Avidyne is planning to release IFD software version 10.2.3.1 before the end of March for all models and versions of IFDs. There will also be a new IFD trainer app released shortly that will demonstrate the 10.2.3.1 features. Release 10.2.3.1 will add many new features including the following enhancements:

1. Adds GLAS (GPS Legacy Avionics Support) for support of Proline 21 in CJ and King Air

2. Adds improved ADS-B Weather and Traffic integration with Foreflight

3. Adds ADS-B textual TFRs, AIRMETS and SIGMETS.

4. Adds support for Garmin G5 HSI

5. Adds support for Lynx NGT-9000 Remote Transponder

6. Adds a new zoom mode which provides the ability to display large datablocks and button label text

7. Adds support for both Heads-Up Technologies XMD-076A datalink and GDL 69A SXM

8. Allows for display of datablocks on the SVS pages

9. Improves display and editing features of Airways SIDS and STARS and approaches

10. Adds fuel totalizer function when connected to a remote fuel computer

11. Improved Wi-Fi configuration to ease integration with Stratus, Foreflight and other Wi-Fi connected devices.

The new 10.2.3.1 training application includes all the 10.2.3.1 features, new tutorials on using the system, much more flexibility in "flying" the simulated IFD, easier database loading, and a host of other improvements

Those items marked with a * were implemented as a result of your feedback (primarily from the "Suggestions for 10.3" thread).

Once we get 10.2.3.1 delivered, I'll start another thread for more suggestions - although the existing list is long already!

Thanks,

Russell

If your XMD-076 receiver is already hooked up, then all you'll have to do is change the settings.

* Orest

Yes, the corresponding release of the IFD100 will fix that.  I haven't personally tested it with the Stratus, but that really shouldn't matter since the problem is only on the iPad.  I have tested it when connected directly to the IFD and you can switch back and forth.  There's a delay of a few seconds as the IFD100 re-establishes the connection.

Although there are reports of several installations, I haven't seen Avidyne indicate support for the G5 AI. Did I miss something, or is the G5 AI still not officially supported by Avidyne?

I would like to replace my AI with a G5 AI (incl GMU11 & GAD29B) with connections (RS232 & ARINC) to my IFD540. The G5 installation manual has instructions for doing this with a GNS530, including parameter settings, so I expect it to work with the IFD. But having a support statement would provide more of a warm fuzzy. In particular, the G5 outputs ARINC label 204 Baro-corrected Altitude as EFIS/AirData and I want to make sure that the IFD accepts the data for FA/CA/VA (to altitude) leg auto-sequencing. The impression is that the GNS530W would do so.

I have no need for the G5 HSI, as my Sandel 3500 is already more capable.

Looks like v10.2.3.0 will add lots of good stuff.

Tom Wolf

Still scratching my head..

 I've read the second post before posting, thus the above  question.

I've been wanting to incorporate a fuel flow computer in a R-44II. However I have no room in the panel for the display. Looking at the 540's fuel management in the Saratoga, my AI and I were thinking about either relocating the panel hobbs meter to the side of the instrument panel as some are and using the hobbs hole for the Fuel managements display,  Or remote mounting the display and have the IFD as the display.

What I'm hoping you are saying is that all that will be  needed is the fuel flow sensor for fuel management.

WOW, now my head hurts.

So did mine, so I went to the source and asked the engineer who is most familiar with the fuel system.  He says you'll still need some unit that sends fuel flow to the IFD (e.g. a DAU, data concentrator, fuel computer) since the IFD doesn't interface directly with fuel flow transducers.

The fuel flow integration feature is implemented in software and allows us to display fuel used and fuel remaining from DAU/computers which only send fuel flow.  Previously, you would not see Fuel Used and Fuel Remaining from those units, which tend to be the simpler devices you would want for blind mount.

So this change might help you a little bit, but you will still need an external box to interface between the IFD and the fuel flow probe.

Can you please explain:

"Adds support for Lynx NGT-9000 Remote Transponder"

The key word is "remote".  10.2.3.1 adds the capability for the IFD to control a remote mounted NGT9000.

http://www.l-3lynx.com/wp-content/uploads/2018/08/acss_lynx_pricing_final.pdf" rel="nofollow - https://www.l-3lynx.com/wp-content/uploads/2018/08/acss_lynx_pricing_final.pdf

I'm surprised the list price is only $60 less than the NGT-9000. 

Steve.... Thank You

The difference is in what device - either the 3rd party, or now the IFD are the calculation off of the fuel flow information being done.  You still need the 3rd party fuel computer to read and manage the fuel flow sensor(s) and send the flow information to the IFD.

and in 10.3 when we get timer alerts based on fuel burn this capability is going to be even more useful!

Side note: having the range ring on your IFD is a life-changing feature. It is immensely helpful for situational awareness. It's well worth the investment of a monitor.

I think this is the one I'm most interested in.  I'll ask if you can give more details on that feature as well, but what i think would be easier and we'd appreciate here is an updated manual with revision bars.  That way we can read the changes there without having to re-read the entire thing trying to pick out the updates.

brou0040 wrote: I think this is the one I'm most interested in.  I'll ask if you can give more details on that feature as well, but what i think would be easier and we'd appreciate here is an updated manual with revision bars.  That way we can read the changes there without having to re-read the entire thing trying to pick out the updates.

Yep, that's the one you're interested in.  However, figuring it out from the Pilots Guide update won't be so easy.  There is currently a PG for every model of IFD and that's way to hard to maintain.  Going forward there will be only two versions - one for the IFD400 series and another for the 500 series.  We considered having just one version, but decided against that mainly because of the differences in bezel height and how that affected the pictures in the document.  Anyway, because of the scope of change, there are no change bars.

Here's a synopsis of the changes to flight planning:

1. Procedure brackets will reflect the fact that a waypoint is shared between two procedures.  For instance, if you have an airway that ends at ABQ and an approach that starts at ABQ, the bracket for the airway will end and the bracket for the approach will start "in the middle" of the ABQ leg.

2. A missed approach will not combine legs with a subseqent approach.

3. Legs with the same identifier but different altitude constraints will not combine.

4. In some cases where legs are combined, there is an option to "Restore Gap" that will cause the legs to be uncombined.  Don't get used to this one.  The need for it will most likely go away in a subsequent release as we continue to improve flight planning.

5. Some waypoints within terminal area procedures can now be deleted.  Again, this is a step improvement.  The rules will likely be loosened even more in a subsequent release.

6. Most departures and arrivals now have an option to enter "No transition".  Whether it is presented as an option is dependent upon the structure of the procedure in the database.

Thank you, thank you, thank you! No more need for "tricks" (like inserting bogus waypoints inbetween) to keep wayponts from merging, under a number of circumstances.

Love it. 

* Orest

WOW!!! This is going to be awesome Steve... THANKS to the Avidyne team for this release... 

Doug

N208LG

Gring,

If this is true thank you for clearing this up. Kinda what I thought just wishful thinking needing to install only a fuel transducer.  The G-3 in the Toga sends all that info to the IFD. I'm in no hurry to install a fuel totalizer in the 44. I'll just wait until the latest IFD update is installed in both units and see how it performs in the Toga and  if there is anything new that I don't already have.

Leonard

" 11. Improved Wi-Fi configuration to ease integration with Stratus, Foreflight and other Wi-Fi connected devices "

No, it just means that it's easier to configure the WiFi on the IFD.

Any update on the progress of the 10.2.3.1 update?  One of the Avidyne liaison's on the Cirrus forum mention a few weeks ago that there was some thought about waiting and rolling the 10.2.3.1 update into a larger 10.3 update more towards the middle of the year.  Not sure if there is any truth to that.

Thanks,

Russell

Baronpilot48 wrote:   As far a 10.2.3.1 I'll be surprised to see it by mid 2019.  Hopefully someone on this forum has some truthful insight and answers.

Why do you say that?  The bug in the software has been fixed and all paperwork is being submitted to the FAA now.  It should not be much longer at all.

As to the timing of new firmware:  Ambition and expectation gets trampled by FAA bureaucracy.  Sometimes it seems the FAA folks that oversee Avidyne are being paid by 'G' and others...  Just sayin'...  However, it does give a bit of comfort that the delays allow the engineers to squash any potential bugs.

Just give thanks that all the interactions and information available exist!  And in just a few 'clicks'.

Other than the change in the manual, have there been any changes to the software regarding the G5? I have a G5 HSI, a KAP140 autopilot and an IFD540. Since the G5 was installed the autopilot cannot track a VOR course. It can track the localizer, and a GPS course, but not a VOR course.

Is Avidyne aware of this issue? Are any software changes coming in with the next release related to this problem?

Thanks.

Christine can fix anything.

* Orest

I haven't heard of that particular behavior, but so many of these things depend on the suite of installed equipment in the aircraft.  10.2.3.1 does have a small change related to G5 and it does have to do with selected course, so I'm hoping that will fix your problem. It won't be long until you're able to determine that...

Thanks for the reply. I am looking forward to testing the new release. I am hoping that it will address other issues we have with the IFD540 (SiriusXM radio support on GDL69A, spurious "Datalink data not received" messages).

I am going to post a description of my issue with the G5 on the G5 thread, and I will update after we install the new release.

:-)  Racing up on the end of April .... hint, hint.

Ineptitude?  That’s kind of harsh given the likelihood you have no personal knowledge of the give and take that is actually going on. People working for manufacturers screw up plenty as well - as anyone who has worked for a company with more than a few employees knows well.  I for one am glad somebody is verifying the safety of the stuff we are sold (I would not want to fly if my certified plane and its equipment were no safer than the buyer-beware experimental scene).

And when the FAA delegates this oversight responsibility to the manufacturer- bad things can happen.  Boeing, for example, is not going to be publishing financial forecasts for the rest of this year. Who knows when they will again at this point.

I understand that some folks don’t mind the buyer-beware approach, as it works for most household products, and it makes things significantly cheaper.  But as one of those who are willing to fly in only certified airplanes with certified equipment, I’m appreciative of the effort the FAA and the people working in it put to make “certified” something I can count on.

The experimental market is flourishing for those who think the FAA is just an albatross around the necks of our straight-arrow defect-free aviation enterprises yearning to break free.  The FAA itself says go ahead, have at it if you want.  And yes, no one can disagree that it’s a lot cheaper way to fly if you’re willing to accept the risk.   

Gary

With 10.2.3.1 now available on the sim/trainer (where it shows as 10.2.3), the question arises about whether an IFDxxx manual update is planned.

Looking at your list of changes in the release, a few don't jump out during a first use of the new trainer release (perhaps they will with more practice):

- display and editing features of Airways, SIDs, STARs, and Approaches

- no transition for SIDs and STARs

I see that setup now has a zoom option for the screen, and wifi on/off has been replaced by Network Off or LIO_WIFI, which I assume is the name of the currently configured wifi network (still done in maintenance mode?).

Sorry for my ignorance, but what do the T and S represent in the TAT and SAT acronyms?

Airspace lines are much clearer now... a nice improvement.

- Yes, there is a Pilot's Guide update ready to go just waiting for 10.2.3.1 to be approved.  Maybe I can get that posted early.  I'll try.

- You'll notice slight changes in the way that procedure brackets are displayed.  They now illustrate the situation better when a waypoint is shared between two procedures.  Also, you are now able to delete some legs within terminal area procedurs.

- When you are selecting an enroute transition for SIDs and STARs, you'll now be presented with an option for "None" (i.e. no enroute transition).  Note that if the procedure has no enroute transitions or if the common segment has no legs, the option will not be presented.

- You still set up networks in Maintenance mode.  However, you can set up more than one (like maybe a local one and a remote one for a Stratus).  Then, you can switch between the two in flight mode on the Setup page without having to go back to Maintenance mode.

- TAT = Total Air Temperature

- SAT = Static Air Temperature

That is really cool, and will help us a lot to quickly change the operational mode. Many thanks!

SWEET. 

No, seriously. Atlanta Center gives me the SWTEE.1 arrival *all the time* with no transition and it's a PITA to set up. This will solve that nicely. Thanks to you and the team for getting this in.

(for reference: see the plate: https://download.aopa.org/ustprocs/current/SE-4/swtee_one_rnav_star.pdf)

The IFD expects that when you load the arrival, you'll either load BIZKT.SWTEE1 or LPTON.SWTEE1. When I fly in from north Alabama, my direct route will normally take me north of those routes, so typically when I'm somewhere just northwest of RMG, ATC will call me and amend my route to give me something like "direct OKRAA, thence the SWTEE1 arrival". It's simple enough to load the STAR and then sequence the leg I want, but it would be easy-er if I could load the arrival when I get it even if there's no assigned transition.

Coming home, like paulr, I am often given a clearance that includes a STAR, like https://aeronav.faa.gov/d-tpp/1905/00198BLUBELL.PDF" rel="nofollow - BLUBL3 .  The clearance I get on the ground matches one of the published transitions (say, CLL.BLUBL3), but on one route I commonly fly, shortly after takeoff I almost always get an amended clearance that includes "direct BLUBL", bypassing any of the published transitions.  Again, I can't currently delete waypoints that are part of a published transition, but in this case at least I can enter BLUBL as a separate waypoint in my IFD flight plan before the STAR, and once I'm on that leg, scroll down to the BLUBL waypoint that's part of the STAR and choose "direct-to" that waypoint to join the STAR.  That eliminates the time-criticality of making the change...I have the whole time I'm flying the "first" leg to BLUBL to remember to take this extra "direct-to" action.

These limitations have ancillary annoying effects, too.  All of the IFD's fuel planning projections, ETA and ETE projections, etc. are inaccurate while the flight plan still includes waypoints I'm not flying to.  

For years I have relied on my $200 uncertified EFB (which does allow editing SIDs and STARs) in these cases because the $15,000 certified navigator in the panel has these limitations, so this is a much appreciated change!

Thank You!

I’m hoping we can get this latest mod done while it’s there (realizing I have no control or say in the matter).

Jim

Should I delay and reschedule the appointment?

No guarantees, but I think I'd roll the dice and keep the appointment.

The list is at the beginning of this thread.

Why the departure from what many of us have done in the past where dealer cooperatively is a challenge?

Many of us have obtained the firmware and instructions and done the upgrade with our AI with the AI sign off at the end.

Now that won't be a viable path?

Jim

Where did you see this? I've only had my IFD for 5 weeks and the shop that installed it is a 300nm r/t. I've got avionic techs, APs and IAs where I live and would surely hate to have to travel for a simple update.

Nice timing, I just downloaded the GPS rollover fix, but now I can jump to 10.2.3.1.  Looking for where to get the SW for my IA.

In the meantime, as Vince noticed, the pilot's guides have been updated and posted to the website.  The biggest change to the pilot's guides is that there are now only two - one for the 500 series and one for the 400 series.  Features that are only available to specific models or configurations are marked as such.

Also, the updated IFD100 will be released to the app store next week.

Looking forward to seeing the updated IFD100 app.

This and I've had the dealer send back multiple units under warranty.  I can't imagine anything that would show that the dealer is more capable of these simple upgrades than a local IA.  We go through this evolution on every single release, I also wish this would settle on a standard process.

That's great!  The maintenance shop on the field where we keep our plane did the patch with us - we set up the GPU, obtained the update and documentation, they looked it over, verified, and signed it off.  It was faster, more convenient, and a lot less expensive than bringing the plane to an avionics shop.

Now I just need directions for how to obtain the 10.2.3.1 update and the documentation.

A number of us have TAS-6XX-A units which acquired the -A (ADS-B IN) functionality this past summer.

Now, we have a box that merges active transponder interrogation (TAS) with air to air ADS-B (1090ES), as well as ADS-R (978) on 1090, and TIS-B.

Reading the 10.2.3.1 PG (which BTW is very well done), it indicates that the boxes can display TAS/TCAS traffic in traditional TCAS (diamond) symbology, and it also indicates that the IFDs can display ADS-R, ADS-B, and TIS-B traffic in ATAS (triangle) symbology with position vectors and direction.  This aligns with AC20-172B.  Up until now, all the traffic sent to the IFD from the TAS-A box has been displayed in TCAS format.   Previous communications from Simpson indicated that the additional information for ATAS is in the data stream, requiring the box to request.   Is enablement of ATAS symbology for appropriate targets now enabled in 10.2.3.1?

Maybe too much to hope for but that is where the PG would lead the uninformed..

Thanks.

We are waiting with bated breath to try v10.2.3.1 to see if our TAS-A boxes will now unlock the derived target Direction-Vector and display as a "UAT" look alike using only the 1090-In ADS-B and ADS-R targets.  

Then, per the new Pilot Manual, will set the IFD540#1 RS-232 to display Ryan TCAD and Skytrax Wx, and IFD#2 to Skytrax Traffic + Wx (and set Transponder to 1090 = On and 978 = Off) - seeing "UAT-Like" symbology on IFD#1 and 978-In UAT on IFD#2.

Tom W.

I am very disappointed with this new policy. It makes it far more difficult than necessary to update the firmware. My A&P is very busy and it may take a while before he can get to writing e-mails to Avidyne. I generally help him out with the leg work and even during owner-assisted annuals. I don't have a problem with the A&P signing off the installation, but I shouldn't have to jump through any hoops to just download the file for the update. After all, I am the owner/operator with final responsibility for the proper operation of the plane. 

What is the motivation for changing the prior policy? Are there too many issues with owners breaking their IFDs? I have a GPU and I understand avionics as well or better than many A&Ps. 

At least Apple won’t hit me for $.

Hopefully.

I wonder what changed since the last upgrades that were more easily available to owners with an A&P willing to sign off.