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DFC90/DFC100 FAQ

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tomidyne View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote tomidyne Quote  Post ReplyReply Direct Link To This Post Topic: DFC90/DFC100 FAQ
    Posted: 22 Nov 2009 at 12:19pm
Click here to download the latest FAQs for the DFC90/DFC100 Digital Autopilot.

Edited by Avidyne - 30 Nov 2009 at 12:39pm
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Turrisi Quote  Post ReplyReply Direct Link To This Post Posted: 22 Nov 2009 at 7:44pm
What happens if a customer gets the DFC 90 and then later upgradews to R9? Now they need the DFC 100. What is involved in the conversion and will Avidyne credit the cost of the DFC 90?

What love to get a demo ride with this AP to help promote it more accurately among COPA members.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote stan Quote  Post ReplyReply Direct Link To This Post Posted: 16 Dec 2009 at 3:28pm
will it work with bendix m4d servos and computer
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Post Options Post Options   Thanks (0) Thanks(0)   Quote tomidyne Quote  Post ReplyReply Direct Link To This Post Posted: 16 Dec 2009 at 3:38pm
No.  The DFC90 is specifically designed as a slide-in replacement for the STEC 55X autopilot.   The DFC90 will use the existing STEC wiring and servos.   It is not intended to work with any other autopilot models at this time.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote John Quote  Post ReplyReply Direct Link To This Post Posted: 21 Sep 2010 at 11:38pm
Can someone explain for this dummy what A/P's do to deal with yaw during climb and turns?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Turrisi Quote  Post ReplyReply Direct Link To This Post Posted: 22 Sep 2010 at 8:18am
In order for any autopilot to work your rudder, the AP has to have an installed yaw damper which most single engine planes do not have. The Cirrus offers a yaw damper for about $7500 when you purchase a Perspective plane. It also adds weight to the plane. With routine turns at standard rate, there is very little rudder input needed. So the only real time this is an issue is on climb out after take off where a good degree of right rudder is needed. Most of us, by habit, handle that with a heavy right foot.
The one area where lack of rudder control by the AP comes into play is in a spin. The straight & level button cannot add rudder input so I do not know if the DFC can recover you from a spin without your manual rudder input. Spins are not approved in the Cirus.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 22 Sep 2010 at 1:34pm
Brian's response looks complete to me.  I agree with everything he posted and to clarify, no, the DFC is not designed or capable to recover your Cirrus from a spin.

The DFC series of autopilots does not have a problem in high power settings (e.g. full power climbs) and may compensate with just a "tinch" of heading offset to account for high torque conditions.  Overall, you are much better off using the appropriate amount of manual rudder input to maintain coordinated flight.

Steve Jacobson
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 23 Nov 2010 at 5:08pm
Hoping to get an updated set of FAQs for the DFC90 and DFC100 uploaded on 24 Nov.
Steve Jacobson
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 24 Nov 2010 at 2:13pm
Updated FAQs just posted and available at:  http://www.avidyne.com/downloads/products/dfc90/DFC90-DFC100-FAQs.pdf
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 25 Feb 2011 at 4:25pm
Updated FAQs just posted and available at:  http://www.avidyne.com/downloads/products/dfc90/DFC90-DFC100-FAQs.pdf
Steve Jacobson
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 14 Mar 2011 at 12:32pm
Another set of updated FAQs just posted.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 23 Mar 2011 at 10:21am
Another set of updated DFC FAQs posted.  Updated the DFC100 Installation gotchas/feedback entry and adding info about the DFC90-Aspen PFD integration that was announced today.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 27 Jul 2011 at 4:18pm
An updated set of DFC FAQs was uploaded on Monday.  This includes more info for the Baron, Bonanza and Skylane support we announced on Monday.  Same link at top of this thread works.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 28 Jul 2011 at 9:15am
Posted an updated set of FAQs (28 Jul) based on some feedback at Oshkosh.  Added more info on:

+ Plug and play harness
+ CNX 480 support
+ Minimum requirements for aircraft to be eligible for the DFC90 mod
+ Information about not having any autopilot or servos
+ Cessna ARC replacement status

The location is accessible via the link at the top of this thread or via this url:  http://www.avidyne.com/downloads/products/dfc90/DFC90-DFC100-FAQs.pdf
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 09 Jan 2012 at 5:16pm
Posted an updated set of FAQs (19 Dec 2011) that reflect the changes in Release 2 of the DFC90 and DFC100.

As a summary, new features in the DFC90 for Release 2 are:

  • Adds support for the Entegra PFD equipped PA46 Matrix and Mirage aircraft;
  • Added support to take flap position input to increase the accuracy of Envelope Protection alerts and behaviors (flap position wiring is optional but highly recommended);
  • Added full-time Envelope Alerting.  This feature provides underspeed, overspeed, excessive bank, and flap overspeed alerting in Flight Director mode and when the autopilot is in standby (AP Ready);
  • Changed system behavior such that if an AHRS-Turn Coordinator Miscompare is observed in-flight, the autopilot will no longer disconnect.  The aural and text alerting remain but the autopilot stays connected;
  • Replaced the computer synthesized voice alerts with an actual human recording (her name is Charlotte);
  • Added support for the aftermarket roll servo modification in Cirrus aircraft;
  • Added an alert to notify the pilot if the autopilot has detected that the roll axis servo has reached its maximum limit (“SERVO LIMIT”);
  • Added an alert to notify the pilot if the flaps are being oversped per POH airspeed limits.  This comes in the form of an aural alert (“Caution, Flap Overspeed”).  This feature requires the optional flap wiring modification;
  • Added an alert to notify the pilot if the POH bank angle limit has been exceeded.  This comes in the form of an aural alert (“Caution, Excessive Bank”) and a text alert (“BANK LIMIT”);
  • Provides suppression of Underspeed alerting while on short final, in the flare, and during landing rollout.  This requires the optional flap wiring modification;
  • Removed the engagement limits of the DFC90 such that it can be engaged at any aircraft state.  The maximum demonstrated engagement values are listed in the pilot guide;
  • Capped the upper end of the IAS bug to match the autopilot limitation speed (e.g. 185 KIAS in the Cirrus aircraft);
  • Changed the system behavior when on an ILS or WAAS glideslope and the glide slope data is subsequently lost.  Now the system will revert to ALT Hold mode after approximately 5 seconds of no glide slope signal;
  • Added support for Control Wheel Steering (CWS).  This is not available in all aircraft.


New features in the DFC100 Release 2 include:


  • Adds support for the Entegra PFD equipped PA46 Matrix and Mirage aircraft;
  • Changed system behavior such that in single AHRS equipped aircraft,  if an AHRS-Turn Coordinator Miscompare is observed in-flight, the autopilot will no longer disconnect.  The aural and text alerting remain but the autopilot stays connected;
  • Added support for Control Wheel Steering (CWS) [Not available in all aircraft];
  • Added support for Takeoff/Go Around (TOGA) [Not available in all aircraft];
  • Added support for Flight Into Known Icing (FIKI) [Not available in all aircraft];
  • Added an alert to notify the pilot if the flaps are being oversped per POH airspeed limits.  This comes in the form of an aural alert (“Caution, Flap Overspeed”). [requires the optional flap wiring modification];
  • Provided suppression of Underspeed alerting while on short final, in the flare, and during landing rollout. [requires the optional flap wiring modification];
  • Moves the autopilot disconnect tone off of the SD card so that it is still capable of being heard in the event of a MSR FAIL condition.;
  • Changed the system behavior when on an ILS or WAAS glideslope and the glide slope data is subsequently lost.  Now the system will revert to ALT Hold mode after approximately 5 seconds of no glide slope signal.

As always, the location for the FAQs is accesible via the link at the top of this thread or via this url:

http://www.avidyne.com/downloads/products/dfc90/DFC90-DFC100-FAQs.pdf


Edited by Avidyne - 10 Jan 2012 at 9:57am
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 27 Feb 2012 at 1:13pm
An updated set of DFC FAQs was uploaded today.  Updated about a half dozen entries.  All changed entries are date tagged with 27 Feb date.  Same link at top of this thread works.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Harvey Quote  Post ReplyReply Direct Link To This Post Posted: 28 Feb 2012 at 12:23am
I was under the impression  Avidyne's R-9 would be available on the new Extra 500 and was looking at 2012 model for sale in Alabama.  However, the listing shows the plane carries an STEC55X autopilot.  The most recent faq you just posted makes no mention of the Extra 500 which seems like a fabulous plane.  It seems a shame Avidyne might miss this OEM opportunity--the R9 option was one of the bestter selling points for the plane.  Will R9 and the DFC100 be available on this aircraft in the near future?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 28 Feb 2012 at 5:49pm
Hi Harvey,

We agree that the Extra 500 is a fabulous plane.    We know that Extra is focused on achieving FAA approval for the airplane as is before adding more capability.

We are not actively working on a DFC100 integration for their aircraft at this time.  We're very pleased and proud that they have selected R9 as their flight deck.   We're confident that they will continue to improve the aircraft in the coming years.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 17 Apr 2012 at 9:16am
An updated set of DFC FAQs was uploaded today.  Updated or added about a dozen entries.  Most of the changes or adds cover the new Avidyne ASA575 servo, updated information about Aspen integrations, and some revisions on installation estimates.  All changed entries are date tagged with 17 April 2012 date.  Same link at top of this thread works.

http://www.avidyne.com/downloads/products/dfc90/DFC90-DFC100-FAQs.pdf
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AviJake Quote  Post ReplyReply Direct Link To This Post Posted: 26 Jun 2012 at 3:59pm
An updated set of DFC FAQs was uploaded today.  Updated about 5 entries.  The changes cover a new Service Information Letter (SIL) issued today for SIU-equipped Cirrus who have DFC90 Rel 2 and some revised delivery date estimates for Aspen autopilot integrations.   All changed entries are date tagged with 26 June 2012 date.  Same link at top of this thread works.

http://www.avidyne.com/downloads/products/dfc90/DFC90-DFC100-FAQs.pdf
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