spinner2
MEMBER
Those who are worried about privacy might find this of interest.
https://www.aopa.org/news-and-media/all-news/2019/december/24/ads-b-privacy-now-available
Anyone know why I loose TISB service when I’m well within coverage? Today it blinked on and off 3 or 4 times. As you can see at the bottom of the image I had an excellent signal but not always getting an uplink.
View attachment 46311
So with no ADS B, and flying near a class B or C airspace with just a transponder can one still get flight following?
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The FAA has developed the ADS-B Deviation Authorization Preflight Tool (ADAPT) to manage these authorization requests.The ADAPT program allows you to fly in ADS-b space as long as you have a mode c xponder. It gives you authorization from FAA but ATC can turn you down if they are busy, if you dont need to talk to atc than you are golden with the ADAPT authorization.
The FAA has developed the ADS-B Deviation Authorization Preflight Tool (ADAPT) to manage these authorization requests.
In order to be considered for an ADS-B deviation authorization with ADAPT, requests must meet the following criteria:
Please note: The FAA will not issue in-flight authorizations to operators of non-equipped aircraft, nor will air traffic control (ATC) facilities accept requests for these types of authorizations by telephone.
- Aircraft must be equipped with an operational transponder and operational altitude encoder (e. g., Mode C)
- Request submitted no more than 24 hours before flight
- Request submitted no less than 1 hour before flight
As a controller at the busiest stand alone TRACON in the country I will say that we haven't been briefed on what to do reference ADS-B. We don't even monitor it on the scopes even though the ability exists. Not sure what ATC is or isn't doing around the rest of the country but if you were to fly into Chicago, it wouldn't be any different than last month. Maybe that will change soon and I'll try to report back if we are briefed differently.
This thread has allot of good info and questions,Not if ATC decides they’re busy. ATC still has to agree.
MTV
This thread has allot of good info and questions,
So, to me this brings up a question about deviations, thinking to the near future such as this coming Oshkosh. Probably even Sun & Fun.
These will be the first real high density controlled airspace with the lowest proportion of ADS B equipped aircraft. I am curious how these events will be handled.
Obviously they have a very well understood visual system that offers little value for the ADSB system, at least in the near future.
But will this be a frustration for the regulators or a technical breeding ground for system and procedure analysis?
This thread has allot of good info and questions,
So, to me this brings up a question about deviations, thinking to the near future such as this coming Oshkosh. Probably even Sun & Fun.
These will be the first real high density controlled airspace with the lowest proportion of ADS B equipped aircraft. I am curious how these events will be handled.
Obviously they have a very well understood visual system that offers little value for the ADSB system, at least in the near future.
But will this be a frustration for the regulators or a technical breeding ground for system and procedure analysis?
So if he did not fly through any of the mandatory air space, what's the big deal? It would not have been required.I found it interesting this past week that one of the B-17 tour planes flew half way across the country without it's ADSB reporting. It just came out of it's major wing inspection so possibly it was an anomaly but I do say it seemed a bit odd that a rather long multi day flight flown at rather low altitudes would be done with transponder off.
True, they generally cruise at 2500 AGL or less so they are no where near any limits. Chicago must have required a great circle.So if he did not fly through any of the mandatory air space, what's the big deal? It would not have been required.
I found it interesting this past week that one of the B-17 tour planes flew half way across the country without it's ADSB reporting. It just came out of it's major wing inspection so possibly it was an anomaly but I do say it seemed a bit odd that a rather long multi day flight flown at rather low altitudes would be done with transponder off.
if the transponder was off, AND they didn’t fly in any rule airspace, how would any body with authority know? Do you know for sure that the plane is in fact ADS-B equipped?
Im hearing from various sources that some ATC facilities aren’t monitoring ADS-B. So, who gives a ****?
MTV
if the transponder was off, AND they didn’t fly in any rule airspace, how would any body with authority know? Do you know for sure that the plane is in fact ADS-B equipped?
Im hearing from various sources that some ATC facilities aren’t monitoring ADS-B. So, who gives a ****?
MTV
and..... did they figure out you're issue yet??
how long has it been?
Glad you appear to have gotten squared away, Mike.
Where in MT are they?
Kinda surprised when your problems weren't getting any attention that you didn't just show up at uAvionix HQ in person.
So with no ADS B, and flying near a class B or C airspace with just a transponder can one still get flight following?
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I believe that your question is answered in the very reply you quoted: "The one area where Duke expects the FAA to be serious from the start involves intentionally turning off an ADS-B system when an exception does not apply.""The one area where Duke expects the FAA to be serious from the start involves intentionally turning off an ADS-B system when an exception does not apply. According to the handbook, “operating an aircraft without activated transponder or ADS-B Out transmission (except as provided in FAR 91.225(f)) for purposes of evading detection” will generally warrant certificate revocation."
https://www.aopa.org/news-and-media...ooth-start?utm_source=epilot&utm_medium=email
I wonder how the FAA will treat turning off ADS-B in non-rule airspace. I assume they will treat everything as "for the purpose of evading detection".