NavWorx ADS600-EXP AMOC Disable UAT

[jaustinmd]

The NavWorx ADS600-EXP has no provision for external, approved GPS input. The "doghouse" GPS module is no longer an option since NavWorx has ceased business. Therefore, presently there is no AMOC option for ADS600-EXP owners and they must remove or disable their EXP units in January.

It occurred to me that if the ADS600-EXP could be at least utilized as an ADSB-IN receiver, at least some of the investment could be recouped and it would enhance safety by retaining the ability to receive FIS and some TIS (although the "donut" would no longer be centered on the aircraft).

Here is the body of a letter I submitted requesting an AMOC:

I have a NavWorx ADS600-EXP UAT installed in my experimental amateur-built airplane. When I remove or disable the NavWorx ADS600-EXP to comply with the recent AD, obviously I will also lose ADS-B-in (receive) capability and will have to purchase and install either another, approved ADS-B IN-and-OUT UAT or at least an ADS-B-IN receiver if I want to continue to receive traffic and weather to enhance my safety while flying. As it presently stands, there is not a viable AMOC for this unit other than removing the unit or disabling it per the AD since the ADS600-EXP (experimental) units will not accept an external, FAA-approved GPS. NavWorx has ceased business so there will be no modifications or upgrades available from them.


I was studying the NavWorx ADS600-EXP installation and configuration manuals and noted that the normal default mode of the UAT is that the transmitter is disabled and is only activated when the unit is properly configured with the NavWorx UAT Console configuration software via a wifi connection. If any item of configuration data ( such as not inputting the transponder source for altitude/squawk data) is omitted, the NavWorx ADS600-EXP transmitter is automatically disabled (which can be verified with the NavWorx UAT Console configuration software ? it displays a prominent red warning the UAT is not configured for flight and the manual explains this means the transmitter is disabled) and consequently broadcasts absolutely NO ADSB data of any sort - I have verified this with testing.

Further, it is impossible to re-activate the ADS-B OUT transmitter inadvertently ? one has to establish a wifi connection with a laptop pc and deliberately and properly configure the ADS600-EXP to activate the transmitter. However, the NavWorx ADS600-EXP functions normally as an ADS-B IN receiver even when the OUT transmitter is disabled and one can still receive FIS and TIS data (of course, the TIS ?donut? is no longer centered on the aircraft). I have also verified this with testing.


Since removal of the NavWorx ADS600-EXP results in a total financial loss of investment for the owner, it seems reasonable that there should be an AMOC to allow ADS600-EXP users to convert their units to ADS-B IN receive-only so as to retain a useful function and recoup some of their investment. This would result in maintaining some additional safety of flight since FIS and some TIS information would be available and would NOT affect the safety and integrity of the NAS since absolutely no data is being broadcast to the NAS.

Here is my suggestion for an AMOC for the NavWorx ADS600-EXP:

1. Utilize the NavWorx ?UAT Console EXP (avionics installer)? configuration software to access the ADS600-EXP.
2. Set the ?Transponder Interface? input box to ?NONE.?
3. Verify the transmitter has been disabled by assuring the software displays a red box ?UAT not configured for flight.?
4. Place a placard on the ADS600-EXP unit ?NavWorx ADS600-EXP UAT Transmitter Disabled.?
5. Perform a test flight and request a FAA Public ADS-B Performance Report and verify that no report was generated to verify the UAT transmitter is disabled.
6. Make a logbook notation that the NavWorx ADS600-EXP UAT Transmitter is disabled and now functions as an ADS-B IN only receiver.

Please consider this request. Since only a placard and a software configuration change are required, it would require less labor than complete removal of the unit and all the related accessories (GPS antenna, TransmonSPE, ADSB antenna, and associated wiring and cabling. It would retain receiver functionality and that would enhance flight safety and situational awareness. It would also let owners recoup at least part of their investment. And finally, it would present no adverse effects on the NAS as it would strictly be a passive receiver and not transmitting possibly erroneous data to other users of the NAS.

Comments?

[Ron77]

If you can permanently disable the transmitter then it is not any different than a Stratux. Remove the NavWorx P/N from the box and you are good.

[rleffler]

Originally Posted by jaustinmd

The NavWorx ADS600-EXP has no provision for external, approved GPS input. The "doghouse" GPS module is no longer an option since NavWorx has ceased business. Therefore, presently there is no AMOC option for ADS600-EXP owners and they must remove or disable their EXP units in January.

It occurred to me that if the ADS600-EXP could be at least utilized as an ADSB-IN receiver, at least some of the investment could be recouped and it would enhance safety by retaining the ability to receive FIS and some TIS (although the "donut" would no longer be centered on the aircraft).

Here is the body of a letter I submitted requesting an AMOC:

I have a NavWorx ADS600-EXP UAT installed in my experimental amateur-built airplane. When I remove or disable the NavWorx ADS600-EXP to comply with the recent AD, obviously I will also lose ADS-B-in (receive) capability and will have to purchase and install either another, approved ADS-B IN-and-OUT UAT or at least an ADS-B-IN receiver if I want to continue to receive traffic and weather to enhance my safety while flying. As it presently stands, there is not a viable AMOC for this unit other than removing the unit or disabling it per the AD since the ADS600-EXP (experimental) units will not accept an external, FAA-approved GPS. NavWorx has ceased business so there will be no modifications or upgrades available from them.


I was studying the NavWorx ADS600-EXP installation and configuration manuals and noted that the normal default mode of the UAT is that the transmitter is disabled and is only activated when the unit is properly configured with the NavWorx UAT Console configuration software via a wifi connection. If any item of configuration data ( such as not inputting the transponder source for altitude/squawk data) is omitted, the NavWorx ADS600-EXP transmitter is automatically disabled (which can be verified with the NavWorx UAT Console configuration software ? it displays a prominent red warning the UAT is not configured for flight and the manual explains this means the transmitter is disabled) and consequently broadcasts absolutely NO ADSB data of any sort - I have verified this with testing.

Further, it is impossible to re-activate the ADS-B OUT transmitter inadvertently ? one has to establish a wifi connection with a laptop pc and deliberately and properly configure the ADS600-EXP to activate the transmitter. However, the NavWorx ADS600-EXP functions normally as an ADS-B IN receiver even when the OUT transmitter is disabled and one can still receive FIS and TIS data (of course, the TIS ?donut? is no longer centered on the aircraft). I have also verified this with testing.


Since removal of the NavWorx ADS600-EXP results in a total financial loss of investment for the owner, it seems reasonable that there should be an AMOC to allow ADS600-EXP users to convert their units to ADS-B IN receive-only so as to retain a useful function and recoup some of their investment. This would result in maintaining some additional safety of flight since FIS and some TIS information would be available and would NOT affect the safety and integrity of the NAS since absolutely no data is being broadcast to the NAS.

Here is my suggestion for an AMOC for the NavWorx ADS600-EXP:

1. Utilize the NavWorx ?UAT Console EXP (avionics installer)? configuration software to access the ADS600-EXP.
2. Set the ?Transponder Interface? input box to ?NONE.?
3. Verify the transmitter has been disabled by assuring the software displays a red box ?UAT not configured for flight.?
4. Place a placard on the ADS600-EXP unit ?NavWorx ADS600-EXP UAT Transmitter Disabled.?
5. Perform a test flight and request a FAA Public ADS-B Performance Report and verify that no report was generated to verify the UAT transmitter is disabled.
6. Make a logbook notation that the NavWorx ADS600-EXP UAT Transmitter is disabled and now functions as an ADS-B IN only receiver.

Please consider this request. Since only a placard and a software configuration change are required, it would require less labor than complete removal of the unit and all the related accessories (GPS antenna, TransmonSPE, ADSB antenna, and associated wiring and cabling. It would retain receiver functionality and that would enhance flight safety and situational awareness. It would also let owners recoup at least part of their investment. And finally, it would present no adverse effects on the NAS as it would strictly be a passive receiver and not transmitting possibly erroneous data to other users of the NAS.

Comments?

You're asking the wrong audience. You need to have a conversation with Kyle in the Fort Worth ACO. His contact info is on the AD. The other person, Mike, retired at the end of last month.

One phone call will save you significant aggravation. Kyle can guide you through the process.

I don't have an EXP. Have you validated that it will work as a receiver? I know the ADS600-B doesn't work at all without the transponder enabled and you have three green status indicators.

[Sam Buchanan]

The FAA couldn't care less what you are using for an ADS-B receiver, their only concern is the integrity of an ADS-B transmitter. If the NavWorx device can't transmit, it is no longer any different in a regulatory sense from any other receiver you might install in your plane. No "permission" is required from the FAA to operate a receiver in our aircraft.

[jaustinmd]

Originally Posted by rleffler

You're asking the wrong audience. You need to have a conversation with Kyle in the Fort Worth ACO. His contact info is on the AD. The other person, Mike, retired at the end of last month.

One phone call will save you significant aggravation. Kyle can guide you through the process.

I don't have an EXP. Have you validated that it will work as a receiver? I know the ADS600-B doesn't work at all without the transponder enabled and you have three green status indicators.

Actually, this message was sent to Kyle! As you suggest, I'll follow-up with a call if I don't hear back promptly. I thought I'd solicit additional comments from interested parties in case there were issues I haven't thought of.

I have verified that the ADS600-EXP works perfectly as a receiver even when the UAT transmitter is disabled - FIS, TIS, and the WAAS GPS still transmit data via wifi to my iFly 740, although, of course, the "donut" for traffic is no longer centered on the plane.

[jaustinmd]

Originally Posted by Sam Buchanan

The FAA couldn't care less what you are using for an ADS-B receiver, their only concern is the integrity of an ADS-B transmitter. If the NavWorx device can't transmit, it is no longer any different in a regulatory sense from any other receiver you might install in your plane. No "permission" is required from the FAA to operate a receiver in our aircraft.

I agree that the FAA could care less about ADS-B receivers (and obviously a remotely mounted receiver is virtually undetectable), HOWEVER, the AD makes no provision for altering the ADS600-EXP except to disable the transmitter other than by removing it or pulling the breaker and disconnecting the antenna, making it totally unuseable.

A reasonable person would probably wink and say, "Sure, no problem if the transmitter is disabled," but, if an ambitious inspector found the box still in the plane after January and it was still cabled and powered, it could be construed as in violation of the AD ... seems to me it would just be "cleaner" to have it in writing!

[rleffler]

Originally Posted by jaustinmd

Actually, this message was sent to Kyle! As you suggest, I'll follow-up with a call if I don't hear back promptly. I thought I'd solicit additional comments from interested parties in case there were issues I haven't thought of.

I have verified that the ADS600-EXP works perfectly as a receiver even when the UAT transmitter is disabled - FIS and TIS are still received, although, of course, the "donut" for traffic is no longer centered on the plane.

Having worked with Mike and Kyle, I highly recommend talking to him asap. They are mandated by some very rigid ISO processes on how they process all input. That will take time. They can tell you up front what you may have to do to ensure smooth sailing.

The question that came to mind, that Sam also just brought up, is an AMOC required? My initial reaction was probably not, but then the AD states that the unit must be removed and/or disabled. I suspect you would probably still be in violation of the AD if left in as a receiver. But I think, Kyle would render feedback fairly quickly over the phone. Kyle is a very much by the book type of guy.

[jaustinmd]

Originally Posted by rleffler

Having worked with Mike and Kyle, I highly recommend talking to him asap. They are mandated by some very rigid ISO processes on how they process all input. That will take time. They can tell you up front what you may have to do to ensure smooth sailing.

The question that came to mind, that Sam also just brought up, is an AMOC required? My initial reaction was probably not, but then the AD states that the unit must be removed and/or disabled. I suspect you would probably still be in violation of the AD if left in as a receiver. But I think, Kyle would render feedback fairly quickly over the phone. Kyle is a very much by the book type of guy.

Thanks for the advice! I've got a voice-mail waiting on him and will update this thread when I get new information.

[Sam Buchanan]

Originally Posted by jaustinmd

I agree that the FAA could care less about ADS-B receivers (and obviously a remotely mounted receiver is virtually undetectable), HOWEVER, the AD makes no provision for altering the ADS600-EXP except to disable the transmitter other than by removing it or pulling the breaker and disconnecting the antenna, making it totally unuseable.

A reasonable person would probably wink and say, "Sure, no problem if the transmitter is disabled," but, if an ambitious inspector found the box still in the plane after January and it was still cabled and powered, it could be construed as in violation of the AD ... seems to me it would just be "cleaner" to have it in writing!

If push came to shove you could have an ADS-B Performance Report in your hands in a matter of minutes showing the NavWorx device wasn't tranmitting during your last flight.

[N743RV]

Any news on your request to use the Navworx EXP as an "in-only" ADS-B unit. It works great showing traffic and weather on my AFS 5400. If allowed to do this, I'd only need an "out" unit installed.

Bob Cowan, RV7A 500 hrs