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Found 2 results

  1. I thought I would start this thread to capture resources needed for the ADS-B mandate: Interactive site that shows the ADS-B coverage by type: Link to an interactive Google Earth site that allows you to search for airports to show whether ADS-B out is required (also helped validate why active traffic is not such a bad thing - check out the video): The flight test requirements (section 4.3): The FAA's rebate program website: Hope this helps.
  2. I am one of those owners who will do an IPC every 6 months whether I need one or not. The guy who does the IPC with me is a close friend (although after some of the stuff he puts me through on the IPC, I question that). He is a long time pilot, an ATP with a CFI/II and to boot he has 5,000 hours in Mooneys. His one trait that drives me nuts is reluctance to move into the modern avionics age. He has a 530 in his Mooney but everything else what designed and built by Fred Flintstone. I did get him to start using ForeFlight, not because of the technology but rather as a Cheap Bast#$d he realized charts are cheaper buying them this way. He only turns on his ForeFlight to file or to pull up a plate. When he was flying with me back before the panel mounted ADS-B stuff was installed in my plane, he would comment that it was nice but you can do without. And do be honest, flying for a few decades without even a GPS in my panel, he is correct, you don't need it. BUT -- it sure did change my view of flying. I still spend a lot of time looking out the window for traffic, but I got to admit, ADS-B is has been a great addition to my plane. I thought I would start a thread on the stuff the technology has helped me with. Also to encourage those of you on the fence, to get off. Scenario 1: "I DON'T WANT TO TALK TO NO STINKING MOONEY, EVEN IF I SEND THEM TO THE MODENA VORTAC" Coming out of the annual at Air Mods, there was Trump TFR surrounding N87. MacGuire AFB was handing out "courtesy" squawk codes to help folks exit the area. I picked up a code on the ground and departed VFR. Calling up MacGuire, they ID'd me and asked if I wanted to have them coordinate a Philly Class Bravo transition. A minute later MacGuire comes on the frequency and says Philly won't take me and they ask to squawk VFR and canceled the flight following. Fortunately, I had Plan B already loaded in Garmin Pilot and I uploaded it with the FlightStream and commenced to do a "ring around Philly" track to my home base. This is where TIS-B really shined. I was aware of everything around me as I navigated around Philly. Scenario 2: "WHERE ARE YOU GOING YOUNG MAN?" I was taking a jaunt one evening and late afternoon storms started popping up. Granted, it is possible to see this on the iPad app, but to have the WX-500 StormScope data overlaid on the display, helps with the situational awareness of what is out there. Another nice feature of the FIS-B is the availability of the SIGMETs and other weather products. Scenario 3: "Outta my way, I'm headed to Philly" This one was an interesting one. I saw the traffic at 7,000' level at least 10 miles from me on TIS-B. It was definitely headed directly toward me. Figuring Philly was going to turn him away from me I initially didn't change course. When the L-3 ATAS verbal warning came up, I changed course. As the American Eagle flight passed in front and below me, I actually could see faces in the plane! Not sure who was more surprised. Me or the passengers. Scenario 4: "TIS-B is great TAS is awesome" I am not sure if radar coverage is the issue, but on occasion I will pick up a pure TAS target. The L-3 9000+ will present TIS-B traffic first and then TAS secondarily. I have seen TAS only targets in the traffic pattern which would makes sense for planes that are not ADS-B equipped and are below radar. This particular TAS target was clearly high enough for radar but came across as a TAS target. If others have stories, would like to hear them!