TrekLawler

This particular case most likley has some vibration issues which may be causing some issues. when he updates to 2.6 on the G5 it should address the problem

Hello everyone, the post I listed on the Beechtalk sight was intended for a Beechcraft which Texgtron does not plan on updating at this time. they are limited because of this to only GDU software level of 11.13. with Mooney's latest field update of 401.34 this has GDU software level of 14.02 and the SA that Deb posted would apply to not displaying the NEXRAD data however the traffic and other weather products are displayed. Let me know if there are any questions on this,

Hello everyone, apologies for the delay in responding on this. this issue is related to higher vibrations levels in the plane, especially if it is mounted to a floating or shock mounted panel. in some of the cases these shocks have been found to be worn and replacing them is also an option to try and prevent this. remember this is a non TSO'd product and even though we did test it to some of these TSO levels it is not tested to some of these higher vibration levels. but the 2.6 software release was actually tested per some helicopter requirements and corrects most of these issues. let me know if there are any other questions,

Hello everyone, my apologies for not being up to date on this thread. this is our busiest time of year and I'm not able to keep up with a lot of questions but I've been asked to weigh in here and will do my best to monitor this going forward. but to address the most basic question at this point, no the G5 is not approved as a backup instrument to any EFIS system including the Garmin G500/600 or Aspen systems. it is only approved as a primary replacement for an ADI or turn coordinator. There are no current plans to approve the G5 for this. please let me know if there are any other questions,

Hello everyone, I've been asked lately a lot about the air on ground faults on reports being received. in most of these cases we can explain the issue after speaking with the pilot but the GTX and other ADSB units require certain parameters to make sure the system reports this correctly. along with the service advisory on this that can be found here: http://garmin.blogs.com/aviationalerts/2016/05/service-advisory-1629-airground-status.html here are some steps to take on your next flight which will make sure the system is not transitioning this data incorrectly. 1. Position the aircraft outside of any hangars with a clear view of the sky. 2. Conduct a normal aircraft power on sequence by starting the engine(s) and avionics. 3. Remain stationary until GPS position has been obtained and your ADS-B equipment indicates no faults or failures. 4. Taxi at a normal taxi speed (no faster than a brisk walk). 5. Depart the runway using a normal climb profile for your aircraft. 6. Fly either a normal traffic pattern or straight-in approach to land. Fly a normal 3 degree glide path, or as close as possible given any obstacles on the approach path. 7. Upon touchdown, decelerate in a straight line on the center of the runway, only turning off the runway after a normal taxi speed (no faster than a brisk walk) has been achieved. 8. After exiting the runway, stop the aircraft for a period of at least 5 seconds before taxiing. 9. Taxi to parking at a normal taxi speed (no faster than a brisk walk). 10. Allow the aircraft to come to a complete stop for a period of at least 5 seconds before turning off avionics. let me know if there are any other questions,

Hello, when I said I don't monitor this forum i was talking about the "Modern Mooney Discussion" area. I usually stay in the Avionics area. I try and keep up on 8 different forums now so as you can imagine sometimes it is a couple of days to get to each one. But if there is an urgent question you can always send me a personal message and it usually flags me. Have a good weekend,

The capability is already there. it is up to Aspen to get their systems up to a software level to support this.

My apologies for this, regretfully it sounds as if the dealer may not remember or have been kept updated on this as it is over 10 years old. we just recently in 2013 actually revised the SB for this mod. for the GNS 4XX series of non WAAS units this bulletin is SB 0532. the kit is still available and is sold for a cost of $500 uninstalled.

No, the WAAS update does not convert the unit or it's part number to change this to a dual voltage unit however if there is a comm problems we do have the means and path to correct it. so we will continue to support it. so unfortunately the converter is still needed for your comm system.

Hello Everyone, I wanted to make sure everyone actually knew the Garmin policy as this looks like it's not quite clear. Garmin still does support the -10 non WAAS GNS series of units. these are the units known as the dual voltage 14/28 volt units. the ones we no longer can support are the -00 which are the very early production units which only have the capability of the comm's working with a 28 volt source. so as it's been identified we do not have the repair parts or capability to update these units to the current comm boards. so in order to support the -00 units they can only be WAAS upgraded. Again we still support the non WAAS -10 units and as of this date have no immediate plans to stop this support. Oh yea, to address the last issue with updating the non WAAS units to terrain , we also still do this and have kits available for the field shops to do this as well if a customer has a -00 unit and wants to perform this function at their facility per the service bulletin issued in 2005. I hope this helps clarify this, please feel free to contact me with any questions on this and I'll be happy to squash any rumors.

Hello everyone, my apologies for not seeing this thread as I don't look in this forum very often. I want to make sure the record is perfectly clear on this issue as I've been asked by a handful of Mooney G1000 customers and was pointed to this. I worked directly with our Field Service team who was assisting with this Australian installation. This was not an issue with the wiring not properly identified in the install manual as when I received the first reports of this issue I actually loaded the system and wiring in one of our test beds and verified it all worked correctly. the problem was that when there is a third party traffic system installed this system has to now be wired through the GTX 345R system and disabled from the original configuration of the G1000 system. this was unfortunately overlooked in the install manual and was causing the issues that was being seen. this is one of the main reasons during the latest AEA nationals here in April we spent 3 of our 6 hours of training talking to this to our dealers. it is a very confusing install as there is some mindset changes when it comes to the G1000 system interface that need to be followed specifically with how the manual is written. if you do have a dealer that is having problems with the G1000 interface please don't hesitate to have them call me or my Field Service team and we will be happy to assist. let me know if there are any questions,

What exactly are you looking for? if this is a certified installation it has to be updated and signed off by your local Garmin dealer.

Paul, at this time there is no plans for support of the GDL 88 on the Mooney platform. this would require a minimum of GDU 15.XX software to be able to display this data. the advantage you get over this combination with the GTX 345 is the Bluetooth compatibility for display on your iPad. Just as an FYI, if your Mooney is already WAAS enabled you do not need to purchase the GTX 345 with WAAS the GPS position data will be sent from you WAAS enabled GIA 63's. so for an ADSB out and in solution this is what is referred to as working with the G1000 systems. Let me know if there are any other questions,

Hello, the new GTX 3X5 does have the functionality to display on thrid part displays, this will be on a 429 output. This will be up to the display manufacturer to alter or release their software to display this data, we will not be adding it as approval under our STC. but the data will be there for you to get with Aspen in this case to move forward.

Hello everyone, apologies for not touching bases yesterday on this announcment. for some reason had problems with my login on the Mooney page. please let me know if there are any questions I can assist with. but: this has nothing to do with a capstone unit that has been discussed. it is a unit that will interface with the G1000 systems and does not need any OEM approval. this is strictly handled through a Garmin STC and will replace the GTX 33. this will require a different rack, backplate and connector. since this is not configured through the G1000 system a computer dongle will need to be wired into it for configuration. it will provide the operator with an ADSB solution as well FIS B weather displays.

Hello everyone, just wanted to make you aware of a Garmin Pilot promo offer. http://garmin.blogs.com/my_weblog/2014/02/experience-the-power-of-synthetic-vision-with-garmin-pilot.html#.UwtFMhamefR Best Regards,

It has affected less then 1% of the GA 35's that Garmin has shipped.

Hello Matt, Thank you for the PM, I’ll get with you on it and some of your concerns. Just as an FYI, Garmin just recently last October released our part 27 STC for the GTN product line for these rotorcrafts. Bell 206B, 206L, 206L-1, 206L-3, 206L-4, 407 Eurocopter France AS350B2, AS350B3, EC130B4, EC130T2 MDHI 369E, 369F, 369FF Let me know if there are any questions on these.

Thanks for the response, I do understand your concern, and trust me we have been working with the antenna vendor on this daily to try and first determine what is causing the issue and then trying to resolve it. Hopefully this will give a little assurance that we’re simply not waiting for more antennas to fail. We do understand the concern which is why Garmin addressed this with the FAA and didn’t await for this to get to the point of being a major problem. Luckily with the GNS 430/530 units if you do lose the GPS from a failure such as this there is a NAV unit which can be utilized so there was redundancy built in. However we do understand the concern as this affects us as well when flying our planes. As I indicated in my previous post I lurked due to not getting approval to represent Garmin until just recently. This has worked out very well on the Beechtalk forum where I have been a member of for over three years and spoke at some of their conventions. Thus I’ve been given approval to participate here. My apologies for not being involved sooner, unfortunately there is some red tape that needs to be handled to do this. If there is ever something that someone would like to get in touch with me please don’t hesitate to PM me as I get a notification for this. Just as an FYI, Mooneymite did contact me in this fashion and we hopefully will have his antenna replaced through his dealer very soon.

Hello everyone, Being new to the forum, not really sure if these comments were meant for me. It took a great deal of discussions and direction to convince our corporate communications and management team that it was much easier to address the masses then each individual e-mail, so I was given approval to work with the forums as long as it is constructive. Along with responding to 5 different forums and questions we (the Field Service team in Olathe KS.) also address over 300 calls and direct e-mails a day from our dealer network. So if it takes me a few days to get back with anyone on questions posted my apologies, I try and rotate as quickly as possible.

Thanks for the feedback on this; fortunately I can comment that this problem has not been reported with the non WAAS GPS GA56 antennas or the WAAS GPS/XM GA 37 antennas. We're assuming that this may have to do with its design being a square and not a tear drop. We recently had some antennas that were returned to us which when removed had water drain from them. During the inspection of the units we noticed some very small cracks which we’re investigating. Since this problem did not show up until roughly 3 years after the introduction of the WAAS enabled GNS systems we’ve been investigating the possibility of torque specs with these being mounted and possibly being over torqued and with vibration may be a source of this issue as well. The key at this point is to try and make the antenna robust enough so it does not have these problems should this issue happen.

Hello Matt, Thank you for the comments, this may not be the correct thread to address this however since it was posted here I wanted to respond to clear up any questions. Fortunately most of the comments are incorrect and I wanted to address some of your concerns. Not really sure where this data may have came from however rest assured all of our systems are tested on airframes, this is a requirement for the STC process. Now with that being said we obviously cannot test every airframe that is listed on the approved model list, doing so would drive the cost of these systems to a point no one could afford them. Luckily the FAA understands this and has put together a group called the aircraft evaluation group (AEG) which has some pilots that come out and test fly with us, once they have their report they take it back to the rest of the AEG group who then approves the STC for the airframes listed on the AML. If there is any doubt we get challenged for more data and at that time if necessary will look for test airframes to perform the tests they need to approve them for the STC. The FAA has always been willing to work with us on these processes which we greatly appreciate. This example also holds true for the rotorcraft systems we have, they’re a little more trying as the Rotorcraft Directorate requires much more field testing and will not allow an approved model list in most applications so individual STC’s need to be completed. We recently just completed our part 27 HTAWS enabled GTN STC in which we were able to get approval for 11 different models so this is a step in the right direction. As for the comments on the testing for each interface, you’re correct on the SAS systems as we have not completed this, however there has been on hands installation and testing of all of our interfaces otherwise we would not have data to provide to the FAA when the STC is amended. I do sincerely apologize if you had received incorrect information. However should you or anyone else have any questions regarding the installs or certification please feel free to contact me.

Hello everyone, Allow me to introduce myself, my name is Trek Lawler and for some of you that may frequent some of the other forums I may have spoke with you there or at the tradeshows. I am the Supervisor of Garmin's Aviation Field Service Engineering department. I and my team work directly with end customers such as yourself as well as our worldwide dealer network when they may be having problems with installs. With that being said I do quite a bit of lurking on forums and I felt it was necessary to try and address this as there has unfortunately been some misinformation posted that I wanted to try and clear up. All of the Garmin Field Service team is aware of this issue; it was first noted in 2010, after some serious investigation we did at that time notify the FAA regarding the problem and also what we have done with the antenna manufacturer. With the FAA's approval we did send out a communiqué to our dealer network identifying the issue and some troubleshooting steps to try and isolate this. Once they can verify if this is in fact the oscillating issue we will cover the replacement antenna at no charge. We do have to be extremely careful with these instructions as we simply cannot issue a blank check for these and with this troubleshooting we have to make sure this is the problem and simply not a failed antenna. Unfortunately there is no serial number break for this issue as we’re still working with the antenna manufacturer on this and from my last communication there is a re-design of the unit coming in the near future. There is very little I can provide on the problem as we do know what is happening however don't have a complete fix as this is not affecting all antenna's (please keep in mind there are over 100,000 of these in the field). But without going into great detail the internal board in the antenna is causing an oscillation issue which is re-radiating at 1.575 GHz which as you know is the GPS receive signal, with the GPS level of milliwatts it doesn’t take much interference at this level to cause the GPS’s problems. So please rest assured we have communicated this with both the FAA and our dealer network. If there is any thought of this possible issue on your planes please get with your Garmin dealer and have them contact us for assistance.