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About JKeeth

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  1. I'll confirm the bench fee and repair pricing this week, but I'm fairly certain the bench fee won't apply if it is determined that the processor requires repair. That's been our normal repair philosophy for quite a long time. Regarding the picture of the processor, the only LED that is a concern is LED 7, and that LED will be on when the system is in a failed condition. However, that doesn't necessarily mean the processor is faulty. You could have a bad antenna or antenna cable, or it's possible the controlling display isn't configured properly for WX-500 operation. Do you have a picture of the Stormscope fault log from the controlling display? That would be very helpful for troubleshooting the system. Jim
  2. What fault codes are being recorded in the fault log, and is the WX-500 in a failed condition at all times, or only temporarily? Was the WX-500 failing before the panel rework? Also, it’s not a bench fee AND repair. It’s a bench fee OR repair fee Jim
  3. Yes the Lynx NGT-9000+ does send the active traffic targets out on the wifi to be displayed on the apps. However, last I checked, which was a little over a year ago, ForeFlight only displayed the ADS-B targets and not the active traffic targets. Don't know why that is, as most of the others apps have no problem displaying both ADS-B targets and active traffic targets from the NGT-9000+. I would recommend you contact ForeFlight and ask if their app will display the active traffic targets (TAS/TCAS) from the NGT-9000+. My information is dated, so it's possible ForeFlight has finally implemented this in a recent update to the app. Hope this helps! Jim
  4. TargetTrend is exclusive to Garmin products because they designed, developed, and patented it. The Lynx NGT-9000 is the only unit on the market that offers ATAS (https://www.faa.gov/nextgen/programs/adsb/pilot/atas/), plus a built-in color touchscreen display to see the traffic and weather, plus a built-in TAS/TCAS processor, plus diversity, plus terrain. I'd call that feature rich!
  5. FYI...as of the start of the year, ATAS traffic alerting is included free of charge from L3.
  6. No. The NGT-9000+ outputs 250W maximum for the transponder function and the active traffic function. The 9000 w/TAS doesn't output any more power than the 9000 w/o TAS.
  7. Hi James, Unfortunately the "popping" noise coming from the NGT-9000 is a fairly common problem, and there are a few different things that need to be checked with the installation. The most likely culprit of the noise has to do with how well the transponder coax RF connector at the back of the NGT-9000 rack are grounded. Poor grounding, or bonding, of the connector will cause the noise to be more prevalent. I would suggest that the installer starts with inspecting the coax connections behind the rack, and I'm guessing they will find that the RF connectors are not making good contact with the RF grounding spring-clip piece. The other issue could be poor bonding of the transponder antenna to the fuselage and/or an insufficient antenna ground plane. Lastly, relocating the transponder antenna further aft may be required to completely get rid of the noise. Please have your installer call me at (616)285-4436 and I can help them resolve the issue, if they haven't already called and talked to myself or one of my coworkers. Hope this helps! Jim Keeth L-3 Aviation Products jim.keeth@l3t.com
  8. Hi Marauder, Nope, haven't heard any talk about estimating the number of owners that will not comply with the mandate. Perhaps AOPA has some survey data that could be used to determine that. Your concern is valid about the increase in traffic in certain areas that will result after 2020 due to non-equipped airplanes trying to stay clear of the ADS-B rule-compliant airspaces. Hi Chupacabra, That is correct. If the yellow radar dish symbol is visible on the traffic page of the NGT-9000, then you are below coverage of the ADS-B ground stations and at that point you will not see any TIS-B traffic on the NGT-9000. The only traffic you will see is other ADS-B out equipped airplanes. Non-transponder equipped aircraft are invisible to everyone, ATC included. I think you are thinking of primary radar, which is far different than secondary-surveillance radar (ATCRBS) that ATC uses. Primary radar is used very little in the ATC environment, and only as a backup system. Hope this helps! Jim
  9. It's possible you were under ADS-B coverage, and that would be indicated on the Lynx NGT-9000 traffic page with the little yellow radar dish symbol. If that was the case, then the Cessna, which I'm assuming wasn't ADS-B OUT compliant, would not have been transmitted to you as a TIS-B target via the ADS-B ground stations. Or...do you know if that Cessna was squawking mode A and mode C? Mode A targets will not be received by radar and re-transmitted as a TIS-B target; they have to report pressure altitude also in order to be a TIS-B target. Perhaps that 150 was only squawking 1200 w/no pressure altitude (mode C). If that was the case, then he'd be invisible to everyone except aircraft that have active traffic systems (TAS/TCAS) like the NGT-9000+. There are many other scenarios that could explain why those targets weren't picked up by the NGT-9000, such as the status of the ADS-B ground stations around KOCF. Sadly, the FAA doesn't publish NOTAMS when ADS-B ground stations are inoperative and unable to send up TIS-B traffic.
  10. The ADS-B system must be receiving magnetic heading from a digital source (AHRS) in order to display traffic when stationary. Without mag heading, the system will use GPS track to determine the direction the aircraft is pointing, and track can't be determined if not moving. Therefore no traffic until taxing if magnetic heading is not available.
  11. What ADS-B out equipment do you have, and is the GPS providing the in-air and on-ground logic, or is that being done with an external airspeed or squat switch? The reason the FAA's system failed the "in-air on ground test" is because your airplane was reporting that it was in air mode while sitting on the ground (duh!), and in my experience this tends to happen most often after landing rather than prior to take-off. If your airplane reported that you were still in-air after you taxied off the runway, then that would cause the failure of the "air on ground" test. Of course, this would only happen at an airport that has coverage from an ADS-B ground station. If no ground station coverage, then your ADS-B OUT will never be received into the ADS-B system and therefore not see the "air on ground" discrepancy. Fixing this depends on the ADS-B system in your airplane. For the Lynx NGT-9000, for example, GPS groundspeed is used to determine when to go from air mode to ground mode, and the groundspeed value is configured into the unit during installation. If the groundspeed is set too low then your airplane could be outputting air mode while taxing after landing, and in that case, increasing the GPS groundspeed would be the corrective action. Generally, the GPS groundspeed setting should be 70% of Vso.
  12. The FAA has always been concerned about approved, or non-approved, pairings between the GPS receiver and the ADS-B out equipment. So while a form 337 would list the equipment used, I don't believe it would necessarily ensure that the GPS position source has the right software and/or accuracy requirements, which is probably why the FAA encourages a performance check. Of course pairing issues aren't a concern with transponders or UAT boxes that contain internal GPS, so in that regard you bring up a good point about simply submitting the 337 for the rebate. Also, test equipment such as the Aeroflex IFR-6000 is more than adequate for testing ADS-B out on the ground to ensure a system is valid, except for the pesky "air on ground" issue that has been a problem for some installs.
  13. takair is correct; the flight test is only required for the $500 rebate. However, the FAA encourages installers and users to request an ADS-B Performance Report to validate the performance of the newly installed ADS-B Out equipment. Not a requirement, but recommended. The flight for the performance report can be accomplished in any airspace where ADS-B coverage is available. However, the flight for the rebate must be accomplished in rule-compliant airspace as per FAR 91.225. I believe the OP's error was not flying in the rule-compliant airspace that is required for the rebate. AC20-165B is for the initial airworthiness approval of an STC. Once the STC is approved, the installer follows the manufacturers instructions using the prior approved STC data. The installer doesn't follow the AC, only the STC. Jim Keeth L-3 Aviation Products
  14. You could install a combo VHF/GPS antenna for the NGT-9000 and existing COM radio, but those antennas are pricey.
  15. The NY164 TAS directional antenna needs to go on top of the airplane. The NGT-9000+ will consist of three antennas: transponder antenna, WAAS GPS antenna, and the TAS directional antenna. Diversity is optional, and if enabled with the active traffic (+) option, then the NY164 TAS directional antenna serves as your transponder diversity antenna also.