Note that the UAT option is only for the US, and only below 18,000'. If you plan to fly in the flight levels, or to Canada, I think you need to go the mode S-ES route.
Also the gps does not need to have an approach database, so it should be a lot less expensive than current TSO 146 gps navigators. However I know of none that are available yet.
It looks to me like if I want to be able to operate in class B/C airspace here in the US, and be able to operate in Canadian airspace,
Actually it's more airspace than that, anywhere mode C is required now will require ADS-b then. So it's in and OVER any class B & C and over 10,000' msl.
Out west here it will pretty much become mandatory.
Tim
the most cost effective way to build a new panel from scratch, is just to bite the bullet and go with a glass panel system.
In other words, the FAA ADS-B manadate that will be in effect in less than 7 years now, has provided me with a convenient excuse for buying more gadgets. Has anyone else come to the same conclusion?
It looks to me like if I want to be able to operate in class B/C airspace here in the US, and be able to operate in Canadian airspace,
Actually it's more airspace than that, anywhere mode C is required now will require ADS-b then. So it's in and OVER any class B & C and over 10,000' msl.
Out west here it will pretty much become mandatory.
Tim
Yeah, I understand that. I'm fairly familiar with airspace classification. Being and old "low-n-slow" guy, I just haven't wrapped my head around the need to fly that high yet.
Bill, the Garmin GTX 23 is about $500 cheaper at $2,200 (Spruce), but, yes, it is a remote mount which would require you to purchase additional Garmin hardware. But if you're going with Garmin, probably one of the better deals out there.
Right you are. Since I have a 430W, I started looking for the manuals on the web to see what options I have.
I was disturbed/confused to see a note in the GTX-23 manual that described 3 versions of ADS-B TSO compliance. (Paragraph 1.3.1) Versions 0,1 and 2. According to this chart, the GTX is version 1 and does not comply with the version 2 that is mandated for 2020.
I hope someone on VAF with more knowledge of the GTX 23 can elucidate on the subject.
I am not slamming the Garmin or supporting the Trig via this email. Since I have not read the Trig manuals (yet), I cannot state whether it is better or worse in this regard. Just looking for the truth of the matter.
It sounds like I'll have to have a TSO'd WAAS enabled GPS, as well as a Mode-S transponder. Is that right?
This is true, but it doesn't mean you need a fully TSO'd moving map display. Trig Avionics, for example, seem to have an STC that works with a standalone GPS sensor that should be significantly less expensive than most panel mounted TSO'd moving map displays that many think of when speaking of a WAAS GPS.
Sarasota Avionics has a Freeflight unit for $2189. Trig also works with otner manufacturers of standalone GPS sensors. hopefully this will bring prices down even further.
My point, though, is that over time it should be possible to get a transponder/ADS-B out box that doesn't require you to purchase a whole moving map GPS system. I prefer to use my iPad with a current navigation database in VFR conditions than a GNS430W with outdated data. Garmin's database update prices are outrageous. These update prices, more than the initial hardware cost, is what keeps me away from Garmin equipment.
Garmin's IFR database update cost are what they are because of Jeppesen and its the price all must pay to play in the IFR world.
Garmin themselves don't charge near.y the same for dates to their Garmin Pilot app as they door their portable and panel mount devices. Garmin Pilot includes geo-referenced approach plates for all the US along with both vector and sectional databases. Pretty much all the data you need for their hardware for $125/yr. I don't buy their excuse about the cost for Jeppesen data. Everybody else seems to be able to provide VFR and IFR navigation data for much less, whether in apps for iOS or Android devices, or for hardware, like the iFly 720.
Garmin themselves don't charge nearly the same for updates to their Garmin Pilot app as they door their portable and panel mount devices. Garmin Pilot includes geo-referenced approach plates for all the US along with both vector and sectional databases. Pretty much all the data you need for their hardware for $125/yr. I don't buy their excuse about the cost for Jeppesen data. Everybody else seems to be able to provide VFR and IFR navigation data for much less, whether in apps for iOS or Android devices, or for hardware, like the iFly 720.
....My point, though, is that over time it should be possible to get a transponder/ADS-B out box that doesn't require you to purchase a whole moving map GPS system.....
at http://dynonavionics.com/cgi-bin/yabb2/YaBB.pl?num=1369771751
No,[the SV-GPS-250] doesn't [meet TSO C-166b requirements for ADS-B out position source]. You can use it for now, before the mandate goes into effect, but come 2020 you'll need to have a certified GPS as the position source.
For now, if you have a full-fledged TSO'd WAAS navigator like a 430W or a GTN, they meet the FAA requirements. In the future (2020 is a long ways away in technology terms) we predict the market will produce inexpensive certified GPS pucks (something that looks like the SV-GPS-250) since the whole GA fleet basically needs to equip with ADS-B Out.
Brian, What is the annual NavData (from Jepp) cost for your GTN 650?
Can you shoot GPS VLP approaches with an expired database? Someone
indicated that the glideslope function was disabled with an expired
database.
Does anyone know if Canada had adopted an ADSB physical Layer?
Are they strictly 1090ES like the EU's Eurocontrol?