Penn Avionics was pleased to be the first shop to install an Aspen EFD1000 system. Penn installed the first Aspen EFD1000 into the AOPA sweepstakes aircraft. The EFD1000 is an outstanding product available at an extremely reasonable price. The EFD1000 has a built in GPSS converter along with an emergency standby battery to power the unit in the event of an aircraft electrical system failure. If you compare the cost of a standby attitude gyro with battery and external GPSS converter, you have almost purchased the EFD1000 on those two features alone.
We have received many customer inquiries on this system and the following is a short FAQ that we will continue to expand on.
Penn Avionics has installed 34 Aspen EFD1000 systems to date. The units have been performing well and customer feedback has been positive. Aspen has released new system software that has added increased autopilot interfaces and improved calibration options. The FAA approved model list continues to grow. The EFD1000 platform is proving itself to be a stable system that offers great advantages at a competitive price.
Flush Mounting Kit
Below: Cirrus SR20 Aspen Install with Flush Mount kit
Below Cessna C182E Aspen PFD/MFD upgrade Before/After
Below C182E Before Aspen upgrade
EFD1000 Pro General FAQ:
Aspen EFD1000 on left, Magnetometer top center, configuration module bottom center, (ACU) Analog interface unit on right.
Aspen EFD1000 compared to older vacuum gyros.
What aircraft will the EFD1000 be certified in?
The Aspen is certified in most piston engine single and twin engine aircraft. The STC approved model list covers most popular general aviation aircraft (no helicopters at this time). In our opinion, it would be very difficult to obtain a field approval to install the EFD1000 into an aircraft not listed on the Aspen STC approved model list.
What instruments can I remove to make room for the EFD1000 (and still be legal for IFR)?
This will vary by aircraft, but in general an existing DG and/or VSI can be removed. The turn coordinator gyro can also be removed if the autopilot in not interfaced to it.
STEC autopilots, Cessna 200 and 300 autopilots, and King KAP140 autopilots are interfaced to the turn coordinator and therefore it cannot be removed. In these cases the turn coordinator could be relocated to the co-pilot side or "blind" mounted if necessary.
What back-up instruments are required with an EFD1000 installation?
FAR 23.1311 (a)(5) requires that independent secondary instruments be installed for Attitude, Airspeed, Magnetic direction indicator (whisky compass is OK). These must be within the pilots center field of view (see fig 5.2 below). In most cases the existing instruments can be re-located to meet this requirement.
The backup Gyro Horizon must be a vacuum driven unit. If the backup Horizon Gyro is electric, it must be interfaced to a standby battery or to an independent DC bus being driven by an alternator independent of the Aspen EFD1000.
Will the Aspen interface to my autopilot?
Most popular GA autopilots will interface with the Aspen. The Aspen will not be able to replace the autopilots position reference source (i.e. Horizon gyro or Turn Coordinator gyro) in Non King autopilot (i.e. Century, STEC, etc). for King KAP, and KFC series autopilots, Aspen sells the EA100 adapter. The EA100 will allow the Aspen EFD1000 to generate the electrical attitude signal from the legacy King KI-254, 256, 258 horizon. The Aspen will be able to provide a heading input, GPSS input, and nav input to the autopilot.
If your autopilot has a DC Flight Director output, the Aspen will display Flight Director command bars. (If you have an existing King KI-256 flight director, you have DC flight director outputs). If your autopilot does not have an existing DC Flight Director output, the Aspen will not display Flight Director command bars.
King KFC200, KFC150 and KFC225 autopilots will be able to provide DC flight director outputs for the Aspen. STEC SYS-55(X) and 60-2 autopilots will be able to provide DC flight director outputs to the Aspen as long as the STEC ST-645 or ST-670 flight director interface is installed.
Will the Aspen have a GPSS converter?
Yes. The Aspen has an internal GPSS converter and will provide GPSS functionality between your GPS and autopilot. Some existing GPS units will not be compatible, ask for details. (Note: all Garmin 400/500 series units are compatible)
Does the Aspen have a backup battery?
Yes. The EFD1000 has an internal emergency battery. This internal battery will continue to power the unit for 30 minutes in the event of an aircraft DC bus failure.
Will the Aspen display data link weather?
Yes, With the EHA (Evolution Hazard Awareness) option (standard on MFD's, $795.00 upgrade for PFD's). The Aspen can receive and display weather information from the optional Heads-up XM data-link.
Will The Aspen display traffic information?
Yes. With the EHA (Evolution Hazard Awareness) option (standard on MFD's, $795.00 upgrade for PFD's) The Aspen can receive and display traffic information from TIA, and TAS traffic sensors. .
What is the nature of the standby GPS in the Aspen EFD1000?
The Aspen standby GPS is built into the Magnetometer antenna. This is a VFR only GPS and is intended to allow the EFD1000 to continue to provide navigation information to the last GPS waypoint in the event of a failure of the panel mounted GPS that is driving the EFD1000. The pilot can not enter a waypoint into the EFD1000, and only the last waypoint or route will be the current waypoint.
Will The Aspen EFD1000 display the 7 required Garmin WAAS annunciations?
Yes. The Aspen will display the 7 required Garmin WAAS annunciations (VLOC, GPS, TERM, APR, WPT, MSG,INTG). (This is only relevant for customers whose Garmin is mounted outside the pilot's field of view such as pre 1984 Beech A36, all F33 aircraft, Grumman AA5, etc).
Will I need two Aspen ACU units?
The Aspen EFD1000 standard package comes with one ACU (Analog control unit). For customers with dual Garmin 400/500 units and one autopilot this is all you will need. For customers with older analog nav-coms (i.e. King KX155) and / or GPS units that use an RS232 output rather than ARINC 429, a second ACU may be required.
What is the issue with heading bootstrap compatibility?
This will only be an issue for some installations. The heading bootstrap is an electronic interface that allows the aircraft's HSI or DG to electrically transmit the heading information to another avionics system. Examples of avionics systems that may require a bootstrap from the HSI or DG would be; Sky watch (TAS) traffic systems, Air Data computers, WX500 storm scopes, Argus maps, Avidyne EX500/5000 MFD that have radar interface, RMI systems, Sandel/King EHSI's.
Most GA bootstraps were accomplished using an older analog XYZ 26 volt 400 hz syncro format. The Aspen EFD1000 does not support this format. The Aspen EFD1000 supports low speed ARINC 429 label 320 digital bootstrap format. This can substitute for the legacy analog bootstrap in some configurations (such as the L-3 Sky watch system which can accept XYZ analog, or 429 digital heading input). There are external heading converters that can take the Aspen 429 digital heading output and convert it to the legacy analog XYZ format, but these are in the $4000.00 range and generaly cost prohibitive. For customers that have legacy equipment that must have an analog bootstrap input, we would recommend retaining the legacy HSI/DG and re-locating it to the co-pilot (or other) location.
Penn Avionics can evaluate the customer's aircraft and provide a written quote for the Aspen EFD1000. Please use our on line quote request form.
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