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In my case it's really just the anti-glare coating on the screen that's a problem. But I learned during a recent IPS it's really a big problem and seems to have gotten worse. I tried some stick-on anti-glare films but they didn't adequately deal with the problem. So off to Garmin it went. Flat rate these days is $1450.00. Not too much of an increase from the last time (which was more serious - no GS for ILS OR WAAS approaches). The plane is still flyable but these functions are inop for the time being:

1. ADS-B out. This is a rationale for transponders that either have independent position source or can switch between such sources. This does compromise TIS-B data coming in and, of course, my transmitting to other nearby traffic my information.
2. Autopilot NAV mode and coupling. Just ROL, HDG and VS/ALT modes.

Garmin has historically turned these around quickly, so I shouldn't be without too long.

I got the unit back and installed today and took it out for a test drive to make sure everything still works. This included a coupled RNAV (LP) approach to my home airport. During the approach a perfect-word scenario arose. I'm flying down the pipe (with the A/P doing most of the grunt work) and what do I spy about 3 miles behind me on the same approach but another ADS-B equipped aircraft - a pre-1960 C182. I could track him ONLY because of ADS-B. And we could communicate directly plane-plane because our N-numbers are on our respective displays. We don' need no controllers

How does the screen look? Were there any upgrades to the software? I'm thinking about doing the same with mine although for now the anti-glare film makes it bearable.

blsewardjr wrote: ↑Thu Aug 08, 2019 1:20 am How does the screen look? Were there any upgrades to the software? I'm thinking about doing the same with mine although for now the anti-glare film makes it bearable.

The screen looks great! Blinding direct sunlight has no effect on visibility.

They bring the software up to date (now at 5.40), but they don't do anything about things like the obstacle/terrain database, which I've left many years out of date. I'll get around to that one of these days. The technician also ran calibration tests on the CDI functions and adjusted the 525 behavior to correct a slight inaccuracy. I do believe if the software is enough out of date it inhibits the display of GS when executing non-LPV approaches. (Mine wasn't that old.) But you can get software updates and adjustments like this done without the expense of having Garmin repair the unit.

Flying into ORS on Orcas Island last week a Cirrus called to me on the CTAF using my tail number and asked if I needed to go ahead of him. That was pretty cool.

Colin wrote: ↑Thu Aug 08, 2019 2:45 pm Flying into ORS on Orcas Island last week a Cirrus called to me on the CTAF using my tail number and asked if I needed to go ahead of him. That was pretty cool.

Did you also see his tail number? Was this on your G1000 traffic display or in Foreflight?

Yes, I saw his tail number. He identified himself and asked for me by tail number. Then I glanced at my MFD and saw him. It was exactly what I think the engineers of the system would have imagined happening on the approach to a small airport in Alaska.