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  #31  
Old 09-22-2015, 07:25 AM
FLightning FLightning is offline
 
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Quote:
Originally Posted by David-aviator View Post
I watched Denys fly the Gipsy Moth in Out of Africa for the umpteenth time last night and thought we are living at the end of a wonderful era.
Flight freedom as we have known it is ending. The box is getting smaller and smaller. The change is gradual but it is relentless. When all the technology behind ADS-B is fully implemented, there wil be no freedom of flight, every minute flown will be a matter of government record.
We have indeed lived through wonderful times in aviation. It will never be the same.
Can the FAA interrogate your transponder to see who it belongs to? Since it has a ICAO code attached to it.

Last edited by FLightning : 09-22-2015 at 07:34 AM. Reason: mistyped
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  #32  
Old 09-22-2015, 07:59 AM
David-aviator David-aviator is offline
 
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Originally Posted by FLightning View Post
Can the FAA interrogate your transponder to see who it belongs to? Since it has a ICAO code attached to it.
Yes.......
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  #33  
Old 09-23-2015, 11:23 AM
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GalinHdz GalinHdz is offline
 
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Originally Posted by BobTurner View Post
For ADSB-out compliance, is it allowed for the approved (e.g., meets the standards) gps signal to "pass thru" an uncertified box (like most EFIS boxes) on its way to the transponder? Or is a direct connection required?
A direct connection is not mandatory. An example is the Dynon ADS-B compliant GPS puck connects to their ADS-B compliant transponder thru their experimental EFIS system. They can provide more details but it can be done.

Dynon GPS-2020 FAQ

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Last edited by GalinHdz : 09-23-2015 at 11:38 AM.
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  #34  
Old 10-12-2015, 02:44 PM
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TTU_RV7 TTU_RV7 is offline
 
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Default What's your mission?

David,

First my disclosure statement: I work at FreeFlight Systems in Irving. As stated in my signature block, I was building a 7A, but the kit, Reserve Duty, and work took too much away from the family so I sold the kit and am now looking at completed projects.

When I'm talking to folks about ADS-B, I first ask, "what is your mission?" If you are flying to Canada or Mexico, then you have to equip with a 1090MHz, transponder based solution. If you are not, then you can equip with a Universal Access Transceiver (UAT) which operates on 978MHz.

If 1090MHz is the path you need to go, then the transponder must be a Mode S/Extended Squitter (ES) type transponder. Just Mode S will not be sufficient. Several manufacturers have been mentioned here, but to rehash, Trig, L-3, Garmin, Dynon, FreeFlight, and several others offer a compliant transponder. The trick is the transponder must be "paired" with an ADS-B compliant GPS or one that meets the required performance as defined in the TSO. The NXT-9000 actually contains a GPS inside the unit, but all the rest require a separate GPS. Systems such as the Garmin 430W/530W, the FreeFlight 1201, and the Trig TN70 are examples of TSO's GPS devices you may use with the others.

If you are not going outside the US, then UAT is a viable option for you. The UAT is typically a complete solution in one box and most offer both ADS-B Out as well as ADS-B In in the same unit. Current key suppliers are Garmin, L-3, FreeFlight, and NavWorx. You will need to check with GRT regarding ADS-B In information on the Sport, but both FreeFlight and Garmin offer options which will display ADS-B In on your iPad using ForeFlight as well as other popular apps.

I hope this helps.

Mikey
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  #35  
Old 10-12-2015, 02:48 PM
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LettersFromFlyoverCountry LettersFromFlyoverCountry is offline
 
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In all seriousness -- and I say this as a working stiff -- I don't know how anyone expect general aviation to survive this. It's the GPS source requirement that has me rattled.

I didn't build a panel with much fancy stuff.... A Dynon D-100 and a Garmin 296, mostly. and I realize that a lot of RVers loaded up their panels with tens of thousands of dollars of avionics and that's swell. But an awful lot of planes are on the ground with nothing like that and I doubt they're going to go anywhere after this mandate.

I don't see communities keeping airports open when nobody's flying.

Also, as this thing gets closer, I can see the value of RVs dropping as a ton of them flood the market.
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  #36  
Old 10-12-2015, 06:45 PM
JimWoo50 JimWoo50 is online now
 
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Talking 4 years is a long time

Who knows what will happen? Even after the mandate becomes effective we can still fly without complying in a lot of airspace.

Every once in a while a new product hits the market; I haven't been paying too much attention but isn't there a Navworx in and out solution available for less than $2k?


Look what the railroads are going through with their inability to meet a federal mandate for some kinda safety equipment costing billions of dollars on Jan 1. I don't think the gov. Will be able to shut the whole railroad industry down if they don't comply by 2016. Perhaps it may turn out the same way with the airlines unable or unwilling to comply and they force FAA to delay? Who knows?

Just my two cents.
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  #37  
Old 10-12-2015, 08:19 PM
rightrudder rightrudder is offline
 
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Another all-in-one solution, maybe a good choice for a steam-gauge airplane. About $3500 with built-in WAAS GPS.

https://www.appareo.com/aviation/stratus-esg/

I'm in no hurry for compliance, as four years is an eternity in the avionics biz. Sounds like an Oshkosh pilgrimage in 2018 or so is in the cards.:
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  #38  
Old 10-13-2015, 04:46 AM
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Kevin Horton Kevin Horton is offline
 
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Quote:
Originally Posted by TTU_RV7 View Post
When I'm talking to folks about ADS-B, I first ask, "what is your mission?" If you are flying to Canada or Mexico, then you have to equip with a 1090MHz, transponder based solution. If you are not, then you can equip with a Universal Access Transceiver (UAT) which operates on 978MHz.
One small clarification: In Canada there is no planned requirement for ADS-B Out for light aircraft, nor are there any plans to provide ADS-B In. ADS-B Out on 1090 MHz is used to provide ATC separation services for high altitude traffic in northern Canada and over the North Atlantic.

So, unless your RV can get up over 30,000 ft, and you intend to fly to northern Canada, or over the Atlantic, don't worry about 1090 MHz. You can fly to Canada with 978 MHz, and you'll get the same services as we do (i.e. nothing, except what you receive from US ground stations).
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  #39  
Old 10-13-2015, 05:22 AM
David-aviator David-aviator is offline
 
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Quote:
Originally Posted by Kevin Horton View Post
One small clarification: In Canada there is no planned requirement for ADS-B Out for light aircraft, nor are there any plans to provide ADS-B In. ADS-B Out on 1090 MHz is used to provide ATC separation services for high altitude traffic in northern Canada and over the North Atlantic.

So, unless your RV can get up over 30,000 ft, and you intend to fly to northern Canada, or over the Atlantic, don't worry about 1090 MHz. You can fly to Canada with 978 MHz, and you'll get the same services as we do (i.e. nothing, except what you receive from US ground stations).
The Canadian take on ADS-B makes a lot of sense. Perhaps it will end up like that here also.

The FAA does not have a provision for airplanes without an electric system, as far as I know. We have airplanes flying here out of Class D airspace under the Class B veil without a transponder. What will happen to the market value of them and their pilots?

The FAA is destroying general aviation with current ADS-B regulation.
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  #40  
Old 10-13-2015, 12:20 PM
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az_gila az_gila is offline
 
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Quote:
Originally Posted by David-aviator View Post
The Canadian take on ADS-B makes a lot of sense. Perhaps it will end up like that here also.

The FAA does not have a provision for airplanes without an electric system, as far as I know. We have airplanes flying here out of Class D airspace under the Class B veil without a transponder. What will happen to the market value of them and their pilots?

The FAA is destroying general aviation with current ADS-B regulation.
The "No-Electric" bit is still around -

(e) The requirements of paragraph (b) of this section do not apply to any aircraft that was not originally certificated with an electrical system, or that has not subsequently been certified with such a system installed, including balloons and gliders. These aircraft may conduct operations without ADS-B Out in the airspace specified in paragraphs (d)(2) and (d)(4) of this section. Operations authorized by this section must be conducted--

(1) Outside any Class B or Class C airspace area; and

(2) Below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport, or 10,000 feet MSL, whichever is lower.



From 91.225

http://rgl.faa.gov/Regulatory_and_Gu...4!OpenDocument
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