JKeeth

Sorry for the delay responding! I think you meant to say why "is" ForeFlight picking up own-ship intermittently, as your picture is showing. Before I answer that question, there's a discrepancy with the way FF displays the relative altitude of the traffic targets versus what is displayed on the NGT-9000 traffic display, which you may have already noticed. The reason for this is due to the fact that FF determines relative altitude of traffic targets based on GPS altitude, while the NGT-9000 outputs both GPS altitude and uncorrected baro pressure altitude. When FF receives GPS altitude and baro pressure altitude from the NGT-9000, it will subtract GPS altitude from baro pressure altitude to determine the relative altitude for each target. For example, an aircraft flying at 5,000ft MSL GPS altitude could have an uncorrected baro pressure altitude of 4,500. If two aircraft are co-altitude at this point, the NGT-9000 would display a +0 altitude difference, while FF will display a "-5" for the 4,500ft baro pressure altitude intruder compared to the ownship GPS altitude of 5,000ft. This is described on page 208 of the ForeFlight Mobile Pilot's Guide. I think, but not certain, that the reason FF is intermittently displaying your own-ship is because of this pressure altitude minus GPS altitude discrepancy. The app thinks there is a target below your own aircraft because it has computed a relative altitude -500ft for your aircraft, which is the difference between baro pressure altitude and GPS altitude. I can't say for sure if this is the case, but what you are seeing has been reported by other Lynx and ForeFlight users as well in the past couple of weeks. FYI...ForeFlight is aware of these issues and they are actively working on a solution. Hope this helps! Jim Keeth L-3 Aviation Products

Hi Guys, Sorry for being late to the party! The ESI-500 can absolutely be installed as a standby to the G500 system, and it has been done multiple times by multiple dealers in the past few months. While the G500 STC doesn't specifically include the ESI-500 as an allowable standby solution, the G500 STC does state that "It is permissible...to seek approval for installation and operational use of the G500 with systems not identified in this manual" by means of a TC, STC, or Field Approval. Therefore, the installer simply uses our ESI-500 STC as the approved data to sign-off the installation of the ESI-500, while they use the G500 STC to sign-off the installation of the G500 system. No additional approval, i.e. Field Approval, is needed to install the ESI-500 with the G500 system. Ironically, the airplane that was used for the ESI-500 AML STC contains a G500 system. That being said, I believe Garmin will eventually add the ESI-500 to their STC as a convenience to the dealers and installers, much like they did when they added the ESI-2000 to the G500 STC a few years ago. Regarding the question about the ESI-500 being certified as a primary as per the new FAA ruling...yes, the ESI-500 can be installed as a primary. There really is no differentiation between a primary and secondary certified ESIS unit like our ESI-500, as the ESI-500 has been certified to the same TSOs as a primary ADAHRS system. We have marketed the ESI-500 as a standby system, and our STC allows someone to install the ESI-500 as a standby solution only. With the new FAA ruling, the ESI-500 can be installed as a primary attitude-indicator to replace an existing vacuum driven AI, and this could be done as a Field Approval only, but I believe the intent of the ruling is to allow this as a minor modification, which would not require a Field Approval. Currently, nobody has tested this new FAA policy with the ESI-500, but next month we are planning to put this policy to test by installing the ESI-500 in place of the vacuum driven AI in our club plane, which is a 172R. Keep in mind that this new ruling allows for the replacement of the AI only with an electronic device like the ESI-500; it does not allow for the replacement of the airspeed, altitude, and VSI instruments also. Hope this helps. Please don't hesitate to contact me if anyone has any additional questions or concerns. Jim Keeth L-3 Avionics Systems jim.keeth@l-3com.com

Glad to hear you are enjoying your Lynx unit! It is a remarkable unit, and truly an "all-in-one" ADS-B solution! Most of our manufacturing, engineering, sales and customer support is located in Grand Rapids, MI, but we also have engineering and manufacturing in Phoenix, as well as Columbus, OH. Are you asking if the 9000 could receive flight plan data from the iPad and display the route on the map page of the 9000? If so, that is an idea that I will certainly take to our engineering group for consideration. However, the map page of the 9000 isn't certified for navigation purposes, only for situational awareness, so that might prevent us from displaying flight plan data on the moving map. Not sure about SNF. I'm not going this year so haven't stayed informed about what our marketing and sales people are planning for this week.

The "added support for....Capstone compliant ADS-B receivers" is very intriguing, although I don't know what it means exactly. On the surface it sounds like there is a path for interfacing the NGT-9000 with the IFDs, since the serial output of the NGT-9000 uses the public GDL90 protocol. However, to the best of my knowledge there has been no formal testing between the NGT-9000 and IFDs. I'll make some inquiries next week and will let everyone know as soon as I know more. Jim Keeth, L-3 Aviation Products