$3800 shipped. Removed for panel simplicity to GNC375. Please reach out for further questions.

These are great units and the asking price is good. I love mine and paid 5K 2 years ago. It works well with my IFD 550 with traffic and weather.

What SW version does it have?

These are fantastic units and they can share traffic to other panel navigators (I have traffic shared to GTN650Xi). The Lynx looks modern in my panel and is installed above a GTN650Xi and below a PS Engineering 450B so I can easily see traffic and traffic resolutions (which are also verbally called out).

The feature unlock codes do not transfer so if you want to activate active traffic or diversity these unlock codes will need to be purchased to match the new owner's airplane. Not every avionics workshop will have the ability to configure the unit (i.e. with your tail number, other airplane-dependendent settings and the feature unlock codes).

For active traffic you will also need the L3 Skywatch Antenna NY164 PN: 805-10890-001. I consider active traffic the most valuable feature of the L3 Lynx as you can see traffic on the ground, on close-in final approach and departure, below altitudes where TIS-B often doesn't work. Where I live we have routine GPS and ADS-B outages (jamming and spoofing tests at White Sands Missile Range) and its good to still be able to still see traffic.

Also consider adding the wifi module so you can stream ADS-B FIS-B and TIS-B to Foreflight.

L3 should still honor hardware revisions and updates to latest hardware and software for a nominal fee or even for free (they did a hardware and software update for free for me other than shipping).

L3 does not directly provide service for the Lynx anymore and passed this work onto ACS or via the Avidyne dealer network. Unlock codes can be purchased from any Avidyne dealer. Shop around for the best deal. I strongly recommend Pacific Coast Avionics (www.pca.aero).

Good luck!

Brian

I read on the L3 website that even the standard, entry level Lynx has the wifi module included. Is that not the case?

I'm sure almost anything can be installed under a&p/IA supervision...I have an IFD540 and do a lot of electronics...is it better to have this installed by an avidyne dealer since L3 doesn't support it anymore?

Hi Guys,

We are fleet operator with a half-dozen of these in service, so hope to share a few insights.

The wifi module was included (and presume still is) with new kits. I imagine Loren will gladly advise as to whether it would be included with his unit.

Brian is spot on regarding unlock codes and active traffic, though adding that feature is quite expensive in terms of licensing, hardware and installation cost. Standard units now allow free enablement of ATAS through a software setting, which offers better coverage than basic ADSB in the areas he mentioned. (We upgraded one to active, but have since found ATAS works nearly as well.)

Regarding factory support, Brian is somewhat correct in that it is now handled by ACS (actually ACSS). However, ACSS is a subsidiary of L3 Harris and it's the same core group of folks handling support functions as when it was L3. Regarding repairs and hardware updates, ACSS currently charges a flat fee of $2099 if the unit is out of warranty.

On Mike's question regarding software and installation, unlike King or the "big G", ACSS provides end users direct access to software updates and technical data through its website (https://techpubs.cas.l3harris.com). Installation manuals, service bulletins, software and the like may be dowloaded after registering, so you are correct in that a qualified installer can do the job since he can reference current data. DIY software updates and programming are easy-peasy via a USB cable and Windows laptop.

Now for a couple warnings... The GPS in these units is very sensitive to harmonic interference generated by older Comm radios. Specifically, we found out (the hard way) that a KX-165 was throwing off so much that it actually failed two (2) NGTs before we figured it out. (We have not seen this issue with Garmin GTX-345s.) Accordingly, I would not recommend using these with older Comms unless you can get wide separation between the Comm and GPS antennas. Even then, I would suggest a notch filter for the Comm antenna. (Later model Comms should not be a problem.)

In another expensive lesson regarding antennas, we found it is critical that the transponder antenna be spaced away from other L-band antennas (i.e., DME or another transponder) by at least the distance specified in the installation manual or it will blow the receiver (which is ON even in Standby mode).

Lastly, be sure to read and follow the manual and service bulletin instructions to a "T". Even panel spacing is critical. Once they are installed correctly, they're great, reliable units but, if not, they can cause you grief hunting down issues.

Hope that helps!

Victor

Great info Victor! Thanks for sharing it....

Couple more questions that now come to mind...

1) Any recurring database updates needed to keep a "standard" Lynx talking or operating properly?

2) Are the feature unlock codes mainly for "active" traffic? I don't plan on installing an active traffic system.

3) GPS Antenna issues...would I need to use the NGT external antenna or can I just ARINC 429 to the IFD for ADSB functionality/requirements?

4) My current center stack consists of PSE 450B, IFD540, SL30, SL70...you talked about older VHF radio issues. I would remove the SL70 and slide the NGT between the PSE & IFD which would provide a separation width between the NGT & SL30 by the height of the IFD. Do you see that as a possible issue?

I'm just trying to figure out the "gotchas" on such a device and I definitely appreciate the detailed advice!

FYI below is what my stack looks like. The Lynx looks contemporary even in 2023.

BTW I bought my NGT-9000D+ used and it came without the wifi module. I have installed it with antennae for active traffic AND diversity, but only paid for unlock code for active traffic.

ACSS was very generous with me in hindsight if they now have a $2000+ fee! They performed the hardware and software revisions in July 2022 free of cost.

I am not aware of needing to update databases for the unit to function, although it makes sense that this should be so. Mind you, I do not have terrain awareness (that I leave to Garmin and Foreflight).

Active traffic for where I live (Las Cruces, NM) is used often as we have frequent GPS and ADS-B outages due to nearby GPS jamming and spoofing testing at White Sands Missile Range. Included a picture of what that GPS and ADS-B jamming looks like on NGT9000D+ and GTN650Xi.

I find myself reverting to VOR/DME/LOC/ILS, NGT9000D+ active traffic and Insight Strikefinder more often than not.

Brian

Hey Mike,

Great questions!

1) The only time database updates are required is if you have software v2.0 or lower installed and want to move up – which you would as they are at v4.1 now and have added a lot of features/functions since. Otherwise, as Brian pointed out, there’s no reason to because your IFD will have current data.

2) Unlock codes are required for TAS, TCAS, Diversity and TAWS. Also, just to clarify, Brian has good reason for incorporating active traffic due the outages he cited. We don’t have that issue here which is why ADSB is sufficient for us.

3) Yes, I completely forgot about that because we don’t use it, but the current software does provide for use of external GPS input (via 429) in lieu of internal, so you certainly should be able to use the IFD as a source. The reason we use internal is to provide a redundant GPS source, albeit the NGT is via wireless to an iPad running Foreflight.

4) Evidently, I confused the spacing issue. I was only referring to antenna spacing. We have not seen, nor heard of, any issues regarding rack spacing. Brian’s panel is typical of what we would do.

As far as I know, neither the IFD or SL30 have any harmonics issues that plague the older radios. (KX-155/165s are famous for them.) In fact, I believe the SL30 was one of the first radios specifically engineered to eliminate the problem.

As for “gotchas”, there are a few:

1) If installing in a 14V system, the unit should have hardware Mod A incorporated. (Mod level is placarded on the unit.)

2) The lock-down cam mechanism is weak and can break if you over-tighten it. You also need to back it out all the way on removal (unlike most others) and takes a lot of turns in doing so.

3) A fault log in the software records un-dated failures on every start-up. We found this is because the encoder isn’t warmed up before the transponder runs its self-test. (It heals itself as soon as the encoder is ready.)

4) The worst one is a “legal” installation requirement. (Garmin is the same.) If using ATAS or active traffic, the STC requires an NGT audio-out connection to an un-switched port on the audio panel for traffic call-outs. Though it does allow for a momentary mute switch, not being able to silence the call-outs for desired periods in high-density environments can make you crazy (and compromise safety IMHO).

However, the installation manual (IM) also allows audio to not be connected at all if ATAS is not utilized (but then you wouldn’t be able hear any call-outs). Bottom line is you have to either be fully connected (high & low) or fully disconnected in order to comply with the STC. There is a legal work-around though: Install an external 2-pole toggle to switch both high & low to an unswitched port. That way, you can either be fully connected or fully disconnected IAW the IM. Whether or not you activate ATAS (via a software setting) after the fact is up to you, but this provides the installer a basis to legally sign off the installation and you the option of hearing call-outs or not.

I’ll be happy to send you a current copy of the IM if you can PM me your email.

Cheers!

Victor

Victor, thanks for your detailed reply. I learned some more about my Lynx!

Where I fly in big sky NM and AZ thankfully traffic is quite sparse and the callouts haven't become annoying. Lets see when I visit family in CA and fly into Redding

The Lynx is a bit of a sleeper and is especially well-priced used. There isn't a competitively priced product if you factor in Active Traffic and Diversity. That is why I bought mine and I am very glad I did.

If active traffic and diversity aren't important then there are other products that are worth cross-shopping. Notable is the Garmin GNX375.

Good luck to the seller and whomever buys this unit. If I didn't already have one I'd say this is a fair offer.

I have an NGT-9000 including active traffic in my airplane. I've read the posts here with interest and have been curious if another dedicated transponder antenna would be required to enable diversity, or is the large active traffic antenna on top able to serve as the top diversity antenna?

I really like the Lynx and also use it as the master display for a WX-500 stormscope. It also passes the newer ADS-B products through to my IFDs even though it doesn't display them.

Hi Robert,

I'm virtually certain you not only can, but must, use your existing active traffic antenna for diversity. Need to check the IM to verify that though and will PM you an answer on Monday as I've probably already gotten a little off base for this forum.

Poor Loren just wants sell his transponder. (BTW, his asking price appears very fair.)

Victor

Thank you!

Maybe some of this discussion pointing out features will help to sell the unit. I've been very pleased with mine.

I have a spare wifi unit for the buyer if Loren does not have one.....

Loren,
Do you know if tour unit alredy has wifi?