Avionics News November 2015 - 37
ing face-to-face conversations at shows
like EAA AirVenture and through the
Garmin support forums. "All of the
core members of the experimental team
monitor the G3Xpert email address,"
Economics is another consideration. A WAAS GPS is built into
every G3X display, but it does not
perform to ADS-B (or IFR approach)
standards. "We looked at making
that step, but we couldn't get there
with the hardware involved, and the
separate GPS 20A provided more
options without burdening the cost
of the core G3X system," Hupe said.
Some builders might already have
a certified position source, a GNS
430/530W or a GTN 650/750, he
explained, or they may live in countries where ADS-B is not required.
The future for all avionics for the
experimental market will certainly
be influenced by the FAA's rewrite
of the Part 23 certification requirements. Based on ASTM standards,
they itemize the required performance standards and give manufacturers more flexibility in how they
achieve them. The certification of
light sport aircraft employs this system, and it suggests one possible
result, Hupe said, but the FAA and
the European Aviation Safety Agency
won't answer this "million dollar
question" until they issue and harmonize their final rules.
Flight Design is pursuing its new
four-seat C4 with the new Part 23
requirements in mind. It combines
the certified GTN series with G3X
displays that it hopes to certify with
the airframe, a la light sport aircraft.
"We're excited about partnering with
them on the C4 project," Hupe said.
But regardless of the FAA's final rule,
Garmin is committed to the market
and focused on developing new products and capabilities for its line of
experimental and light sport aircraft
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