AV-30 Multifunction AI/DG - Retrofit Your Cockpit with a Digital Upgrade

The AML (Approved Model List)

To confirm your aircraft model’s eligibility for the AV-30 installation
consult the AML List, which is regularly updated to encompass more aircraft models.

The certified version (AV-30-C) is FAA-approved through a Supplemental Type Certificate (STC) and an Aircraft Model List (AML), while the experimental version is for non-certified aircraft. The STC, permission to use the STC in various countries and the AML are available in the Documentation section.

An STC (Supplemental Type Certificate) is an FAA approval for modifications to an aircraft’s design. The AV-30’s STC certifies its use as a replacement for a primary Attitude Indicator or Directional Gyro. The AV-30-C is installed under AML-STC #SA00410BO. Installation of the AV-30-C via the STC is required for use with the tailBeaconX. See the Documentation section for more information.

The current AV-30-C AML applies to Part 23 single-engine aircraft operating under 300kts.  We have 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).  We’re also interested in adding more aircraft to the AML.  Please send us the model information and your request on a support ticket. 

Installation requirements vary depending on the aircraft type:

Certified Aircraft: Professional installation by a certified Aviation Maintenance Technician is required. A 337 needs to be approved by an IA or certified avionics installer. uAvionix maintains a list of Preferred Installers

Experimental Aircraft: Consultation of a certified Aviation Maintenance Technician is recommended.

Yes, the AV-30 can replace primary attitude indicators or directional gyros in aircraft listed in its AML. It is certified under its STC to meet technical and regulatory requirements, ensuring safe operation in the role of a primary flight instrument.

The AV-30-C is approved as a stand-alone attitude indicator, directional gyro (dual unit installation), and slip-skid indicator.

If the installation configuration leaves no instruments that require a vacuum source, the vacuum pump system may be removed from the aircraft by an A&P/IA or authorized facility. The procedure for removal of the vacuum system is aircraft specific and beyond the scope of the  AV-30-C Installation and STC approval. This is normally found in the maintenance manual of the aircraft.

Additional information is available in the Documentation section.

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 checked after the AV-30-C is added to the system according to 91.411(2).

The AV-30 panel display offers a range of functions, including –

Primary Functions:

• Primary Attitude (AI Mode)
• Primary Slip (AI Mode)
• Primary Direction of Flight Indication (DG Mode)

Supplemental Functions:

• Indicated Airspeed
• Altitude
• V-Speeds
• Angle of Attack
• Vertical Trend
• Vertical Speed
• Set Altitude
• Heading
• Bus Voltage
• G Load
• Outside Air Temp
• True Airspeed
• Density Altitude
• GPS Navigator Waypoint Data
• GPS Navigator Nav Data
• GPS Navigator Route Line
• Heading Bug
• MFD Traffic Page with AV-Link
• Transponder Control (AI / DG Mode)
• Audio and Visual Alerting Functions:
• AoA Alerting
• G Limit Alerting
• Excessive Roll Alerting
• Set Altitude Alerting
• Carbon Monoxide Alert with AV-Link and Sentry
• AV-HSI integration with IFR capable equipment
• AV-APA integration with STEC autopilots
• AV-Link / ADS-B IN Traffic display with VSI indicator
• CDI display
• Rate of Turn indicator
• Standard Rate Bank angle indicator
• Rate of Climb (Feet/NM)
• G-Min/G-Max display

Miscellaneous Functions:

• Internal Battery Operation
• Auto / Manual Brightness

Yes, the AV-30 supports integration with Stec autopilot systems through the AV-APA (analog port adapter) accessory. The AV-30 also supports integration with Digital autopilots Trio and Trutrak with the AV-HSI.

The AV-30 provides an RS-232 receive line for “aviation” or “moving map” 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 “Aviation/moving map” 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 now supports vertical navigation display with a connected AV-HSI. This will display IFR navigation information from an IFR navigator and digital NAV units.

When connected to an AV-HSI PMA and IFR-approved NAV/COMM or GPS Navigator, the AV-30 can be used as a primary display of navigation guidance.

The AV-Link PMA enhances the AV-30’s capabilities by:

• Providing live ADS-B traffic for display on the AV-30 traffic page
• Enabling wireless firmware updates of the AV-30
• Offering future connectivity enhancements through the latest firmware and software innovations

AV-Link PMA is available for both certified and experimental aircraft.

If installed with an AV-HSI the AV-Link can be connected to the AV-HSI for communication of all units that are wired to the AV-HSI.

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 – 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 aircraft’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 – only internal inertial and pressure sensors (8 in total). Connection to the aircraft’s pitot static system is required.

Reference Sperry Patent #3,948,096 for additional implementation details.

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 (see diagram).

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 – but that’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.

Interestingly, 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 – it’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.

Yes.

For more information on uAvionix AV-Mag PMA.

Firmware updates for the AV-30 can be performed wirelessly using the AV-Link. Instructions are provided with each Service Bulletin. This video demonstrates an update to the AV-30.

Please follow the Instructions for continued airworthiness found on our website

Please visit the support page for more guidance on common issues.

• • Contact Support: If the problem persists, reach out to uAvionix support for assistance.