Avidyne Vantage

ByHank Gibson July 25, 2021August 18, 2021

For years, Cirrus owners who have the Avidyne Entegra PFD and MFD have been clamoring for Avidyne to come up with some sort of upgrade. The Entegra, or EX 5000 system, is late ’90s technology and, though it still works, there will be a certain point in the future when it gives up the ghost. Avidyne still supports the Entegra system, but it’s hard for a Cirrus owner to see all this new technology coming on the market while not being able to upgrade the original Avidyne screens.

Avidyne gave it a go in the late 2000s with a panel upgrade known as the R9. The R9 was a good system, but Avidyne was very slow on the release (rumors were the company wanted it to be absolutely perfect before releasing it, which frustrated Cirrus, who then switched to the Garmin Perspective panel, leaving Avidyne behind) which led to the R9 only being available as a very expensive retrofit to the Entegra system ($80,000-$90,000 for the system and install). Needless to say, there weren’t that many takers.

Late in 2020, Garmin announced it had received certification to retrofit Avidyne Entegra equipped Cirrus Aircraft with the company’s G500 TXi displays, which gave new hope to G1, G2, and G3 Cirrus owners. The price tag wasn’t outrageous, coming in at $16,000 apiece for each display. The G500 TXi works with any possible GPS that can be installed in a Cirrus (GNS 430Ws, GTN 650s, GTN750, or the Avidyne IFD 540/440) and with the DFC 90 Autopilot (if the Cirrus is still equipped with an STEC 55x, the Autopilot would need to be changed to either a DFC 90 or a Garmin GFC 500).

Fast forward to June of 2021 and Avidyne re-enters the game with the Avidyne Vantage. After the R9 debacle, Avidyne has opted this time to go for a more simple approach. The Avidyne Vantage system changes out the Entegra PFD and MFD with bigger screens (12″; Garmin’s TXi units are only 10.6″) with high quality pixelation, synthetic vision, engine gauges, checklists, charts, a hybrid touch interface, and all the other information that was offered on the Entegra system, just all more modern and updated. The best news is that the system provides redundant reversionary mode, which was one of the biggest complaints about the Entegra system.

The price tag comes in lower than Garmin, with each screen being priced at $12,500. The units will work seamlessly with the Avidyne IFD Series GPS units, though, as of this writing, it isn’t clear if the Avidyne Vantage will work with Garmin GTN 430Ws or the GTN 750/650. I would assume that the integration would be there, but I haven’t found any documentation stating that yet. DFC 90 Autopilot integration would be seamless, but not sure the integration with the STEC 55x or Garmin GFC 500.

Avidyne says the Vantage will be fully certified in early 2022, but the company is taking orders now. Visit the Avidyne Website for more information.

Garmin GFC 600 Autopilot Certified for the Piper Meridian
ByHank Gibson February 2, 2022February 9, 2022

In the fall of 2021, Garmin announced the long awaited confirmation that the Garmin GFC 600 autopilot is now certified for the Piper Meridian. The Garmin GFC 600 autopilot has been certified for all other types of the Piper PA46 line of aircraft, but the Meridian was last in line. The airplane has to have been manufactured prior to 2009 and have Avidyne avionics, Meggitt, or have been retrofitted with a Garmin G500 (no G1000 aircraft since those already have the GFC 700 autopilot).

The Garmin GFC 600 autopilot is the ultimate digital autopilot. The integration with the Garmin G500, GTN 750 and GTN 650 units is a beautiful thing. The autopilot communicates with all the heading and altitude bugs, flies approaches smoothly, and even has a level button.

In the latest technological marvel from Garmin, Garmin Safe Glide, the GFC 600 autopilot is critical in reducing pilot workload in an engine failure situation. It flies the airplane for you and takes you to the nearest airport, reducing the stress and allowing the pilot to troubleshoot the situation.

Texas Top Aviation recommends Abilene Aero in Abilene, Texas for any and all avionics installs. They have worked with several of our customers in the last year, are extremely knowledgable and do excellent work. Call them for a quote on a new Garmin GFC 600 autopilot in your Piper Meridian.
Airspace Alert: Houston Executive Tower Opens
ByHank Gibson October 13, 2014

For those of you who frequent the Houston area, make sure to check your NOTAMs. The Houston Executive Airport (KTME) in Katy recently opened a control tower. The Houston Executive tower information won’t show up on the sectional chart till the new chart comes out in the spring. The only way to get the information about the tower and the airspace will be via NOTAMs or when the new Airport/Facilities Directory comes out on November 3rd. The tower opened October 1st.

According to AOPA, the airspace will remain Class G around the airport, even though there is a control tower in place. Since the Houston Executive tower is there, it will be mandatory to contact the tower when passing through the airspace. KTME’s airspace stretches up to 2,000 feet MSL and goes out to a 4 sm radius around the airport. It is a VFR Only tower, so the controllers do not have radar.

The tower is open from 6am-10pm, local time, 7 days a week.

Frequency Information

Houston Executive Tower: 126.975

Houston Executive Ground Control/Clearance Delivery: 132.075

Houston Executive ATIS: 119.525
Icon A5 Thought to Have Crashed in California
ByHank Gibson November 3, 2015November 5, 2015

Most pilots have seen the Icon A5 light sport amphibious aircraft. It’s a neat design that can land on water or on a runway. The high wing design with a pusher prop has foldable wings that allow it to be put on a trailer and towed behind a vehicle, allowing it to be offloaded at boat ramps (it also begs the question can you wakeboard behind it?).

Apparently, not all non-pilots know about the Icon A5. Last week, one landed in the water near a beach in Southern California, but most of the beach goers and local authorities believed it had crash landed in the water. Emergency crews were dispatched, but everyone was surprised when the two occupants crawled out on the wings, had a cup of coffee, and took back off.

You can read the full article on the Flying Magazine’s website.
PIREP: Austin Bergstrom Recovering After Flood Damage
ByHank Gibson November 5, 2015

The massive storms that rolled through the Austin Bergstrom and San Antonio areas last Friday not only put a dent in the landscape, they put a dent in the skies too.

The Austin Bergstrom (KAUS) control tower suffered significant flood damage Friday. 6 inches of rainfall in an hour caused water to come pouring into the first floor of the tower, flooding the radar room and knocking out the power. This led to transmission outages for the tower, ground control, clearance delivery and the ATIS. Similar to the Chicago Center fire last year (though this was a much smaller section of airspace), the area normally controlled by Austin Approach was replaced by a big, gaping radar hole.

By 8:45am on Friday morning, the Austin Bergstrom airport actually closed. One runway eventually opened back up Friday afternoon, but massive delays and cancellations had already taken place. All the ILS approaches were down and Houston Center had taken over the airspace normally occupied by Austin Approach control.

A temporary, emergency tower vehicle was brought in by the FAA (it’s essentially an RV with communications and a giant window) by the end of the weekend. All arrivals and departures were restricted to 17L and 35R.

Due to the radar outage, I heard there was as much as a 4 hour delay even for planes coming into Austin Bergstrom from Dallas, and that was in VMC conditions on Sunday and Monday. Tuesday and Wednesday brought IMC conditions which only enhanced the delays.

The latest news is that Austin Approach will be opening back up, but in a satellite base in San Antonio. The Austin controllers will be using the SAT radar room and will be receiving their radar picture via satellite. The approach frequencies should be up and running today or tomorrow. The Austin Bergstrom tower is up and running and most of the ILS approaches are operational at this point.

In the meantime, expect delays going in and out of Austin. If you don’t have to get to AUS, EDC, or GTU, you’re better off delaying a day or two until Austin Approach is back up and running.
Cirrus CAPS Saves Lives Again
ByHank Gibson September 9, 2015

In July, a Cirrus SR22 suffered an engine failure in Houston after departing KIAH. The CAPS system was deployed and the airplane came to rest in a neighborhood on the north side of Houston. This makes CAPS save number 53 for Cirrus and no fatalities. The initial NTSB report is below.

14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 07, 2015 in Houston, TX
Aircraft: CIRRUS DESIGN CORP SR22, registration: N422PB
Injuries: 2 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On July 7, 2015, about 1137 central daylight time, a Cirrus SR-22 single-engine airplane, N422PB, descended under the canopy of the cirrus airframe parachute system (CAPS) and landed in a residential neighborhood at Houston, Texas. The pilot and passenger sustained minor injuries, and the airplane was substantially damaged. The airplane was registered to and operated by AIRCCS, LLC; Humble, Texas, as a 14 Code of Federal Regulations Part 91 business flight. Day visual meteorological conditions (VMC) prevailed and a flight plan had not been filed. The airplane departed George Bush Intercontinental/Houston Airport (IAH), Houston, Texas, at 1133 and was destined for Austin Bergstrom International Airport (AUS), Austin, Texas.

The pilot reported that during initial climb, he noticed the engine temperatures began increasing and he reduced power in an attempt to lower the engine temperatures. When the airplane was about 900 feet above ground level (agl) the engine began detonating, and soon after there was a complete loss of engine power. With no suitable forced landing areas the pilot deployed the CAPS ballistic parachute system and the airplane impacted terrain and came to rest upright next to a residence.

An initial on-scene wreckage examination showed there was adequate fuel on-board. At the facility where the airplane had most recently been refueled, refueling unit records and a review of security camera video showed that the airplane had been refueled with aviation gasoline and not with jet fuel. Postaccident fuel quality checks of that fuel facility were satisfactory.

The wreckage was moved to a different location and will be further examined. Several avionics components containing non-volatile memory (NVM), including engine performance data, will then be removed from the wreckage for examination and an extraction of useful data is expected.

At 1053 the Automated Surface Observation System at IAH reported wind from 160 degrees at 15 knots gusting to 20 knots, visibility 10 miles, scattered clouds at 3,000 feet agl, broken clouds at 25,000 feet agl, temperature 31 degrees Celsius (C), dew point 24 degrees C, and an altimeter setting of 30.03 inches of Mercury.
The Diamond DA62: The Ultimate Twin
ByHank Gibson February 9, 2016February 11, 2016

Late last year, the Diamond Aircraft Corporation announced a brand new twin engine, the Diamond DA62. At first glance, this is a pretty cool airplane. It seats 7 passengers, spread out amongst 3 rows, with 2 massive doors, leading to an “SUV” type feel, according to Flying Magazine. That is only one of the “neato” features of the Diamond DA62.

The thing that will make pilots believers is the fuel burn. According to Flying Magazine, which did a test flight of the airplane, at 14,000 feet and 60% power, the airplane was only burning 12 GPH, but still doing 170 KTAS. Remember, this is a twin. That’s about the same as a normally aspirated Cirrus SR22 at the same altitude.

How does Diamond do it? Jet A. The company put two Austro AE330, 170 Horsepower, Jet A burning piston engines on the Diamond DA62. You may say, well, yeah, at 60% power, that’s great, but I want to go places. How much fuel does it burn then? Even at max continuous power of 95%, it’s still only burning 18.5 GPH total and cruising at 195 knots. Paying Jet A prices, that’s pretty sweet.

The range on the airplane is quite nice too. Again, according to Flying Magazine, the range with full fuel (86.4 gallons with aux tanks) is about 1,300 miles. You can carry the whole family too, as the full fuel payload is 1,000 pounds. Golf clubs? No problem. Just stick them in the nose.

The Diamond DA62 is probably one of the easiest twins to manage, engine-wise, too. The Fully Automated Digital Engine Control (FADEC) system that Diamond installed leaves the pilot with only 2 power levers, instead of 6 on the typical piston twin. All that needs to be done at cruise is set a percent power and the FADEC computer does the rest.

Need air conditioning, built in oxygen, and TKS? Diamond can set you up. The G1000 system complete with digital backup instruments is standard in the airplane. What more can you really ask for?

If you haven’t figured it out, I really like this airplane and would be aching to fly it. I enjoy the DA40 and have a good amount of DA42 experience, but I’d really like to hop in a Diamond DA62.

Read the whole Flying Magazine article here.

Sources: Flyingmag.com