wireweinie
FOUNDER
Palmer, AK
Oh come on Jake! Those hours of wiring are how I make my living!
Web
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Installed skybeacon on our PA12 and worked great right out of the box. I put one on my CCEX and get an ID error.
View attachment 45797
My Xpdr is a Garmin GTX23ES remote running thru my G3X Touch.
Any idea on what setting I’m messing up? (I realize my Xpdr has ADSb out but the Garmin certified GPS and wiring was the same cost and hours or days of wiring headaches vs 10 minutes.
Thanks,
Jake
... if the interrogation signal is coming from the left and the unit is mounted on the right wing tip, does the airframe block out all or part of the signal?
Web
The interrogation of the transponder usually comes from radar sites. Some areas of the country have sketchy coverage. Any time a Mode-C transponder replies to an interrogation, it sends the squawk code and Baro Alt as part of the data packet. .. The uAvionix ADS-B Out units are passive as far as the transponders go. They just listen in and sniff the data being broadcast by the transponder on 1090 MHZ, then incorporate that data into the UAT Output on 978 MHZ. If the transponder doesn't reply to an interrogation from RADAR, the ADS-B unit doesn't get updated data. After 45 - 60 seconds without getting refreshed data from the transponder, the data is considered stale and times out, so the ADS-B unit stops sending the squawk and Baro Alt data causing Mode 3A and Baro Alt failures respectively. These seem to be pretty typical of the uAvionics units in areas with poor radar coverage. If you fly the plane in an area with good radar coverage, the same unit will pass the PAPR.
-Cub Builder
I must be misinformed. It was my understanding when the FAA sold us on the idea of this new ADS-B mandate, they wanted to eliminate the radar ATC system and move all of the current radar functions into this new ADS-B system. Their eventual goal was to eliminate the excessive operation and maintenance costs of Radar?......to help with the issue if you see the transponder is getting interrogated but the ADS-B unit isn't picking up the data reliably. However, those adjustments don't help if the transponder isn't being interrogated or isn't replying. If you don't see the "reply" or "transmit" light on the transponder flashing regularly, the ADS-B unit is not getting data if it is relying on sniffing the data from the transponder broadcast. If the transponder is flashing regularly indicating that it is being interrogated and replying to the interrogation, and you are seeing Mode 3A and Baro Alt failures, then it's time to start looking at antenna locations, reflectivity, blocking, RF interference or transponder output.
-Cub Builder
I put in the uAvionix tail beacon about 10 days after it was certified. I used a Dremmel to make some room in the cup and save all the material I could. Seemed to work well. Removal of the material took maybe an hour. Did a little magic with the mounting bezel as I didn’t make enough room in the cup to allow it to twist enough for a standard install. But the operational flight test went good. No issues. View attachment 45799
Sent from my iPhone using SuperCub.Org mobile app
I must be misinformed. It was my understanding when the FAA sold us on the idea of this new ADS-B mandate, they wanted to eliminate the radar ATC system and move all of the current radar functions into this new ADS-B system. Their eventual goal was to eliminate the excessive operation and maintenance costs of Radar?
Now, since these ADS-B out systems require a transponder output and that output does not happen unless the radar asks for it, how will this ADS-B system work when the radar is shut down? OR have we been lied to again and this is just one more step into being totally controlled by "big brother"?
I understand that the 1090 mhz units talk to satellites, however the 978 mhz units must be interrogated by radar. Since the 978 units are approved as being acceptable, then it must be another false premise that the radar is to be shut down.
….Last week, I got the “next” email from FAA, stating tha EVERY flight since September 9 exhibited at least one “fatal” (my term) error. As in every flight failed. ...
I must be misinformed. It was my understanding when the FAA sold us on the idea of this new ADS-B mandate, they wanted to eliminate the radar ATC system and move all of the current radar functions into this new ADS-B system. Their eventual goal was to eliminate the excessive operation and maintenance costs of Radar?
Now, since these ADS-B out systems require a transponder output and that output does not happen unless the radar asks for it, how will this ADS-B system work when the radar is shut down? OR have we been lied to again and this is just one more step into being totally controlled by "big brother"?
I understand that the 1090 mhz units talk to satellites, however the 978 mhz units must be interrogated by radar. Since the 978 units are approved as being acceptable, then it must be another false premise that the radar is to be shut down.
Mike, I'm curious if your Skybeacon was in "anonymous" or regular mode?
Mike, I'm curious if your Skybeacon was in "anonymous" or regular mode?
It's been on "regular" mode ever since I started getting error reports, since one possibility was that the anonymous mode was at least partially responsible for the error reports. Made no difference.
MTV
FWIW, Anonymous mode will only mask your registration number for purposes of privacy from web site trackers. You still broadcast your ICAO number, so the FAA still knows who you are.
In anonymous mode, skyBeacon transmits a randomized temporary address instead of the aircraft’s assigned ICAO address code, and a non- identifying Call Sign. The temporary address and Call Sign are disabled if the operator selects a non-1200 squawk code on the transponder. When enabled, the operator will not be eligible to receive ATC services.
In anonymous mode, the GDL 82 transmits a temporary address instead of the aircraft’s assigned ICAO address code, and a temporary Flight ID.
No issue with the depth of the tailBeacon hitting the fabric?
Are you sure about this? Assuming a Mode C transponder squawking 1200 coupled with a 978 UAT-out device configured for anonymous mode, I don't see how this would happen. Disregard if we're talking about a Mode S transponder.
The SkyBeacon install manual says both ICAO code and Call Sign (N-number) are randomized.
FWIW, Anonymous mode will only mask your registration number for purposes of privacy from web site trackers. You still broadcast your ICAO number, so the FAA still knows who you are. -Cub Builder
No issue with the depth of the tailBeacon hitting the fabric?
Isn't it great that we are being chastised for a faulty system we didn't ask for. When Mode S became mandatory in Europe, all the new mode s transponders overloaded the system in Amsterdam and they had to shut them off. This is really about tracking us and sending a mileage bill, as planned for the highway system as well. I smell a rat, big time. BTW... Is anyone actually looking where they're going anymore? Would the public accept tracking of cars by anyone and everyone? No way. The thin edge of the wedge, once again.
I must be misinformed. It was my understanding when the FAA sold us on the idea of this new ADS-B mandate, they wanted to eliminate the radar ATC system and move all of the current radar functions into this new ADS-B system. Their eventual goal was to eliminate the excessive operation and maintenance costs of Radar?
Now, since these ADS-B out systems require a transponder output and that output does not happen unless the radar asks for it, how will this ADS-B system work when the radar is shut down? OR have we been lied to again and this is just one more step into being totally controlled by "big brother"?
I understand that the 1090 mhz units talk to satellites, however the 978 mhz units must be interrogated by radar. Since the 978 units are approved as being acceptable, then it must be another false premise that the radar is to be shut down.
Which frequency is your equipment operating on, 978 mhz or 1090 mhz? It is my understanding that only the 1090 mhz units talk to each other. The 978 mhz units have to communicate through a ground station prior to passing the signal to other aircraft.I question how radar fits into this when ship to ship talk to each other when out of radar coverage? I can see other Out equipped planes on my In and they can see my Out when we’re both in the backcountry and well out of radar coverage.
Which frequency is your equipment operating on, 978 mhz or 1090 mhz? It is my understanding that only the 1090 mhz units talk to each other. The 978 mhz units have to communicate through a ground station prior to passing the signal to other aircraft.
I find it "interesting" that this system, which has been in the building for years, is nationwide in scope, and will become mandatory at least in some airspace in a little over a month is still incredibly misunderstood by a high percentage of pilots and airplane owners. …..
That looks nice and clean. Hard to tell from the photos—are you using a spacer? It doesn’t look like you are hitting the fabric at all.
Joe
My errors are all NIC errors, and according to the FAA, those are bad.
MTV