GalinHdz
Well Known Member
For those of you are still unsure of what ADS-B equipment you need, AOPA has set up a ADS-B OUT Selection Tool that can be used to narrow your selection.
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According to AC-700-009 issue 2 from Transport Canada, "ADSB is not being mandated in Canada in the near term." While ADSB services are available in several areas in Canada, primarily the Hudson Bay and Gander Oceanic, what I read is that GA aircraft such as RV's are not mandated as of now, nor can I find any reference to any anticipated mandate.
So, this being the case, the flowchart provided by AOPA is incorrect as it indicates ADSB with ES will be required in Canada.
Anyone with different/better information?
Best regards,
Merrill
The selector guide is, at best, incomplete.
As a data point, if you answer "Yes" to "Will you fly above FL180?" you are told "1090 ES is required."
True... but incomplete; the guide does not specify that while this meets the ADS-B "Out" requirement, an individual pilot will not see WX & traffic without ADS-B "in."
It's terrible. For me it points to a UAT when in fact a Trig S-ES transponder is my least expensive solution.
Ahhhh, this tool is about selecting proper ADS-B OUT equipment to comply with the 2020 requirement, hence the title "ADS-B OUT Selector". WX and traffic (ADS-B IN) has nothing to do with the 2020 compliance requirement.
Which 2020 compliant TRIG transponder has an MSRP of less then $1,799.00 as the NavWorx ADS-600 has?
Does anybody know if the Mode S "international" requirement is blanket. For example, if you fly to Canada or Mexico, are you required to have mode S everywhere? Or is it the same as here, that is only required above FL 180?
I'm not totally sure I understand that logic. I'm mean Mexico and Canada have way less dense airspace, and if the U.S is willing to waive mode S below FL 180, why wouldn't they?
Basically I ask because I don't want to rule out the possibility of flying there. So if anyone has insight on that would be great.
Australia requires all newly-registered IFR aircraft to have ADS-B, right now and all IFR aircraft to have ADS-B by February 2017. We're using 1090-ES, no UAT down here, thank you very much!To the best of my knowledge no other country in North America has announced mandatory ADSB-out. Canada has talked about it for the far north but just for the flight levels. Bermuda has talked about it. If enacted it would require S-ES. Europe is adopting ADSB, and no UAT. Only mode SES.
As soon as Trig updates the software to the TT22 (any day, they say) so that I can use my 420W as the position source, I can buy the main unit for $2200, control it remotely from my GRT HX. And then sell my GTX-327 for $900. Net $1300; no new antennas or coax needed. Since I already have ADSB-in, and the 420W, the transmitter is all I need. People forget that the real cost comparison is mode S-ES, or UAT AND a mode C transponder.
A panel mount option would be the Trig TT31 for $350 more; it already reads Garmin's ADSB+ format.
Thanks for the response, but I apologize if I'm slow on this one... still a touch confused.
My question revolves around the AOPA tool asks "will you fly outside the U.S.". Then if you answer yes, it directs you to mode S options...
Maybe a simpler question might help me here:
Will I be able to fly to Canada/Mexico using:
1) existing Bendix king Kt-79 mode C transponder
And
2) Navworks ADS-600-exp
This "guide" is consistent with that perspective; true insofar as "OUT" compliance, but never addresses the weather and traffic benefits of ADS-B IN to pilots and passengers.
I have a Trig 22 hooked up to a cheap Garmin 72H and it works great... ADSB out... Cheap too...
Ron,
I believe what you are saying is correct.
I have the Garmin G3x setup and i am sending out both. There were times that the FAA would drop me. Garmin has done a software upgrade to send out both but only tell the system that we are sending UAT. Now it is flawless.
The FAA has admitted to this problem.
If you were to install (or already have) a Mode S/ES transponder with 1090 out AND a UAT unit with 978 out, will there be some sort of conflict at the ATC end, or, with the receiver in the airplane?
Seems like I heard something that the FAA was not happy with that setup.
R.
Which brings up another question: the AC says ADSB-out must have an automatic air/ground determination method. All the S-Es transponders that I have seen discuss this (squat switch, pressure switch to determine some minimum IAS, air data computer input for minimum IAS...). But I have seen no discussion about air/ground switching for any UAT. Anyone know about this?
The NavWorx ADS600B UAT installed in my not yet flying RV7A (the ADS-B system is installed and working) makes reference to a pin reserved for a future squat switch in the installation instructions. It uses minimum speed for air/determination. That must be coming from its own on board GPS since it has no other means to know speed.