...whenever possible!

Hey - we had SUPERIOR hamsters! :D

... and yet, adding ADS-B is EXACTLY as easy as adding a single purpose-built box and wiring it in. In ANY case, you would have to add a new transceiver and antenna and power supply to the transceiver. Once you've done that, you're done anyway.

And, I've never yet figured out how to get any software I've written to send and receive radio transmissions without a hardware transceiver and antenna... ;)

I'm sticking to my guns - you made my point for me splendidly!

But, I will also acknowledge that there are many things they can do with software and multi-sensors that were beyond the imagination when the museum pieces I once flew ruled the skies. I remember this system they were working on in Europe to report on battle damage at any European airport across this thing called ARPANET.....

Military compliance with FARs
 

The ADSB mandate is a real problem for the military. I'm flying one of the very few aircraft that has been equipped for ADSB-out and we still haven't nailed down the rules for when we can turn it off...so it stays on. There is button to turn it off, but that's not allowed as of now. There's also no way in any military aircraft I know to strangle all of your emitters with one switch. It's more like a dozen. I'm pretty confident cooler heads will prevail and we'll get a waiver to fly in controlled airspace but you can count on the fact that this isn't going to be just a matter of the DoD ignoring DoT.

Galin,

I think there's a misunderstanding and that you are about half-right with the assertion that we don't follow the FARs. Aircraft and aircrew certification is conducted by the USAF through DoD and DoT waivers permitting us to police ourselves in several ways. However, we absolutely comply with the FARs and host nation rules when conducting operations in that airspace unless special dispensation has been granted by emergency declaration or act of war.

AFI 13-201 Airspace Management
1.1 Purpose. This document provides airspace management instructions on creating and maintaining airspace that allows the United States Air Force (USAF) to meet operational needs for Military Readiness. This instruction provides guidance for compliance with all the Federal Aviation Administration (FAA) regulations, National Environmental Policy Act (NEPA) and other environmental guidance to include the Air Force's Planning Requirements in the Environmental Impact Analysis Process (PREIAP)...

AFI 11-202 v3
1.7 Violations. A violation may result when a USAF aircraft deviates from flight rules. FAA ATC deviation reports involving a USAF aircraft are processed by the Air Force Representative to the FAA IAW AFI 13-201, Airspace Management.

AFMAN 11-217
Entire Document: It has been substantially re-written recently and is about to be rescinded because the Air Force Flight Standards Agency (AFFSA) has realized they are merely transcribing Title 14 CFR and distilling ICAO SARPS into a single document when they could just tell us outright "follow the rules of the airspace you are flying in".

20 years of flying, 15 years instructing, 12 years evaluating on every continent (except Antarctica...****) and in over a hundred countries has taught me unequivocally that you have to read the FLIP AP documents thoroughly to understand the airspace rules of the country you are flying in so you don't violated and cause a problem for the Department of State to deal with.

Really sorry for the rant guys but I can't stand the thought of a young AF aviator reading this thread and convincing himself he doesn't have to comply with NAS restrictions or Host Nation flight rules.

Greg

The last military aircraft I flew shut off all emitters with one switch. Several others fighters have the same type system.
G

Thanks
 

G,
Thanks for that. I was not aware of any aircraft that could shut down everything with a switch due to the wide variety of emitter there are. We have to go through several steps to shut off TACAN, RADALT, RADAR, SAT and all the other stuff.

Greg