AIP Sweden GEN 1.5 revision 10 August 2023. The biggest difference is that a Mode-S transponder is now required for all IFR flights.

For those aircraft that have an old Bendix/King KT76A the Trig Avionics TT31 Mode-S transponder is in most cases Plug-Play with the existing mounting tray and harness.

For those aircraft that have any other type of Mode-A/C transponder we recommend the Garmin GTX335 Mode-S transponder that when paired with an approved GPS position source such as a Garmin GTN650/Xi also enables ADS-B out. The optional Garmin GAE12 altitude encoder that mounts onto the GTX335 backplate is highly recommended and any old  gillham code blind encoders can be removed.

For more information see following link: https://aro.lfv.se/Editorial/View/IAIP?folderId=4

Basic avionics package upgrade in a Piper 28 Arrow with T tail. Garmin GMA345 audiopanel, GTN650Xi COM/NAV/GPS, GFC500 pitch/roll/trim autopilot and dual GI275 ADAHRS EFIS displays with GSB15 USB charger/dataloader. The existing Garmin GNS430 remains installed as COM/NAV/GPS2 and the existing GTX330ES was connected to the GTN650Xi to enable ADS-B out. The analog instruments were retained including a VOR only CDI for NAV2.

On May 4, 2023 Garmin published Service Bulletin 23024 Rev A. This service bulletin is applicable for all GSA28 servo’s with p/n 011-02927-11 and 011-02927-21 (without Mod 1).

This means that basically every GFC500/GSA28 servo we have installed up to this date is affected. Garmin has extended their warranty for all affected servos to 5 years starting from the publication of the service bulletin.

The Garmin warranty includes a replacement servo and 2.5hrs for the replacement of each servo. In some aircraft like the Piper PA28-181 servo replacement is quite straightforward but in other aircraft like the PA28 Arrow it will be quite complicated since all servos are in the absolute worst position (in the AFT section of the tail).

However the warranty does not cover any shipping, handling, work order preparation/completion, other work necessary to be able to do the replacement and we are unable to “work for free” so we need to invoice the full price of labor start to finish minus -2.5hrs per servo.

There is no immediate hurry to replace any working servos and who knows what other service bulletins affecting the GSA28 servo may show up in the future.

To clarify – there are 2 ea different service bulletins that affects GSA28 servos used in certified aircraft.

SB 22016 Rev B, is for p/n -11 and a certain serial number range (internal component failure that could cause “AP DISC indication”). Garmin considers this SB mandatory.  Warranty deadline was initially 28 February 2023 now extended in accordance with SB23042 Rev A.

SB 23024 Rev A, is for p/n all -11 and all -21 units not marked with Mod 1. Garmin considers this SB recommended.

https://support.garmin.com/en-US/aviation/faq/kmkaZ5NWGfA8aH2UTROcI9/

Dual Garmin G5’s, GMA345 audiopanel, GTN650Xi COM/NAV/GPS and a GTX335 ADS-B out transponder. The existing Garmin GNS430 COM/NAV/GPS is kept as backup. Please note that the GNS430 has been around since 1998 and now 25 years later Garmin has announced that repair capabilities for all GNS series parts will be terminated during 2023. The same happened to the Garmin GMA340 audiopanel in 2022. So today when doing panel upgrades you must take into consideration that your existing avionics such as the GMA340 and GNS430 will no longer be repairable if it should fail. We have not heard anything about the GTX330 transponder but hopefully Garmin will have repair capabilities several more years as it was launched  a few yeas later than the GNS/GMA.

In this installation the complete VAC system including the electrical standby VAC system was removed. The existing VAC driven attitude indicator and King KCS55A compass system was replaced with 2 x GI275 EFIS and optional GSB15 USB charger/data loader. The old Century II autopilot and Piper pitch trim system was replaced with Garmin GFC500 pitch, roll and yaw axis autopilot with pitch trim option. This installation also includes a Flight Stream 210 bluetooth interface for the existing Garmin GNS430W COM/NAV/GPS.

Some early Diamond DA40 had electrical attitude indicator and directional gyros. When these units fail they may be quite expensive to repair so a good alternative is the uAvionix AV-30-C. Panel space and in particular depth behind the panel is very limited in the DA40 series. Hole spacing is not enough to accommodate 2 ea Garmin G5’s, and the G5 when installed as a directional gyro (HSI) requires a magnetometer.  The AV-30-C in its simplest installation requires nothing more than power and when installed as a directional gyro the pilot will manually “slave” the compass card on the AV30 to the correct magnetic heading using the magnetic compass as the reference. In this installation we removed the old OAT indicator and connected the existing OAT probe to the AV-30-C attitude for OAT and true airspeed. We also connected the existing King KLN90B GPS to both units so that we get additional information such as GPS track, ground speed etc.

For those looking for an additional attitude indicator that can be installed “anywhere in the panel”, then the uAvionix AV-30-C could be  an option (at least for GA aircraft). The AV-30-C may be installed in most GA aircraft using an existing EASA AML STC. The unit fits in a standard 3 1/8″ hole but the maximum 6-32 screw length protruding the unit is limited to 3-4 threads?!! Initial startup indicated a failed battery right out of the box but after an hour or so and after several restarts it seems that the battery came back to life, started to charge and finally got to 100% charge. The D-Sub connector included in the installation kit including the back shell made out of plastic, possibly the cheapest uAvionix could find?  The installation manual states that the unit is factory calibrated to highest standards but our unit displayed 48kts when the test set Barfield, Aspen E5 and analogue ASI were almost spot on 40kts. The altimeter was of by about +30ft or so. This unit is not TSO’d (technical standard order) but should be equivalent as it is approved for installation in certified aircraft. We were able to “adjust” the ASI and altimeter to be within spec’s. Now its time to hand over the instrument for real world flight testing and see what the owner’s think.

Piper PA28-161 with upgraded with a standard Garmin package including GMA345 audio panel, GTN650Xi COM/NAV/GPS, GNC255A COM/NAV, GTX330ES (ADS-B out), GFC500 autopilot pitch/roll/trim and dual G5’s attitude and HSI with OAT option. GSB15 USB charger port on the pilot side.

In 2018 this aircraft got a new avionics package but the original VAC driven attitude indicator and directional gyro was kept in the panel. Due to failing instruments it was decided to replace the existing instruments for 2 ea Garmin G5 EFIS attitude and HSI. The STC defines in which position the instruments must be installed but in this case – since basic T could not be achieved we decided (after consultation with Garmin) to install the G5’s in the same location were the old attitude indicator and directional gyro was installed. The installation includes an OAT module GAD13 and there is still room for a Garmin GFC500 autopilot in case the owner wishes to add this later on.

Repairing old vacuum driven instruments like the Bendix/King KI256 attitude indicator and KG107 directional gyro may become quite expensive. For those who have a fully functional working autopilot like in this case the King KAP100 the vac gyros may be replaced with 2 ea Garmin GI275 EFIS displays. The GI275 ADAHRS + AP version is able to emulate the KI256 attitude indicator signals required by the KAP100 series autopilots.  The acronym ADAHRS +AP means AD – Air Data, AHRS – Attitude Heading Reference System and finally, AP – autopilot. With dual GI275 ADAHRS instruments it is possible to remove almost all other instruments except for the ADF indicator (the GI275 is not able to display ADF bearing). In this case most of the old analogue instruments remain installed including the NAV2 CDI.