Jesse,
That's a very objective comparison. Honest analysis. Each system has it's pros and cons.
I might add to UAT Pros:
If you already have a GTX 327/32 Mode C transponder then the 2020 UAT box can be installed and interfaced without loosing the value of the existing transponder on the flat used market and the static system need not necessarily be touched.
And add to the 1090 cons:
Take the following for what it is from somebody who lives within eye shot of the border fence with Mexico and within the reduced civil right zone within 30 miles of our international boundary to the South. While being a huge supporter of law enforcement and the highest respect for our AMOC team in Riverside, CA who track threats to our society....
A. Right to travel within the boundaries of our country unfettered by government..... It's a right. Having to cross border patrol checkpoints on a weekly basis can sharpen one's interest in our civil rights. Even for a patriotic farm boy like me.
B. User fee ready. Perfect device for tracking and billing GA aircraft if user fees like ATC fees, landing fees come to fruition, which the privatization of ATC push by the current administration has some people thinking about.
C. Red light cameras. Clip the corner of airspace, inadvertently stray into a popup TFR, turn the wrong way on a taxiway and FAA software catches it instantly and a computer automatically generates a form letter mailed to the registered owner's address. Maybe even when formation flying without all wingmen squawking standby (the "standby" squawk of which is against the regulations when ADS-B equipped). This correspondence will be mailed probably without a real person at the FAA even being aware of it, initially. Kind of like the IRS does if you make a typo on a form (I have my "dumb farmer letter" ready in my top desk drawer at the ready for such things). I don't know of one pilot, no matter the experience and/or skill, set that hasn't learned from some mistake in their past and uses that event to make sure it never happens again. All on their own without having some bureaucrat giving them a lecture at the least, or a fine or revocation at the worst. This results in little more than revenue generation through fines and the affirmation of a government job with pension.
40% of the business in our shop is for aircraft based out of Mexico. Both X numbered and N numbered and we get to visit with these savvy customers on a weekly basis. They laugh at ADS-B and don't plan on an installation for international flying South any time they can forsee. They are quick to point out that the majority of Mexico doesn't even have radar coverage unless at flight level with continental radar. If you've ever done much flying in Mexico then you know even at large airports like Juarez when talking to ATC you have to give them a VOR radial and distance as they have to plot your location manually until the tower can see you visually. These Mexican customers say they don't see the adoption and implementation of an ADS-B mandate in Mexico in their lifetime.
Does anybody regularly fly their RV above 18,000 feet?
Normally I would say if you don't have 12" N Numbers the international point is mute anyway. But then again about 1/3 of those same Mexico-based airplanes regularly clear customs both ways with 3" registration numbers and they just give me blank stares when I ask them about it.
There is no question that Canada will likely adopt 1090ES ADS-B out. I recently attended a Garmin technical training class in Kansas City and sat next to a bright young lad from up North who does avionics installations in Twatters and business class jets and he told how Canada's initial idea was to only require ADS-B out in very limited areas including some of the Northwest Territories. Even then it will be only on IFR flight plans above a certain flight level. He surmised Mode C only will be around for quite some time for the balance of Canada. Very bright nice fellow. I have yet to meet a Canadian I didn't like.
In summary I am not bashing the idea of 1090ES ADS-B out. In fact I am putting GTX 345 in my Piper Comanche. There should really be no detectable difference between UAT and 1090ES on a day to day operational basis and a straight transponder swap out (with wiring etc) can be easier than adding a stand-alone UAT box. But as a rule UAT is more appealing to me for sport flying and coyote chasing at a lower compliance cost while maintaining a modicum of privacy with anonymous mode.
Jim
P.S. Every day I am sounding more and more like my late father. Laissez-faire my friends.
There are pros and cons to both:
UAT Pros:
- anonymous mode
- cheaper in general if NavWorx starts producing again
UAT Cons:
- no flightradar24 tracking
- no 18k+'
- no international
ES Pros:
- may replace old transponder in the process
- flight tracking via flightradar24
- easier installation (in my experience)
ES Cons:
- possibly more expensive in general, although in some situations not much
- no anonymous mode
There are more, but that is the summary from where I stand.