Advanced Aircraft Electronics (AAE) has a "no ground plane" antenna alternative. You can visit the
AAE website for more product & ordering information.
Honeywell (Bendix/King) no longer produces the KX-99 nor any sort of handheld radio. Therefore, SEA recommends the Icom line of handheld radios. If Comm and Nav capabilities are desired, then SEA recommends the IC-A24. Otherwise, if Nav features are not needed, then any of the Icom handheld radios would be sufficient.
The LEG mode indicates that the course to the active waypoint is selected by the GPS receiver. This is the default mode in many GPS systems. The OBS mode provides the means for the user to define the course to the waypoint.
The length of warranty on Southeast Aerospace (SEA) avionics is determined by various factors, such as: type, manufacturer and unit condition. Please consult your
SEA sales representative to determine the length of warranty for your purchase.
This warranty period is effective from the customer's date of receipt. During this warranty period, the manufacturer guarantees the performance of the unit during normal operation and function. Southeast Aerospace will not offer warranty consideration for items that have experienced defects or failures from misuse such as improper handling or installation. Please note that warranty seals have been placed on items to ensure that items are in the same internal state as when shipped to the customer. If these seals are tampered with without written authorization to do so from Southeast Aerospace or the manufacturer, all implied and expressed warranties from Southeast Aerospace are null and void without exception.
No, if the U.S. based EASA 145 repair station is issuing the EASA form 1 for maintenance, repair and/or overhaul of a part, the work must have been done in accordance with European standards.
Southeast Aerospace utilizes a very simple formula to determine whether a component is "economically" repairable or not.
For purchases, the cost to repair the unit cannot exceed 75% of SEA's Outright Price.
For exchange core approval, the cost to repair the returned core cannot exceed 75% of the Exchange Price.
Avionics is a term derived from "Avi ation" and "electronics “. Avionics can be defined as the electromechanical and digital components/systems installed in the cockpit and electronic compartments of an aircraft. Avionics enable and assist in the the safe and efficient operation of an aircraft.
Southeast Aerospace flat rate exchanges are based on the return of an undamaged, economically repairable core unit with identical part number as the unit shipped to the customer. An "economically repairable" core is defined as one who cost to repair/overhaul (or Repair Cap) does not exceed 75% of the original exchange price billed. Should the Repair Cap exceed 75%, the customer will be billed the additional amount. In the event this amount exceeds the Outright Price for the unit, the customer would only be billed the difference between the Outright Price and Exchange Price with the core returned as-is to the customer.
There are 4 main factors that determine the range and performance of a weather radar:
The aircraft radome (radar dome) and its condition significantly affects the ability of a radar sensor to transmit and receive. The following radome issues can cause significant losses or problems with the radar signal transmission and reception:
When a radio altimeter reaches an altitude of 2500 feet or the radio altimeter stops receiving returned signals, the radio altimeter will set the output data to a No Computed Data configuration. In this configuration, the radio altimeter continues to transmit a signal with the receiver waiting to receive a returned signal. The purpose for continuous transmission is to insure the radio altimeter will capture and track any rising terrain. With the continuous transmission there are certain weather conditions that can result in returns of the transmitted signal. When a radio altimeter equipped aircraft is operating above 2500 ft ground level and less than 2500 ft above a very dense or precipitating cloud, a radio altimeter indication can occur. The occurrence may be momentary or may occur for several seconds.
No. DME distance is the slant range or hypotenuse distance from the aircraft to the VOR station. Traditional GPS only measures the distance between the present position latitude / longitude and the desired point. Traditional GPS does not take altitude into account in its distance measurements. However, since
WAAS GPS incorporates ground based reference stations to improve the altitude accuracy, newer GPS technology has improved the GPS distance measurements.
The Average Repair & Overhaul prices indicated on SEA's "Repair Calculator" are historical averages. They do not represent a fixed price & should be used for reference only. An actual cost to repair or overhaul an item can only be determined by proper bench testing at our repair station.
Automatic Dependent Surveillance-Broadcast (ADS-B) is a component of the Next-Generation (Next Gen) Air Transportation System. ADS-B will eventually provide weather services, air traffic information, terrain maps and other flight information services for all pilots through satellite based data. ADS-B provides a means for aircraft to share information between each other and receive information from other, standard sources. More specifically, ADS-B will provide benefits that address some shortcomings over other, existing surveillance systems. Some of these benefits include:
An item that has been refurbished is defined as "Overhauled", "Repaired", or "Inspected" depending on the item in question. All refurbished units are provided with FAA Form 8130-3 and EASA approval. Most refurbished items routinely include a 6-12 month warranty.
B-RNAV or Basic Area Navigation was the original RNAV implementation in Europe. RNAV refers to the method of navigation which allows aircraft operation on a certain flight path in any airspace without the use of ground based aids. B-RNAV requires track accuracy of ±5NM for at least 95% of flight time for En Route navigation. B -RNAV is achieved using inputs from VOR/DME, DME/DME or GNSS and/or INS.
In cases where an FAA Form 8130-3 is not available for specific avionics items, the reason is that the items are not TSO'd. According to FAA 8130.21F Procedures for Completion and Use of the Authorized Release Certificate, FAA Form 8130-3, Airworthiness Approval Tag Section 2-1, Paragraph A (Page 2-1) states "Except as provided in paragraphs 2-2 and 2-6 of this order, products, parts, and appliances not produced under an FAA production approval are not eligible to receive a Form 8130-3"
The ideal descent path to a runway. It can be electronically defined by radio signals transmitted from the ground. An aircraft carrying a glideslope receiver can detect this electronic glidepath, display it on a NAV indicator or HSI and follow it down to the runway.
In most cases, aircraft that require TCAS II must have 2 dedicated TCAS/IVSI indicators that display Resolution Advisories (RA). While the ST3400 can display traffic information from a TCAS II system, it cannot be a substitute for either of the dedicated TCAS indicators within the TCAS II system.
After February 1st, 2009, Emergency Locator Transmitters (ELTs) operating on the 121.5 and 243 MHz will not be monitored by the COSPAS-SARSAT satellite system. There are many false distress signals and searches initiated each year with ELTs. The newer 406 MHz ELTs transmit unique aircraft information allowing authorities to contact an aircraft owner before a search is initiated. Therefore, 406 MHz significantly decrease the amount of unnecessary searches.
Many avionics systems require a configuration or setup process. This process is required to interface certain avionics systems to other systems in the aircraft that will be inputting or outputting information to and from these systems. Some examples of systems that require a configuration or setup process include:
DME and transponder units operate on frequencies that are close to each other. Therefore, the two can interfere with each other from time to time. This is especially true when there is less than 3 feet of distance between the two antennas. When interference is encountered, a suppression line should be installed the DME and transponder. The suppression line disables the DME for a short time while the transponder is interrogated. This prevents the DME from interfering with the transponder.
While all installations require standard hardware supplies and tooling common to avionics installation facilities, the KPA-900 configuration module programmer kit is required to program the CM-2000 configuration module. The configuration module is used to save parameters and settings needed for the ART-2000. The KPA-900 is not part of any installation kit and must be obtained by the installer. The KPA-900 kit (P/N 050-3311-0003) includes an operators guide, programmer, and software disc. A compatible computer is needed as well to interface with the KPA-900. List price for the KPA-900 kit (2008) is approximately $1250.
Most commonly utilized by fleet operators, the DGL-1 programming dongle allows an ELT to be transferred between aircraft without having to reprogram or re-register. The Artex DGL-1 is mounted on the ELT cover (see picture). The DGL-1 is not a memory device that stores multiple ELT coding formats. Instead, the aircraft 24 bit address is coded into the dongle by setting a series of small dip switches. The switches are accessed by removing 4 screws that attach the dongle to the ELT top cover. Inside the dongle, there are two rows of 12 switches (see picture). These 24 switches are used to set the aircraft's 24 bit address by way of binary 1s and 0s. 1s are electrical ground, 0s are electrically open.
A few other notes regarding the DGL-1:
The connector between the DGL-1 and ELT is only compatible with the C406 and G406 series ELTs.
The DGL-1 switches do not have to be set by an approved Artex programming facility.
The 24 bit address programmed via the DGL-1 switches overwrites any other programming on an ELT once it is powered on.
Radar stabilization uses an aircraft's vertical gyro (if equipped) to maintain the selected radar antenna beam relative to the horizon. Therefore, while in a turn, the radar will maintain the selected tilt angle instead of changing in relation to turn.
No, the ME406 series ELTs cannot be used with a programming dongle. Dongles can only be used with the Artex C406 and G406 series ELT systems.
Garmin part numbers beginning with 010 are System part numbers. These numbers are the catalog part numbers normally used to order systems from Garmin that would include a unit and its related system accessories such as installation kits, antennas, databases, manuals, etc. 010 part numbers do not appear on the dataplate of any Garmin component. Garmin part numbers beginning with 011 are the actual unit part numbers. That is, this is the part number on the dataplate of the main unit within a system. 011 part numbers do not imply that system accessories are included.
An STC (Supplemental Type Certificate) is a document needed to prove that you complied with Federal Aviation Regulations (FAR) in installing a certain type of system. Certain systems such as TCAS, EFIS, FDR, and Class A TAWS change the flight characteristics of the aircraft. Therefore, STCs are required whenever a major design or operation change is made to the aircraft. In addition, STCs can be required if a significant amount of analysis or flight tests are required or if extensive flight manual changes are needed.
No, Universal UNS FMS units must be upgraded to software 802.X or 803.X to support EHS Mode S.
According to Honeywell, E serial numbered units indicate an engineering evaluation unit which contain a non-airworthy configuration and cannot be modified, tested, or repaired.
Weather radar transceivers use a magnetron which is basically a cathode emission device. The magnetron is subject to deteriorization due to aging. Therefore, it is recommended to perform some type of periodic maintenance to detect and correct the effects of aging. This reduces the chance of an in-service failure.
Nav and comm antennas should be located away from any projections, engines, and propellers. Nav antennas should be mounted symmetrically with the centerline of the aircraft. The nav antenna should also be located away from landing gear doors, access doors, or other openings that would break the ground plane of the antenna. The ground plane surface directly beneath the Comm antenna should be a flat plane over as large of an area as possible.
The greatest contributor to reliability and improved life of all modern avionics is to limit the operating temperature of panel or remote mounted units. Therefore, the importance of providing avionics stack cooling is essential to the life span of electronic equipment. While each individual unit may not require forced air cooling, the combined heat load of several units operating the avionics stack will significantly decrease the reliability of the avionics. Failure to provide stack cooling will most definitely lead to increased avionics maintenance costs and frequent issues.
The Sperry/Honeywell RT-300 can be used as a replacement for the RT-220 as long as Pin E in the RT-220 mating connector is jumpered to Pin N. Of course, the mounting trays would need to be changed to compensate for the size differences between the two units.
Yes, the Bendix/King KI-209A will connect with the Garmin GPS-155XL IFR GPS and the GNC-300XL IFR GPS/Comm to provide Left/Right and To/From Deviation Indications. However, to properly connect the GPS-155XL and GNC-300XL to the KI-209A indicator, the installer must add two 10 kohm, 1/4 watt resistors between the connection. One resistor is placed in between connector P1 pins 35 and 4, and the other resistor between connector P1 pins 37 and 4.
Yes, the non A controls are interchangeable with the A version controls. The A controls will plug into the non-A harness with no problems. However, the non-A controls will not work in some A version control harnesses due to the tandem operation and KNS-660 frequency management features of the A version controls.
Yes. We are recommending that Service bulletin 1 and 2 be complied with on the KA-120 when the adapter is being installed on a new retrofit. Service Bulletin 1 corrects an impedance mismatch between the KA-120 and Gold Crown III control heads. It also corrects impedance mismatch between the KA-120 and new generation KX-155 and KX-165 Nav/Comms that utilize surface mount technology. Service Bulletin 2 corrects a serial tuning buss incompatibility when interfacing the KA-120 with a KX-125 and also incompatibility when interfacing with new generation KX-155 and KX-165 surface mount units. KA-120 with serial number 1845 and above have Service Bulletin 1 incorporated during original manufacturing. KA-120 with serial number 2819 and above have Service Bulletin 2 incorporated during original manufacturing. The price for Service Bulletin 1 is approximately $250 parts and labor The price for Service Bulletin 2 is approximately $300 parts and labor
Yes. There are several installation and wiring considerations that need to be addressed when changing KDM-706A units in existing installations. KDM-706A units with P/N 066-1066-20 and -22 did not originally have Mod 4 installed in original production. Mod 4 addresses the addition of a DME track flag output that is used This output is required to complete a compatible interface to some navigation systems such as the older KNS-660 and Litton 3000 as well as Sperry RD-650 HSIs. In order for a unit with Mod 4 to function properly in place of an existing KDM-706A without Mod 4, you must rewire part of the harness to prevent damage to the unit. Connector P7063 must be removed from ground potential (i.e. -20/22, non Mod 4 units) and rewired. Pin 19 of P7063 was used for aircraft ground on -20/22, non Mod 4 units. For units with Mod 4 and -23/24/25, Pin 19 is now used to provide +28VDC at 150ma drive capability for the purpose of operating a DME track valid flag. This can be achieved by connecting Pin 19 to Pin 36. Therefore, in order for units with Mod 4 as well as -24/25 units to function in place of -20/22/non Mod 4 units, you must remove pin 19 from the mating connector harness and connect it to 36 or splice into the wire going to Pin 36. For complete detailed information, reference Bendix/King Installation Bulletin # 245 and Bendix/King Service Bulletin P/N 600-04374-0040.
Aircell plans to complete coverage of the United States for their airborne telephone system by 2001. Aircell plans to add Canada, Mexico, and the Caribbean after the USA coverage is complete. Central and South America will be added after this area. No firm completion dates for this coverage expansion have been established.
First, prior to installation of the Garmin GDL49 datalink system, the owner/operator is urged to create a customer account with Echo Flight. If an account has not been setup, complete testing of the system cannot be performed. There should not be a coverage problem related to the GDL49 performance anywhere due to the 35 ORBCOMM satellite constellation. Individual satellites move quickly crossing the U.S. in about 15 minutes. On average there are 2 satellites overhead at any one time but only one is required to communicate. The GDL49 communicates with the satellite system on a VHF frequency range that is susceptible to RFI interference. Due to this, RFI in the 135 to 140 Mhz range may interfere with the GDL49 reception. In addition, the VHF antenna should be mounted on top of the aircraft away from any motorized, pulsating assemblies that may cause interference.
Yes, with the use of the CAD-31 and CAD-62 Control Adapters. The CAD-31 allows Proline II controls such as CTL-22 and CTL-32 to be used with the VHF-20A /VHF-20B and VIR-30A avionics units respectively. The CAD-62 allows Proline II controls such as CTL-62 and CTL-92 to be used with the ADF-60A and TDR-90 avionics units respectively.
The data bus for the KDI-572 /573/574 indicators is available from the KN-62/62A/64 but there is no 192 volt output from these DME units to light the display of these DME indicators.
Yes. Depending on the indicator configuration utilized, the Skywatch HP System can be certified for TCAS I operation. Sextant IVSIs, Collins EFIS systems (provided that EFIS has traffic software in the processor unit) can display the traffic information from the Skywatch HP for TCAS I approval. Proline IV and Proline 21 MFDs are approved interfaces as well. Various radars, with the use of the Goodrich RGC-250 radar graphics computer, can display this traffic information as well. These MFDs in include the Avidyne Flightmax, Honeywell KMD-550/850, UPS Aviation MX20 and the Goodrich i-Link MFD. Garmin series units such as the GNS-430 and GNS-530 GPS/Nav/Comms are approved for traffic advisory TSO C147 but not for TCAS I TSO C118.
No. the KTA-870 System does not qualify as a TCAS I System. Although it has TCAS like symbology and specifications when displayed on an MFD, the system does not meet TSO C118 for TCAS I approval. Honeywell has released the KTA-970 and KMH-980 systems for TCAS I approval.
Yes, the IN-2025A can be used in the RDR-1400C Radar System only if the IN-2025A has Mods 13 and 15. IN-2025A indicators with Serial Number 1610 and above have these mods already incorporated. These mods convert the IN-2025A indicator to display both standard two-pulse beacon replys and to also display the DO-172 six-pulse beacon replys. The resulting modified indicator is functionally equivalent to the IN-2025B radar indicator.
Yes, but only when used with the KA-594 HF adapter. The KFS-594 control was originally designed for use with the KHF-990 helicopter HF system. The KHF-950 system normally uses the KCU-951 DZUS mount control. Therefore, the KA-594 adapter is not required for use with the KHF-990 system only the KHF-950.
No. Weather radar information cannot be overlayed on the moving map page of the Honeywell KMD-850 MFD. Since the KMD-850 does not have a Windows based architecture, the MFD cannot display both since some of the colors for the moving map and radar information would cancel each other out. However, the pilot can overlay his/her flight plan on the weather radar page.
As of January 2004, most terrain databases included with TAWS only contain vertical obstacles such as towers, antennas, and buildings for North America. In particular, obstacle information outside North America are not included in the Bendix/King KGP-560/860 and L3/Goodrich Landmark TAWS8000 systems.
Neither the KNS-80 or KNS-81 Nav Systems contain FM immunity. Likewise, there are no modifications or service bulletins that can be incorporated to achieve FM immunity. However, the KNS-81 can be used in conjunction with KA-155 FM filter to achieve FM immunity. KNS-81 units must have Mod 14 to be compatible with the KA-155. KNS-81 units above serial number 8309 already have this mod incorporated. The approximate cost to add Mod 14 is $150-$250 including testing. According to Revision 4 of the KA-155 installation manual, the KNS-80 can be used with the KA-155 filter as well.
No. Currently, the KMD-150 only will interface wih the BF Goodrich WX-500 Stormscope to display lightning information. Honeywell has introduced the KMD-850 which will interface with most Bendix/King digital radar systems displaying weather radar along with other information such as GPS, stormscope, etc.
According to Honeywell, all KX-125 Nav/Comms were produced with FM immunity in accordance with ICAO Annex 10.
No. Please see the above FAAQ for "exchange" price definition. Trade-in values for equipment are based on per instance basis. For example, trade-in values may vary considerably depending on the type of equipment desired to trade-in.
Most TAWS product manufacturers strongly recommend that a temperature input be used with terrain awarenss installations. Commonly, this input is only considered for aircraft operating in extreme weather conditions which may cause discrepancies in altitude calculations. The temperature input into TAWS provides a more accurate vertical position and prevents serious discrepancies between actual altitude and TAWS calculated altitude (i.e. "Geometric") under extreme temperature conditions especially during rapid climbing or descending flight plans.
Heading information is required to be interfaced to Terrain Awareness Systems (TAWS) only if the TAWS installation include a terrain display. Generally, compatible interfaces include analog XYZ synchro found in modern HSI/Compass systems or digital ARINC data found in modern AHRS systems. In particular, this detail is true for Honeywell and L3/Goodrich TAWS products.
No. Service Bulletin #9 for the KNR-630 only makes the unit meet certain specfications so it can be used with the KA-155 FM filter. Incorporating this SB 9 does not make the KNR-630 FM immune for ICAO Annex 10 compliance in itself.
Yes, but only if it P/N 064-1009-02 or -03. The harness/connector on the -02/03 KTR-905 is the same but it is physically different than the KTR-900A. The KTR-905 is smaller than the KTR-900A. Therefore, a new rack needs to be installed for the KTR-905 replacement. In addition, the KTR-900A and KTR-905 -02/03 must be used with either KFS-590A or KFS-590B controls. The KTR-905 -00 and -01 must be used with the KFS-590B as it requires parallel BCD tuning.
No. The RDR-2000 is not a direct replacement for the RDS-82. While both vertical profile systems utlize the same IN-182A indicator, the ART-2000 radar sensor has a different configuration and connector than the RS-181A radar sensor within the RDS-82.
No. Although both the Skywatch and Skywatch HP use the same antenna, optional display and processor mounting tray, the processor connector is different. In order to upgrade a Skywatch system the Skywatch HP system, you must change and wire the 100 pin connector for the HP processor. In addition, the HP processor uses a configuration module for parameter settings while the original processor used strappings. The HP processor can also accept an analog radio altitude input for aircraft so equipped.
No. Bendix/King did not produce a version of the KTR-905 with 760 channels or any sort of extended range. From original manufacturing and per the maintenance manual, the unit is only capable of tuning 720 channels. Likewise, there is no service bulletin released by Bendix/King to upgrade this unit to be capable of tuning more than 720 channels.
No. Bendix/King did not produce a repalcement unit that is capable 8.33 Khz channel spacing. You must install a different radio with this capability.
The Comant CI-122 can be used with AICD III AM/FM/CD Player. The CI-122 provide FM frequencies from 88-108 Mhz and AM frequencies from 550-1600 Khz. This antenna retails for $215.
The Echo Tops product is approximately the elevation where the top of a given precipitation core is located. Echo top data is indicated by the small white numbers located near some of the radar echoes. These numbers are estimates in feet of the highest cloud tops associated with the radar echoes. This information is typically useful because the higher the cloud tops, the more intense the precipitation.
Standard Terminal Arrival Routes (STARs) and Standard Instrument Departures (SIDs) have been established and published as an air traffic control aid in certain complex terminal areas. They help reduce verbage on clearance delivery and control frequencies to provide the pilot with a description of terminal routing. Instructions for pilot use of these coded routes are contained in the Airman's Information Manual. Certain complex terminal areas are covered by Area Charts. Most modern GPS Systems are capable of displaying STARs and SIDs information in relation to the GPS moving map.
Because Stormscope weather mapping systems detect electrical discharge activity, antenna placement relative to other active electrical components is critical. The antenna must be placed at a location that is free from excessive electrical interference. The ideal location varies for aircraft to aircraft. To ensure an interference-free antenna location, every aircraft must be skinmapped prior to installation of the Stormscope antenna. The skinmap must be done with the engines and all electrical systems operating. The Stormscope requirement for an antenna ground plane and a noise free environment complicates installation in aircraft with wood, fabric, or composite construction. Each aircraft needs to be analyzed individually for best antenna location. Avoid mounting the antenna near active electrical components whenever possible. General clearance guidelines are: - Strobe lamps and power supplies 5 ft. (1.5 meters) - Pitch trim servos and amplifiers 3 ft. (1 meter) - Fluorescent lamps and ballasts 5 ft. (1.5 meters) - Heater ignitors 5 ft (1.5 meters) - Air conditioner and heater blowers - DME/Transponder/TCAS antennas 4 ft. minimum (1.2 meters) - Inflight telephone antennas 4 ft (1.2 meters) - VHF comm antennas 1 ft. (.3 meters) - ADF antennas 1 ft. (.3 meters) - Any current carrying cable 2 ft. (0.6 meters) Stormscope sensors are adversely affected by the build up of static charges. Do not mount the antenna near any composite materials (e.g. plastic covers, radomes, fiberglass housings, windows, etc.) as these devices can build up static charges. Avoid mounting the antenna in the ground return current path between the battery and alternator, and the battery and blower motors of other heavy current carrying equipment. Aircraft skin currents may cause antenna interference.
The differences between the KN-62, KN-62A, and KN-64 units are the TSO and output power ratings. The KN-62 is not TSO'd and has 100 watts nominal power output. The KN-62A is TSO'd and has 100 watts nominal power output. The KN-64 is not TSO'd and has 50 watts nominal power output.
The TAWS requirement (See FAQ 24G) can be for either a Class A or Class B system, depending on the number of passenger seats and the type of operation. The Class A TAWS requirement is for all FAR Part 121 aircraft and Part 135 aircraft with 10 or more passenger seats. The Class B requirement is for FAR Part 135 aircraft with 6-9 passenger seats and Part 91 aircraft with 6 or more passenger seats. Class B compliance does not require display or input from a 2500 ft. radio altimeter while Class A does require this input with most TAWS systems. More technically, the functional differences between Class A and B TAWS requirements can be detailed as follows. Both Class A and B require Forward Looking Terrain Alert (FLTA), Premature Descent Alert (PDA), Excessive Rate of Descent, Altitude Loss After Takeoff or Negative Climb Rate, and Aural Alert and Warnings. In addition, the Class A requirements include Excessive Closure Rate to Terrain, Flight Into Terrain when Not in Landing Configuration, and Excessive Downward Deviation from Glideslope. Quite simply, the Class B system is intended to allow smaller aircraft to meet the TAWS minimum safety requirements at a lower cost.
This air navigation route system consists of airways designated from 1,200 feet above the surface (or in some instances higher) to but not including 18,000 feet MSL. Victor Airways are delineated on the ground by very high frequency omnirange radio (VOR) equipment. Each VOR station has a discrete radio frequency, numbering of Victor Airways: even numbers east/west, odd numbers north and south. The airway includes airspace within 4 miles each side of the center line of the airway. Victor airways are delineated on charts as V-1.... Most new MFDs and GPS units such as the Honeywell KMD-550, KMD-850, Skymap IIIC (with enhanced database), and KLN-94 are capable of displaying Victor Airways on the GPS moving map.
The P indicates a "prototype" unit which was used in earlier parts of certain Bendix/King engineering programs. The P represents units that were produced in early phases of particular unit's life cycle. Therefore, P serial number Bendix/King units typically do not include product improvements such as production cut-in service bulletins and modifications for increased reliability and performance.
Two indicators can be used as stand alone indicators for the KDF-805 ADF system. The KNI-580 contains a manually rotable magnetic bearing card and ADF pointer. The KNI-585 is identical in appearance to the KNI-580 except that it has no manual bearing setting knob. The magnetic heading is automatically displayed on the card of the KNI-585 when used with a slaved magnetic compass system.
According to the Installation Manual, the following indicators are compatible with main switchable VOR/ILS/GPS Indicator output (Connector P4001) for the Garmin GNS-430 and GNS-530 GPS/Nav/Comms. GI-102 (no longer available), Garmin GI-102A, GI-106 (no longer available), GI-106A, S-Tec ST-180 HSI, King KI-202, KI-206, KI-208A, KI-209A, KI-525A, KPI-552, KPI-552B, KPI-553, KPI-553A, KPI-553B, Collins 331A-3G HSI, 331A-9G HSI, 331A-6P HSI, Bendix IN-831A, Century NSD-360, NSD-360A , NSD-1000 HSI, Sperry/Honeywell RD-550A, 650 HSI. The following indicators are compatible as well but not mentioned in the installation manual: King KNI-520, Collins/STec IND-350, IND-350A, IND-351, IND-351A, 331H-3G Basically, a non-converter type indicator is required for the VOR/ILS/GPS Indicator interface to the GNS-430/530 Note: The following indicators may be interfaced to the secondary VOR/ILS output of the GNS-430/530 (Connector P4006). This output only provides VOR/ILS information on the indicator not GPS deviation information. King KI-203, KI-204, KI-208 KI-209
Acronym for AIRman's METeorological Information. This National Weather Service (NWS) aviation product advises of weather that maybe hazardous, other than convective activity, to single engine light aircraft, Visual Flight Rule (VFR) pilots, or any other pilot of limited capability because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs are routinely issued for 6 hour periods beginning at 0145 UTC during Central Daylight Time and at 0245 UTC during Central Standard Time. AIRMETS are also amended as necessary due to changing weather conditions or issuance/cancellation of a SIGMET . AIRMET's concern weather of less severity than that covered by SIGMETs or Convective SIGMETs. AIRMETs cover moderate icing, moderate turbulence, sustained winds of 30 knots or more at the surface, widespread areas of ceilings less than 1,000 feet and/or visibility less than 3 miles, and extensive mountain obscurement.
Acronym for METeorological Aerodrome Report. METAR is the international standard code format for hourly surface weather observations which is analogous to the surface aviation observation (SA) coding currently used in the US. The acronym roughly translates from French as Aviation Routine Weather Report. It is the primary observation code used in the United States to satisfy requirements for reporting surface meteorological data. Minimum reporting requirements includes wind, visibility, runway visual range, present weather, sky condition, temperature, dew point, and altimeter setting.
Acronym for "Pilot Report". Acts as a means for one pilot to pass on current, potentially useful information to other pilots such as turbulence. Pireps are essential to maintaining a real-time weather picture for both the pilot and the controller. The importance of PIREP's is to provide inflight advisories, and weather avoidance information to en route aircraft. The Air Traffic Control Tower uses the reports to expedite the flow of air traffic in the vicinity of the field and for hazardous weather avoidance procedures. The Air Route Traffic Control Center uses the reports to expedite the flow of en route traffic, to determine most favorable altitudes, and to issue hazardous weather information within the center's area. The National Weather Service uses the reports to verify or amend conditions contained in aviation forecast and advisories. The National Weather Service, other government organizations, the military, and private industry groups also use Pireps for research activities in the study of meteorological phenomena. FAA facilities are required to solicit Pireps when the following weather conditions exist, are reported, or forecast to occur: Ceilings at or below 5000 feet, visibility on surface or aloft is reported at less than 5 miles, turbulence of moderate degree or greater, icing of light degree or greater, windshear, volcanic ash clouds.
Acronym for SIGnificant METeorological Information. Refers to information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations. SIGMET advisories cover severe and extreme turbulence, severe icing, and widespread dust or sandstorms that reduce visibility to less than 3 miles.
TAF is the international standard code format for terminal forecasts issued for airports. The acronym translates to Terminal Aerodrome Forecast and is analogous to the terminal forecast (FT) coding format currently used in the US. Aviation terminal forecasts serve the pre-flight and in-flight meteorological service requirements of aviation operations by providing a forecast of weather conditions at an airport. It is the policy of the FAA and ICAO (International Civil Aviation Organization) that terminal forecasts shall be prepared, issued, and distributed on a timely basis in a code format designed by the World Meteorological Organization (WMO) for both domestic and international use.
Abbreviation for Temporary Flight Restrictions. The most obvious occurrence of a TFR would be restricted airspace for a presidential visit to an area.
Acronym for Aircraft Report. AIREPs are messages from an aircraft to a ground station. These reports describe weather conditions in the upper layers of the atmosphere. AIREPs are normally comprised of the aircraft's position, time, flight level, ETA over its next reporting point, destination ETA, fuel remaining, and meteorological information. Usually reported at intervals of 10 deg longitude. Used primarily by airline class aircraft due to the increased tendency of these aircraft to fly at higher atltitudes (i.e. better fuel efficiency).
With the introduction of terrain awareness and advisory products that were not certified for the Class A or B TAWS mandate, clarification was needed to properly categorize all other non-TAWS products. Some manufacturers advertise products with "TAWS-like" or "terrain advisory" features. These details sometimes confused and misled consumers. Class C TAWS refers to terrain awareness intended for aircraft not affected by any TAWS mandate. Some aircraft owner/operators may desire some of the features and functions found in certified Class B TAWS products but do not need to go through the FAA approval process. This might also be common for aircraft operating in VFR conditions. Class C TAWS products achieve terrain advisories in the same manner that Class B products do (i.e. GPS position georeferenced against terrain database). The displays for Class C TAWS products look very similar if not the same as Class B products. However, because Class C is not mandated, the use of aural alerts and certain warnings/annunciations is not required.
As one can imagine, avionics manufacturers have many units that are surplus to their needs. Whether it be from over-production or warranty returns, federal regulations prohibit manufacturers from selling most returned units (even if unused) as factory new. Therefore, many of these units are available for dealers to purchase for their distribution. Many consumers who have purchased factory reconditioned have commented that the units appear new and unused. Manufacturers generally refurbish units to like new condition before selling to dealers but many of these units are indeed new and unused. Some examples where manufacturers receive back new, unused units would be an over-supply situation to an aircraft manufacturer or over-production caused by low demand and high inventories.
In order to ensure proper installation and certification of specific Garmin panel-mounted products, Garmin requires Garmin distributors to personally install every new listed product they sell. These products include the GNS-430, GNS-530, GNC-420, GPS-400, GNC-300XL, GPS-155XL, GPS-165, GMA-340, and GTX-327. There are only two exceptions to this distributor installation only policy. First, a distributor may sell the aforementioned equipment for amateur built/kitplane customers provided that this equipment is sold as part of an entire panel, with all interfacing between systems and bench testing completed by the Garmin distributor. Second, a distributor may sell the aforementioned equipment direct to another Garmin distributor.
GARMIN's Limited Warranty Policy warrants all products to be free from defects in materials and workmanship for one year from the date of purchase. Within this period, GARMIN International Inc. will, at its sole option, repair or replace any components which fail in normal use. Such repairs or replacements will be made at no charge to the customer for parts or labor; however, the customer shall be responsible for any transportation costs unless prior arrangements have been made with the dealer the item was purchased from. This warranty does not cover failures due to abuse, misuse, accident, or unauthorized alterations or repairs. GARMIN International, Inc. assumes no responsibility for special, incidental, punitive, or consequential damages, or loss of use. Southeast Aerospace usually can offer off the shelf replacements for most Garmin units that experience normal failures not related to any sort of misuse or abuse.
The GPS Steering function standard in the System 55X, and optional for all other S-TEC autopilots, dramatically improves enroute and approach GPS navigation tracking. Normal NAV tracking uses heading data and course deviation shown as CDI or HSI needle deflection. GPSS by S-TEC flies the roll steering commands output by many of the newer GPS Navigators. Theoretically, the GPS computer always knows where it is located and, based on the flight plan programmed by the pilot, where it is going. The GPS computer processes this information into right and left steering commands. These are then sent to the autopilot that flies the airplane in response to these commands navigating the GPS course very accurately. Currently, some GPS navigators have roll steering capability for enroute flight and limited approach transition procedures.
Most panel mount units sold by Southeast Aerospace include new manufacturer's installation kits and mounting rack for the unit being purchased. These installation kits normally include the mating connector(s) needed to fabricate the electrical harness for that unit. Antenna (RF) coaxial connectors are usually provided with panel mount avionics installation kits as well. These kits do not include standard wire needed to build the harnesses. Wire can be purchased separately if needed. No panel mount avionics (with the exception of some intercoms) include pre-wired or pre-fabricated harnesses. Installation kits for remote mount avionics sold by Southeast Aerospace are available at an additional cost. These separate kits can vary in price depending on the avionics unit. These kits usually include the mounting rack and connectors needed to fabricate the electrical harness for that unit. These installation kits do not include standard wire needed to build the harnesses. Wire can be purchased separately if needed. No remote mount avionics include pre-wired or pre-fabricated harnesses.
Some Bendix/King avionics units have the letter U or X in the beginning of the serial number (e.g. X87544). Units with the letter X indicate that the unit is in like new condition and has been cosmetically enhanced. In most cases, faceplates and covers have been replaced by Honeywell so that the unit appears the same as a new unit would. In addition, the letter X indicates that the product is less than 3 years old, has the latest software and hardware mods installed, and was repaired by the factory or the factory repair and overhaul shop. Units with the letter U indicate that the unit in average physical condition and, in most cases, have not had much cosmetic enhancement done at the factory. These units are usually more than 3 years old but do have the latest software and hardware mods installed while being repaired at the factory.
"Exchange" is a term used in the aviation and most other parts industries to indicate the exchange of a known defective or unserviceable unit for a known good, serviceable unit. In most cases, in simple terms, exchanges are sought after when quick replacement of a defective unit is needed.
Acronym for NEXt Generation Weather RADar. Nexrad is a network of about 140 advanced Doppler radars implemented in the United States between 1992 and 1996. It detects the location and intensity of precipitation out to a range of 143 miles from the radar site. NEXRAD Doppler radar is highly sensitive and can detect precipitation from very light rain and snow up to the strongest thunderstorms with accuracy and detail. However, sometimes the radar's extreme sensitivity will cause ground clutter and other non-precipitation echoes to be displayed in the vicinity of the radar site.
The term OHC or overhauled condition is widely used and can be defined in many different ways depending on the sector of aviation in question. Most broadly, this terms refers to the inspection and cleaning of an electronic component (in this case) as defined by Federal Air Regulation Part 43.2. The FAA mandates that certified repair stations not only follow any prescribed overhaul procedures listed in a component's maintenance manual but also inspects and verifies that all mandatory service bulletins and subsequent airworthiness directives are complied with. In addition, when certifying a unit as "overhauled", the repair station must verify and validate that all modifications and/or service bulletins marked on the mod chart or dataplate of the unit are indeed incorporated in the unit. Likewise, most repair stations improve cosmetics and overall appearances of unit they may be certifying as overhauled since this should be included in the cleaning and inspecting of a unit.
SELCAL or Selective Calling is a function that allows a ground radio operator to alert an aircraft crew that the operator wishes to communicate with that aircraft. Because of the background noise level experienced on HF (High Frequency) radio frequencies, pilots usually prefer to turn down the audio level of their HF receiver until alerted via Selcal. When the ground station operator wants to communicate with the aircraft, they enter into the Selcal encoder the four letter code of that aircraft. This four letter code is usually included in the aircraft's flight plan and it is transmitted over the assigned radio channel. All aircraft monitoring that specific channel receive the Selcal broadcast but only those that have been programmed with that four letter code will respond by sounding a chime or some other alert for the crew.
All items with the exception of special order items may be returned within 30 days for a full refund as long as the items have not been used and are unopened in the original packaging. This includes new and serviceable/overhauled items. Returns requested on special order items are subject to restocking fees.
The FAA has mandated that all US registered, turbine powered aircraft with six or more seats must install a Terrain Awareness and Warning System (TAWS) by March 5, 2005. TAWS is a new enhanced technology that replaces earlier Ground Proximity Warning Systems (GPWS). TAWS uses position data from a navigation system such as GPS and a digital terrain database to display surrounding terrain. Most modern mutli function displays have capabilities to interface and display terrain information overlaid with GPS position information and other types of information. The enhanced TAWS adds two new and critical capabilities, FLTA (forward looking terrain avoidance) and PDA (premature decent alerts) to the standard GPWS capabilities of excessive rate of descent, excessive closure rate to terrain, altitude loss after takeoff, negative climb rate, flight into terrain when not in landing configuration, and excessive downward deviation from glideslope. The FAA believes that TAWS can significantly help to reduce the number of Controlled Flight Into Terrain (CFIT) and Approach to Landing Accidents (ALA). CFIT and ALA accidents account for 80% of all fatalities in commercial aviation. The FAA and the Flight Safety Foundation (FSF) estimates that up to 95% of those accidents may have been avoided if the aircraft had been equipped with the enhanced TAWS equipment. TAWS equipment is also being mandated for the U.K. and South American commercial aircraft operators. For more detailed information about the TAWS requirement, please view our TAWS Information Chart
The pointer on most attitude gyros indicates the aircraft bank angle. This angle is determined by the markings on the dial at the top arch of the attitude indicator. Modern attitude indicators have moveable pointers that point to the indicated bank angle marking as the gyro banks as well. The bank angle dial is fixed against the gyro horizon pictorial display. This gives the best representation of the gyro movement with the aircraft movement. Vintage style attitude indicators have fixed pointers that remain fixed as the bank angle dial moves to the corresponding dial marking as the gyro banks as well.
Collins Microline was a line of self contained, panel mount avionics originally produced by Collins for general aviation. This product line was later sold to S-Tec Corp. by Collins. Collins Proline is a line of remote mount avionics produced by Collins. Proline is still supported by Rockwell Collins.
None. Original King Radio part numbers were 9 digits. For example, 066-3056-01. During the Bendix and King merger (i.e. Bendix/King), a new part numbering system was created that converted these 9 digit part numbers to 12 digits. Therefore, 066-3056-01 became 066-03056-0001. Despite this numbering change, units that were originally from the King Radio design still have the 9 digit part number format on the unit dataplate. The 12 digit format for King units appears to be used for catalog and internal Honeywell purposes only. Therefore, any unit that has a zero in its third to last number (i.e. XXX-XXXX-X0XX) has a 9 digit part number (i.e. XXX-XXXX-XXX) on its dataplate / ID Plate.
There are no functional differences in fuel flow parameters indicated between these systems. All of the JP Instruments Engine Monitoring Systems with the fuel flow option will indicate all fuel quantity and navigation based fuel indications (when interfaced with GPS) that are included in the the FS-450 Fuel Scan Computer. The engine analyzers with the fuel flow option contain a 3 position toggle switch with positions for EGT, ALL, and FF. In the EGT position the numerical display indicates only temperature related parameters and bus voltages. In the FF position, the numerical display indicates only fuel flow parameters. In the ALL position, the numerical display, indicates parameters for both EGT and FF. The bar graph display is not affected in any of the positions nor are the alarms for the engine monitoring system. The FS-450 was designed as a budget, stand alone fuel computing instrument.
The main difference between the ART-2000 and the ART-2100 is that the ART-2100 has 50% more transmit power than the ART-2000. The range on the ART-2000 is 240 nautical miles while the ART-2100 has a range of 320 nautical miles. The ART-2100 also has a 120 degree scan instead of the 90 degree scan as with the ART-2000. The ART-2100 also has additional features such as autorange which alerts the pilot when radar energy cannot penetrate and autotilt which manages the tilt angle as the aircraft climbs or descends.
TIS is an acronym for Traffic Information Services. This system incorporates the usage of a Mode S transponder with datalink capablities. The datalink traffic capabilities are accessed through the FAA's Traffic Information Services. The TIS System is available through 124 Mode S Air Traffic Control (ATC) radar sites throughout the United States. Aircraft within a 60 nautical mile (expected to increase to 90+nm) radius of a Mode S radar site will receive traffic advisories and warnings from ATC via the Mode S datalink. This information can be displayed on most modern multi function displays. Although this system uses standard traffic symbology when used an MFD, this system is not to be confused with and cannot be used in place of TCAS (Traffic Collision and Avoidance System) which is required by certain types and classifications of aircraft.
The Sandel ST3400 TAWS System is unique in that it can accept either a 2000 or 2500 ft. radio altimeter input as part of the Class A TAWS requirements. Most Class A TAWS systems require strictly a 2500 ft. input but Sandel was able to prove equivalency in the functionality of their system with only a 2000 ft. input.
At present SW (software) level 01/09 with MOD-6 is required in the ART-2000 to be compatible with the KMD-850. Any ART-2000 unit below this level can be upgraded to this level by Honeywell at no charge.
Software Version 1.6 is required on the processor of the Goodrich Skywatch System to interface and display traffic information on the Garmin GNS-430 and GNS-530 GPS/Nav/Comms.
Most TAWS installations require only uncorrected barometric pressure altitude information from an existing encoding altimeter. This altitude information is combined together with the altitude dervied from the connected GPS to provide accurate altitude information. This combination of pressure altitude and GPS altitude is called "Geometric Altitude" which is less susceptible to errors or malfunctions from normal altimeter systems. Another benefit of the Geometric Altitude is that the pilot now has an independent monitor of altitude. The system will provide a voice alert and display to the pilot should an abnormal difference between the two altitude sources occur.
GNS-XLS Part # 17960-0102-00XX with software Mod level 6 and all versions of P/N 17960-0203-00XX will channel 8.33 khz Honeywell Primus II and Collins Proline II radio systems.
The -70 version is the only version of the KY-96A and KY-97A that is still available from Honeywell (formerly Bendix/King). This unit is categorized under their Crown Series product line of low budget panel mount avionics. Under this product line, the Crown Series units have a solid black face unlike the black face with silver trim synonmous with the Silver Crown product line. The -60 version of these units is the original Silver Crown version no longer available from Honeywell and is functionally equivalent to the -70 units.
In order to display terrain and other graphical information, you must purchase a GNS-XLS with the middle part number series -0203 and related required software updates. Of course, as with any multi function type display, there are other remote units and processors required to use these features. For example, you must interface a compatible Ground Proximity Warning Computer with the GNS-XLS to receive and display terrain information on the GNS-XLS. In order to receive and display graphical weather and Automated Flight Information Services (AFIS) information on the GNS-XLS, you must purchase and use an AFIS Data Management Unit (DMU) and Remote Processor Unit (RPU). The additional cost for this information interface is approximately $40000-$45000 not including any related information subscription services. The DMU purchased will also depend on the data link format that will be utilized (i.e. Aero H, H+, I or C Satcom). AFIS installations that do not include a dedicated VHF antenna require a single Antenna Switching Unit (ASU) as well.
Most of the items within these systems such as the harnesses and cables are fabricated for the specific aircraft or aircraft type they are going to be installed into. Most of the computers for these systems are calibrated and adjusted to the specific aircraft or aircraft type as well. Therefore, it would be virtually impossible for a dealer to stock every exact system needed for every aircraft the systems are approved for.
When a company becomes a dealer for an Original Equipment Manufacturer (OEM), it is required to commit to a dealership agreement. Most OEMs state in these agreements that no new parts, unless otherwise specified, will be sold outright. Therefore, they must be installed by the dealer. The reasons for this is two fold . First the OEM wants to minimize their liability risk by having their equipment installed by known trained and knowledgeable technicians. Secondly, they want to maintain their products integrity by making sure the product is installed and operating properly so the customer is satisfied with the performance.
The KI-209A does not have an OBS resolver inside the indicator to provide selected course information to the GPS. Instead, it has a Sine/Cosine potentiometer. To see the Sine/Cosine potentiometer and properly calibrate to it, it requires more than the +/- 10 degrees of adjustment that a KLN-90B has. The KLN-89B and KLN-900 has +/- 180 degrees of adjustment. Therefore, the KI-208A and KI-209A are limited to the KLN 89B and KLN 900.
Most avionics unit have both a part number and model number. Some models will have several part numbers representing technically and functionally different units available. An example of this might be the King KNR-634 Navigation Receiver which has several versions. Some part numbers of the KNR-634 include marker beacon receiver and glideslope receiver boards while some may not have these boards at all. Some other instances of this may be panel mount units such as the KX-155 which may or may not contain such features as glideslope receiver and isolation amplifiers for audio. Therefore, a unit containing all available features for a certain model will generally have a higher cost than a unit that does not have the same features and function.
Terrain Avoidance and Warning Systems (TAWS) require the installation of a "Terrain Inhibit" switch as part of the system installation. When switched, this function will inhibit all audio and visual (where applicable) alerts to the pilot. The purpose of the Terrain Inhibit function is to allow aircraft to operate without nuisance or unwanted warnings at airports that are not in the system database. An example of such an unwanted warning might be a private airport or those airports with runways shorter than 2000 feet. In addition, there may be some VFR type airports where unique terrain features are in close proximity to the runway. Other special aircraft operations or applications such as Forest Service or firefighting missions may require this inhibit function as well. Generally, the Terrain Inhibit function will only remain engaged for the particular alert that is presently giving and will be disabled when another alert is encountered.
As of February 2009, the International COSPAS/SARSAT System will cease satellite monitoring of 121.5/243 MHz Emergency Locator Transmitter (ELT) beacons.
Yes, the KMD-250, KMD-550, and KMD-850 Multi Function Displays will all display traffic information from a Skywatch (TRC497) or Skywatch HP (TRC899) processor. However, the Skywatch processors do not accept ARINC 429 control from the KMD units for Test (TST), Standy (SBY), and ON controls. The TRAFFIC CONTROL on the Traffic Setup Page of the KMD MFD must be set to DISABLED. In addition, the installer must provide two push buttons to control the operating mode of the Skywatch processor unit. These buttons provide a momentary connection to aircraft ground when pressed and should be labeled as indicated.
If the GPS is being used as your primary navigation source or for GPS approaches, you must have a current GPS database. If your database is expired, you may only use the GPS as a back-up navigation source or for situational awareness.
This mod improves the performance of the King Serial DME distance output. Units without this mod would sometimes incorrectly display distance, groundspeed, or time to go on KPI-553A, KDI-572, and KDI-574 DME indicators. This mod applies to
KLN-900 units, P/N 066-04034-0101, -0201, -0102, and -0202 with S/N 2127 and below. Units with serial numbers above 2127 have Mod 1 incorporated during manufacturing.
No. The two cartridges are physically different in dimensions and will not fit into the same slot. Another difference is the number of pins; the
KLN-89 cartridge has a 40-pin connector, while the
KLN-94 cartridge has a 50-pin connector. Notice the comparison pictures below.
They are both packaged the same and include the same accessories. Please see comparison images below.
In most cases, Honeywell offers two options for GPS database updates:
- Card/cartridge replacement
- Computer download
Users can order a subscription and have a database card/cartridge delivered to a given address every 28 days. If an update is not required as frequently, users can simply order a database card or cartridge direct from Honeywell Wingman Services. Click
Here to go to the Wingman website.
The GPS database Internet download option is available for most receivers. The update is downloaded to a laptop computer. The laptop is then interfaced to the GPS inside the aircraft via the PC interface kit (P/N 050-03213-0000). Certain GPS receiver software as well as laptop performance requirements must be met in order to properly utilize Internet downloading and the computer interface. Please see the document
GPS_download.pdf for complete instructions on computer updating.
Please Note: The KLN-35A and KLX-135A GPS units can only be updated via computer as they do not have externally accessible databases.
For handheld GPS receivers, database updates can be ordered and downloaded directly through Garmin's Internet site. Click
Here to access this section of Garmin's website.
For panel mount GPS receivers, all database cards and computer downloads (if applicable) must be ordered through Jeppesen. Contact Jeppesen at
www.jeppesen.com for more information.
During the Enroute navigation mode, the CDI sensitivity is + or - 5.0 nautical miles. During Terminal mode, + or - 1.0 nm. During Approach, + or - 0.3 nm.
No. Since the Garmin GPS 400 is the GPS only version of the GNS 430 GPS/Nav/Comm, it only contains the annunciators for message, waypoint, Auto (GPS AUTO mode of operation), OBS (GPS OBS mode of operation), terminal, approach, and integrity (for position error). Since the GPS 400 does not contain the VOR/LOC/Glideslope portion of the GNS-430, the CDI source select button is omitted as well as the VLOC/GPS annunciator.
The KMD-540 display used in the KMD-550 and KMD-850 Multi Function Display systems is capable of receiving magnetic from several sources. This heading information is used to correct the difference between heading and track based display pages to allow overlay of flightplan information and other data. Compatible heading sources include synchro XYZ, FMS/HDG, Traffic ARINC 429, digital heading via WX-500 Stormscope. According to the KMD-550/850 installation manual, synchro XYZ is the highest priority heading source. However, the KAC-504 traffic PCMIA card must be installed in the KMD-540 base unit for the XYZ heading to operate. Therefore, this card must be installed in the KMD-540 display to interface common heading systems such as the Collins PN-101 and Bendix/King KCS-305 & KCS-55A. The cost of the KAC-504 traffic card is $2000 list price. Click Here to view a page from the KMD-550/850 installation manual detailing these interfaces (Adobe Acrobat Reader required). The KMD-540 will utilize position information from many GPS or FMS sensors. It can be configured for either RS-232 or ARINC 429 as the position source depending on the PCMIA card configuration in the KMD-540. That is, the ARINC 429 source option requires the installation and configuration of the KAC-504 traffic card option in the KMD-540. Most GPS receivers output RS-232 information. This includes common receivers such as the Bendix/King KLN-89B / KLN-94 / KLN-90B / KLN-900, Garmin GPS-400 / GNC-420 / GNS- 530 / GPS-150XL / GPS-155 / GPS-155XL / GPS-165 / GNC-250 / GNC-250XL / GNC-300 / GNC-300XL and UPS/II Morrow GX-50 / GX-55 / GX-60 / GX-65. Flight Management Systems such as the Bendix/King GNS-X / GNS-XLS and the Universal UNS-1A, 1B, 1K only output ARINC 429 information. In addition all Garmin receivers and the Bendix/King KLN-90B, KLN-900 will output both RS-232 and ARINC 429 formats. Please note that if the KAC-504 card is installed, Honeywell recommends that the ARINC 429 source be used if available. Click Here to view a page from the KMD-550/850 installation manual detailing these interfaces (Adobe Acrobat Reader required). The KAC-504 card was used for the above interfaces because of its extended expansion capabilities (inputs and proessor). The other interface cards available for the KMD-540 do not have expansion potential. As of 7/1/02, Honeywell is reporting that WX-1000E Stormscope interface may be the next interface available for the KMD-540 via the KAC-504 card.
Yes, the Bendix/King KI-209A will connect with the Garmin GPS-155XL IFR GPS and the GNC-300XL IFR GPS/Comm to provide Left/Right and To/From Deviation Indications. However, to properly connect the GPS-155XL and GNC-300XL to the KI-209A indicator, the installer must add two 10 kohm, 1/4 watt resistors between the connection. One resistor is placed in between connector P1 pins 35 and 4, and the other resistor between connector P1 pins 37 and 4.
Yes. Having a current IFR GPS receiver database does not relieve a pilot of the need to have current en route charts and approach plates.
Yes, Jeppesen database updates for most Garmin handheld GPS units can be downloaded on Garmin's Internet site. Single updates and annual subscriptions can be purchased. For more information, please click Here.
Yes, with a few exceptions. If there is no ADF in the aircraft, you cannot use GPS to fly an NDB approach that is not overlayed. Therefore, unless it is also an overlay, you must have ADF for NDB approach.
Yes, with only a few exceptions. You can use GPS in place of DME if the named fix appears in the GPS database or the datum upon which the fix is based is in the GPS database. For example, if you were flying a VOR-DME approach without a DME in the aircraft, the GPS can substitute if the required fixes are named and included in the GPS database or the VOR upon which the approach is based can be found in the GPS database. One other exception is when flying an ILS-DME, one cannot legally use GPS in place of DME because DME fixes are not normally named in the GPS database. In addition, DME fixes are based on localizer DME sources that do not appear in GPS databases. The exception is ILS-DME approaches that may either have 5-letter named fixes or DME sources based on named datum such as a VOR.
Yes, standard Nicad AA rechargeable batteries can be used with the GPSMAP 295. There is no NiCad battery pack available from Garmin for the GPSMAP 295 as there is for the GPSMAP 195. The battery level indicator in the GPS is calibrated for alkaline batteries. Using NiCad batteries in the GPS will cause the battery level indicator to display differently due to voltage and discharge pattern differences. Therefore, to display the battery level accurately select the appropriate type of battery being used (alkaline or NiCad) by accessing the System tab on the Main Menu page of the GPSMAP 295. Use the rocker keypad to select the battery section on the lower left side of page. Press Enter to select the battery type and then Enter again to save the setting. Please note that while using the cigarette adapter for the GPS power source, the NiCad batteries do not charge.
Yes, the Bendix/King KPI-553A can display the distance information output from the Garmin GNS-430 BUT only with the use of the Garmin GAD-42 Adapter. The KPI-553A uses King Serial Data/Clock for its distance information format. The GNS-430 outputs ARINC 429 distance information. The GAD-42 is required with this interface to convert the ARINC 429 Distance Label to the KING Serial Data/Clock Distance information
The aviation database can be changed but the basemap cannot be changed in the GPS III Pilot and the GPSMAP 195. The basemap is permanent in the memory of the unit and can not be changed.
Yes, the display fields such as distance and speed can be easily changed in the menu settings from the main map screen. This is especially useful in the mobile, land uses of the GPSMAP 295 as well. For example, through the menu settings, you can have 2,4, or even 8 fields displayed at once along with the moving map. There is a list of approximately 15-20 fields that can be chosen from the drop down list on the menu settings such as ETA, distance to waypoint, distance to destination (for routes), course, track, and more.
No. The KI-208 and KI-209 indicators contain an internal VOR/LOC converter. These indicators do not provide any means to bypass the converter for a direct meter movement connection. The KI-208A and KI-209A include a relay that provides the means to bypass the converter for GPS deviation indication.
No, currently only the GPSMAP 295 is compatible with the Mapsource software option
No. Although the Garmin NavTalk Pilot GPS/Phone is classified in the handheld electronics portion of the Garmin dealer catalog, it still requires installation by a Garmin and Aircell dealer. The telephone portion of this unit incorporates installation of a specifically designed celluar antenna and interface module. Furthermore, it is critical that the antenna is installed properly for proper function. In addition, the Aircell service can only be initiated by an Aircell dealer.
No, although the Skymap IIIC can function outside of an aircraft panel, an external power source such as aircraft voltage or a cigarette adapter cable is required to operate the unit.
On July 26 2001, UPS Aviation announced that a software/hardware upgrade would be available to enable the UPS/IIMorrow line of GPS receivers (GX series and SL series) to be compatible with the ST-901 GPSS converter and System 55X Autopilot. The software upgrade will cost $395 to non database subscribers and $295 to database subscribers. A $995 "black box" will be required for this conversion of RS-232 signal output from the UPS units to the ARINC 429 standard required for the GPSS unit. For more information on this upgrade, please click Here.
No. For IFR GPS approaches, the unit must have a current database revised to the 28 day cycle. A current database is not required for GPS units only approved for IFR enroute and terminal operations.
The Garmin GPS III Pilot, GPSMAP 196, and GPSMAP 295 do not have vertical obstruction data such as radio towers standard in the Jeppesen database. Obstruction data is included on the Mapsource Topographic CDs that can be used as an option with the GPSMAP 196 and 295 units.
No. Currently, the GNS-530 does not support an interface for analog or digital weather radar display. Since the GNS-530 is intended to be a multifunction display containing such information as GPS, Nav, Ryan TCAD, and Echoflight , the potential is present. Although the possibility has been addressed by Garmin, they have not released any projected date or timeframe for this interface.
No, the GPSMAP 295 screen is horizontally configured. Internally the unit does not have the capability to change the screen orientation to vertical. Furthermore, the shape of the unit does not allow for this either. This is perhaps one of the only disadvantages to the GPSMAP 295. At times, the GPSMAP 295 is not able to give a true representation of direction in relation to the top and bottom of the unit. For example, when traveling in northerly direction, the unit will switch its display to show on the side to show the vehicle/aircraft moving to the left of the unit. The GPS obviously switches its display so it can display more forthcoming information when traveling north or south. Therefore, one should not use the top of the unit as north reference always. However, the GPSMAP 295 menu settings does allow for the display to be changed between north up, track up, and course up. Both the GPSMAP 195 and GPS III Pilot have vertical screen orientation.
Yes, the GX-55R GPS retrofit system includes a GPS antenna as well. This antenna should have the same footprint as the Loran antennas originally supplied with many of the Apollo Lorans. As long as the Loran antenna was properly installed originally, the GPS antenna should match up and function correctly with no rewiring and repositioning. Please note that this only applies if the Loran antenna is installed on the top of the aircraft. The GPS will not work properly if the antenna is installed on the bottom of the aircraft.
No. A separate annunciator/switching panel such as the Mid-Continent MD41 is required to accomplish this for the KLN-900.
No. The Northstar M3 GPS has a very limited RS-232 Bus that is not capable of building a suitable moving map on most modern Multi Function Displays such as the Bendix/King KMD-150, KMD-550, and KMD-850. The RS-232 data that the M3 outputs is a proprietary format that was originally intended for use with Northstar SmartComm option where the GPS could tune the VHF comm transceiver based on the GPS receiver's current position
No. The remote antenna that is included with the GPSMAP 195 and GPSMAP 295 handheld GPS units is primarily intended for interior, remote use. This antenna is not an external antenna for mounting on the exterior of the aircraft. A common use for this antenna would be for better satellite reception by mounting the antenna on the windshield or dash of the aircraft.
The Skymap IIIC has a built-in GPS receiver. To use this unit with an external GPS source. use the following steps to disable the internal GPS receiver: 1. Press the SET UP key. 2. Press the INST & DIAGS key. 3. Press DATA IN/OUT key. 4. Use the Joystick to select 'GPS Source'. When you try to toggle, you will get a message asking if you really want to do this. Select YES, and then it will let you toggle the GPS source.
The 14/28 Volt version of the GNS-430 units will work on either 14 or 28 volts. The wiring is the same with the only difference being that the 14 volt usage requires a 10 amp breaker instead of a 5 amp breaker on the comm power line.
Currently, Garmin is offering a one-time update for the USA MetroGuide CDs. If you purchased the CD after June 1st 2001, you can receive a free update directly from Garmin. If you purchased the CD before June 1 2001, you can purchase an update directly from Garmin for 50% of the list price ($87.50 plus applicable sales tax). For either siutation, you must complete an update form and return the old CDs with the request form. Garmin has indicated that this update request takes 8-12 weeks to process. To obtain instructions and the update form, click Here to go to this page on Garmin site.
Since all handheld GPS units are for VFR navigation only, there is no mandated schedule for database updates. Handheld database updating is solely at the leisure and choice of the user. We found most handheld GPS users update their databases every 6 to 12 months.
FDE is an algorithm that monitors the accuracy and reliability of GPS signals, detects erroneous GPS data, and excludes that data from the active navigation solution. Unlike Receiver Autonomous Integrity Monitoring (RAIM), which will terminate GPS navigation if signal integrity is compromised, FDE actively enables the pilot to continue navigating with GPS technology. FDE offers an increased level of safety to pilots flying over the Atlantic or Pacific or in remote areas where navigation aids are scarce. Most GPS receivers that are found in trans-oceanic aircraft will have provisions for the FDE. Therefore, most handheld GPS units and lower end GPS receivers will not have FDE.
RAIM is a software algorithm that is available in some GPS receivers which gives an indication if the position accuracy of the GPS receiver is suitable for use. The RAIM availability (or ability of a GPS receiver to provide a RAIM warning) is dependent on the number of satellites available or in view by the GPS receiver. A minimum of five satellites is required to provide a RAIM warning. If there are less than 5 at any point in time at some location then this is identified as a RAIM hole (or RAIM unavailability). GPS receivers that also provide RAIM prediction do not take into account GPS satellites that have been taken out of service for maintenance by the United States Department of Defense.
WAAS or Wide Area Augmentation System is a system of satellites and ground stations that provide GPS signal corrections for up to five times better position accuracy. A WAAS-capable receiver can produce position accuracy of better than three meters 95 percent of the time. This is significant improvement considering original GPS accuracy was only 100 meters with Selective Availability which intentionally degraded accuracy under this government-imposed program. With Selective Availability lifted, the GPS accuracy is 15 meters. WAAS consists of approximately 25 ground reference stations positioned across the USA that monitor GPS satellite data. Two coastal master stations collect data from the reference stations and create a GPS correction message. This correction accounts for GPS satellite orbit and clock drift plus signal delays caused by the atmosphere and ionosphere. The corrected signal is then broadcast through one of two geostationary satellites, or satellites with a fixed position over the equator. In relation to aviation, the improved accuracy and integrity derived from augmented satellite systems will ultimately allow the use of GPS for primary navigation and precision approach operations. Most modern GPS receivers will incorporate RAIM and WAAS capabilities.
No. The GPSMAP 295 takes basic AA alkaline batteries that plug into the back of the unit. Rechargeable AA NiCad batteries can be used with this unit. These can be purchased at almost any retail store.
No, GPS systems are not certified by STC per aircraft. The OEM secures an STC for one aircraft. Then, all subsequent installations are done on a secondary approval or via a field approved 337 referencing the initial STC.
No. Pressure altitude can be passed to the MX20 through the GX series of GPS units' serial data stream. This feature allows one of the four MX20 serial ports to be freed for other purposes than a dedicated altitude encoder input. For this feature to function, the GX GPS muse be running version 3.2 or newer software. In addition, the GX GPS must be wired and configured for altitude input from an altitude encoder. The GX serial output should be set to 'extended' mode for the altitude to be included in the data stream sent to the MX20. The altitude source port on the MX20 should be set to the same port that the GX GPS is connected to.
No. The Bendix/King KLN-94 Color IFR GPS is not a slide-in direct replacement for the KLN-90B IFR GPS. The mounting rack and connector are different. They do use the same KA-92 GPS antenna. The KLN-94 does directly replace the KLN-89B IFR GPS.
No. The Garmin GNC-300XL IFR GPS/Comm operates on 14VDC from original production. It can be operated in 28VDC aircraft by using the optional voltage converter available at an additional cost. The approximate cost for the converter is $275.
Depending on the serial number unit you have available, certain software updates may be available to provide improvements for the Bendix/King KLN-94 GPS. Warranty credit or payment will be issued for these updates if the unit is still under original new product warranty and the update is completed by a Category 1C Honeywell Service Center. Approved service facilities can submit a completed warranty claim to Honeywell for one hour labor plus parts if the above conditions are met. The new software is loaded using the dataloader cable, software CD-ROM and personal computer according to the maintenance manual. The software update is similar to updating the database via PC. Therefore, whoever is updating the software must have the means to link the GPS to a PC and power up the unit for the update. This is explained in the maintenance manual as mentioned above.
Click Here to download an addendum that includes information on the topographic database and victor airways for the Skymap IIIC.
Garmin has software downloads available from their website that correct some minor problems that have been discovered. Garmin also issues these updates for users to enhance some of the existing features within these units. Garmin has made it easy for users to receive these updates by accessing their GPSMAP 295 download page. You will need to download the file and feed into the GPSMAP 295 via the PC cable that is supplied with the GPSMAP 295. Instructions for these downloads are on this page as well. If this does not fix your problem, please contact Southeast Aerospace for a warranty replacement. (Note: only applies to customers who purchased units from Southeast Aerospace)
Color displays makes it easy to distinguish SUAs from highways, or VORs from nearby towns. Another great advantage is that color can easily distinguish different types of airspace for easy and instant visual recognition. As with the Garmin GPSMAP 295, color can also create visual effects not possible in non-color displays such as night mode.
The GPS receivers originally manufactured by UPS Aviation Technologies - SL40, SL60, GX50, GX55, GX60 only accept serialized RS-232 altitude information from an encoder. Therefore, they will not accept standard gray code information. Altitude code converters such as the 3000U are available to convert gray code from an existing, standard encoder to serialized data for the UPS GPS receivers.
One obvious difference between the Garmin GPSMAP 195, GPSMAP 196, and GPSMAP 295 is the size of each unit. The 195 is vertically orientated, the 196 is almost completely square, and the 295 is horizontally orientated. Both the 196 and 295 offer optional interfaces to land/street level map inputs/display while the 195 does not include this option. The 195 and 196 are grey level type displays while the 295 is color. For the most part, the 196 and 295 offer many of the same features. However, here is a brief summary of some of the additional features and improvements of the GPSMAP 196 released June 22, 2002: - Improved processor speed (near instantaneous map zoom in and out) - Easier to use menu system - Improved land mapping features and usage (turn by turn directions, best/fastest route calculations) - Convenient panel page displaying GPS derived instrumentation indications (VSI, rate of turn, etc.) - 196 uses only four alkaline batteries (295 needs 6) - Multi mode potential (will interface/display aviation, land, marine detail with options) - New memory features for specific aircraft parameters such as fuel flow and logbook
Please note that these pros and cons are drawn in relation to the comparison of the two units only. GPSMAP 295 Pros: More portable than Skymap IIIC, can operate from AA batteries Database can be updated by user via PC update cable and computer disk Optional Mapsource CD and storage cartridge allows for alternative uses. For example, Metro CD allows for street level mapping which is very useful for vehicular purposes. Most accessories included as standard items (i.e. remote antenna, mount, PC cable, cigarette adapter, etc.) Split HSI / moving map screen Display fields can be easily changed GPSMAP 295 Cons: 4" diagonal display Horizontal display only= limited viewing area in front of aircraft, inconvenient yoke mount placement Portable use only; cannot be mounted in panel of aircraft; cannot interface with other avionics Skymap IIIC Pros: 5" bright TFT display Can be used as portable GPS or can be mounted in or on panel of aircraft via optional rack/panel mount. This allows for integration of unit to other avionics such as autopilot (via optional interface module). Joystick data entry allows for easy point selections Has outputs to interface with other avionics such as autopilot (with use Avionics Interface Module) and external GPS receivers Provides output for external alarms or annunciators Skymap IIIC Cons: Bulky and somewhat cumbersome compared to GPSMAP 295 Display can be configured vertically or horizontally Can only be operated with external power source such as cigarette adapter in aircraft Database cannot be updated by user via PC. Database cards must be exchanged. In addition, back cover must be removed to change database card No CD option or street level mapping capabilities Display fields are fixed and cannot be changed
Only the area maps can be saved to the data cards from the Mapsource CDs when using the USB data programmer. The area maps are the main regional maps for a large specific area. For example, Melbourne, Florida is include in the Orlando area map. Waypoints and routes cannot be saved to the data card via the USB programmer. Waypoints and routes created or used in the Mapsource software can only be transferred to the GPSMAP 295 via the serial port / PC cable connection between the computer and GPS.
First, ensure that you are properly installed the USB programmer to a USB port in the back of the computer correctly. After you install the USB programmer and restart the computer, Windows should be able to properly detect and identify the USB programmer hardware. After this happens, the computer should prompt you for the location of the driver for the USB programmer. Insert the CD that was included with the USB programmer. Hit the browse button to select the location of the CD drive you have inserted the CD into. After doing this, the computer should continue with proper installation of the USB programmer driver. When using the Mapsource software, you can transfer area maps to the data card via the USB programmer. If you are not given the option to write to the USB programmer through the "Save to Device" window, then most likely you do not have a version of the Mapsource operating software that is compatible with the USB data programmer. You must be using at least Mapsource software version 3.05 to use the USB programmer with the Mapsource software. To download the most current version of the Mapsource software, click Here and follow the steps on the Garmin web page. After you have downloaded and installed the most current Mapsource software, you should see a change in the window of the "Save to Device" selection for the USB programmer.
If a unit has not been used for an extended period of time or has been relocated from its last point of power up, then the user must allow the unit to recollect its position and almanac data from the satellites. This download and update from the satellites to the GPS receiver can take as long as 30 minutes
The Garmin GNS-430 can channel a DME based on the tuned VLOC frequency. The GNS-430 outputs 2x5, BCD or slip parallel DME and King Serial DME channeling formats. There is a setup page in the GNS-430 where you can select which DME you will be channeling with the GNS-430.
In order to maintain IFR certification for GPS, the database must be updated every 28 days. Also, the certification flight test can not be conducted with an expired database. A good idea is to go ahead and get your database subscription prior to the delivery of the modification. This way you will not have to be worried about your IFR certification being invalid.
According to the Installation Manual, the following indicators are compatible with main switchable VOR/ILS/GPS Indicator output (Connector P4001) for the Garmin GNS-430 and GNS-530 GPS/Nav/Comms. GI-102 (no longer available), Garmin GI-102A, GI-106 (no longer available), GI-106A, S-Tec ST-180 HSI, King KI-202, KI-206, KI-208A, KI-209A, KI-525A, KPI-552, KPI-552B, KPI-553, KPI-553A, KPI-553B, Collins 331A-3G HSI, 331A-9G HSI, 331A-6P HSI, Bendix IN-831A, Century NSD-360, NSD-360A , NSD-1000 HSI, Sperry/Honeywell RD-550A, 650 HSI. The following indicators are compatible as well but not mentioned in the installation manual: King KNI-520, Collins/STec IND-350, IND-350A, IND-351, IND-351A, 331H-3G Basically, a non-converter type indicator is required for the VOR/ILS/GPS Indicator interface to the GNS-430/530 Note: The following indicators may be interfaced to the secondary VOR/ILS output of the GNS-430/530 (Connector P4006). This output only provides VOR/ILS information on the indicator not GPS deviation information. King KI-203, KI-204, KI-208 KI-209
The GPSMAP 195 has a battery pack that slides on and off the back of the unit. The battery pack has a cover as well that is removed with the latch on the top of the pack. Under this cover, six AA batteries are installed. Garmin does offer a rechargeable Nickel Cadmium (NiCad) battery pack for the GPSMAP 195. This kit can be puchased for an addtional $75. If you do not opt to purchase the NiCad kit, we recommend purchasing an additional battery case for $20. With this, the user can fill another battery pack with batteries and have a spare battery pack that can be replaced quickly and easily.
Basic RNAV defines European RNAV operations which satisfy required track keeping accuracy of +-5 nautical miles for at least 95% of the flight time. The term "basic" can be considered to equate to the expression RNP 5 (Required Navigation Performance) which is a statement of the navigation performance accuracy necessary for operation in a defined airspace. Thus N-RNAV = RNP 5 RNAV. Most GPS receivers produced today satisfy this requirement for receiver accuracy. Most older GPS units have software modifications or service bulletins available to bring the GPS unit up to this specification.
In very general terms, RAIM (Receiver Autonomous Integrity Monitoring) and FDE (Fault Detection and Exclusion) are means to provide a GPS receiver with a cross check function and exclusion of an unreliable satellite for navigation purposes.
For IFR certification, the unit must be installed and interfaced with an appropriate annunciator panel to display required advisory/warning information. It also must be interfaced with a CDI for displaying steering (left-right), To- From, and valid (flag) information. The FAA recently eliminated the requirement to fly over five known waypoints to gather accuracy data. However, a flight test is still required to check autopilot interfacing. The approach feature is to be certified by the installing agency by flying the aircraft on at least two approaches to ensure it is operating in an acceptable manner. Of course, the Repair Station performing the flight test must be certified to perform these procedures and have an FAA approved flight test procedure. Please note that the above information is a very general answer to a complex question. Complete information is available in FAA Advisory Circular AC20-138.
As mentioned in the previous FAAQ, only the area maps within the Mapsource software can be transferred to the data card via the USB programmer. These area maps contain a large quantity of information and are usually 6-8 megabytes each in size. You may either transfer the basemap to the data card through the USB programmer or direct PC to GPS connection through the PC cable that is supplied with the GPS. Transferring one area map to the data card via the USB programmer takes approximately 20-30 seconds. Transferring one area map to the data card via the PC connection as mentioned above can take as long as 20-40 minutes. Therefore, the USB data programmer saves a significant amount of time when transferring the area maps to the data card.
The rack mount is more of a permanent mount than the panel mount is. The rack mount is an actual mounting rack that is installed into the panel of the aircraft. Once this rack mount is installed, the unit can be mounted flush with existing avionics units and the panel. Likewise, the rack mount includes a mating connector for permanent connection of the Skymap IIIC into the aircraft power. The panel mount is a simple plate type mount that allows the user to, more or less, place the Skymap IIIC on the panel while not permanently installing into the panel. This allows the user a more free and clear method of placing and removing the Skymap IIIC from the panel. Since this is not a true permanent mount in the depths of the aircraft panel, this mount does not allow for flush mounting of the Skymap IIIC with existing avionics and the aircraft panel. Because the rack mount is the more substantial of the two mounts mentioned, the rack mount sells for around $200 while the panel mount sells for around $75.
Wide Area Augmentation System (WAAS) is essentially a system of satellites and ground stations that provide GPS signal corrections providing better position accuracy. GPS receivers must be WAAS capable to provide better position accuracy which can result in accuracy of better than three meters 95% of the time. WAAS consists of 25 ground reference station positioned across the USA that monitor GPS satelitte data. Two master stations collect data from the ref stations and create a GPS correction message. This corrected message is broadcasted one of two geostationary satellites, or satellites with a fixed position over the equator. The information is compatible with the basic GPS signal structure which means any WAAS-enabled GPS receiver can read the signal. For some users in the U.S., the position of the satellites over the equator makes it difficult to receive the signals when trees or mountains obstruct the view of the horizon. WAAS signal reception is ideal for open land and marine applications. Currently, the GPSMAP 295 is the only Garmin handheld GPS that is WAAS capable. The WAAS function can be enabled in the Setup menu of the GPS. The GPSMAP 295 must have software version 2.20 or higher to have WAAS satellite support. Software updates for the GPSMAP 295 can be obtained at Garmin web site by clicking Here
Software Version 1.6 is required on the processor of the Goodrich Skywatch System to interface and display traffic information on the Garmin GNS-430 and GNS-530 GPS/Nav/Comms.
The GPS receiver will not lock out approaches even if the database is expired. Therefore, it is the responsibility of the pilot to know that the database is current. If the database is not current, it may contain old numbered fixes instead of the five-letter identifer final approach fixes now used. Therefore, it may not match what is on the approach plate.
As mentioned in the previous FAAQs, the data card is needed to save the large area maps from the Mapsource software. One of these area maps could possibly fill one entire 8 megabyte cartridge. Therefore, you must determine how you will be using the Mapsource software with your GPS as mobile device and the convenience factor involved with transferring area maps to the data card. For example, if you are planning a trip through several US states you will most likely need to access information from several area maps. Therefore, if you wish to have 5 area maps available on the data card at one time, you must have a data card with enough capacity to support the information. On the other hand, if you never travel or use the GPS as a mobile device outside of a 100 or 150 mile radius then there would be no need to purchase a high capacity data cartridge. Most users purchasing the Mapsource option with the GPSMAP 295 are opting for the larger capacity data cards due to the convenience of the capability of having several area maps available at once.
Complete instructions for the Nickel Cadmium battery kit used on the GPSMAP 195 are located on Page 94 of the GPSMAP Pilot's Guide. These instructions include recharge time and battery life recommendations.
The KI-209A does not have an OBS resolver inside the indicator to provide selected course information to the GPS. Instead, it has a Sine/Cosine potentiometer. To see the Sine/Cosine potentiometer and properly calibrate to it, it requires more than the +/- 10 degrees of adjustment that a KLN-90B has. The KLN-89B and KLN-900 has +/- 180 degrees of adjustment. Therefore, the KI-208A and KI-209A are limited to the KLN 89B and KLN 900.
A data card must be used with the GPSMAP 295 when using the area maps within the Mapsource software. The area map is transferred to the data card (see FAAQ below for more details) and then used by the GPSMAP 295 for features such as the address locator function. You cannot use many of the land/mobile features of the GPSMAP 295 without the insertion of a specific area map into the GPSMAP 295 via the data card. The data cards are available in 8, 16, 32, 64, or ,128 megabytes. See FAAQ below for uses of different size data cards.
If the GPS you receive has an expired database, then you can obtain a one free update from Garmin. Most Garmin handheld GPS units arrive to dealers with databases that are not within the current 28 day cycle. Please note that database updates are not required or mandatory for handheld VFR GPS units.
It is possible to purchase the shock mounts separately. However, due to the high cost of the shock mounts ($150 each), it is more economical to purchase the complete KG-102A installation kit for $280 (P/N 050-01410-0002).
The PN-101 is a 28 Volt Compass System. The only way this system can installed into a 14 Volt aircraft is by use of a power booster such as the Ameri-King AK-550-12 which will accept 9.0 to 16 Volts and provide a continuous 12 amp output current at 28VDC
Yes, the Bendix/King KPI-553A can display the distance information output from the Garmin GNS-430 BUT only with the use of the Garmin GAD-42 Adapter. The KPI-553A uses King Serial Data/Clock for its distance information format. The GNS-430 outputs ARINC 429 distance information. The GAD-42 is required with this interface to convert the ARINC 429 Distance Label to the KING Serial Data/Clock Distance information
Yes. The KA-51B slaving accessory used in the KCS-55A compass system may be located remotely. An optional compensator kit is available for installations where the installer wants to use a different switch/meter arrangement. The compensator kit includes a compensator assembly which is basically the back half of the KA-51B. The kit also includes a mating connector and a special remote mounting plate for the compensator assembly. Mounting the compensator remotely allows the installer to easily adjust the E/W & N/S compensation without removing the KA-51B from the panel.
Yes, however one connector pin needs to be jumpered. One basic difference between the older KI-525A units and the newer units is the OBS resolver. The older units contain a 30 Hz resolver only. The newer style units contain a 30 or 400 Hz resolver. Therefore, if you are replacing an older unit with a newer unit, you must jumper pin "a" to pin "S" in the connector. For example, this will allow the new style -07 unit to be used in place of the -00,-01 and -04 units which are no longer in production. Furthermore, if you are replacing a -00 or -04 unit without bootstrap synchro with a -07 unit with bootstrap synchro, the synchro is simply not connected and does not function. However, this is a very easy connection if one plans to use the snychro in the future with systems that require a heading input. For a complete breakdown of the different KI-525A part numbers, please see the bottom of the KI-525A page.
Yes. The C-14A directional gyro can be used in place of the 332E-4 dir. gyro and 328A-3G slaving amp. However, the amplifier in the C-14A gyro is not enough to drive the compass card in the 331A-3G HSI. Therefore, the 341C-1 servo amplifier must be used in conjunction with the C-14A to function properly the Collins PN-101.
On July 26 2001, UPS Aviation announced that a software/hardware upgrade would be available to enable the UPS/IIMorrow line of GPS receivers (GX series and SL series) to be compatible with the ST-901 GPSS converter and System 55X Autopilot. The software upgrade will cost $395 to non database subscribers and $295 to database subscribers. A $995 "black box" will be required for this conversion of RS-232 signal output from the UPS units to the ARINC 429 standard required for the GPSS unit. For more information on this upgrade, please click Here.
No. The KCS-55A does not require any adapters for interface to S-Tec autopilots systems.
No. All KCS-55A systems are slaved systems with incorporation of the KMT-112 flux detector.
The KA-57 must have Service Bulletin 3 to function correctly with the Cessna 300A autopilot. SB 3 configures the adapter so that it is compatible with this autopilot with its C395A computer amplifier. The tracer oscillator in the KA-57 must be disabled by removing a circuit jumper as in all KA-57 units used in interconnects with Cessna autopilots.
There are three basic systems available from Southeast Aerospace. The only difference in the systems is the H.S.I. unit desired by the purchasing customer. The most commonly purchased system contains the 331A-3G H.S.I. P/N 522-2638-006 which has 28 Volt internal lighting and bootstrap synchro for autopilot interface. The second most common system purchased contains the 331A-3G H.S.I. P/N 522-2638-001 which has no internal lighting but does contain the bootstrap synchro. Other systems available contain the 331A-3F H.S.I. P/N 522-3082-000 or –001 which do not contain the bootstrap synchro but may contain internal lighting (-000 does not, -001 does).
In order to ensure proper installation and certification of S-Tec autopilot systems, S-Tec requires that only S-Tec authorized dealers install S-Tec autopilots. The S-Tec warranty is valid only if this policy is followed. The only exception to this is installation in an experimental aircraft.
On select DG and HSI instruments, the selected heading is marked by an orange heading bug that can be moved to any point around the perimeter of the compass card. As the aircraft's heading changes, the bug rotates with the compass card altering the pilot to the difference between the selected heading and the actual aircraft heading. The heading bug may also be coupled to the autopilot thus producing off heading signals.
The EX600 is basically an EX500 with a new slightly taller bezel and the added "Quick Pan" feature.
The interfaces & connectors are the same for both the EX500 & EX600.
Until the used market completely dries up, you can still find someone who will sell you a
KMA-20 . The KMA-20 may have been a cost effective, reliable unit at one time but unfortunately its time has passed. Most older avionics units have become increasingly challenging to repair as the manufacturers discontinue support and cut off the supply of service parts. Likewise, even if you can find a KMA-20 in working condition, it usually has little or no warranty. Instead of continuing to invest your money in obsolete technology and delaying the inevitable, Southeast Aerospace suggests upgrading to the
KMA-24 . Investing in the KMA-24 will provide you with an audio panel that includes warranty and support for many years to come.
No, units with serial numbers below 10000 can be repaired. However, is it rather expensive since the meter replacement kit needed to repair these units has a list price of $1100. We would suggest that you purchase a newly overhauled unit with a serial number above 10000, which we have available for $1095.
Panel tilt is the angle of the face of the instrument panel in relation to the lateral (pitch) axis of the aircraft. It is an important specification required to be known when ordering or installing a panel mounted attitude gyro in an aircraft. Basically, when looking at the instrument panel from the side of the aircraft, the vertical line of the top of the instrument panel, can be tilted, as compared to the base of the panel, it being the measured angle. If the panel tilt is not known, the manufacturer of the aircraft should be able to provide that information. Many gyro instruments can be calibrated for a panel tilt from zero to fourteen degrees and should be specified when ordering. A label should be attached to the gyro to indicate the tilt calibration of each unit. In the case of an attitude gyro, panel tilt and proper calibration must be considered as these factors can produce erroneous climb or descend indications if not correctly matched.
The KLN-94 is a direct replacement for the KLN-89B with no wiring or mounting changes needed. The KLN-94 uses a different database as well.
In most cases, aircraft that require TCAS II must have 2 dedicated TCAS/IVSI indicators that display Resolution Advisories (RA). While the ST3400 can display traffic information from a TCAS II system, it cannot be a substitute for either of the dedicated TCAS indicators within the TCAS II system.
There are several Service Bulletin related issues with the KX-155A. Several Service Bulletins are required during a unit's next repair or at the earliest opportunity. Service Bulletin 11 addresses the repair of the KX-155A if the transmitter should fail. This Service Bulletin requires the replacement of the transmitter. Units with serial numbers 24100 and below are affected. Honeywell requires that units affected by this Service Bulletin be returned to Honeywell. If the KX-155A unit is still under new product warranty, then Honeywell will issue warranty credit or payment. If the unit is not under warranty, then Honeywell will not perform the service bulletin and deems the unit unrepairable.
The Artex ME406 is the ideal ELT to replace an existing ELT110-4 or ELT-100HM. Although it is a different size, the ME406's mounting tray has the same mounting tray hole pattern as the ELT110-4 and ELT-100HM. This statement is also true for other non-406 MHz ELTs such as the Narco ELT-10 and ELT-910, Artex ELT-200 and Pointer 3000 ELT.
The use of a Radio Magnetic Indicator in an aircraft offers several benefits that improve navigation situational awareness and pilot workload.
A very basic ADF indicator without a moveable compass card simply points to a selected beacon. The pilot must calculate the bearing needed based on the aircraft's current heading. Most if not all ADF indicators without a knob to turn the compass ca
rd are very old and obsolete.
Most ADF indicators include a knob to turn the present heading so that the bearing to the beacon can be read against the compass card.
The RMI provides all of the ADF indicator functions with automatic rotation of the compass card via the aircraft's compass system. Therefore, whenever the aircraft turns then the compass card will turn.
An RMI always automatically points to the bearing to a beacon. This is a more logical form of indication even over VOR type of navigation since there is no OBS, To-From, radials, etc.
More advanced RMI indicators offer even more flexibility and features by offering dual needle for ADF and VOR bearing and multiple ADF/VOR navigation.
While external suppression should be connected when a GTX-327 is installed into an aircraft with a DME, the GTX-327 suppression input/output is not compatible with the Bendix/King KN-62, KN-64, and KNS-80. These DMEs have an output only suppression port and can be damaged by the GTX-327 mutual suppression output. Therefore, the suppression pin should be left open. If the suppression line is connected between the GTX-327 and above King DME units then the DME will appear to be inoperative, display will be blank and will not transmit.
Garmin part numbers beginning with 010 are System part numbers. These numbers are the catalog part numbers normally used to order systems from Garmin that would include a unit and its related system accessories such as installation kits, antennas, databases, manuals, etc. 010 part numbers do not appear on the dataplate of any Garmin component. Garmin part numbers beginning with 011 are the actual unit part numbers. That is, this is the part number on the dataplate of the main unit within a system. 011 part numbers do not imply that system accessories are included.
Yes, the GX-55 does not utilize OBS so it will work with the KI-209A when the KI-209A is switched into the GPS mode.
There are several categories of equipments used in determining shelf life for avionics. Shelf life refers to the amount of time that an avionics unit can remain in storage and still be expected to perform to specifications. Shelf life suggestions assume that a unit is controlled and maintained in environment where humidity is less than 60%, temperature is 68 deg. F +- 10, and in the absence of noncorrosive contaminants.
The categories are based on equipment intricacy, type and quantity of mechanical parts, and other factors such as lubrication, etc.
According to the Rockwell Collins Instruction Book for Avionics Standard Shop Practices, the longest shelf life period should be 5 years. This pertains to the least complex equipment such as mounts that only require visual inspection after 5 years to recertify.
For other, more complex equipment the following shelf life guidelines should be followed:
Air Data Computers
24 Months
Altimeters
12 Months
Computers
24 Months
Control Panels
24 Months
EFIS Displays
12 Months (applies to any unit with CRT)
Gyro
12 Months (any unit w/ gears, bearings, etc)
Indicators
12 Months (units w/ meter movements)
Radios
24 Months
Radio Altimeters
24 Months
Sensors (analog)
12-18 Months
Sensors (digital)
24 Months
Servo
12 Months (any unit w/ gears, bearings, etc)
Transponders
24 Months
Most avionics manufacturers advise that units should be recertified per performance tests in the applicable manual by the end of the shelf life period.
No. The KI-208A/209A utilize a rectangular 41 pin connector while the KI-208/209 utilize a 12 pin square connector.
Yes, most modern Multi Function Displays (MFD) require additional interface modules to be installed into the internal structure of the actual display case. In particular, the KMD-540 (i.e. KMD-550/850) MFD requires the KAC-504 traffic module be installed into the display for interface to their KT-73 TIS transponder or any other compatible traffic system. The Garmin AT MX-20 also requires a hardware update for interface to their GTX-330 series TIS transponders or any other compatible traffic system.
No. Due to the nature of the requirement for 8.33 kHz in VHF commmunications radio, no manufacturer manufactures a 14 volt radio with this feature. As of 2005, only aircraft that fly in higher altitudes (i.e. above 20000 ft.) require 8.33 spacing.
No. Although, the KI-825 uses the same two 41 pin type connectors that the KI-525 has, there are several wiring differences between them. Also, the KI-825 has a third 50 pin connector that is used for the expanded features of the KI-825 such as Nav/GPS switching. The KI-825 utilizes a configuration module to store settings and parameters that must be programmed into the KI-825 to use the additional functions and features of it.
The pointer on most attitude gyros indicates the aircraft bank angle. This angle is determined by the markings on the dial at the top arch of the attitude indicator. Modern attitude indicators have moveable pointers that point to the indicated bank angle marking as the gyro banks as well. The bank angle dial is fixed against the gyro horizon pictorial display. This gives the best representation of the gyro movement with the aircraft movement. Vintage style attitude indicators have fixed pointers that remain fixed as the bank angle dial moves to the corresponding dial marking as the gyro banks as well.
As of November 2004, the Garmin AT MX20 Multifunction display will only interface to the RDR-2000 (ART-2000) and RDS-82 (RS-181A) sensors for radar display as a radar/traffic upgrade available for existing MX20 units. The traffic interface of the MX20 is compatible with Ryan TCAD and Goodrich Skywatch traffic avoidance systems. Currently, UPS Aviation is indicating that there will be only one upgrade available for existing MX20 units. This upgrade will include the addition of both radar and traffic interfaces. The cost of this upgrade to existing MX20 units will be $8200 (list price). As mentioned, three versions of the MX20 will be available once these interfaces are completed. The basic version's list price will remain the same ($7295). This does not include the traffic and radar interfaces. The traffic version of the MX20 will include all the features of the basic version but will also include the TCAD/Skywatch traffic interface as mentioned above. The price for this traffic version will be an additional $1200. The radar version of the MX20 will include all the features of the traffic version but will also include the weather radar interface as mentioned above. The price for this radar version will be an additional $7700. nal $1200. The radar version of the MX20 will include all the features of the traffic version but will also include the weather radar interface as mentioned above. The price for this radar version will be an additional $7700.
Yes, the Garmin GTX-330 will interface with the MX-20 to display traffic information as long as the MX-20 has the traffic option/upgrade installed.
Yes, the KMD-250, KMD-550, and KMD-850 Multi Function Displays will all display traffic information from a Skywatch (TRC497) or Skywatch HP (TRC899) processor. However, the Skywatch processors do not accept ARINC 429 control from the KMD units for Test (TST), Standy (SBY), and ON controls. The TRAFFIC CONTROL on the Traffic Setup Page of the KMD MFD must be set to DISABLED. In addition, the installer must provide two push buttons to control the operating mode of the Skywatch processor unit. These buttons provide a momentary connection to aircraft ground when pressed and should be labeled as indicated.
Follow the "Retrofit Instructions from AK-450 to AK-451" provided by Ameri-King:
The actual part number for the 406AF-Compact ELT unit is S1840501-01. Part number S1840501-03 indicated on the label on the outside of the box is the system part number which includes the ELT unit, remote switch, and installation hardware. Located inside the box is an "Item List" which details the contents inside the box.
No, the ME406 series ELTs cannot be used with a programming dongle. Dongles can only be used with the Artex C406 and G406 series ELT systems.
Most commonly utilized by fleet operators, the DGL-1 programming dongle allows an ELT to be transferred between aircraft without having to reprogram or re-register. The Artex DGL-1 is mounted on the ELT cover (see picture). The DGL-1 is not a memory device that stores multiple ELT coding formats. Instead, the aircraft 24 bit address is coded into the dongle by setting a series of small dip switches. The switches are accessed by removing 4 screws that attach the dongle to the ELT top cover. Inside the dongle, there are two rows of 12 switches (see picture). These 24 switches are used to set the aircraft's 24 bit address by way of binary 1s and 0s. 1s are electrical ground, 0s are electrically open.
A few other notes regarding the DGL-1:
The connector between the DGL-1 and ELT is only compatible with the C406 and G406 series ELTs.
The DGL-1 switches do not have to be set by an approved Artex programming facility.
The 24 bit address programmed via the DGL-1 switches overwrites any other programming on an ELT once it is powered on.
An STC is not required for most ELT installations. Usually, only a logbook entry is needed. However, you should contact your local FSDO or local aviation authority for exact clarification.
The Artex ME406 is the ideal ELT to replace an existing ELT110-4 or ELT-100HM. Although it is a different size, the ME406's mounting tray has the same mounting tray hole pattern as the ELT110-4 and ELT-100HM. This statement is also true for other non-406 MHz ELTs such as the Narco ELT-10 and ELT-910, Artex ELT-200 and Pointer 3000 ELT.
The C406-2 series ELTs have 2 antenna coax connections. One for a 121/243 ELT antenna and one for a 406 ELT antenna. The C406-2 is a dual output ELT as was the case with all original Artex 406 MHz models. Therefore, more or less, the C406-2 can be considered an earlier design of the 406 MHz ELT from Artex.
Turbojet-powered aircraft, part 91, US operations:
Starting January 1, 2004 an approved ELT must be installed. An ELT meeting TSO-C91 installed prior to June 21, 1995 is acceptable. An ELT installed after June 21, 1995 must meet TSO-C91a or TSO-C126.
No person may take off an airplane for flight over water more than 30 minutes flying time or 100 nautical miles from the nearest shore, whichever is less, unless it has on board the following survival equipment:
A life preserver, equipped with an approved survivor locator light, for each occupant of the airplane.
Enough liferafts (each equipped with an approved survival locator light) of a rated capacity and buoyancy to accommodate the occupants of the airplane.
At least one pyrotechnic signaling device for each liferaft.
One self-buoyant, water-resistant, portable emergency radio signaling device that is capable of transmission on the appropriate emergency frequency or frequencies and not dependent upon the airplane power supply (FAR Part 91.509 [b]).
A lifeline stored in accordance with Sec. 25.1411(g) of this chapter.
Satellite alerting of the 121.5 Mhz distress signal will be discontinued after February 1, 2009.
The Programming Dongle (P/N S1820514-06) is a portable memory module that contains the identification information for an aircraft. This dongle usually remains on board the aircraft and allows for an unprogrammed ELT to quickly be programmed with the aircraft identification information. The dongle is programmed via PC interface by an Kannad authorized distributor or shop.
Both Kannad dongles include serial memory modules for programming operations. P/N S1820514-06 also includes a connector to connect to the remote control panel. Therefore, dongle P/N S1820514-01 can be considered more of a portable version while S1820514-06 is installed with the aircraft wiring.
For more information on programming dongles, search "dongle" in our FAAQ section.
An Artex ELT with a part number ending in -999 simply indicates that the unit is not programmed and is intended to be programmed via dongle (DGL-1) or wired into the ELT NAV interface (455-6500). Mostly only fleet operators and airlines request this programming ability to avoid reprogramming an ELT during routine maintenance should the ELT be replaced.
Programmed aircraft information is essential for search & rescue, should the ELT be activated. When activated, the ELT will transmit your identifier.
An Emergency Locator Transmitter (ELT) should be programmed with either the aircraft tail #, a serial #, or the aircraft operator designator. The aircraft information programmed is determined by your country's requirements. The information is sent to the government agency responsible for keeping the database of the country in which your aircraft is registered.
The ID is linked to your SAR database, containing valuable aircraft information: Type of Aircraft, Address of Owner, Telephone # of Owner, Aircraft Registration #, and Alternate Emergency Contact, etc.
Keeping this information up to date & accurate is a major concern of the Search & Rescue Centers. Without accurate information, valuable time may be lost in attempting to locate the owner of the aircraft.
Your ELT can easily be programmed by a certified repair station, such as Southeast Aerospace.
Contact Southeast Aerospace today for more information on ELT programming.
A programming dongle can be programmed with aircraft information and easily stored or transported. This dongle provides quick programming when connected to an ELT.
Some of the more common reasons and applications for a dongle are:
- Aircraft being ferried from one country to another
- Ownership transfer of an aircraft
- Aircraft tail number change
With the relatively low cost ($240 Retail) and the hazmat shipping considerations for 406 ELTs, it is much more cost effective for an owner to purchase a dongle to the owner to change their programming.
As of February 2009, the International COSPAS/SARSAT System will cease satellite monitoring of 121.5/243 MHz Emergency Locator Transmitter (ELT) beacons.
After February 1st, 2009, Emergency Locator Transmitters (ELTs) operating on the 121.5 and 243 MHz will not be monitored by the COSPAS-SARSAT satellite system. There are many false distress signals and searches initiated each year with ELTs. The newer 406 MHz ELTs transmit unique aircraft information allowing authorities to contact an aircraft owner before a search is initiated. Therefore, 406 MHz significantly decrease the amount of unnecessary searches.
KN-65
Until the used market completely dries up, you can still find someone who will sell you a KN-65. The KN-65 may have been a cost effective, reliable unit at one time but unfortunately its time has passed. Most older avionics units have become increasingly challenging to repair as the manufacturers discontinue support and cut off the supply of service parts. Likewise, even if you can find a KN-65 in working condition, it usually has little or no warranty.
KN-63
Instead of continuing to invest your money in obsolete technology and delaying the inevitable, Southeast Aerospace suggests upgrading to the KN-63. Investing in the KN-63 will provide you with a DME that includes warranty and support for many years to come.
You should spin up your gyro to keep the bearing lubricant from pooling at the bottom of the bearing. Most manufacturers state that if the gyro has not been operated within a year then it should be recertified. The gyro should be run for approximately 6 hours to complete the bench check; however, the maintenance manual should be used as the ultimate reference.
While you can use an STC to install an HF system, it is not required. An HF system can be installed as a follow-on field approval. FAA order 8300.10 provides guidance for a follow on field approval by the FAA. In most cases a DER can approve the electrical and structural installation.
No, an STC is not required for TAS (Traffic Awareness) and/or TCAS I installations on Part 91 and Part 135 aircraft. FAA order 8300.10 provides guidance for a follow on field approval by the FAA. An FAA approved Aircraft Flight Manual Supplement is required as well.
An STC is not required for most ELT installations. Usually, only a logbook entry is needed. However, you should contact your local FSDO or local aviation authority for exact clarification.
The SG-465 EFIS symbol generator needs to be configured for the equipment specific to the installation. This is done by using a menu driven program on the display unit. The resulting configuration is stored both in the symbol generator and in a configuration module attached to the mounting rack. The configuration module remains a part of the aircraft installation and is used to transfer the configuration to replacement symbol generators. Whenever the configuration stored in the configuration module and the configuration stored in the symbol generator differ, the operator is asked to choose which one to use.
The KAC-992 probe antenna coupler is a unique piece of equipment in that it is mounted on the exterior of the aircraft. Therefore, it is exposed to the severe elements experienced in flight. When they were manufactured, the dataplate was attached to the exterior of the unit with no special consideration for this exposure. The manufacturer also placed the dataplate in a position on the coupler that is directly in line with the rear attaching clamp. Because of these two conditions, the dataplate falls off and is lost in most cases. The manufacturer will not issue new dataplates even though they are aware of this unfortunate circumstance. Therefore, the market is left with functioning and useful units that cannot be certified with an FAA approved maintenance release because the dataplate is missing and no method exists to obtain a new one.
As of November 2004, only the Free Flight 1201 WAAS GPS receiver included with Landmark TAWS8100 can be interfaced to the TAWS system.
As of January 2004, most terrain databases included with TAWS only contain vertical obstacles such as towers, antennas, and buildings for North America. In particular, obstacle information outside North America are not included in the Bendix/King KGP-560/860 and L3/Goodrich Landmark TAWS8000 systems.
Most TAWS product manufacturers strongly recommend that a temperature input be used with terrain awarenss installations. Commonly, this input is only considered for aircraft operating in extreme weather conditions which may cause discrepancies in altitude calculations. The temperature input into TAWS provides a more accurate vertical position and prevents serious discrepancies between actual altitude and TAWS calculated altitude (i.e. "Geometric") under extreme temperature conditions especially during rapid climbing or descending flight plans.
Yes, for the most part. While both units utilize the same mating connector, there is a minor pin wiring change that is needed when upgrading to the CTL-22C (8.33 Khz) control.
The KTA-870 and KMH-880 Systems utilizing a combination top and bottom mounted antenna configuration for proper traffic detection and tracking. Relative bearing within +-30 degrees of intruder aircraft is detected and tracked by the use of two KA-815 directional antennas mounted on the top and bottom of the aircraft. A more cost-effective, standard monopole L-band antenna may be used for the bottom antenna position. However, only intruders being tracked with the top directional antenna will have bearing information.
Within the Bendix/King KTA-870 and KMH-880, the processor will inhibit the aural annunciation of traffic alerts in the following order of precedence:
For installation of the KTA-870 and KMH-880 systems onto aircraft with fixed landing gear, only a bottom monopole L-band antenna can be equipped. The landing gear discrete must be strapped to the retracted position. The bearing from a bottom directional antenna (KA-815) is invalidated when landing gear is extended, Therefore, the bearing of aircraft tracked with the bottom antenna is always invalidated on a fixed landing gear aircraft.
The main difference between the L3 Landmark Class B TAWS8000 and TAWS8100 is the inclusion of the WAAS GPS receiver into the 8100 system. The WAAS GPS receiver eliminates the need for additional air data, baro corrected altitude and temperature inputs that were needed for various TAWS8000 installations. However, because of the WAAS feature, the TAWS8100 requires the installation of a WAAS GPS antenna and separate WAAS GPS receiver that is not incorporated into the TAWS processor. This differs from many TAWS systems where a separate GPS antenna is sometimes not needed (i.e. GPS splitter utilized) and GPS receiver is included into TAWS processor.
As of April 2004, there is no required database updating for terrain awareness systems by the FAA. However, due to the construction and addition of vertical obstacles such as cell phone towers which are included in most TAWS unit databases, it is recommended that the database be updated at least once every year.
Per Bendix/King Installation Bulletin # 489, only the Bendix/King RS-181A, RS-811A, RS-841A, RS-861A, ART-2000, and ART-2100 radar sensors can be interfaced to the KMD-850 Multi Function Display for weather radar display. However, amongst these sensors there are requirements that each must meet to properly interface with the KMD-850 MFD.
Terrain Avoidance and Warning Systems (TAWS) require the installation of a "Terrain Inhibit" switch as part of the system installation. When switched, this function will inhibit all audio and visual (where applicable) alerts to the pilot. The purpose of the Terrain Inhibit function is to allow aircraft to operate without nuisance or unwanted warnings at airports that are not in the system database. An example of such an unwanted warning might be a private airport or those airports with runways shorter than 2000 feet. In addition, there may be some VFR type airports where unique terrain features are in close proximity to the runway. Other special aircraft operations or applications such as Forest Service or firefighting missions may require this inhibit function as well. Generally, the Terrain Inhibit function will only remain engaged for the particular alert that is presently giving and will be disabled when another alert is encountered.
No. The mounting rack and connector for the system processors (TRC899 and TRC497) are the same. In addition, both systems utilize the same NY-156 antenna (non TCAS I). However, the wiring of the connector for each processor is different. Therefore, upgrading the SKY497 (Skywatch) to SKY899 (Skywatch HP) would be a wiring change only.
Yes. Depending on the indicator configuration utilized, the Skywatch HP System can be certified for TCAS I operation. Sextant IVSIs, Collins EFIS systems (provided that EFIS has traffic software in the processor unit) can display the traffic information from the Skywatch HP for TCAS I approval. Proline IV and Proline 21 MFDs are approved interfaces as well. Various radars, with the use of the Goodrich RGC-250 radar graphics computer, can display this traffic information as well. These MFDs in include the Avidyne Flightmax, Honeywell KMD-550/850, UPS Aviation MX20 and the Goodrich i-Link MFD. Garmin series units such as the GNS-430 and GNS-530 GPS/Nav/Comms are approved for traffic advisory TSO C147 but not for TCAS I TSO C118.
No. the KTA-870 System does not qualify as a TCAS I System. Although it has TCAS like symbology and specifications when displayed on an MFD, the system does not meet TSO C118 for TCAS I approval. Honeywell has released the KTA-970 and KMH-980 systems for TCAS I approval.
The Ryan 9900B TCAD system is a passive traffic detection and alert systems. That is, unlike TAS systems such as L3/Goodrich Skywatch and Bendix/King KTA-870/970/KMH-880/980, it is does not actively interrogate aircraft transponders. Thus, the TCAD system is limited to receiving transponder replies from aircraft flying in SSR (Secondary Surveillance Radar) environments. SSR typically tracks transponder-equipped aircraft cruising at ranges of up to 250 miles. Due to the earth’s curvature, the SSR’s interrogation range is significantly reduced when tracking lower level aircraft and is generally ineffective when aircraft are below 3,000 feet at longer ranges. Ryan International describes the 9900B system as a lower cost alternative to more expensive TAS systems.
Yes, the IVA-81D is a fit, form, and function replacement for the IVA-81A TCAS Indicator. The IVA-81D replacement should be strongly considered when replacing a defective IVA-81A in an existing TCAS system or the installation of an IVA-81A indicator into a new TCAS installation. This is due to the fact that certain parts (such as the CRT) for the IVA-81A will no longer be available in the very near future.
The KTA-870 and KMH-880 Systems utilizing a combination top and bottom mounted antenna configuration for proper traffic detection and tracking. Relative bearing within +-30 degrees of intruder aircraft is detected and tracked by the use of two KA-815 directional antennas mounted on the top and bottom of the aircraft. A more cost-effective, standard monopole L-band antenna may be used for the bottom antenna position. However, only intruders being tracked with the top directional antenna will have bearing information.
Within the Bendix/King KTA-870 and KMH-880, the processor will inhibit the aural annunciation of traffic alerts in the following order of precedence:
TCAS I provides pilot information on the position of nearby aircraft as aid to see and avoid. TCAS I also issues traffic alerts on aircraft that may be a collision threat. This includes traffic advisory information indicating the range, bearing, and altitude of nearby aircraft. This information is obviously useful to visually acquire intruders and maintain separation. TCAS II provides the information of TCAS I and also provides resolution advisories in the vertical plane of the aircraft. The system analyzes the projected flight path of approaching aircraft and indicates maneuvers such as CLIMB for collision avoidance. ACAS will ultimately be implemented in place of TCAS to decrease the risk of mid-air collisions. ACAS is based on the RTCA TCAS standard which includes the Change 7 logic. This change includes more than 300 detailed modifications to the surveillance and collision avoidance algorithms and displays in TCAS equipment. These changes were deemed necessary by the industry and users for continued safe operation of TCAS. Some of these changes include vertical tracking of threats by using altitude data quantified to 25 ft. when available for Mode S equipped aircraft. Resolution advisories issued for vertically converging aircraft will now usually call for a level off rather than a reversal of rate or action. Radio altitude input information will be used more accurately to prevent TCAS from issuing inappropriate command at low altitudes TCAD is a traffic avoidance system produced by Ryan International. Although it does perform some similar functions as TCAS, it is not currently an acceptable system to meet the current TCAS requirements for commercial aircraft.
For installation of the KTA-870 and KMH-880 systems onto aircraft with fixed landing gear, only a bottom monopole L-band antenna can be equipped. The landing gear discrete must be strapped to the retracted position. The bearing from a bottom directional antenna (KA-815) is invalidated when landing gear is extended, Therefore, the bearing of aircraft tracked with the bottom antenna is always invalidated on a fixed landing gear aircraft.
Mode S transponders perform the same basic function as a traditional Mode A/C transponder and provides all the same data to the ground (and TCAS), however, the method by which these transponders are interrogated is much different. All so-called ATCRBS (Mode A/C) transponders reply when interrogated this happens when the beam of the interrogator dwells on the transponder. There is no selectivity between transponders they all reply. This can lead to saturation or garble when too many transponders attempt to reply to the same interrogation simultaneously. So a means of selectively interrogating specific transponders was needed. Mode S accomplishes just that. In fact, the S in Mode S stands for Select . Interrogators may now address their interrogations to specific transponders in their vicinity and no other transponder will reply. How does the Mode S Ground Station or TCAS know which address to interrogate for? All Mode S transponders squitter their unique, 24 bit, ICAO Mode S ID this address is assigned to each aircraft operating a Mode S transponder by the governing regulatory agency. A squitter is simply a transmission (unsolicited reply) from the transponder that TCAS systems listen for. When TCAS hears a squitter, it will add the address in the squitter to its roll call list and will discretely interrogate that transponder for its altitude and Mode A code along with other pieces of information. Mode S ground stations do not use these squitters the way TCAS does. They perform what is called a Mode S All Call interrogation and all Mode S transponders in the interrogation beam will respond with a reply that contains their Mode S address. The ground station then adds any new addresses to its roll call interrogation list.
Some Mode S transponders must have antenna diversity to be used with cerain TCAS operations. Antenna diversity provides air-to-air surveillance and communication by utlilizing two antennas. One antenna is mounted on the top and one on the bottom. Antenna selection in the TCAS system is automatic and accomplished on the basis of the realtive strengths of the detected interrogation signals. Therefore, this antenna selection and installation provides complete surveillance and potential for the TCAS system to function properly at all times.
The Ryan 9900B TCAD system is a passive traffic system that only uses transponder replies from other aircraft. (note: only possiblein ATC SSR environments - see other FAAQ relating to this). The 9900BX is an active traffic system that actually interrogates other aircraft transponders to process and produce its traffic detection and alerts.
Currently, Traffic Alert and Collision Aviodance System(s) (TCAS) are required in the United States on all commercial aircraft with more than 10 seats. TCAS I is required on aircraft with 10-30 seats although TCAS II can be installed instead. TCAS II is required in aircraft with more than 30 seats but may be installed in smaller planes. Some other countries are requiring the installation of Airborne Collision Avoidance Systems (ACAS) on larger aircraft.
The Ryan 9900B and 9900BX TCAD systems require a transponder coupler to installed in line with each aircraft transponder on-board. The copler is required to provide a blanking pulse to prevent display of the transponder on-board the aircraft. Other traffic systems such as the L3 Skywatch and Bendix/King KTA-870 that process transponder interrogations and replies do not require transponder couplers.
This is completely normal. The TT21, like most avionics units, needs to be setup and configured upon first use. The pilot’s guide and installation manual provided with the unit provides complete information for the setup and configuration process.
Yes, you can connect any NMEA GPS position source to a Trig transponder, and with the correct configuration the transponder will broadcast ADS-B position squitters. However there are limitations with the NMEA data. The NMEA messages do not include Receiver Autonomous Integrity Monitoring (RAIM) information, which means that the position transmitted by the Trig transponder will be indentified as “low quality” on most traffic information systems. Please note that this type of NMEA GPS/transponder configuration will not meet forthcoming FAA ADS-B requirements, but in the end it will be rather beneficial for use in flight tracking and traffic avoidance.
Upon receiving the
KT-70 from Southeast Aerospace, you should note that the back two connectors on the unit are sealed with ESD (Electrostatic Discharge) tape. See the image below for example.
In order for the unit to work properly, both pieces of ESD tape need to be removed before use. The tape could cause the microprocessor to short out.
Even if you are not using the external EEPROM board kit, which connects to the smaller connector on the right side of the unit, the tape still needs to be removed.
For the most part, all panel mount transponders with a digital display have solid state transmitters using power transistor finals instead of a PA tube. The only known exception to this is the KT-76C transponder which is a direct replacement for the KT-76A transponder. Both of these transponders use the same technology to generate transmit power.
No. Although they are physically the same size the two have different back ends making them incompatible as direct pin-compatible replacements for each other. As of August 2000, Garmin is redesigning the GTX-320 for easier production purposes. Bascially, the new GTX-320A will now have the same back end as their GTX-327 digital trasponder. Therefore, the GTX-320 will no longer be available. The GTX-320A with the GTX-327 back end will supercede the GTX-320. Garmin expects the GTX-320A to be available in December of 2000. New price for the GTX-320A will be the same as the GTX-320. In addition, the GTX-320A will be available for over-the-counter sale (does not require dealer installation).
No. The KT-76A uses a different mounting rack and installation kit than the KT-76. A rack and connector change is necessary for this upgrade.
No. The Bendix/King KT-73 Level 2 Datalink Transponder uses a different mounting rack and installation kit from the KT-76A. However, the KT-73 does use the same mounting rack as the KT-76C.
In 1999, the European aviation regulatory agency mandated Mode S transponders for all IFR Flights by April 2003. Furthermore, it was mandated that all VFR flights use Mode S transponders by April 2005. This requirement includes the installation of a Level 2 Mode S Transponder which can downlink aircraft parameters to air traffic control thus reducing the interrogation workload of ATC. With a Level 2 Mode S transponder, ATC can obtain details of an aircraft such as position, velocity, altitude, and attitude. Of course, there are other systems within the aircraft that provide this information but the transponder will provide a means for the aircraft to communicate this information to ATC. Currently, Southeast Aerospace offers three different Level 2 Mode S transponders- Bendix/King Remote mount MST-67A, Bendix/King Panel mount KT-73, and Garmin Panel mount GTX-330. Both the KT-73 and GTX-330 are scheduled to be available sometime in 2002
In 1999, the European aviation regulatory agency (JAA) required that all aircraft flying IFR flights have Mode S Transponders by April 2003 and Mode-S for all VFR flights by April 2005. A typical Level 2 Mode S transponder downlinks aircraft parameters such as position, altitude, velocity, and attitude to ATC thus reducing the workload for ATC interrogation. In addition, all Part 91 aircraft installing new transponder must install a Mode S transponder. The FAA has plans for Mode S requirements in the future for all US registered aircraft although no deadlines have been firmly established.
Mode S transponders perform the same basic function as a traditional Mode A/C transponder and provides all the same data to the ground (and TCAS), however, the method by which these transponders are interrogated is much different. All so-called ATCRBS (Mode A/C) transponders reply when interrogated this happens when the beam of the interrogator dwells on the transponder. There is no selectivity between transponders they all reply. This can lead to saturation or garble when too many transponders attempt to reply to the same interrogation simultaneously. So a means of selectively interrogating specific transponders was needed. Mode S accomplishes just that. In fact, the S in Mode S stands for Select . Interrogators may now address their interrogations to specific transponders in their vicinity and no other transponder will reply. How does the Mode S Ground Station or TCAS know which address to interrogate for? All Mode S transponders squitter their unique, 24 bit, ICAO Mode S ID this address is assigned to each aircraft operating a Mode S transponder by the governing regulatory agency. A squitter is simply a transmission (unsolicited reply) from the transponder that TCAS systems listen for. When TCAS hears a squitter, it will add the address in the squitter to its roll call list and will discretely interrogate that transponder for its altitude and Mode A code along with other pieces of information. Mode S ground stations do not use these squitters the way TCAS does. They perform what is called a Mode S All Call interrogation and all Mode S transponders in the interrogation beam will respond with a reply that contains their Mode S address. The ground station then adds any new addresses to its roll call interrogation list.
Some Mode S transponders must have antenna diversity to be used with cerain TCAS operations. Antenna diversity provides air-to-air surveillance and communication by utlilizing two antennas. One antenna is mounted on the top and one on the bottom. Antenna selection in the TCAS system is automatic and accomplished on the basis of the realtive strengths of the detected interrogation signals. Therefore, this antenna selection and installation provides complete surveillance and potential for the TCAS system to function properly at all times.
No. The KT-73 Level 3 Datalink transponder will only be used for terminal areas not enroute air traffic control. Congested terminal areas poses the greatest challenge for ATC maintaining safe separation and tracking of aircraft.
