An aircraft with a failed attitude and directional gyro (HSI NSD360) basically AOG. The easiest, quickest and possibly smartest solution was to replace the old failed VAC driven gyros with 2 ea Garmin G5 EFIS displays. Now the aircraft is back i service and the flight club is already thinking about future upgrades, possible a GFC500 autopilot but time will tell.

As mentioned before the Piper PA28-181 is probably the best candidate for a GFC500 autopilot. However the GFC500 requires either a Garmin G5, GI275 or a G3X combination as the “brains”. In this particular aircraft the customer choose the GI275 with plans for a future expansion with a third unit for EIS (Engine Indicating System). Includes a Garmin GSB15 USB A-C data loader / charger port. The complete VAC system, mechanical and electrical backup system was removed.

For some years ago we installed dual Garmin G5’s and some other equipment in this Piper PA28-181. Now the aircraft was back again, this time for a Garmin GFC500 autopilot with pitch, roll and with pitch trim option. The Piper PA28-181 is probably the best candidate for a Garmin GFC500 autopilot installation since all 3 ea servos are installed below the passenger seats thus not requiring any substantial acrobatic skills.

This aircraft was in need of a complete avionics upgrade. Garmin G3X EFIS display with a G5 EFIS as a backup. GMA345 audiopanel, GTN750Xi COM/NAV/GPS with Flight Stream 510 WiFI/Bluetooth interface, GNC255A COM/NAV 2, GTX335 ADS-B out transponder, GFC500 autopilot pitch/roll and pitch trim. The installation also includes a GEA24 engine to airframe module and we were able to re-use the existing EGT/CHT, fuel flow and oil temp sensors. Re-used existing fuel senders and BATT shunt. New manifold pressure, oil pressure and carb temp sensors were installed since the old JPI were not approved by the G3X STC. The old magneto RPM pickup was left in place and instead rpm is derived from the magneto P-leads. All 14V aircraft require the GAD27 voltage stabilizer 5-14Vin / 12V out that allows the G3X system to stay online during low voltage conditions like during engine start. The original cigarette lighter jack was replaced with a GSB15 USB A/C charger port. New instrument panel on the pilots side and a new overlay on the copilots side.  New antennas for COM1/2, marker, GPS and transponder. The Garmin equipment is installed using 8 ea different EASA minor changes or EASA STC’s.

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.