Penn Avionics Garmin WAAS upgrade program

Garmin has released a marketing memo stating the WAAS upgrade program has begun. Penn Avionics will be calling all customers who have contacted us regarding this upgrade to set up shop dates. If you plan to upgrade your non WAAS 430 or 530 unit but have not contacted us, please do so now. Thank you.

Garmin has identified a software problem with the new GNS430W/530W units that have a BFG WX500 stormscope interfaced to them. This problem is discussed in Garmin Install bulletin 0711 Rev A. Until new software is released for the 430W/530W, owners and shops are asked to turn off the WX500 data port.

There have been some reports of user data-field configurations being lost after power down on 430W/530W units. This issue is also to be resolved on the next 430W/530W software release.

Garmin factory WAAS upgrade charges will be increased as of Sep 1st 2007 from $1500.00 to $2995.00. Garmin dealers will need to schedule their customers units with Garmin to receive the $1,500 upgrade price. Providing you have your upgrades scheduled with Garmin, customers will receive the upgrade at the $1,500 price point.

Software 3.00 is scheduled to appear near the September 2007 time-frame for the 4XX/5XX WAAS series radios. This upgrade can be performed by Garmin avionics dealers in the field and should be a "while you wait" process. While the list of software changes is fluid and can change up until the release date, here are a few of the most noteworthy changes.

Garmin has informed us that Sep 1st, 2007 will be the deadline for the $1500.00 WAAS upgrade price point. Any WAAS upgrade requests made after Sep 1st 2007 will be at a higher price $2995.00. Customers will need to register for the WAAS upgrade prior to Sep 1st, 2007 to lock in at the $1500.00 price. (note: the customer only needs to register prior to Sep 1st 2007, the actual WAAS upgrade can take place after Sep 1st 2007).

Avidyne announces that release V 7.0 for the Entegra should be available on or about Sep 2007. This release will allow the Entegra to interface to Garmin 400/500 series units. The Avidyne factory upgrade cost will be $2395.00 for customers running V6.0 software, and $3895.00 for customer with older than V6.0. Avidyne estimates a 10 days turn around on the upgrades.

The Aircraft owner will need to contact Penn Avionics as soon as possible so we can submit your name, tail #, and unit serial number to Garmin. Garmin will provide Penn Avionics with an RMA number that will be used to schedule and track the factory upgrade. The legacy 400/500 unit will be removed from the customer's aircraft and returned to Garmin for upgrade. Garmin will replace the GPS receiver and main processor board then return the unit to Penn Avionics with a new GPS antenna. Garmin is taking about 3-4 days in house to upgrade a unit. With shipping, the customer will be without the 430/530 for about 7 working days. We recommend the aircraft be dropped off so the antenna/coax rework can be performed while the 430/530 unit is at Garmin for the upgrade.

Garmin will install the advisory terrain option at no extra charge if the unit you send in does not already have the advisory terrain option.

Does the existing 430/530 wiring in the aircraft need to be changed / replaced for WAAS?

In general, the existing tray and wiring of the older non WAAS 400/500 units are pin compatible with the new WAAS units (no changes necessary to the basic wiring except for some autopilots). The existing Garmin GPS antenna installed on the aircraft will be removed and replaced with the new Garmin WAAS GPS antenna supplied by Garmin. The existing antenna coax that runs from GNS400/500 tray to the GPS may require replacement (see details below). Penn Avionics has purchased advanced coax test equipment that will allow us to characterize the existing GPS coax in the customer's aircraft. Being able to make this measurement, will avoid the customer being charged for GPS coax replacement when the existing GPS coax already meets the Garmin spec. A GPS source selection and GPS navigation annunciator may need to be installed (see below). The autopilot or EFIS interface wiring may require modification (see below)

Can I install the new Garmin GA35 WAAS antenna now, but upgrade the 430 or 530 to WAAS later (will the legacy 430/530 unit work with the new WAAS antenna).

No, this not a good idea. The legacy 430/530 install manual specified a GPS antenna with a maximum of 20 db gain (the old GA56 antennas were 17 db gain). The new GA35 WAAS antenna has a 26 db gain figure. Wait until you are ready to upgrade your 430/530 unit to WAAS, then change out the antenna at that time.

I have an existing combination GPS/XM or GPS/Com antenna. I understand these are not compatible with the WAAS unit. What are my options?

Legacy (manufactured prior to 2/2007) combination antennas will not work with the new upgraded WAAS units (see the technical discussion below). Comant has a new series of combination antennas that are Gamma 2&3 WAAS compatible with the Garmin units. These antennas are the 428, 2500 and 2700 series antennas. These should be available on or about 5/2007. The plan is for Garmin to issue a "White paper" which will state that these Comant antennas are fully compatible and acceptable to use with the Garmin WAAS units. Avionics shops should be able to use the Garmin White Paper as an approval basis to install these antennas.

No. The Garmin GDL-49 data link will not work with the new Garmin WAAS units. Customers will need to upgrade to the Garmin GDL-69 XM data link.

No. The WSI AV-200 (or AV-300), used an interface box that made the WSI link look like a Garmin GDL-49. The GDL-49 drivers are no longer supported by the new WAAS units. Customers may want to consider the Garmin GDL-69 data link. Note: If you have a WSI AV-200/300 interfaced to an MX20, this will continue to operate without problem. It is only the WSI units displayed on a 430 or 530 screen that will not work.

No. As of 4/2007, Garmin will no longer sell non WAAS 400 or 500 series units. Garmin will continue to service and support non WAAS 400 and 500 series units.

A new FAA 337 form and POH supplement will be completed to reflect the upgrade and give operational guidance to the pilot. The WAAS 400/500 units have an AML (FAA approved airframe list) from Garmin. Most piston engine aircraft installations/upgrades should not require an FAA field approval. If your aircraft is not listed on the Garmin WAAS AML, you will need to go through the field approval process to obtain a FAA 337 form for the upgrade.

I have a dual Garmin installation (i.e. 530/430 or 430/430). Do I need to upgrade both units to WAAS?

No, you do not have to upgrade both units. However if your aircraft has an existing dual Garmin installation (IE 530/430, 430/430, etc..), the crossfill function will not work unless both units have been upgraded to WAAS. A WAAS upgraded 400/500 will not crossfill to and older non-WAAS 400/500 series unit. Also you will not be able to swap the data cards between the two units.

No, Data Cards from WAAS and non WAAS units are not interchangeable. The old cards are 4 MB, the new cards are 16 MB. You will receive one new WAAS database card with the updated unit, but if you have any older spare cards, these will not work in the WAAS unit. The Jepp Skybound USB writer will work with the new WAAS cards. Any older Jepp Skybound (non USB) writers will not work with the new WAAS cards. Jepp is charging more for the WAAS data.

What will happen to my user settings in my 430/530 when it goes to Garmin for the WAAS upgrade?

During the upgrade, the main processor board will be replaced and all user settings will be lost. The upgraded unit will be returned with factory default settings.

My 430 (or 530) unit that I am upgrading is out of warranty. Will I get a new warranty after the WAAS upgrade?

The existing warranty on a 400/500 series units that is sent to Garmin for upgrade, will not be changed or extended after the WAAS upgrade. That is to say, a GPS unit that is out of warranty will not get a new factory warranty after being upgraded to WAAS. Garmin will only warranty the work that was done to upgrade the unit to WAAS. If the customer wants a new 2-year warranty, we recommend trading your unit in toward a factory new 430W/530W, see below.

Garmin is charging $2995.00 after Sep 1st 2007 for the factory modification. In addition to this factory charge, there will be a labor change to modify the aircraft. This labor charge will vary by aircraft depending on the existing configuration (see below). Penn Avionics estimates the upgrade to run $3383.50 after Sep 1st 2007. This price includes factory upgrade cost and parts and labor for non-pressurized aircraft that do not require the GPS coax to be replaced and do not require an external annunciator to be installed.

Alternatively, Penn Avionics will take your old GNS-430 or GNS-530 in on trade toward a factory new GNS430W or GNS-530W. The new GNS430W or 530W will have the full 2 year Garmin factory warranty. The 430/530 being traded in must be in good working order, and in good cosmetic condition. To trade-in a GNS-430 toward a GNS-430W from $3495.00 depending on the age of the GNS430. To trade-in a GNS-530 toward a GNS-530W from $4495.00 depending on the age of the GNS530. To trade in a GNS-430 toward a GNS-530W from $6844.00 (there may be additional labor charges when upgrading a 430 to a 530W, ask for Penn to provide a written quote). The trade-in prices quoted here include the new GPS unit, GPS antenna coax loss measurement, new GPS antenna installation labor, and new 337 & POH. Customer�s that require GPS coax re-work, or a new annunciator to be installed may have additional parts and labor charges.

(Garmin manual 190-00357-02 section 3.10.1) The original Garmin 400/500 installation manual simply stated that the GPS antenna coax had to be 50 ohm coax and could not be have more than 10db of signal loss at 1500 mhz. This was an easy spec to meet with almost any coax configuration, and many installations were performed using RG58 coax that has a single shield. The new 400/500 WAAS equipment is very sensitive to the exact amount attenuation between the GPS antenna and the panel mount 400/500 receiver, and the type of shielding on the coax. The new 400/500 WAAS install manual states that the GPS antenna coax cable loss, including connectors, shall be between 3db and 7db at 1500 MHz in order to maintain proper rejection to interference signals. Also the coax must have two shields (i.e. RG-58 coax is not acceptable). If the measured loss is greater than 7db, the coax will need to be replaced with low loss coax to bring the attenuation down. If the measured loss is less then 3db, extra coax or an external attenuator will need to be installed to bring the attenuation up to 3 db. Penn Avionics has purchased advanced coax test equipment to measure this db loss at 1500 MHz. If the existing GPS coax meets the 3db - 7db spec and the shielding spec, then no changes should be necessary. If the existing GPS coax loss falls outside of this specification, or is of the RG58 type, the coax will require rework / replacement to comply with the new WAAS guidelines. Penn Estimates that to replace the GPS coax will run approximately $150 - $395 depending on the aircraft and the location of the GPS antenna. Larger aircraft with aft mounted GPS antennas will require the interior to be opened up to gain access to the GPS coax. This may result in additional labor charges.

(Garmin manual 190-00357-02 section 2.5.1.1) The original 400/500 installation manual only gave general regulatory guidance for the distance between the GPS receiver and the pilot's primary field of view. The new 400/500 WAAS install manual is very specific regarding how far the 400/500 series units can be placed from the pilots primary view centerline (11.8" for the 400 series and 12.1" for the 500 series horizontal). Also, the top of the 400/500 series unit can't be lower than the bottom edge of the primary flight instruments (IE Cirrus SR20/22). Any 400/500 units that fall outside of this 11.8" or 12.1" spec will require an external annunciator be installed (near the pilot) to annunciate the various modes the 400/500 unit may be in. The required annunciators are; VLOC, GPS, INTEG, TERM, APR, MSG, and WPT. Since the location of the 400/500 unit is determined by the airframe manufacture avionics mounting provisions, moving the 400/500 series unit will usually not be an option. Garmin has quite a bit of guidance in the install manual on how to determine the pilots primary view centerline, but in general the spec states that the left edge of the 400/500 units must be 11.8" for 400 series or 12.1" for 500 series (or less) to the center of the pilots horizon gyro. Aircraft that have the 400/500 units farther than 11.8" / 12.1" from the center of the horizon, will require the external annunciator to be installed and this will increase the cost of the WAAS upgrade. Penn estimates the cost of the external annunciator + installation to run approximately $875.00 to $1195.00 depending on the existing configurations. Some airframes that have the 400/500 farther than 11.8" / 12.1" from the center of the horizon gyro are: Beech 33/36 series prior to 1984 with the center throw over yoke, Grumman AA5 airframes, Commander C114 airframes, Cirrus SR20/22 (see below).

Beech Debonair. Left edge of GNS530 is 15.5" from horizon gyro centerline. (needs annunciator)

C172. Left edge of 430 is 9.5" from gyro center. (will not require external annunciator)

Why did Garmin require the GPS antenna to be replaced during these upgrades? Why not just use the existing GPS antenna?

For those that are interested in the technical reason why the GPS antenna has to be changed; The new WAAS 430/530 units need to receive the WAAS correction signal from 3 new WAAS satellites. These 3 WAAS satellites are in geo-stationary orbits over the equator, and are unrelated to the original GPS satellite constellation that provides the GPS position information. Because these WAAS satellites are over the equator, the mask angle to a GPS receiver in the USA is not optimal (these satellites are very low on the horizon as viewed from an aircraft flying in the USA). There is an FAA requirement that the WAAS receiver in the aircraft must be able to receive a WAAS signal when the WAAS satellite is down at 5 degrees above the horizon. In addition, there is a test matrix that the system must pass with a worst case (weak) WAAS signal coupled with a worst case (strong) ground based interference signal. This worst case requirement was un able to be met by the original Garmin GA56 GPS antenna, and all of the legacy aftermarket combination antennas. Garmin switched to the GA35 WAAS/GPS antenna which had a higher gain (26 db as apposed to 17 db on the older GA56 antenna) and had better performance for low angle WAAS satellites. Garmin plans to release combination data link-WAAS GPS antennas, but as of 3/2007 these are not available. As far as the change from the RG58 single shielded coax to the double shielded coax requirement; this is an FAA mandated requirement that Garmin had to comply with. The concern is unwanted signal ingress into the WAAS antenna coax that will degrade the performance of the WAAS receiver. The RG58 coax shielding is very poor in this respect. The 3db min loss requirement was to prevent the WAAS receiver from being overdriven during these worst case signal conditions. Garmin is now re-running their EMI testing and it looks like the 3 - 7 db spec may be changed to 1 - 7 db. If this does happen it should simplify the coax installation portion of the WAAS upgrade.

Currently the software in the Sandel model SN3308 EHSI does not support a digital interface to display the GPS vertical deviation information. Consequently, for installations with a SN3308 EHSI, the analog CDI deviation connections are required from the 400W Series or 500W Series units to the SN3308 EHSI so that GPS vertical guidance can be displayed on the EHSI. Wiring will have to be added to the aircraft to provide the analog deviations to the SN3308 EHSI and the SN3308 will have to be reconfigured to accept analog GPS deviation information. (Note, the newer Sandel SN3500 does not have this problem)

I have a Bendix / King KAP 140 or KAP 225. Will my autopilot work with the new WAAS units?

For installations with a Honeywell (Bendix/King) KAP 140 or KFC 225 autopilot, a discrete connection from the GPS Select output on the 400W Series or 500W Series unit is required. This output is grounded when in GPS mode unless a GPS approach mode is active. This will allow the autopilot to capture the GPS glide path while the CDI is displaying GPS information.

For other autopilot / EFIS systems, Penn Avionics can evaluate the existing installation and advise the customer of any interface issues.

I have a Cirrus SR20/22. What other issues regarding the WAAS upgrade will effect my aircraft?

Cirrus aircraft have several issues that will affect the Garmin WAAS upgrade. Cirrus aircraft typically have a dual 430/430 installation. If only one unit is upgraded to WAAS, the crossfill feature will no longer work. WAAS units and non-WAAS units cannot crossfill to each other.

Garmin G1000 systems installed before 1/2007 are not WAAS capable. Garmin has left it up to the individual airframe vendors to offer the WAAS upgrade to this system. As of this date, there is no program through Garmin to upgrade the existing G1000 systems to WAAS.

http://www.garmin.com/manuals/GNS530W_WhatisNewwiththe400W-500WSeries.pdf

Link to IFR Refresher March 2007 article "WAAS for the Masses"

waas_ifr_refresher.pdf

Penn Avionics can evaluate the customer's aircraft and provide a written quote for the WAAS upgrade. Please contact us at 610-436-1200 or email at sales@pennavionics.com to request a quote or get your name on the list for a WAAS upgrade slot.

GARMIN GNS430/530 WAAS UPGRADE