First flight (part 3)

After getting clearance into the Sunport for an ILS Runway 8 approach we configured the system to have NAV 1 tuned to the ILS displayed on the PFD’s HSI. We set up the MFD1000 to display the HSI on the bottom half of the display with Nav 2 tuned to the ABQ VOR. The MFD continued to show the full map with the ILS 08 procedure entered into the GPS and displayed on the MFD500. I recognized I had incredible situational awareness. The Avidyne traffic provided me good indications of traffic.

On the way to Sunport, Albuquerque approach indicated traffic at 11 o’clock and converging. Almost immediately after the call the Avidyne system identified it as a traffic alert. The traffic alert came up on the system and we were able to make a change in our direction to resolve the alert. On my first flight with the system I was able to experience the incredible situational awareness with the integrated Avidyne TAS with the Aspen system. It was truly impressive.

We headed for the Albuquerque Sunport ILS approach. We lined up on final, intercepted the LOC, then GS. The representation on the PFD and MFD displays was excellent. We flew down the approach and executed a missed approach and headed to my home airport of Double Eagle. Approaching Double Eagle I was able to navigate the Class C airspace at Albuquerque and identify the class D airspace at Double Eagle. Part of the Double Eagle airspace entering from the east underlies the class C airspace at Albuquerque. This representation on the MFD along with associated airport space was very helpful. Knowing that Aspen is working on enhanced panning and information display for airspace made me impatient for the next release in April. I landed at Double Eagle on Runway 22’s brand new surface. As I taxied off the runway I was pretty happy with my landing especially with Tom on board.

After returning from the airport, Tom and I went through the squawks. The most important being the cross check attitude. We called Pat at Santa Fe Aero and we both came to the conclusion that there was some sort of magnetic interference on the PFD’s RSM. Given that there was nothing close to the RSM in the fuselage we began to suspect the mounting screws. Due to the large shim on my airplane Santa Fe Aero was unable to use the brass screws provide with the installation kit. Santa Fe Aero used stainless screws. While this is permitted under the installation manual we decided to change the screws to brass.

Other non-Aspen related squawks included too high RPM at idle and the flap switch would not allow the flaps to be put in the take-off position without going to full flaps then back to Take Off. We decided that Pat and his team would come down to Double Eagle to reset the throttle quadrant to allow idle, change the flap switch and do a checkout flight with Pat to look at the cross check message. Next up, cleaning up the squawks.