Avionics News February 2016 - 30
Continued from page 28
Another option from L-3 is the NGT-2500, a combination ADS-B Out/In package designed to work with existing
1090 ES Mode S transponders and also sports an integral
Garmin offers a range of solutions, including ES-capable Mode S transponders, its GTS traffic systems, and its
own ADS-B Out/In boxes designed to work with transponders.
For example, the company's GTX 3000 1090 ES transponder can pair with Garmin's own GDL 88 ADS-B link,
which supplies both position data and receives ADS-B
In traffic on both frequencies, 1090 MHz and 978 MHz,
maximizing traffic awareness.
Other Garmin options include the GDL 84 datalink
transceiver and position source, which provides ADS-B
In products a wireless connection to tablets - no panel
Garmin also offers its GTX 330 panel-mounted option,
the GTX 33 is a remotely mounted unit, and the GTX 23
transponder is an option for light-sport and experimental
aircraft - designed to work with panel-mounted displays.
NavWorx offers its line of ADS-B solutions designed to
work with existing transponders, both Mode C and Mode
S - and with an internal WAAS GPS engine to satisfy the
position-resource need. The company offers solutions that
work with a variety of experimental-aircraft panels as well
as approved options tailored for certificated aircraft - and
BendixKing offers several Mode S transponders, with
its KT 74 Mode S offering the benefit of being plug-andplay compatible with installation trays for the BendixKing
KT 76 A/C and KT 78 Mode A/C transponders. No STC is
required, as well, when replacing one of the older Mode C
models with this Mode S upgrade.
To round out an ADS-B solution, BendixKing offers two
UAT units designed to work with an existing transponder.
The KGX 150 series of UAT transceivers and receivers offer an ADS-B Out certified solution with its own
integral WAAS GPS position source. The KGX 150 and
its companion KGX 130 also deliver ADS-B In services -
traffic and weather - plus optional wireless connectivity to
display traffic and weather on a tablet.
The company offers the KGX 130 for aircraft that
already have a compatible ADS-B compliant WAAS GPS
solution, and a receive only version provides the benefits
of ADS-B In for pairing with a 1090 ES transponder ADSB Out solution.
On the Honeywell side, the company has developed
ADS-B solutions for many of its integrated cockpit systems, some in partnership with MRO companies, such as
the Honeywell/Duncan Aviation collaboration to develop
STCs to adapt Honeywell's Primus 1000/2000 and SPZ8000 flight decks on multiple Hawker 800 series aircraft
and select Cessna Citation 560 aircraft with Honeywell's
Primus II radio system.
Similar activities have been undertaken by others in the
business-turbine fleets. For example, Universal Avionics and Rockwell Collins partnered to combine Rockwell
Collins' TDR-94(D) Mode S Transponder with Universal
Avionics' SBAS-Flight Management System.
More to come
At least one supplier of glass-cockpit systems to the
experimental market has developed its own WAAS GPS engine to give its customers an option that meets FAA requirements and work with its own systems at a price compatible
with their systems.
Companies with existing solutions continue to find niches
to fill with other options. Witness the options with approved
or compatible WAAS GPS engines to meet the mandate -
but that can't be used for navigation.
If there's one thing missing from the marketplace, some
pilots say, it's a stand-alone WAAS GPS navigator that's not
a part of an all-in-one VHF nav/VHF comm/multifunction
Something more like a KLN 95 - but an approved WAAS
GPS navigator with airports and airways databases and capable
of servicing as a stand-alone IFR-usable navigator to pair with
existing VHF radios and primary flight displays and MFDs.
Whether the market will get that option remains to be
seen. For many pilots and aircraft owners, the primary
challenge is simply meeting the 2020 mandate. A box with
an integral WAAS GPS engine for position source satisfies
their needs, because they are not heavy instrument-flight
practitioners and just want to ensure they can access the
airspace they need.
From here on, scheduling to get the work done on time
will be the increasing challenge, according to avionics
makers and shop owners alike. Some fear the community's
slow response to date has already pushed the time needed to
equip the fleet beyond the deadline to comply.
Absent a change in the FAA's attitude and intention, Jan.
1, 2020, may find many aircraft unable to fly for lack of an
approved ADS-B Out solution. Without a doubt, avionics
shops should now be encouraging their customers to schedule their equipment installation as soon as possible to help
manage a potential backlog. q