For the VFR user we want to keep it simple. For IFR we want to use all this tool to it's maximum capability. Once you have mastered the basic functions, let's dig into some detail and see what this interface can really do! You should be familiar with the GNS 430 and all it's functions to really use an Aspen interface correctly. This unit is mostly displaying what you entered in your navigational unit.

General: The Aspen Avionics Evolution Flight Display completely replaces all the functions of the traditional six primary flight instruments when full enabled, using only two standard panel openings. This unit is "data intensive" and takes a few flights to become completely comfortable with control and familiar with all the functions. Get some dual instruction first to maximize your training time, then fly with a safety pilot before trying actual weather conditions.

There are many display options but basically, the two control knobs on the EFD bezel are used to adjust pilot editable data fields and enter information. The left knob adjusts data fields on the left side of the display, and the right knob adjusts data fields on the right side of the display. The knob logic includes active and inactive states to prevent inadvertent adjustment of editable fields. After 10 seconds of inactivity, the knob returns to an inactive state and also returns to the “home” state defined for that knob. In this state you can spin it all you want and nothing will happen! A single push activates an inactive knob. Each push of the knob will advance the knob to the next editable field in a round- robin sequence. When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend and associated data field and bug (where appropriate) are rendered in magenta and the field can be altered by turning the knob. The five "hot-keys" on the right hand side modify and enable various functions. Please review the VFR Quick-Start page for the basics.

Attitude Indicator: More than "shiny side up!"
The top of the Aspen is a 6" wide attitude display. With the "tapes" hot key enabled this display incorporates airspeed and altitude with editable target bugs for desired performance. Also, when tracking an approach both lateral and vertical guidance are displayed with VDI and LCI tapes. At your preset minimums a yellow alerter will annunciate your arrival. On approach all the information is right here! Integrated into the ADI heading pointer is a slip/skid indicator (split triangle) and roll rate tape.

 

Data Bar: Excellent Information
This area between the attitude display and the HSI is the data bar is a rich source of information but it takes a little while to fully appreciate. Most prominently displayed will be the true airspeed, groundspeed, wind direction and speed. Also, below the bar on the left is the highly helpful "nav source" in green displaying the bearing and distance information. This backs up your tune and ID initiative.

 

	Similarly, when the LCI or glide slope "diamond" indicator is full scale it is "hollow." As the course comes on scale the bar or the diamond becomes solid and starts to track to the center. Please make sure your HSI is dialed to the correct course even for GPS tracking or it will get confusing. The split needle will still accurately depict you off-scale by a certain number of degrees but the presentation or "picture" can be dramatically weird in any direction. The same discipline of setting every GPS course in the OBS will keep you safe here too. Carefully set the bugs, courses and headings for every operation (then check them again!)
	You can enable two bearing pointers with the left and right buttons and track just about anything you want except cars on the highway. The nav source is indicated above the buttons. These could be handy enroute for side fixes but make me homesick for the old ADF! I have not tried it yet but I think we could again subject instrument students to the pain of trying to maintain "equal angles and constant heading" to find an airport (This is where the term "non-precision approach" originated.)
The last feature that can be displayed is the "basemap" with the hot key #4 . This can be toggled larger and smaller with the range keys on the top right. Again, I would caution that this most useful in the 360 mode. With the arc mode enabled, the flight plan can entirely disappear behind you (as when tracking out on a procedure turn). Position and flight plan data for the basemap is provided at all times by GPS1. Each successive push of the MAP hot key will change the basemap declutter level in a round-robin sequence. On approach established inbound, I would "disappear" the map and retain only the course you are seeking in the arc mode.