn coordinator with a rebuilt unit. With regard to navigation, I was considered upgrading the GNS530W to an Avidyne 550, but since I have GDL-88 for ADS-B, it's not a simple clean swap (the 550 can't provide WAAS TO the GDL-88 nor can it display TX/WX FROM the GDL-88). Therefore, I'm going to stick with GNS530W (possibly with new glass display) but get some more functionality out of it with a Flight Stream 210. All in total parts costs would be less than 10K.
Bernie Seward, IR, AGI
2003 DA40 N377DS
KCHO Charlottesville, VA
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Rich
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Re: The next stuff

Post by Rich »

I don't know about newer Aspen units but the sporadic reports I see about it disabling attitude display due to some uncertainty about pitot static inputs has me less than enthused about any units that do this. In fact, I'm somewhat less than enthused about the G5 which states that it includes this data in the attitude solution. There may also be the same deal with the AV-30/20, just because they have pitot-static inputs available. Even though the unit costs more, the lower installation cost and less-integrated nature of the 2610 keeps it as a candidate for replacement of the AI.

Holding my water on replacing the HSI. No hurry as it is working fine at the moment. I have access to all I need to tweak parameters in the KAP 140 and will probably go in surreptitiously and re-null the appropriate settings to correct the minor annoyances. Squeezing a few more pounds out of the empty weight of the plane is attractive but not critical. I've got a really light plane (and concomitant high useful load which I have yet to bump up against) right now anyway.

As far as the GNS530W/430W units, I have no interest in replacing them at all. With the pending FS210 (early February) plus FF I lack nothing I care about with respect to ADS-B (Handled almost 5 years ago), flight planning/execution/coupling/backup. I did recently send off the 530W to take care of a problem with the anti-glare coating.
2002 DA40-180: MT, PowerFlow, 530W/430W, KAP140, ext. baggage, 1090 ES out, 2646 MTOW, 40gal., Surefly, Flightstream 210, Orion 600 LED, XeVision, Aspen E5
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perossichi
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Re: The next stuff

Post by perossichi »

I added the G5 with a form 337 approval from the VNY FSDO. No problem at all.

Both the DA40 and SR22 are not on the AML. This is absurd given the popularity of both planes.
Sold 2002. Powerflo, Hartzell composite two blade, 530W/430, 345 transponder.
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Rich
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Re: The next stuff

Post by Rich »

perossichi wrote: Wed Jan 01, 2020 6:15 am I added the G5 with a form 337 approval from the VNY FSDO. No problem at all.

Both the DA40 and SR22 are not on the AML. This is absurd given the popularity of both planes.
The Cirri and DA 40 were both added to the AML last July. But the DA40 entry has this qualification:

(6) VFR aircraft (without lightning protection per SB OSB 40-004/3) ONLY.

I suspect it has something to do with the GMU11. I will be consulting with the local shop for possible use as a replacement, not for the AI, but the HSI/gyrocompass system. In this context I believe one could work around this, given that the GMU11 would be replacing the existing magnetometer. Aside from this I can see no rationale for the exclusion, other than some limitation on how it was tested.
2002 DA40-180: MT, PowerFlow, 530W/430W, KAP140, ext. baggage, 1090 ES out, 2646 MTOW, 40gal., Surefly, Flightstream 210, Orion 600 LED, XeVision, Aspen E5
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blsewardjr
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Re: The next stuff

Post by blsewardjr »

Rich- The AV-30 is finally certified and the DA40 is on the AML -- https://uavionix.com/downloads/AV-30-C/ ... Signed.pdf
Bernie Seward, IR, AGI
2003 DA40 N377DS
KCHO Charlottesville, VA
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Rich
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Re: The next stuff

Post by Rich »

blsewardjr wrote: Tue Sep 01, 2020 5:33 pm Rich- The AV-30 is finally certified and the DA40 is on the AML -- https://uavionix.com/downloads/AV-30-C/ ... Signed.pdf
I went through the installation and operation documents and it looks good. Just one caveat about sitting motionless for several minutes after startup for the unit to calibrate. I don't normally do that.

Now for research on how reliable these have been in the experimental world. The recent Sandia AD, along with a couple of DOA uAvionics tailBeacon units I've seen locally, has me a bit gunshy.
2002 DA40-180: MT, PowerFlow, 530W/430W, KAP140, ext. baggage, 1090 ES out, 2646 MTOW, 40gal., Surefly, Flightstream 210, Orion 600 LED, XeVision, Aspen E5
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