Avidyne PFD Failure - Best way to get back in the air?

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FLEngineer

Filing Flight Plan
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FLEngineer
My Avidyne EX5000 PFD lost air data mid-flight this week. My backup vacuum gauges continue to function properly.

Looking for advice on the best and quickest (realize those are probably two different paths) to get back to flying. I knew the EX5000 platform was 20 years old and might need an upgrade at some point. But I'm also running dual Avidyne IFD 440s that were installed in 2018, that I'd like to retain.

Is there a path to replace the PFD with non-Avidyne, leave the Avidyne MFD for now, and still retain integration with the rest of my equipment? (probably not).

Is there a path to replace the PFD & MFD while retaining the rest of my equipment, but also doesn't come with a $40k+ price tag?

Or if I don't have the budget to replace everything right now, should I just eat the cost of paying $8k or more to Avidyne to have a replacement PFD shipped?

Suppose I should also ask if there's some stupid fix that I might be missing. Both Pitot Static quickconnects felt secure on the back of the PFD.

Current Avionics List:
- Avidyne EX5000 PFD
- Avidyne EX5000 MFD
- S-TEC 55X AutoPilot
- Garmin GM340 Audio
- Avidyne AXP340 Transponder
- Avidyne IFD440 x 2

IMG_5547.jpgIMG_7417.jpg
 
Thank GOD that's not an early Cirrus....in which case you trash the ariplane.
 
I have the same panel. Assuming my avionics shop confirmed the Entegra PFD had failed, I'd pay Avidyne for the exchange. I'd pay an additional $1,600 annually to keep both PFD/MFD under warranty. At least this way I'd be flying again within a few weeks. Unless you've recently paid Avidyne to replace the CMOS battery, that's a $$ update you won't have to buy. And you may be getting the latest firmware for free as well. Neither are significant perks, but it might ease your pain a bit.
 
A suggestion if your avionics tech is going to be working on your panel. It's hard to confirm from the full panel photo you posted, but if you have OEM air conditioning, relocate the AC compressor and Fan switches from the ridiculous positions on the far right to the empty slots between the FD/AP switch and the pitot heat switch. You can leave the temp control rotary switch as-is. Turning the AC on/off while airborne (and with no one in the right seat) is stupidly dangerous.
 
This is why I successfully lobbied to have Washington State Legislature to pull the Aviation Electronics Exemption Amendment from the Right to Repair law recently passed. A Local avionics shop should be able to get the Documents (Service Manuals & Schematics), Tools (Software and Firmware), and Parts from the manufacture to service and repair these MFD's and other items down to the component level keeping it affordable.

It Should not have to cost $1.5K to replace a fricken battery, $6K-8K because a NAND flash chip failed, Or condemn a $5k+ Nav/Com because a $5.00 polarizer film delaminated form an LCD. Etc.
 
NW_Pilot said:
This is why I successfully lobbied to have Washington State Legislature to pull the Aviation Electronics Exemption Amendment from the Right to Repair law recently passed. A Local avionics shop should be able to get the Documents (Service Manuals & Schematics), Tools (Software and Firmware), and Parts from the manufacture to service and repair these MFD's and other items down to the component level keeping it affordable.

It Should not have to cost $1.5K to replace a fricken battery, $6K-8K because a NAND flash chip failed, Or condemn a $5k+ Nav/Com because a $5.00 polarizer film delaminated form an LCD. Etc.
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OTOH, component level fixes on a G1000? Most shops can't do that. And could make things worse (read: intermittent/anomalous operation). Then who do you sue?
 
Kenny Phillips said:
OTOH, component level fixes on a G1000? Most shops can't do that. And could make things worse (read: intermittent/anomalous operation). Then who do you sue?
Click to expand...

Most shops could do it but Garmin won't give them the publications necessary.
 

Mikey52, 100% correct.​

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Even without documents repairs are possible it's nothing special. Broken down it just basic electronics no special Garmin or Avidyne voodoo/magic maybe a few custom components most everything else are standard parts. Sometimes a small repair shop will do a better rework/repair job then the manufacture or their contractors.​

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I have noticed most people are unaware of the capabilities of a modern electronics tech's.​

 
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I know for a fact that some avionics shops perform advanced board level repairs in house, While others may subcontract that work to local independent repair shops often the same "small shops" known for fixing iPhones, game consoles, Graphics cards, or other PCB rework. These small shops typically have the tools, skills, and experience to handle the more complex tasks that avionics shops may not be equipped for or perform regularly to keep proficient. Most avionics shops are not replacing QFN's and BGAs or repairing delicate display flex cables on a daily basis but for the small independent repair shops, it is routine work.

At the end of the day, for a repair shop, it's just another PCB on the bench with a defined/requested task. Once the repair is completed, the avionics shop inspects, verifies functionality, and signs off the unit.

Also just for fun one can look up the FCC ID of their device if it has a transmitter and see the internals "on most items" some manufactures and/or their testing agencies give very detailed images.

Here is the example Avidyne IDF5XX https://fcc.report/FCC-ID/RZYIFDXXXV/2258587
IDF failures? CPU See Page 6 (Here is the Image) Marked AMCC
Internal Photos RZYIFDXXXV Internal Photos.png

I have a few NOS PowerPC Chips in inventory LOL.
20250717_084312[1] (Small).jpg
 
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