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Smart Transponders

The Experimental market gets few breaks when it comes to transponder and ADS-B requirements.

As you should know by now, you’ll still need a Mode A/C transponder system in a full-up ADS-B environment. Just because your ADS-B-equipped aircraft will be transmitting GPS position, heading, and speed, the U.S. ATC system will still utilize traditional beacon codes and pressure altitude reporting.

Still, ADS-B compliance is getting easier thanks to a market shift that embraces a welcomed no-brainer solution: all-in-one smart transponders, or those equipped with mandate-approved ADS-B systems and better yet—self-contained WAAS GPS engines. This single-box breakthrough tames the installation complexity and brings cheaper and more streamlined ADS-B solutions to utilitarian panels.

In our continuing series of panel upgrade articles, we’ll scan the market of standalone and integrated ATC transponders, while focusing on the latest solutions that can satisfy the upcoming ADS-B mandate.

Standalone Models

If you haven’t shopped the transponder market in this century, you’ll be surprised to see a sizable technology leap from the ancient analog days. Gone are the high-voltage, heat-inducing cavity oscillator tubes responsible for pricey bench repairs and relatively short transponder longevity. This technology is gone for good and has been replaced by microchips, software, and digital data buses—offering greater interface potential and space-saving designs. Without a doubt, modern transponders pack a big punch. Here are the contenders.

Sandia Aerospace

Even entry-level units like the $1,850 Sandia Aerospace STX165 include advanced features like Mode C pressure altitude reporting with an integral altitude encoder, which is certifiable up to 35,000 feet. This eliminates the need for a remote altitude encoder and long runs of wiring bundles—potentially saving $500 or more in equipment and installation effort. But as the sidebar on page 25 describes, there are some drawbacks.

Sandia’s STX165 transponder has an internal altitude encoder.

Sandia also makes a remote digitizer.

The non-ADS-B STX165 (it’s a Mode A/C unit only) has a simple feature set, which consists of dual rotary function knobs, a dedicated VFR squawk button, a familiar IDENT button, plus it has a sunlight-readable and backlit LED display. The STX165’s chassis is designed for multiple installation options, including mounting in a 3-inch ATI instrument cutout. But with a shallow rectangular chassis, it can also be surface-mounted in a flat panel. Its serial databus can feed pressure altitude data to other devices that accept serial altitude, including GPS navigators, altitude alert systems, and moving map displays, to name a couple.

Trig Avionics

Scotland-based Trig Avionics was an early player with its line of 1090ES ADS-B-capable models, including the space-saving TT22 and the FDL-1090-TX model rebranded and sold by FreeFlight Systems. These transponders are compatible with Garmin WAAS navigators and FreeFlight’s remote WAAS GPS receiver for use as an external GPS position source. It’s important to remember that unless a transponder has an integral WAAS GPS receiver, you’ll still need an FAA-approved external GPS position source to complete the ADS-B Out requirement.

Trig’s TT22 two-piece Mode S ADS-B transponder is also repurposed for FreeFlight Systems (below). Both need remote GPS input.

The Trig TT22 is a two-piece system, with a control head and a remote-mount transceiver that includes an integrated altitude encoder. The panel control head houses an LCD screen and the small bezel has conventional rotary knobs and push-buttons. The control head is splash proof, making it tough enough for water ops and open cockpit applications. The TT22 draws low current—that’s a plus in applications that have minimal electrical systems like gliders, for example. For lower-end applications, Trig also offers the TT21, but it only outputs 130 watts, compared to the 250-watt TT22.

If you have a vintage BendixKing transponder, the rack-mounted $2,600 Trig TT31 transponder can work in an existing KT76A/C installation, but plan on additional wiring for piping in the GPS data from a compatible WAAS GPS source. This includes Garmin GNS and GTN navigators, plus FreeFlight’s WAAS/GPS 1201 sensor. If you have a BendixKing KT76A, you can use the existing power, ground and Mode C wiring.

Speaking of BendixKing, it makes the $2,999 KT74. This is a Mode S unit designed and built by Trig Avionics. This is a rack-mounted design with 1090ES ADS-B Out capability and is also plug-and-play with vintage KT76A/C models. But, like other slide-in replacements, additional wiring will be required when interfacing it with an approved WAAS GPS, including Garmin’s GNS530W/430W, GTN750/650 and BendixKing’s own KSN770 touchscreen navigator.

BendixKing’s KT74 is compatible with the company’s KSN770 GPS navigator for a 1090ES ADS-B solution and can use existing legacy KT76A/C wiring.

As we go to press, BendixKing still doesn’t have an ADS-B traffic or weather display interface for the KSN770 hybrid navigator, but the company says it’s working on the required TSO approval to some day make the data play on the screen. We’ll take a look at the KSN770 in a future article.

Becker Avionics

The $2,100 Becker Avionics BXP-6401 (self-contained version) and the BXP-6402 (two-piece system) are Mode S systems that Becker’s web page says can support an ADS-B extended squitter. However, Becker told me the company never earned certification for ADS-B output.

The two-piece 6402 is a popular option in small panels and has a rugged control set. For traditional rack mounting, Becker makes the $3,800 digital BXP6403. It too is designed to fit in place of a BendixKing KT76A and has the same interface potential as Becker’s 6401/6403 systems.

Although it rolled out a new line of ADS-B transponders (see the sidebar below), Garmin plans to keep the $2,000 entry-level Mode A/C GTX327 transponder in its lineup, and I think it’s a worthy choice in suites that have a remote ADS-B solution (perhaps Garmin’s GDL88, GDL84 or even third-party systems). Because the GTX327 has an RS-232 serial databus, you won’t need a dedicated ADS-B control head to keep the transponder and ADS-B codes in sync, since that logic is monitored over the databus.

Garmin says it plans to keep the proven GTX327 Mode C transponder in its lineup. It interfaces with GNS and GTN navigators for flight timer functionality.

The GTX327 is completely solid state, has flight and countdown/count-up timers, an altitude buffer with audio callouts to warn you of altitude excursions, plus it displays the current pressure altitude readout, based on the data received from the altitude encoder. When interfaced with Garmin GNS and GTN navigators, it will automatically cycle in and out of standby on the takeoff roll and start and stop the flight timer, based on GPS groundspeed.

Glass Integration

Upgraded transponder LRUs (line replaceable units) for Dynon Skyview and Garmin G3-series integrated suites can be installed to satisfy the 2020 mandate, and both companies offer upgrade paths for older systems.

For its integrated SkyView and SkyView Touch suite, Dynon offers the $1,700 SV-XPNDR-261. This is a remote 1090ES transponder that is tuned directly on the SkyView/Touch display. The LRU weighs one pound and measures 5.6 by 1.8 by 2.4 inches.

Dynon’s integrated XPNDR-261 and remote GPS-2020 antenna/receiver make for an easy ADS-B solution for new and existing SkyView suites.

But the SV-261 isn’t a self-contained ADS-B Out solution. Instead, it requires Dynon’s $590 SV-GPS-2020 GPS receiver/antenna. The newer GPS-2020 is a drop-in replacement for the company’s early-gen SV-GPS-250 without having to add or change the wiring. For existing SkyView systems not equipped for the 2020 ADS-B mandate, Dynon said the latest GPS-2020 can also be used as the suite’s primary GPS source (for map display, navigation and synthetic vision), while the older GPS-250 can be retained as a backup GPS. You’ll also need SkyView main software version 14.0 or greater for it all to work.

For Garmin’s G3X and G3X-Touch, the current $2,450 GTX23ES remote transponder has 1090ES extended squitter and 250 watts of power. It also receives TIS traffic link and displays the targets on the G3X screen. It won’t, however, receive ADS-B In data, including ADS-B traffic. You’ll need Garmin’s GDL39-series receiver for that, which is available in a remote version or battery-powered portable footprint. The GTX23ES will require a WAAS position source for completing the ADS-B Out interface. For that, Garmin sells the $845 GPS20A remote WAAS GPS receiver.

Transponder functions are accessed directly from the G3X Touch display.

The GPS20A is a 2020-rule-compliant (but non-TSO’d) position source made specifically for Experimental and LSA applications, and Garmin says it will work with a variety of 1090ES transponders over a serial databus. If equipped, you can also connect the GTX23ES with any of Garmin’s WAAS-equipped panel navigators—including the GNS530W/ 430W—and end up with a mandate-compliant solution.

The first-generation remote transponder for the G3X was the non-ADS-B GTX23, and the GTX23ES is the same form factor and can use some of the existing wiring.

Garmin’s GTX23-series remote LRU transponder works with the G3X/Touch integrated avionics.

L-3 Aviation

L-3 Aviation was perhaps the first with a full-up ADS-B transponder with its Lynx 9000. The 9000 series is more of a multifunction system than a transponder, although it has Mode A/C/S functionality. Packaged in a chassis that’s designed for radio stack mounting, the Lynx 9000 measures 2.0 inches high, has dual-band ADS-B In and extended squitter Out, internal WAAS GPS, plus traffic and weather display on a color RGB touchscreen. The entry-level $5,500 Lynx NGT-9000 can be optioned with dual antenna (diversity) and with an active TAS traffic processor, bumping the price to nearly $12,000. The Lynx outputs 1090ES, making it a player in high-flying applications.

L-3’s Lynx is really a true multi-function system, which includes a color touch display, 1090ES transponder, built-in GPS, plus weather and traffic display.

Overall, I think the Lynx feature set is nicely laid out, the menu structure is shallow (a good thing), and the user is given several screens for configuring the data. The data on the touch display is divided into left and right screens, which L-3 calls applications. You select each screen application using both drag and swipe touch actions, while basic screen position identifiers (hollow or empty circles) at the bottom of the screen show which page is active. Onscreen scroll bars navigate through lists or blocks of text, while slider bars are used for editing data and for increasing and decreasing numerical values, for example.

An optional Wi-Fi module enables wireless interface capability with iPad and Android tablets. L-3 has selected WingX Pro and SkyRadar for primary app compatibility, but says other interfaces are pending. You’ll likely make good use of the Wi-Fi module if you’re looking to view weather and traffic on a larger screen. While the 9000’s color display is bright and has a wide viewing angle, its small size may not be the best for viewing FIS-B NEXRAD images. If you’re picky, I like that the transponder supports multiple input/output protocols, including ARINC 429, RS-422 and RS-232 serial data. Check with your installer for ultimate third-party compatibility (or with L-3 directly if you are wiring it yourself).

Still, for small panels the Lynx 9000 can sufficiently work as a primary weather display, and you’ll view a wide variety of free FIS-B weather products, including AIRMETs, METARs, NOTAMs, SIGMETs, SPECI and TAF data. NEXRAD FIS-B radar can also be selected, while the age of the image is displayed at the bottom of the screen.

The Lynx has an interesting traffic information data window, which is accessed by tapping an onscreen traffic target. Once expanded, the window shows a variety of information including the flight ID of the selected aircraft, the type of aircraft, and its calculated groundspeed. Another dedicated window shows a birds-eye view of the ADS-B traffic targets the system is receiving. If you opt for the model that has built-in TAS, the system prioritizes the threat targets and only displays the ones you want to see, rather than clumping all of them at once.

Since the NGT9000 serves as a primary transponder, there is a dedicated transponder application that shares the left screen (by toggling) with traffic alerting. It contains transponder squawk code, IDENT-reply, pressure altitude readout, transponder mode control (for selecting typical Mode A/C functions including altitude encoding), plus a MSG key that flashes when a new message is received. Simply tap it to view the message and tap Done to jump back to the application page. The ON-GND indicator advises that the transponder is operating in ground mode and isn’t replying to all interrogations.

While the idea of the Lynx is to streamline the installation—and eliminate the need for an external GPS—the model with internal WAAS GPS requires a dedicated GPS antenna and can’t be combined with an existing one. Diversity models require a second directional antenna for mounting on top of the aircraft. If you happen to have an existing L-3 Skywatch system, its antenna can be used for Diversity and for TAS traffic. Pull the Sky497 processor out and save a bunch of weight when using the Lynx 9000 model with internal TAS. The system requires pressure altitude input via a serial altitude digitizer or traditional Gray code altitude encoder. It also has outputs for interfacing with compatible audio panels for traffic alerting and other prompts.

Appareo’s Stratus ESG is intended for basic panels that need a self-contained ADS-B solution.

More Models on the Way

There are two new multifunction transponders coming from Sandia Aerospace (the STX360 Sentinel) and ADS-B manufacturer Appareo (the Stratus ESG). If you aren’t familiar with the brand name, Appareo makes the Stratus series portable ADS-B systems, sold through Sporty’s.

Unlike most ADS-B transponders, the Sandia STX360 will have a built-in 978 MHz UAT transceiver, rather than 1090ES, which will limit the unit to lower-flying missions. But like the L-3 Lynx, the STX360 has a bezel display for playing weather and traffic, although the data is limited to FIS-B textual data and ADS-B traffic targets. For a more complete weather interface, Sandia said the transponder would be equipped with a wireless transmitter for outputting weather graphics to tablet computers. No specific apps have been named.

Sandia’s STX360 will have a 978 UAT receiver, plus wireless capability.

The downside is that the STX360 lacks an internal WAAS GPS receiver, although Sandia hinted it is planning on a future GPS solution, plus a remote version to interface with third-party EFIS displays. Pricing is expected to be below $3,500 when the STX360 is released later in the year.

The $2,995 Appareo ESG is a rack-mounted 1090ES transponder with built-in WAAS GPS receiver. Equipped with an OLED display, the Stratus ESG has push-button mode keys, including a dedicated VFR code button; it will display pressure altitude readout and is compatible with a variety of altitude encoders.

The Stratus portable ADS-B receiver has a wired interface with the Stratus transponder for power and GPS signal.

The Stratus doesn’t display weather or traffic. Instead, an optional wired interface is designed to connect the transponder with the popular Stratus and Stratus 2 portable ADS-B receivers. The harness basically piggybacks the portable receiver with the transponder for voltage and a GPS signal. This means the Stratus receiver can be remotely mounted, rather than placed on the glareshield and connected with remote antennas. Still, I wish for a wireless interface, and I suspect buyers will, too.

Appareo attempts to make the installation process as simple as possible, supplying everything you or your shop will need to hook it up. This includes a GPS antenna and even a prefabricated wiring harness. At 1.69 inches tall, the ESG is the same form factor as legacy transponders.

Clearly, Garmin’s latest wireless transponders (see sidebar) are positioned to simplify ADS-B equipage, especially the versions equipped with WAAS GPS. The ability to wirelessly stream weather and traffic data to a variety of portable devices—including portable GPS systems—will be appealing to many buyers.

But Garmin isn’t alone in an emerging market of smart transponders. For buyers still not sold on displaying weather and traffic on a cockpit tablet, the L-3 NGT9000 transponder—with its integral color touch display—is worth considering and has the advantage of a built-in display. It has an intuitive menu structure, fits nicely in the radio stack, and is available with GPS. Perhaps the only obstacle is its higher price—something the Experimental and LSA market just isn’t accustomed to.

On the other hand, if you’re still years away from completing your kit, it may be worth waiting. There are bound to be more options worth considering. If you have to buy now, I favor Garmin’s new wireless models for the easiest and most complete all-in-one solution.

Garmin’s New Wireless ADS-B Transponders

Garmin’s GTX330ES extended squitter Mode S transponder was one of the first 1090ES ADS-B Out solutions, dating back several years. By the time you read this, Garmin will be shipping its next-generation GTX345/335-series ADS-B transponders, which replace the GTX330 (although Garmin made it clear that it will continue to support the many GTX330s that are in service).

Garmin’s new GTX345 ADS-B In/Out transponder is available in rack-mount, top, and remote configuration, bottom.

The big news surrounding the new GTX345 is an internal dual-band ADS-B In receiver and a wireless Bluetooth interface, leveraging technology already in place with the company’s Flight Stream Connext wireless cockpit. It’s this wireless capability that gives the GTX345 and remote LRU-designed GTX345-R the legs to work with its recently announced aera 660 portable GPS, in addition to Apple and Android tablet computers. That’s an ADS-B problem-solver for stark panels that don’t have an MFD or panel GPS for playing the data. The other feature is an internal mandate-approved WAAS GPS engine, eliminating the need for a panel GPS in a full-up ADS-B interface.

The new aera 660 portable GPS can interface with the GTX345-series for traffic and weather display.

The new GTX335/345 models are based on the familiar GTX327 (and GTX330) chassis and control set. Put them side by side and you likely won’t be able to tell them apart. It’s a design that has proven reliable and durable—sort of a don’t-fix-what-works mentality.

Garmin offers its next-gen ADS-B transponder in several versions; the most basic is the entry-level GTX335ES—essentially a stripped-down model without internal GPS. At $2,995, it has 1090ES extended squitter ADS-B Out, but no ADS-B In.

Garmin Pilot app, left, and aera 796 are also compatible.

Garmin says there is little, if any, significant difference between the base GTX335ES and its discontinued GTX330ES, other than the new model is priced $1,000 less than its predecessor. For $3,795, you can get the GTX335ES with an internal WAAS GPS, but if you already have a GNS530W/GNS430w or a GTN touch navigator, you won’t need to spend the extra money—or the extra effort—to install another GPS antenna. No, you can’t share two GPS receivers with a single antenna.

Garmin’s flagship model is the $5,795 GTX345 (and GTX345R), which includes a WAAS GPS, dual-band ADS-B In receiver, plus Bluetooth wireless transmitter for outputting the data to Garmin’s Pilot app for Apple iOS and Android tablets, the ForeFlight Mobile app for iOS, in addition to Garmin’s aera 796 and the new aera 660.

The wireless data interface trickles down from the Flight Stream two-way data transfer protocol, and it enables the transfer of pressure altitude data, ADS-B messaging, plus FIS-B weather and ADS-B traffic overlay. You’ll need to have ForeFlight Mobile version 7.20 or higher for the interface to work. The transponder will also send traffic and weather data to WAAS-equipped GNS530/430 systems (which will have some display limitations) and new GTN navigators, which will display all of the weather and traffic data. You can also tune and control the transponder directly on the screen of the GTN750. The GTX345 will also work with Garmin’s GMX200 MFD. As we go to press, there is currently no interface with the G500/600 retrofit PFD/MFD, but Garmin says it’s working on it.

Don’t Forget the Altitude Encoder

If you are replacing an aging transponder, consider replacing the altitude encoder at the same time. Like transponder technology, altitude encoders have improved, and their footprint has shrunk over the years, affording better mounting options. If you do make the switch, consider a model that has a serial data interface. Unlike an old-school Gray code model, which outputs pressure altitude in 100-foot increments, a serial encoder can output the data as tight as 10 feet or better.

If you want to ditch the standalone encoder and are considering a transponder with integral encoder, there is a potential price to pay for integration. Since the transponder connects with the aircraft static system, the system will likely require a leak check and recertification when the transponder is removed and reinstalled from the aircraft static line. That’s more time and money at the avionics shop. Remember, too, that FAR 91.411 and 91.413 certification requirements apply to Experimental aircraft.

Garmin’s newly released encoder, simply called the Garmin Altitude Encoder, is a self-contained and impressively tiny digitizer designed to interface with the new GTX345-series transponder interface. Priced at $279, the device is roughly the size of a quarter and mounts directly to the GTX335/345 transponder mounting tray and plumbs into the aircraft static system. The encoder sends proprietary altitude data to the transponder (for Mode C altitude reporting) and to other devices in a Garmin suite that require pressure altitude input.

There are other quality encoders to consider. Current models from Transcal Industries, Sandia Aerospace, and ACK have proven reliability and have been repeatedly reengineered over the years, and as a result they are more reliable than ever. We’ll look at them in a future issue of KITPLANES.

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Larry Hi from HFD You installed my 430w years ago And your expartner Steve C since put in the Aspen 1000 PFD plus L3’s NGT 9000 My question is: How can I provide an alternative pressure altitude source when the Aspen quits for any reason Do you recommend some switching device similar to an alternate static air device but of electrical variety? I have had the Aspen quit twice and lost pressure altitude for the 430 and. L3 Clearly some alternate encoder source seems the logical solution No? Thanks John Hilton

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In Case You Missed It

Archive: August 2012

Building the 750SD XTREME: Part 12

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Stratus ADS-B Transponder for Experimental Aircraft

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The Stratus ADS-B Out Transponder is your all-in-one answer for equipping your aircraft with ADS-B Out capabilities. 

• Simple, low-cost, installation.
• Fits in standard transponder slots.
• Includes all mounting hardware and GPS antenna

The Stratus ESG with WAAS GPS was designed with non-glass panel aircraft in mind. This simplified solution includes a 1090 extended squitter (ES) transponder and certified WAAS GPS in the same box. It’s truly an all-in-one box solution for 2020 compliance.   

• For Experimental Aircraft Only.  For Certified Aircraft use the Stratus A&P Bundle instead.
• 1090ES (Mode S extended squitter)
• Meets global mandates for ADS-B Out
• Push-button operation
• Easy-to-use interface
• Pressure altitude monitor
• Built-in WAAS GPS (ESG Model Only)

What's included with the Stratus ES / EGS?

• Stratus ES or ESG Transponder
• Stratus Installation Kit
• Stratus Backplate Assembly
• Stratus Installation Rack
• RAMI AV-801 WAAS GPS Antenna (with the ESG only)

Optional Stratus 3i Receiver includes:

• Stratus 3i Receiver
• Stratus 3i CON PM BNC Jack to Blind Mate Adapter
• Stratus 3i CON 9 Pin DSUB with Mounting Hardware
• Stratus 3i MS-151 to BNC Cable - 5 ft
• Stratus 3i ESG, Right Angle USB Type C to 9 Pin D-Sub, 5 ft
• Stratus Window Mount Clip

Stratus Universal Stratus XPDR Wiring Harness is sold separate. 

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2 QUESTIONS & ANSWERS

Previously asked questions.

Q: Can be install on Cessna 152.

A: No, this is for experimental aircraft only.  For the Cessna 152 you would want to consider the Stratus ESG instead.

Q: What display panel is being shown with the esg displaying the map and ahars

A: That is an iPad (not included).

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GARMIN GTX 345 DIGITAL TRANSPONDER FOR EXPERIMENTAL AIRCRAFT

ASA00210SU,ASA00214SU, ASA00211CU, ASA00215CU, 0100121606, 0100121646

$ 5,229.00 – $ 6,312.00

• Description
• Specification

GTX™ 335-345 Support for G1000® Aircraft (PDF)

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Trig TT22 Mode S Class 1 Transponder | Complete Kit – Certified

• Brand: Trig Avionics

Regular Price :   $ 2,663.00

Our Price:   $ 2,525.00

You Save: $ 138.00 (5.18%)

Status: IN STOCK - SAME DAY SHIPPING

The innovative design of the Trig TT22 transponder saves both space and weight while delivering certified performance. The transponder kit comes in two parts: a compact control head that includes a built-in altitude encoder, and a separate hardware box that can be installed anywhere in the airframe.

Mode S technology provides visibility to ATC and all commercial and military traffic. Trig transponders are ADS-B Out capable , meeting the latest FAA certification standard for ADS-B known as TSO-C166b. Pilots of Light Sport and Experimental aircraft can use the TT22 transponder with Trig’s TN72 GPS Position Source . This combination meets the 2020 ADS-B mandate and is FAR 91.227 compliant.

• Product Overview
• Specification
• Documentation

Trig TT22 Mode S Transponder – Minimum Panel Space and Maximum Benefit

Chosen by pilots around the world Trig’s TT22 compact transponder fits in the tightest panel space. The TT22’s innovative design saves both space and weight, whilst delivering certified performance.

Trig’s ‘Better by Design’ Mode S technology makes you visible to ATC, commercial and military traffic. Trig transponders are ADS-B Out capable, (with a suitable GPS) meeting the latest FAA certification standard for ADS-B known as TSO-C166b.

Light-sport, experimental and homebuilt pilots can use the TT22 with Trig’s TN72 GPS Position Source – this combination meets the 2020 ADS-B mandate and is FAR 91.227 compliant. This provides one of the most simple and affordable ways to become ADS-B equipped. A TT22 ADS-B bundle is available with all the main components – making your ADS-B Out installation stress-free.

The TT22 is designed to be easier to use, with a clear bright display, the controller even comes with a built-in altitude encoder. Discover the benefits of Trig and join other pilots who have installed and fly with Trig – you’ll be in good company!

• Class 1 Mode – S and 1090ES ADS-B Out capable
• 250 watts nominal output power
• Compact form factor — fits in a compact or standard 2-1/4 inch instrument hole
• Minimal depth — allows space in the panel for other avionics
• One handed operation
• Single press VFR button
• Rapid Squawk selection
• Display features tail number and flight level for reference
• Integrated altitude encoder
• Certified for IFR / VFR flight
• Manual dimming feature with adjustable backlight
• Splash proof, ideal for open cockpit and seaplane
• Low power consumption
• FAA TSO Certification – TSO-C166b to ADS-B standard
• Suitable for 2020 ADS-B out
• Free FAA ADS-B STC for 576 aircraft types
• Two-year warranty from date of install, U.S. based technical suppor

Product Design

The TT22 is a Class 1 device and meets the requirements of TSO-C166b. It is an ideal transponder for use with a 2020 rule ADS-B system.

Trig’s compact transponder comes in two parts – a compact control head that includes a built-in altitude encoder, saving further space and expense. A separate hardware box can be installed anywhere in the airframe.

The mounted control head takes up the minimal depth in the panel and can be fitted using a 2 ¼” round hole or smaller compact mount – the unit ships with the necessary fittings for both install options. Trig’s compact transponders are simple to operate and feature a crisp, bright display – easy to read in all lighting conditions and equipped with manual dimming. The transponder control head is splash-proof too, so it’s ideal for open cockpit and seaplane operations.

One-handed operation is easy; the superior interface allows the rapid selection of Squawk code. A single press VFR button and ident button further ease operation. The display also features your tail number and flight level for ease of reference.

• Control head
• Transponder unit
• Mounting tray
• Install kit
• Installation and user manuals

Additional information

•   Trig TT22 Brochure
•   Trig TT22 Operating Manual
•   Trig TT22 Installation Manual

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Regular Price :   $ 2,663.00

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You Save: $ 138.00 (5.18%)

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Garmin GTX345 Digital Transponder For Experimental Aircraft

View in Catalog

• Easy replacement for your existing transponder, with common 1.65-inch tall form factor
• GTX™ 335/345 Support for G1000® Aircraft (PDF)

• Frequently Purchased With
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I bought the GTX 345 w/internal GPS / Area 600 bundle for my RV6. I reused my Ameri-King altitude encoder. The tool for crimping the pins onto the encoder wires cost more than the new Garmin encoder. I was also surprised at the cost of the crimpers to make up the BNC antenna connection. I am very happy with the combination, and passed my rebate flight test the first time out. The only reason I am giving this product 4 stars instead of 5 is because the Garmin manual is so weak. It does a horrible job explain the proper configuration of the system. There is at least one on-line tutorial, but it was only slightly helpful because it was for a different configuration than what I was trying to set up. Hopefully as more of these units are sold there will be better information available. I also found the process of updating the Area 660 nav data to be very cumbersome. One point of caution if you are using Foreflight - the ADS-b Airport weather displayed on the Area 660 is color coded differently. On the Garmin screens Green is marginal VFR and Red is Marginal IFR. I chose this package because it seemed like the cheapest and easiest way to get ADS-B in and out in one package, and I still fee that is true. I would go this route again given the other available offerings.

Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician. Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Yes, however you will not transmit ADS-B out. Please see part number 11-14177 for ADS-B compliance.

Yes, the GTX 345 transponder will interface with the GNS-530W to display ADS-B In information including TIS-B traffic.

Yes, the GDL 88 is still available but can be replaced by the GTX 345. The GTX 345 offers the same features as the GDL 88.

The height and width of the transponders is the same so technically it will fit the same hole in the panel, however it will still require a new rack and connectors to be installed.

Yes, the GTX 345 will interface with the Garmin 430W. The GTX 345 can also send the signal to an iPad running Foreflight with Connext link.

The Flightstream 210 can be used in conjunction with the GTX 345 to transfer flight plan information. This connection is done direct from the Garmin GPS and does not tie into the transponder.

No, weather is not available on the 496 other than XM. Traffic will be limited to 8 targets when connected via the power data cable part number 11-02694. The GTX 345 has RS-232 outputs which can be wired to the power/data cable.

No, as of 3/29/16 it is not compatible with the 696. Garmin is currently working on an interface solution.

The non-GPS version is only used if you already have a WAAS GPS installed. The GDL 39 3D and GTX 345 do not interface. The Bluetooth feature is for providing weather and traffic to a display unit only (ie iPad).

No, a Flightstream 210 will still be required.

As of 2/10/16 Garmin allows for 2 devices to be connected simultaneously.

Mode S transponders are not able to use anonymous mode, this is only available with UAT devices.

Yes, the transponder antenna is the same as the 330. The 345 only needs one transponder antenna if you already have WAAS GPS from another source.

No, since the Aera 660 is not an FAA Approved WAAS GPS source it cannot be used by the Garmin GTX 345.

The GTX 345 has built-in Bluetooth and can wirelessly send ADS-B data directly to Aera 660.

Per Garmin, customer would need to send the 530 in for upgrade to display weather.

Garmin recommends connecting your ELT with a GPS such as the Aera 660 or GTN 650.

Yes, the Garmin GTX 345 includes the new rack and connectors needed for the install.

You will need the Davtron probe found under p/n 10-00653.

Per Garmin: 125 W min at antenna, with max 2db cable loss, 250 W nominal at unit.

The GTX 345 has Bluetooth capabilities. At this time, only Garmin displays are compatible. The 345 will accept position source from the GNS-480 so long as the software is fully updated.

The 345 will accept position source from the GNS-480 so long as the software is fully updated. This unit will succesfully interface with both the GNS 480 and MX 20 for ADS-B compliance.

Yes, the Foreflight app will display synthetic vision from the GTX 345.

You will need to change the entire rack and backplate.

Per the installation manual, 3 amp.

Per the manufacturer, yes you can pair both ADS-B and XM data utilizing the Bluetooth ADS-B and the GXM 42 antenna.

No, if you have the GTN 650, you can use that as your WAAS GPS source to make your aircraft ADS-B in and out compliant. No reason other than redundancy to buy the "with GPS" version.

No, the GTX 345 does not require an additional antenna to receive the "ADS-B in" weather and traffic signals. It is built-in to the box and once powered on and receiving line of sight feeds from the ADS-B towers, it can Bluetooth the information directly to a Garmin 795/796/660 GPS or iPad running Garmin Pilot or Foreflight. The GTX 345 with GPS is ADS-B out compliant right out of the box. The GTX 345 without GPS requires an approved WAAS GPS position source in order to be ADS-B out compliant.

No, since the Garmin 796 has it's own internal WAAS antenna, there is no need for the GTX 345 to send GPS data to the 796.

Yes, you can do this. You will need part # 10-06028 to wire the GTX 345 to the Aera 660.

The GTX 345 is both ADS-B in and out. It has a built in Bluetooth to pair with an iPad or other device for your ADS-b in data. Both the Garmin Pilot App and Foreflight Mobile apps are supported and will work with the ADS-B out signal sent from the GTX 345.

The 4 foot harness model is a standard, stocked harness that is 4 foot leads for power, ground, RS-232, config module, audio out, dimmer and keep alive, external ident, and squawk switch. It is essentially the included parts in the connector kit wired with 4 foot leads. The custom harness allows you to choose the length of each lead. This is necessary for custom installs where 4 feet of wire may not be enough to reach the destination of the leads. Once you add the unit with custom harness to the cart, you will be asked to fill in the lengths of the various leads.

The FlightDEK-D180 has no provisions for displaying traffic or weather.

The kit with GPS (PN 11-14177 or 11-14178) includes a GA35 antenna.

The GTX 345 with GPS comes with the GA 35 antenna. You will also need a standard transponder antenna.

The GTN 650 comes with a GA 35 WAAS GPS antenna which covers the requirements for the WAAS GPS source on the GTX 345 end. The GTX 345 has a built in bluetooth module that will allow you to pair to the 796 and iPad. If you want to hardwire the 796, you'll need the power data cable found under p/n 11-10044. The GTX 345 will receive ADS-B in information providing traffic and weather data to the 796 and iPad.

Yes, you need an encoder to be hooked up to your GTX 345. It is recommended that you either use a RS-232 encoder or the Garmin altitude encode designed for the GTX 3x5 series. This can be found under part # 11-14162.

Unfortunately not. The 696 will not interface with the GTX 345.

Yes, although, it will not communicate on the canbus. The GTX 345 will need to communicate with the G3X screen via an RS232 data line.

Yes, the GTX 345 can interface with the EDM 900 for fuel to destination. A recent software update enabled RS-232 GPS communication to additional devices which would be a compatible input for the EDM 900.

The GDU 370/375 is an older G3X screen and does not support this transponder for ads-b out. With this screen system you will need the GTX 23 ES plus the GPS 20A and GA35 WAAS antenna.

No. The GTX 345 is not a slide-in replacement for the GTX 335, you will have to mount a new rack and new harness.

This unit can be configured on the display itself or it can be configured through a computer running the config tool. It can do both.

Per the manufacturer, The models below with Android version 4.4 (KitKat) and above are supported. Google Nexus devices Samsung Galaxy devices

You will need the Garmin Flightstream 210 to transfer flight plans to the GNS 530W.

If you do not install the GPS antenna, you will need to use a WAAS GPS source in order for the transponder to function properly.

Part # 11-14175 does not have the input to connect the antenna directly. 11-14177 can connect to the antenna directly. if you order 11-14175, the WAAS GPS signal will come from a WAAS GPS panel mount unit.

The GTX345 comes preprogrammed with ADS-B in. As long as it is installed properly, you will be able to see weather and traffic information on your GTN.

Per Garmin, no, this will not work.

Yes the GTX 345 is FAA TSO approved. There is a data plate on the side of the transponder.

Yes, this will require a new install. Also, because the GTX 345 requires a WAAS GPS signal, the WAAS antenna will be required. An option that may be available, depending on the serial number is upgrading the GNS 430 to have WAAS and then get 11-14175 which is the GTX without GPS and use the now GNS 430W to feed the GPS signal.

Per the installation manual Rev.14, this transponder does not list the GNS530 as an approved display for TIS.

Per the manufacturer, yes, the GTX 345 can provide GPS data to the ELT.

You can purchase the WAAS GPS version for redundancy as a backup GPS or you can get it without GPS and depend on the GPS175 for that data.

The recommended antenna would be the CI 105 11-17965.

Yes, you can interface these two units.

Yes, it will include these items.

No, this unit does not include the GA35 antenna. This one does not have the built in GPS receiver and requires a panel mount WAAS GPS for its signal.

Yes, it is capable of doing so.

Changing to the GTX 345 would require changing the tray and modifying and adding wire. It will not be plug and play as the tray is different.

It can only be sold over-the-counter for experimental aircraft installation. We cannot sell over the counter for certified aircraft.

Per Garmin: "No , the GTX 345 010-01216-06 does not have diversity. You will need to order the following diversity transponder 010-01775-01"

Yes the AV-22 would work with the Garmin 345.