On 5 Oct 2006 03:09:48 -0700, "Doug"
wrote in .com:

Before everyone jumps all over Garmin keep in mind that what caused
this was the auxilary fuel tank!

First, let me say, that I am a fan of Garmin products; I'm
particularly impressed with their logical user interface.

I would characterize the aux tanks role as only _precipitating_ the
Garmin equipment failure.

It created a condition that the Garmin unit could not handle.

Lacking evidence to the contrary at this time, there is little doubt
in my mind, that the Garmin design, with it's lack of redundancy and
over integration of systems, when faced with an out of range sensor
input took out all navigation, communications, and other systems
functionality. Such design strategy is gravely flawed, and borders on
criminal negligence.

But the stock Cessna setup would never create this condition!

How did you reach that questionable conclusion?

I think the real blame here has to be on the auxilary fuel design.

While the aux fuel tank system design has its shortcomings, for a
one-time use mission, it is acceptable, IMO. The true culprits are
the flawed instructions for its use, and the incompetence of the staff
who were responsible for its installation, as well as the FAA
personnel who certified it.

There are LOTS of these Garmin units out there working
very well, very few complaints at all. ALL of the new Cessnas have them
and they are WORKING!

Be that as it may, they are a ticking time bomb, IMO.

Also keep in mind that the backup systems did work here. He was able to
fly the aircraft on the instruments he had.

That was a result of Mr. Rhine's foresight in equipping his flight
with portable devices to supplement the Garmin equipment, and the helo
that guided him through the instrument approach. Without that help
and equipment, it is very unlikely the outcome would have been the
same.

If you disagree, please explain how you'd have navigate 200 miles in
IMC, and execute an instrument approach with only compass, airspeed,
altimeter and attitude indicator.