ADS-B ?

[rob47v]

Maybe someone can point me in the right direction. I read that of course more expense to our pockets is in the works from our wonderful government. I'm speaking of the up coming mandate of ADS-B by 2020. Most unless I'm mistaken are writing that the mandate not only includes ASD-B out, but also ASD-B in which of course requires a WAAS capable unit or GPS to be precise. I'm seeking clarification on the requirement. From my readings from the FAA site the requirement is for ASD-B out not in. Which makes sense to me. But other says other wise.       

[tony]

yes that is correct.

[Piloto]

You are right the FAA requirements are for ADS-B out. I am not interested on ADS-B in so I am just getting a KT-74 ADS-B transponder that will be connected to my GNS530W WAAS GPS. I chose this option because eventually my 30+ yrs old KT-76A will die on me. No matter what option you choose you will still need a 1090MHz transponder onboard.

José

[rob47v]

Good that makes sense. Which also brings up another quest. WAAS is that also going to be a requirement?

[Cruiser]

Rob, the ADS-B OUT mandate will require a WAAS gps signal for the position source. If you don't have an approved WAAS gps to provide that signal you can get the ADS-B OUT equipment with a built in position source that is approved.

 

WAAS gps in and by itself for position source in your route navigation is not required.

[Marauder]

To clarify Cruiser's comment, you don't need a WAAS GPS (you can have a non WAAS GPS like a Garmin 430 but you still need to have something else to provide the WAAS GPS position information for the ADS-B out.

As others have mentioned, you just need the "out" portion to be compliant. The cheapest way if you have a WAAS GPS (yes, you need the WAAS) is to install a 1090 ES transponder -- make sure it has the extended squitter. You can buy a Garmin 330 without the ES on the end. The problem with the 1090 is that the bandwidth is getting full and they want us knuckleheads who only fly below 18,000 to be on the 978 frequency. The other concern with 1090 is that it will always report out your N number. For those who are paranoid or those worrying about user fees, this would be a challenge. Remember the 1090 frequency was intended for the high fliers like the airlines.

There are units out there now that have the "out" capability and also can provide you a way to get the GPS position requirement. Check out FreeFlight: http://www.freeflightsystems.com/products/ads-b

There are other offerings out there, like NavWorx: http://www.navworx.com and L3: http://www.l-3lynx.com -- all bringing stuff to the market. I've been on the quest for a while and will be until I find something that fits my budget, my need and/or meets the time line.

Sent from my iPad using Tapatalk

[rob47v]

Thanks this clarifies everything. As I stated you read else where where, and also a buddy of mine is under the same assumption that a waas gps is going to be mandated. After reading the FAA ruling him and I weren't in agreement as to how it read. But thanks guys I'm padding my self in the back, I figured I was right. Wait till I tell him to see if he could just buy the signal alone. Haha!!!!!    

[Piloto]

I recall reading some time ago that the WAAS GPS source for ADS-B out has to be verifiable by the pilot. What this means to me that it has to come from a GPS navigator such as a G430W or it has to drive a navigation display like the Aspen MFD. Otherwise ATC or other traffic may get an erroneous location of you with you unable to verify it.

José

[Seth]

Thread drift:  If my WAAS GPS Source, like in my aircraft, a Garmin 430W, decides to stop working on me one day while flying (a reboot, a blown fuse, equipment failing) are the procedures available for what to do?

 

What if I'm in class B airspace?  What about the class B shroud?  Do I report the issue to ATC and they let me continue on my way or is this something where I'd have to land at the closest airport for a repair?

 

Just thinking aloud, I know it's been covered.  With aircraft that have two GPS  WAAS systems, have they been wired to accept signal from both devices should something like this occur for redundancy purposes?

 

Kind of like aircraft with two transponders so that if one dies, you power it down, power up the secondary transponder and can still make the flight. King Air aircraft have multiple position lights so that if one burns out, you can still make the flight.

 

-Seth

[ArtVandelay]

I recall reading some time ago that the WAAS GPS source for ADS-B out has to be verifiable by the pilot. What this means to me that it has to come from a GPS navigator such as a G430W or it has to drive a navigation display like the Aspen MFD. Otherwise ATC or other traffic may get an erroneous location of you with you unable to verify it.

José

I don't think you need a full display, a warning light or an error code from the transponder would suffice.

[Marauder]

Thread drift:  If my WAAS GPS Source, like in my aircraft, a Garmin 430W, decides to stop working on me one day while flying (a reboot, a blown fuse, equipment failing) are the procedures available for what to do?

 

What if I'm in class B airspace?  What about the class B shroud?  Do I report the issue to ATC and they let me continue on my way or is this something where I'd have to land at the closest airport for a repair?

 

Just thinking aloud, I know it's been covered.  With aircraft that have two GPS  WAAS systems, have they been wired to accept signal from both devices should something like this occur for redundancy purposes?

 

Kind of like aircraft with two transponders so that if one dies, you power it down, power up the secondary transponder and can still make the flight. King Air aircraft have multiple position lights so that if one burns out, you can still make the flight.

 

-Seth

 

 

After reading this thread, I started thinking about the exact same thing. Considering most of us are flying with one transponder and one GPS, it probably falls into that "manual reporting" category. I would think that the signal should be switchable if you had two source signals. Good question for me to ask some avionics shops. I was considering at upgrade time just going with a straight up non GPS version to connect to my GTN. Makes more sense to have a blind WAAS GPS added for redundancy (if that is even possible).

 

The way these electronics work today, I wouldn't be surprised that it can be wired up that way. Perhaps with a switch. If they were able to wire up my Aspens to cross over for autopilot control in reversion mode, I'm sure this would be an easy configuration.

[cliffy]

With so much confusion about the ADS-B mandate I have found the best website for education on the subject.

Disclaimer- I have no connection with the company!!!!

Before anyone starts to worry or wonder about what to do I highly recommend

they watch the short videos here:

http://adsbuniversity.com/ads-b-university

[Cruiser]

For the most part, after the 2020 ADS-B mandate, flying for us will be no different than it is today.

 

There is no real benefit for GA.

Approach procedures will not change

You will still have a transponder, so if the GPS goes TU it won't make any difference.

The only ones getting anything out of this entire effort are the avionics shops and the equipment mfgs. 

[carusoam]

Shorter ground holds for IFR flight would be a nice benefit...

Would ADSB help with that?

Best regards,

-a-

[Piloto]

Would Air Force One be ADS-B out equipped?. Makes it easier and less expensive for terrorists to track it. Just get a tablet and an ADS-B receiver. Who needs an expensive missile when a drone can track ADS-B out from Obama's plane and knock it down. And if Air Force One is not going ADS-B out why should I have it?

José

[par]

Would Air Force One be ADS-B out equipped?. Makes it easier and less expensive for terrorists to track it. Just get a tablet and an ADS-B receiver. Who needs an expensive missile when a drone can track ADS-B out from Obama's plane and knock it down. And if Air Force One is not going ADS-B out why should I have it?

José

 

Well, its because you are the 1%'er and thus the biggest threat to a king....or so they say.

[ryoder]

I will comply the same way I comply with my taxes. At the last possible time. And I'll ask for an extension.

[Piloto]

I will comply the same way I comply with my taxes. At the last possible time. And I'll ask for an extension.

+1 I never submit via Internet but by regular mail. And it is hand written.

José

[ryoder]

Florida tried to enforce us to do smog checks and pay 750 impact fees when I was 16 and moved to town with my family. I just kept my PA plate because I couldn't afford the impact fee or the repairs needed for the smog test. Years later they dropped both of those.

[par]

What I find funny is the title they give to all these bullshit fees. They call it an "impact" fee as if they are going to take the revenue that is generated and remove the impact. Now, the average politician barely has enough wits to tie their own shoe laces let alone eliminate made up problems like "climate change". The state of CA forced my dad to buy a new big rig to comply with all the foofoo liberal feel good EPA "science" that is driving this state into the ground. Talk about destroying the middle class in the name of hope and change.

[FlyWalt]

+1 I never submit via Internet but by regular mail. And it is hand written.

José

Is that US taxes or Mexican taxes? I didnt know that our IRS would still accept written tax forms