Ответ:Yes, the Uavionix AV-30, part # 11-17556, is an FAA Approved unit. It can be installed in certified aircraft.

Ответ:Per the manufacturer, there is no function to drive autopilots at this moment. However, they are working on something that will adapt to legacy STEC autopilots.

Ответ:Per the installation manual Revision A on page 7, it states that the optional GPS interface is Moving Map / Aviation Protocol output provided by most panel mounted GPS units. This cannot use the Skybeacon GPS signal.

Ответ:Per the installation manual Rev. A, it will not connect to a NAV/COM.

Ответ:Yes. The manufacturer is creating a solution to allow this unit to connect to an autopilot. However, at this time, we are not aware of what autopilots will be available to function with the unit.

Ответ:Yes, indicated AirSpeed could either be KTS or MPH on this unit.

Ответ:In the overview we show that certification is pending. This SKU will be the certified unit, so we are selling it as certified. We will not receive or ship any units until they are FAA Approved and we receive the certified units from Uavionix.

Ответ:Per the manufacturer, upon approval you will need 2 units for AI and DG. If the installation leaves no instruments that require the vacuum source, it can be removed. However, the removal of the vacuum source is not included in the AV-30 STC.

Ответ:Per Manufacturer there is no vertical guidance at all. There is only the horizontal steering indicator when in DG Mode.

Ответ:Yes, the functionality is generally the same, however, the experimental version cannot be certified after the fact. The certified version is manufactured under different conditions qualifying it for approval.

Ответ:Per the Manufacturer installation manual(Rev A page 5): Yes, the DG does have a heading bus.

Ответ:This will be approved for primary attitude, with secondary airspeed and altitude. It will not replace your Altimeter or Airspeed Indicator.

Ответ:Per the installation manual, you can use the C307PS, part # 11-04603.

Ответ:This part # 11-17556 is the certified version. It is currently in the approval process but Uavionix is expecting certification soon. Orders for 11-17556 will receive the certified version once available.

Ответ:Per the installation manual Rev. A The optional GPS interface is an RS-232 serial input that is compatible with the industry standard Moving Map / Aviation Protocol output provided by most panel mounted GPS units and various aviation handhelds.

Ответ:Per the Installation manual Rev A page 6 2.3.2: If indicated airspeed and altitude are not desired (or available) for display, and potential performance degradation is acceptable, the pitot and static lines may be left disconnected. This may be applicable in certain installations, or when installation as a dedicated DG is being performed.

Ответ:300 kts, or mps

Ответ:It is proprietary but it uses Pitot, Static, IMUs and is a calculated AoA.

Ответ:The display auto-dims, or you can do it manually by pressing and holding the right button. Brightness can also be adjusted manually or set up to auto-adjust.

Ответ:OAT Probe, Auto Pilot Adapter (Future feature), GPS feed from a panel, or Portable GPS for GPS Navigator Overlay

Ответ:NO. It is part of a package that can be VFR or IFR.

Ответ:Yes.

Ответ:No.

Ответ:Yes.

Ответ:No.

Ответ:No.

Ответ:No, only the certification.

Ответ:According to the uAvionix website: The AV-30-C is undergoing certification via the AMOC AML-STC process. This is a new risk-based certification methodology that is being supported for Part 23 Class I and Class II Aircraft. We expect to complete this certification around the beginning of Q2 2020. They currently are collecting inputs on which aircraft to include in the initial AML.

Ответ:No, the AV-30 will not work with the Stratus as a GPS input.

Ответ:Per the installation manual, it cannot.

Ответ:Per Uavionix Support, the serial data is compatible with the Garmin 296.

Ответ:It does not have Autopilot compatibility at this time but the manufacturer is currently working on incorporating this in the near future.

Ответ:Per manufacturer, yes, the AV-30 will receive information from the GNX375.

Ответ:The current AV-30-C AML applies to Part 23 single-engine aircraft operating under 200kts. You can access both the current version of the AML under "Documents" on this page.

Ответ:The current AV-30-C AML applies to Part 23 single-engine aircraft operating under 200kts. uAvionix has tried to include as many of the applicable aircraft as possible. If your aircraft is not listed on the AML but does fall within the AML limitations, you may be able to obtain a field approval from your local Flight Standards District Office (FSDO).

Ответ:The AV-30-C holds an STC-PMA with AML. The installation must be performed by a licensed aircraft technician and a 337 must be submitted as part of the installation. The AV-30-C ships with the AV-30-C, DB-15 connector, DB crimps, and a backshell for the DB connector. The DB-15 connector needs to be populated with pins based on the functions desired for the specific installation. If the aircraft is IFR certified, the pitot/static system will need tested and certified after the AV-30-C is added to the system.

Ответ:No, the initial STC does not have autopilot capability. Autopilot integration will be accomplished in a phased approach. The initial autopilot support will be for STEC systems (which have their own roll/pitch source) and allow the heading bug on the AV-30 to drive the heading datum input on the autopilot. This interface will be accomplished with the APA-MINI converter. Follow on autopilot integration will occur over time, with most likely the Century systems first. These interfaces provide roll and pitch, in addition to the heading datum, to the autopilot. This interface is accomplished with the APA-10 converter. The APA-10 converter also provides ARINC 429 interface capability, which allows full vertical and lateral deviations from a digital navigational radio to be displayed. The AV-30 display component is provisioned for these interfaces, but will require a software update with the applicable autopilot adapter becomes available.

Ответ:The AV-30-C is approved as a stand-alone attitude indicator, directional gyro (dual unit installation), slip-skid indicator, and as the required backup in an EFIS installation. If the installation configuration leaves no instruments that require a vacuum source, the vacuum pump system may be removed from the aircraft via a 337 field alteration process. The procedure for removal of the vacuum system is aircraft specific and beyond the scope of the AV-30-C Installation and STC approval.

Ответ:The AV-30 provides an RS-232 receive line for â??aviationâ? or â??moving mapâ? output provided by virtually every panel mount GPS navigator in service. This data is broadcast by the GPS navigator and no data is sent from the AV-30 back to the GPS unit. NMEA is also supported, which is output by most hand-held GPS units. NMEA protocol supports baud rate speed of 4800 and 9600, while â??Aviation/moving mapâ? protocol is fixed at a 9600 baud rate. When connected to an external GPS navigator or hand-held, AV-30 operates as a repeater display. The data provided includes current waypoint ID, distance to destination, ground speed, cross-track error, desired track, and bearing to waypoint. This data can be overlayed in the textual fields as desired and is used to create the compass rose (GPS Track), moving map display (ARC Mode), and create the GPS HSI presentation when the AV-30 is operating as a DG instrument. When operating as an attitude indicator, it can drive the direction tape and provides a bearing-to indicator. The AV-30 does not currently support vertical navigation display, but this feature will be introduced with the APA-10 autopilot interface box.

Ответ:Angle of attack is determined by comparing aircraft pitch to the actual flight path angle through the air. This is equivalent to the angle at which the wing is intercepting the body of air surrounding the aircraft â?? exactly the same as a probe based AoA system. Pitch is determined by a precision internal AHRS, and flight path angle is determined by a precision ADC (airspeed and vertical speed). The resulting angle is then augmented with G-Load, as determined by internal acceleration sensors. For example, during a climb, if the pitch angle is 10 degrees up, and the aircraftâ??s flight path through the air (forward airspeed and vertical speed) is also 10 degrees up, the equivalent AoA is 0 Degrees. However, if the flight path angle through the air is only 7 degrees, then the equivalent AoA is positive 3 degrees as the wing is no longer able to maintain full lift. Therefore, no dedicated AoA probe is required â?? only internal inertial and pressure sensors (8 in total). Connection to the aircraftâ??s pitot static system is required.

Ответ:Yes and no. During the majority of flight conditions, they are equivalent. However, during conditions where the aircraft is moving through a mass of air that has a vertical component, the behavior is slightly different. As vertical updrafts are rarely of concern, the scenario to look at is the downdraft during final approach. In this environment, the aircraft will sink at a rate that is not consistent with the aircraft pitch. As the algorithm utilized compares the aircraft pitch to the actual flight path through the air, this will result in an artificial positive AoA. A downdraft that forces a sink rate of -1000 FPM will effectively increase the current AoA by approximately 5.6 degrees (this is speed dependent). In effect, this makes the AoA thresholds more sensitive and an alert will be generated earlier than normal â?? but thatâ??s a good thing in this scenario. If a down-draft of this magnitude is experienced, the pilot action is to add power; Similarly, if AoA exceeds the configured limit, the pilot action is also to add power. As the pilot actions are identical for both scenarios, it can be argued that the source of unexpected altitude loss (downdraft or a wing losing lift) is irrelevant. Add power. If taken to the extreme, the probeless AoA system actually starts to behave like a wind-shear alerter and any downdraft that is sufficient to cause excessive pitch vs flight path angle will generate an alert â?? itâ??s effectively a sink rate alert at that point. In a probed system, as the probe is only measuring ambient air angle and loss of altitude is not measured, this arguably advantageous behavior is not available.

Ответ:By default, the AV-30 is a non-slaved DG. This reduces installation complexity dramatically (no GPS antennas required, no remote mount magnetometers, no field mapping, no calibration). Power and ground are the only required connections when the unit is installed as a DG. The bad news is that it operates the same as a non-slaved DG. On power up, a minor heading adjustment will be required. (last known heading is saved). During flight, it will require minor corrections. When interfaced to a GPS Navigator, the DG can optionally operate in Track mode and no corrections will be required. For day-to-day-operations, GPS track mode is generally preferred over heading. Occasionally when actual magnetic heading is required (ATC clearances in large cross-wind environments), the non-slaved DG is available, or simply use your wet compass for those operations. The system hardware is architected to support a remote magnetometer in the future.

Ответ:Per the installation manual you can adjust the pitch in the installation menus. However there is no mention of pitch sync.

Ответ:It is not certified for rotorcraft as of now. It does not have NVG capability.

Ответ:If you are replacing an AI or a DG it can only be configured as one or the other. If you are installing this as a non required instrument, the functional mode can be toggled between the two versions.

Ответ:Per the manufacturer it must be a panel mounted GPS or a handheld GPS. It does not mention connection to an ipad with an EFB application.

Ответ:Per uAvionix: There are too many factors to give a specific time of install. An A&P can install but an IA would need to sign off on the 337.

Ответ:The Cessna 170B is on the AML

Ответ:Yes, per the manufacturer you will need C307PS which is part number 11-04603.

Ответ:This unit does not interface to autopilots at this time.

Ответ:Please review the installation manual found in the documents section to review all necessary items for installation.

Ответ:Per the installation manual: The AV-30-C does no computations or operations on the data obtained from the GPS navigator, and simply displays the received data in a textual or graphical format as configured by the pilot.

Ответ:This largely depends on on the STC of what is being backed up. Contact uAvionix for details.

Ответ:The AV-30-C is certified for Class 1, and Class 2 aircraft under 6000lbs.

Ответ:No it is not. The AV-30-C is certified as an AI, and/or a DG replacement. Future versions will have HSI, and AP integration.

Ответ:The AV-30-C Certified comes with a wiring harness kit, the AV-30-E Experimental comes with a pre-made wiring harness.

Ответ:Yes it does

Ответ:Yes it does.

Ответ:Yes it does.

Ответ:Yes, it is.

Ответ:The AV-30-C and AV-30-E can connect with any GPS that shares or exports NMEA or AVI format at 9600 or 4800 baud respectively. This should cover most portables and panel GPS units. We have confirmed GPS installs with many of the major manufacturers. The key is confirming NMEA or AVI a the above baud rates. Connection to a GPS does not make the AV-30-C and IFR HSI at this time. It's certified for a Primary AI and Primary DG replacement. The GPS Nav Data is a supplemental feature.

Ответ:No. The GDL 82 cannot distribute GPS signal to the AV30.

Ответ:No, the unit comes stock with both. The AV-30-C Certified comes with a wiring harness kit but not a prefabricated harness.

Ответ:The AV-30-C is approved as a stand-alone attitude indicator, directional gyro (dual unit installation), slip-skid indicator, and as the required backup in an EFIS installation.

Ответ:Yes, we can export to Europe.

Ответ:Per the installation manual this would require a 2 amp breaker.