Avidyne Flight Deck Evolution

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   Avidyne was first to certify big glass for light GA with the launch of Entegra in 2003 at Cirrus.  This is considered a “first generation” big-glass system that integrates the six 3-inch instruments (6-pack) into a more useable package, along with an exceptionally reliable Air Data and Heading Reference System (ADAHRS) that replaces the “spinning mass” attitude and directional gyros. Entegra still relies on a ‘federated’ radio stack (dual G430s) for GPS/NAV/COM capability, as well as audio and transponder.  

Competitive systems came along with a slightly higher level of integration; essentially the Garmin 430s and transponder faceplates were removed and the units were remote-mounted, and the buttons and knobs are now integrated into the two big-glass displays.  This so-called 2^nd-generation system has a higher degree of “bezel integration” which provides some level of space and aesthetic benefit in the cockpit, but the user interface is much more difficult, as it relies on soft keys, pop-up windows, and hierarchical menus in order to operate the system.  Even though it’s a 2^nd-gen system, the G1000 also still relies on the aging technology of the 10+year old GNS430s for GPS, COMM and NAV.  G1000 touts a “big red button” reversionary mode on the G1000, which only helps in the event that you lose the backlight (which is highly reliable) on your PFD or MFD. But according to their own pilot’s guide for the system, if you lose a PFD on the G1000, you also lose COM/NAV 1 and autopilot capability. If you lose the MFD screen on G1000, you also lose COM/NAV 2 and the autopilot.  If you lose a GAI63 (remote GNS430), you lose a PFD (or MFD), and autopilot, and manual electric trim in some cases. When you push the big red button you also lose datalink weather on both displays…probably when you need it most.

With the current Entegra system, a loss of PFD doesn’t take out your autopilot. And a loss of MFD doesn’t take out your autopilot. Other advantages of the current Entegra configuration over G1000 is the fact that you have 4 screens in the airplane instead of just two, so in the unlikely event of a failure of one of the displays, you always have three others, so you don’t lose your moving map, your traffic display, or your lightning display as you would on G1000. Loss of an Entegra PFD doesn’t take out your datalink weather or autopilot or traffic or lighting or manual electric trim.

Avidyne has sneak-previewed its next-generation Entegra system at recent trade shows, which includes its fully-integrated 16-watt VHF NAV/COM radios, and our WAAS-capable FMS900w with ACD215 Control/Display Unit. This 3^rd-generation system uses all new radio and FMS designs, and features a highly-robust dual data bus architecture that virtually eliminates the failure mode scenarios described above. More details will follow in the coming months, but you can bet we are on target to bring a truly new system to market in 2009.

Avidyne is all about “Flying Made Simple” and this system is designed to make your single-pilot IFR flying safer and easier. 

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tomidyne Members Profile Send Private Message Find Members Posts Add to Buddy List Admin Group Joined: 11 Feb 2009 Status: Offline Points: 13	Post Options Post Reply Quote tomidyne Report Post Thanks(0) Quote Reply Topic: Avidyne Flight Deck Evolution Posted: 23 Mar 2009 at 11:40am
	Avidyne was first to certify big glass for light GA with the launch of Entegra in 2003 at Cirrus. This is considered a “first generation” big-glass system that integrates the six 3-inch instruments (6-pack) into a more useable package, along with an exceptionally reliable Air Data and Heading Reference System (ADAHRS) that replaces the “spinning mass” attitude and directional gyros. Entegra still relies on a ‘federated’ radio stack (dual G430s) for GPS/NAV/COM capability, as well as audio and transponder. Competitive systems came along with a slightly higher level of integration; essentially the Garmin 430s and transponder faceplates were removed and the units were remote-mounted, and the buttons and knobs are now integrated into the two big-glass displays. This so-called 2^nd-generation system has a higher degree of “bezel integration” which provides some level of space and aesthetic benefit in the cockpit, but the user interface is much more difficult, as it relies on soft keys, pop-up windows, and hierarchical menus in order to operate the system. Even though it’s a 2^nd-gen system, the G1000 also still relies on the aging technology of the 10+year old GNS430s for GPS, COMM and NAV. G1000 touts a “big red button” reversionary mode on the G1000, which only helps in the event that you lose the backlight (which is highly reliable) on your PFD or MFD. But according to their own pilot’s guide for the system, if you lose a PFD on the G1000, you also lose COM/NAV 1 and autopilot capability. If you lose the MFD screen on G1000, you also lose COM/NAV 2 and the autopilot. If you lose a GAI63 (remote GNS430), you lose a PFD (or MFD), and autopilot, and manual electric trim in some cases. When you push the big red button you also lose datalink weather on both displays…probably when you need it most. With the current Entegra system, a loss of PFD doesn’t take out your autopilot. And a loss of MFD doesn’t take out your autopilot. Other advantages of the current Entegra configuration over G1000 is the fact that you have 4 screens in the airplane instead of just two, so in the unlikely event of a failure of one of the displays, you always have three others, so you don’t lose your moving map, your traffic display, or your lightning display as you would on G1000. Loss of an Entegra PFD doesn’t take out your datalink weather or autopilot or traffic or lighting or manual electric trim. Avidyne has sneak-previewed its next-generation Entegra system at recent trade shows, which includes its fully-integrated 16-watt VHF NAV/COM radios, and our WAAS-capable FMS900w with ACD215 Control/Display Unit. This 3^rd-generation system uses all new radio and FMS designs, and features a highly-robust dual data bus architecture that virtually eliminates the failure mode scenarios described above. More details will follow in the coming months, but you can bet we are on target to bring a truly new system to market in 2009. Avidyne is all about “Flying Made Simple” and this system is designed to make your single-pilot IFR flying safer and easier.