In the November 2017 issue of Aviation Consumer, we were happy to report that ADS-B manufacturer NavWorx announced a fix for its AD-stricken ADS600-B ADS-B system. The replacement model—the ADS600-B 2.0—was seemingly the upgraded transceiver NavWorx buyers were hoping for. The first-gen systems were essentially useless after the FAA ruled that the internal WAAS GPS module NavWorx used in the transmitter didn’t meet the required TSO spec. As you’ve probably figured out, the November issue of the magazine didn’t even make it off the presses before the company announced it had shut its doors.
Just one week before we went to press, NavWorx President Bill Moffitt spoke reassuring words in a press release to the many hundreds (perhaps thousands) of customers who bought ADS600-B ADS-B transceiver systems. In part, Moffitt said his company made “significant progress with certification of the ADS600-B 2.0,” and said NavWorx had found a viable solution to the long-delayed actions with the FAA. Not so fast, said the FAA. A last strike, the replacement WAAS receiver was also deemed unworthy of meeting the stringent ADS-B position source specs. Not even worthy for experimental aircraft, where an official TSO stamp isn’t required. I suspect the technical proof would be in the paperwork and the FAA obviously didn’t find what it was looking for.