The “multi-function” part? The Sentry Plus is also a carbon monoxide detector, a Wi-Fi router, a multi-constellation global positioning receiver, and an inflight track logger. It also has built-in AHRS, which supports synthetic vision emergency attitude on the iPad and a display of G-forces—yes, it’s a G-meter, too.

While the Sentry Plus is designed to integrate with your iPad, the built-in display will provide real-time system status, as well as Carbon Monoxide conditions, with dangerous CO levels annunciated on the display. Additionally, the integrated flight data recorder with G meter, like what is found in many aerobatic airplanes, will keep you appraised of G Loads as they happen. And with its up to 18-hour battery life, the Plus is a tempting step-up product for current Stratus owners or those just getting into the ADS-B world.

Just its global positioning receiver might be reason enough for some to step up. The multi-constellation receiver is virtually jam-proof, according to the manufacturer, offering accuracy to within 1 meter. For backup purposes, if the US GPS is jammed, the built-in receiver will switch to the European Galileo satellite constellation without manual intervention.

The Sentry Plus, which goes for $799, is available at Sporty’s Pilot Shop.

The post Sentry Plus ADS-B (And Much More) Debuts appeared first on Plane & Pilot Magazine.

Bike In A Bag

The sporty pakiT folding bike is a small and light bike that will fit into most baggage compartments easily. It’s so small that it fits neatly into a large backpack when folded up, a process that the maker says takes as little as 20 seconds. How light is it? Very. It tips the scales starting at just 22.5 pounds, and its small footprint (38x24x10 inches when folded, with a 16-inch wheel) is just the ticket to fitting it through that Bonanza baggage door, not to mention for taking in the trunk of a car or on a train for cruising around a destination city.

Price: Starts at $1,695. Available at www.bikefriday.com.

Sentry ADS-B Receiver For ForeFlight

Sentry is a compact, affordable ADS-B receiver made specifically for ForeFlight that offers inflight weather and traffic, AHRS and internal WAAS GPS. It has a long battery life (up to 12 hours), onboard storage for weather replay, and a CO sensor with an alarm system for added safety. With ForeFlight’s Cockpit Charging feature, Sentry can support up to five devices. Suction cups for mounting make transferring from plane to plane easy.

Price: $499. Available at www.sportys.com.

Leather Pilot Log

This classic leather pilot log from Rustico is for pilots looking to upgrade their current folio.

It comes refillable with an ASA logbook inside and can be personalized. Choose from three sizes (small/standard, medium and large/master) and a range of seven colors, from natural to burgundy. 

Price: $79. Available at www.rustico.com.

iPad Flight Desk

Flight Outfitters’ Deluxe iPad Flight Desk combines a universal kneeboard design with a custom organizer case. The rigid kneeboard is a secure surface with three sizes of silicon holders to accommodate iPads, iPad Minis and most phones, either in portrait or landscape modes. There are three pockets with straps to put charging cables in order. Loops can hold a stylus and pen, and you can use an included clipboard inside or outside the case. 

Price: $99.95. Available at www.sportys.com.

Pilot Stuff Tee

Flight Outfitters’ pilot-themed tee in vintage blue answers the age-old question, “So, what do you do all day?” Any aviation fan can wear the shirt, made of super-soft 50/50 cotton, to go flying, to the next airshow, or to simply show off their love of all things plane at the local airport. 

Price: $24.95. Available at www.aircraftspruce.com.

A Shoe Just For Pilots

Lift Aviation’s Air Boss Flight Shoe has an aviation-specific engineered heel designed to lower friction against the cockpit floor. It has the lightweight, thin sole of a driving shoe with added rigidity in the heel for mobility and support while you fly. Its breathable and microbial OrthoLite insoles promise comfort during long hauls, and its oil- and slip-resistant outsoles offer comfort and protection during walkarounds. 

Price: $129. Available at www.mypilotstore.com.

Dual-Purpose Flashlight

Flight Gear’s rugged Rechargeable Flashlight is a multipurpose tool that’s water resistant, has a zoomable spotlight/flood feature in two colors (white and red), and has a USB port to charge your phone. It has a four-light indicator to show you how much charge is still left for use. At only 6.75×1.6 inches, it’s a practical addition to any flight bag.

Price: $49.95. Available at www.sportys.com.

Check out more gear here.

The post An ADS-B Receiver, A Shoe, And More Products For Pilots appeared first on Plane & Pilot Magazine.

With the FAA mandating that all aircrafts have Automatic Dependent Surveillance – Broadcast (ADS-B) systems by January 1, 2020, we found four receivers you should look into if your plane still isn’t compliant.

Scout Dual-Band ADS-B Receiver for Inflight Weather & Traffic

This pocket-sized ADS-B receiver displays weather and traffic information on the ForeFlight Mobile app. With low power consumption, you can plug Scout into any portable 5V USB battery or existing USB power source in the aircraft and fly all day without draining your battery pack.

Check the price on Amazon!

Garmin GDL 52 Portable SiriusXM/ADS-B Receiver

The GDL 52 combines SiriusXM coverage with the subscription-free weather and traffic features of an ADS-B “In” datalink. The GDL 52 also provides access to 150 channels of music, news, sports, and other entertainment programming, and you can stream information to other Garmin aviation portables or iPad tablets through Connext® wireless connectivity.

Check the price on Amazon!

Stratux ADS-B Dual Band Receiver Aviation Weather and Traffic

Transform your tablet into the ultimate flight tool equipped with Wide Area Augmentation GPS, subscription-free ADS-B weather, and air-to-air traffic with the Stratux dual band ADS-B receiver.

Check the price on Amazon!

Dual XGPS190 GPS + ADS-B Weather and Traffic

The XGPS 190 is equipped with a Wide Area Augmentation GPS, dual band ADS-B receiver for weather and traffic information and AHRS artificial horizon for EFB apps with synthetic vision. The internal battery lasts five hours of continuous operation and it can be charged with the included 1230V adaptor.

Check the price on Amazon!

The post Four ADS-B Receivers to Consider appeared first on Plane & Pilot Magazine.

Like many VFR pilots, I request flight following whenever I fly cross-country. For a number of reasons, it’s great having ATC be aware of who you are and where you are going. Last fall, as my wife and I flew along in our Cherokee to Myrtle Beach for our anniversary we were doing just that, talking with ATC with a squawk code and occasional traffic call-outs. We were cruising at a very VFR-like 3,500 feet when out of the blue the controller asked me to verify my altitude, saying it was much lower than the 3,500-foot figure my transponder was reporting. Immediately, I felt that familiar ache in my wallet that pilots know all too well. I knew that something was going wrong with my transponder.

As a senior member of the general aviation fleet, my Cherokee came equipped with older avionics when I took ownership. My transponder was a Narco 50A, which was state-of-the-art equipment back in 1972, but today, not so much. Still, it had been working fine. When I bought my Cherokee in November of 2014, I witnessed the testing of the unit as it passed with flying colors.

It limped along for a little while until it was time for the plane’s annual inspection. While it was in the shop, I asked for a transponder check, since it had been more than 24 calendar months since the last test. I was hoping that the problem would be with the—less expensive—encoder. The guys in the avionics shop were very helpful, and brought out their test equipment and fired it up. Yet no matter where they placed their antenna, the transponder failed the automated test, due to low signal strength. After several attempts at troubleshooting, including the time honored “remove and reinstall” technique, it was obvious that it was time for me to make a decision. Rather than have my old unit repaired, or replaced, I chose to upgrade to an ADS-B Out unit. With the high cost of even yellow-tagged used Mode-C transponders and the crazy high price of repairing one, a new ADS-B Out-capable unit was a bargain.

As we all know by now, the requirement for an ADS-B Out transponder is only three years in the future if you fly in the requisite airspace, which almost everybody does. I know I do. Even if I didn’t, since I don’t know what my future missions will require, I consider it a wise decision to perform the upgrade. Not only are you covered, but there are other benefits, including traffic and weather capabilities when you also get the complimentary data from the FAA. I’ll tell you, too, that once you have flown with ADS-B information in your cockpit, you realize how busy our skies have become in certain areas of the country. Currently, nearby traffic is only available on your ADS-B receiver if an aircraft with ADS-B Out triggers the transmission from a tower. So you know there’s even more of it out there.

There are several very good choices on the market today, but I chose the Stratus ESG to match my Stratus 2S, which is my portable, non-certified ADS-B receiver. The unit comes complete with everything necessary, except the cable from the GPS antenna to the panel. It even fit in the same location as my old transponder. I also chose to upgrade my encoder to a new unit, since it provided much better accuracy, and the installation requires only three wires, instead of the multi-wire “Gray code.”

My installation at Augusta Aviation was straightforward and only took a couple of days. They gave me a fixed price for installation that was reasonable, and I assisted and observed the installation. I chose to install my GPS antenna behind the baggage compartment bulkhead to avoid manipulating my fragile, original-equipment headliner. I removed the rear bulkhead during the annual inspection in order to replace my aluminum battery cable, but that was not necessary for this installation. The antenna must be installed so that it is not shadowed by any of the other antennas on the fuselage, but we were able to find a suitable location with little problem.

Check out the complete ADS-B Installation Photo Gallery!

We routed the new antenna cable under the baggage compartment deck, through the rear seat area, and along the right side of the fuselage following existing cable paths. We pulled the right side interior panel to gain access to the cable tray. In most cases, the existing cable from the transponder to the antenna on the belly of the airplane can be reused. We’d already replaced my transponder cable with a new one during our fruitless troubleshooting efforts.

The rest of the installation was straightforward. The hardest part to watch was drilling the holes in the top of my fuselage for the new transponder. The new transponder uses the existing transponder antenna on the belly of your airplane (in my case, an old-school whip antenna). After installation, the unit easily passed the transponder tests.

ADS-B definitely provides a significant amount of situational awareness of other aircraft near you. It gives you location and altitude information for the nearby traffic. As an example, I flew into Beaufort, S.C. a few weeks ago, and was able to quickly spot a fast-approaching airplane that was also inbound to Beaufort from behind, below and to my left. We were separated by a few thousand feet. I received a warning from ATC after I had already spotted the traffic. It was a good feeling to know where that traffic was; unfortunately, there could have been other airplanes that were not reporting their location in front of me. It was a beautiful VFR day, and seeing and avoiding was not a problem, but I would have been more comfortable knowing my path was clear of traffic.

I would encourage everyone to stop putting off the inevitable and make the decision to upgrade to your choice of ADS-B out before time runs out. The closer you get to the required date, the longer the line will be for installation by your avionics shop. This is not to mention the knowledge of all the other small airplanes sharing the sky with you.

L3 Lynx

This cat knows exactly where you’re at.

If you’re looking for a basic ADS-B transponder that satisfies the mandate at the bare minimum, you can skip this one, because the L3 Lynx doesn’t fit the description. The Lynx does do everything the mandate requires. It’s an ADS-B Out box that checks the FAA boxes. But it’s so much more than that, too, including a standalone ADS-B In solution.

Lynx might best be described as a multifunction ADS-B transceiver and more, since it also boasts a built-in WAAS/GPS receiver. The most noticeable feature, though, is its color touchscreen display that shows a lot of information, including free FIS-B weather and ADS-B traffic, too. It’ll display winds aloft, AIRMETS, SIGMETS and other text weather products, and you can even use it to display lightning data from a Stormscope WX-500. It has optional terrain awareness and L3’s ATAS traffic advisory system. The ATAS is pretty slick!the Lynx is the only ADS-B box with TSO-C195b, which allows it to provide audible callouts below 2,000 feet. It’s compatible with a number of third-party aviation apps, including ForeFlight Mobile, WingX Pro7 and FlyQ.

Lynx is a one-box replacement for your old Mode-C transponder while also fulfilling the ADS-B mandate, but so much more. The downside is that it’s also the most expensive product in this lineup at a base price of $6,170, which includes the WAAS/GPS antenna Install kit and WiFi module. The fully equipped price is $11,550. Then again, it’s also the most capable ADS-B unit available, too, and by a lot.

Learn more at L3.

Trig Avionics TT22 Compact ADS-B Out

Trig has the lightest, smallest ADS-B solution.

If you’re short on panel space, or simply want to open up some room in your stack for a bigger display, then Trig Avionics TT22 might be for you. The TT22 is a Mode-S and ADS-B 1090-ES transponder that’s a pure ADS-B Out solution to satisfy the mandate at a low cost in both dollars and panel space, even for planes operating in the flight levels. It also features a built-in altitude encoder. The same capability is also available in a standard wide panel-mount form factor as the Trig TT31, which is a slide-in replacement for the Bendix/King KT76A, KT76Cand KT78A transponders.

The TT22 sells for as low as $1,839 online. If you need a WAAS receiver, too, the TT22 interfaces with the company’s TN70 (also less than $2,000), which can be used for ADS-B In capability with a compatible display, as well.

Learn more at Trig Avionics.

Garmin GTX 345

Garmin’s single-unit ADS-B In and Out provides traffic, weather and more.

The Garmin GTX 345 is an ADS-B option that’s anything but basic. In addition to 1090-ES ADS-B Out and Mode S transponder capabilities, the unit also provides dual-link (978 and 1090 MHz) ADS-B In and subscription-free FIS-B weather on compatible displays. The compatible display list—Garmin G500/600, GTN series, and select G1000 systems, to name a few—doesn’t only include cockpit units, however. The GTX 345 can also wirelessly stream weather, traffic, GPS position, and backup attitude data to Garmin’s handheld aera 796/795 and 660, as well as many tablet and mobile devices via the Gamin Pilot and ForeFlight apps.

With the ADS-B weather link, you can access NEXRAD imagery, METARs, TAFs, winds and temperatures aloft, PIREPs, and NOTAMs in flight. With the traffic alerts, you can also get audio call-outs for potential traffic conflicts.

If you don’t already have a WAAS/GPS position source in your plane, you can choose the built-in GPS source option for the GTX 345 and have it all in one unit. Size-wise, the GTX 345 unit is designed to be an easy replacement for existing transponders. The downside is that you’ll be paying a bit more for the perks. The GTX 345 unit costs $4,995 without the built-in GPS option. With built-in GPS, it runs $5,795.

Learn more at Garmin.

Avidyne AXP340

A flexible, economical ADS-B option.

The Avidyne AXP340 is a panel-mounted ADS-B Out solution that has a number of popular features at a competitive price. As base, it’s an ADS-B 1090-ES and Mode-S transponder that satisfies the upcoming mandate. Features include a direct-entry numeric keypad, pressure altitude and GPS Lat/Lon readout, flight ID entry, one-touch VFR code entry, a stopwatch timer, flight timer, and altitude alerter.

For those looking to swap out old transponders, the AXP340 is a slide-in replacement for the KT76A/KT78A, two extremely popular Bendix/King transponders. In terms of GPS compatibility, the AXP340 works with both Avidyne’s IFD series and Garmin’s GNS430W/530W series. The unit retails at $2,995, but costs $2,600 when purchased directly from the manufacturer.

If you’re looking for an ADS-B In solution that’s independent of your ADS-B Out system, Avidyne has its SkyTrax100 ($2,499) ADS-B receiver that will display ADS-B weather and traffic on the company’s IFD 440, 540 and 550 displays, as well as on an iOS device running Avidyne’s IFD100 iPad app. For its customers with IFD multifunction navigators, Avidyne offers its AXP322 remote-mount transponder, which can be controlled through the IFD unit.

Learn more at Avidyne.

Stratus ESG By Appareo

A simple solution for older aircraft.

The Stratus ESG, made by Appareo, is an ADS-B Out option for non-glass panel aircraft. The ESG is a 1090-ES transponder with a built-in WAAS/GPS. The unit can reuse existing transponder antennae and altitude encoders—it accepts both serial and parallel inputs, so it will work with most altitude encoders. The ESG is sized to easily replace common older transponders like the KT76A.

For those looking for ADS-B In as well, the ESG can pair with Stratus’ non-certified options, the 2i and portable 2S ($899). Cost for the ESG—which includes a GPS antenna—is $2,995. The Stratus ESGi (ESG+2i) runs $3,495.

Learn more at Appareo.

Denny Kotz is a retired Mechanical Engineer who, after a lifetime of dreaming about flying, earned his certificate at the age of 63.A native of Sandusky, Ohio, he has lived in North Augusta, South Carolina since 1981. Another one of his passions is performing music, and he is a member of theFlying Musicians Association.

Want more stories and information about buying, owning, and maintaining your own airplane? Check out ourAircraft Ownership Archive.

The post ADS-B In An Older Plane? appeared first on Plane & Pilot Magazine.

The Lynx NGT-9000 has a split display and touch-screen interface.

“We’ve entered the ADS-B mar­ket for GA,” Steven Henden, L-3 Aviation Products’ Sr. Communications Manager, announced before showing me the new Lynx MultiLink Surveillance System. That was no surprise given the company’s big tease at EAA AirVenture Oshkosh last summer about its upcoming ADS-B product line. But now, Lynx is officially loose, and Henden and Todd Scholten, L-3’s Business Development Representative for the North Central Region, had come to St. Augustine’s Northeast Regional Airport (SGJ) to introduce the Lynx family and showcase the top-of-the-line model installed in a company A-36 Bonanza.

Tens of thousands of aircraft owners continue to play chicken with the 2020 ADS-B mandate—some waiting for a low-cost, steam gauge-friendly solution, others looking for a forward-looking answer that can add capability to a glass cockpit that has everything but ADS-B compliance, and many in-betweeners looking to cherry-pick ADS-B capabilities. Lynx makes a big step toward meeting this diverse range of needs.

The Lynx family includes four models, all bearing the NGT (NextGen Transponder) prefix: the NGT-2000 and -2500 comprise the basic models, and the NGT-9000 and -9000R (remote mount, for more advanced integrated glass cockpits) are full featured. All incorporate a WAAS-GPS position source providing ADS-B Out compliance to FAA 14 CFR 91.227, and they can also wirelessly feed (via an adapter) ADS-B information to iPad or Android tablets running compatible flight apps. (WingX Pro and SkyRadar are currently onboard; future apps pending.) All Lynx models are “one-box solutions” and compatible with existing wiring, simplifying installation.

The NGT-2000 and -2500, when coupled with a popular Mode C or S transponder like Garmin’s GTX 327 or GTX 330, provide among the simplest and least expensive options for ADS-B equipage and cockpit integration. But the star of the Lynx lineup is the NGT-9000. Offering a wide array of features, this is the unit L-3 sees as the most logical choice for pilots looking to take full advantage of the ADS-B NextGen flight environment.

A form-factor replacement for existing transponders, the NGT-9000 supports 1090ES (Mode S Extended Squitter) ADS-B Out, as well as 1090 MHz and 978 MHz (UAT) ADS-B In. This provides ADS-B traffic (ADS-B, ADS-R and TIS-B) and FIS-B input. (Internal active traffic and/or ADS-B antenna diversity are available as options.) The -9000 series also uses ARINC 429, RS422 and RS429 Out protocols (as does the -2500), enabling ADS-B In data to be fed to a compatible multifunction display.

With its bright displays of traffic, weather and other data, and touch-screen interface, this is a unit you’ll want to mount in prime real estate. In L-3’s Bonanza, the -9000 is at the top of the radio stack, just below the audio panel. The display is divided down the middle into left and right halves.

The left side displays a transponder page (which only needs to be viewed when setting the transponder) or a traffic display page. A numerical keypad on the transponder page allows simple input of the appropriate code. A small cooling vent on the right side of the unit provides an anchoring point for steadying your hand in turbulence.

The right half of the screen has four pages that appear sequentially by swiping the screen: a traffic page; a radar page featuring color-coded graphical METARs, TFRs, and AIRMETs and SIGMETs; winds and temperatures aloft; and a page for displaying text data including favorite airports and GPS connectivity. The traffic pages that appear on the left and right side of the display are identical, enabling traffic to be viewed continuously, even if inputting data on the transponder page.

The radar page displays subscription-free NexRad radar imagery. Touch the METARs or other on-screen symbols, and corresponding text appears. (You can also tap on individual ADS-B traffic symbols on the traffic page and see the aircraft’s N-number and other information.) The scale of the underlying map on the radar page is controlled by tapping on a plus and minus sign on the display, and there’s also a “pan” function: Hold your finger on the page screen, and you can pull the map to the left or right, up or down. The simplicity of operation is impressive, and so was the amount of traffic the unit displayed.

The NGT-9000 has been submitted for technical standard order (TSO) approval; the -2000 and -2500 are already TSO’d. All the Lynx models require a dedicated WAAS GPS antenna. If you already have a certified GPS onboard, you can use your current GPS antenna for the Lynx GPS; otherwise, you’ll need to install one. If you’re wondering which model Lynx would make the most sense for you, L-3 has a free app for iPad and Android tablets that provides a realistic simulation of the features and in-flight operation of the entire product line. The NGT-9000 is priced at $6,800 MSRP; NGT-2000 is $3,200; NGT-2500 is $3,467 (other -9000 series models range from $8,133-$11,933). “All provide a tremendous amount of information for a fraction of the cost when compared to other systems and older technologies,” L-3 says.

Based on my brief experience, were the Lynx able to show one more form of ADS-B traffic, I believe it would display a large number of inquiries and orders at the 12 o’clock position of L-3’s sales force.

The post L-3 Lynx NGT-9000 appeared first on Plane & Pilot Magazine.

For more than a year now, we’ve been seeing portable devices that receive ADS-B weather, and in some cases traffic, but none provide the ADS-B out functionality required by the FAA for operation in controlled airspace beginning in the year 2020. The Vision-Pro from SkyGuardTWX fills that gap, functioning as a full-blown 978 MHz Universal Access Transceiver that sends your GPS-based position to FAA ground stations, and in turn receives traffic and weather information from those ground stations (as well as directly from other UAT-equipped airplanes).

Let’s start with th­­­e good news: It works! On a local test flight near my home airport at Modesto, Calif. (KMOD), with the Vision-Pro turned on, by the time I reached pattern altitude, I was receiving traffic updates, which continued throughout my flight—and in almost every case, pointed out traffic I couldn’t see with the Mark-I eyeball. And it wasn’t just other ADS-B equipped airplanes—it included all transponder-equipped traffic being picked up by ATC radar in my vicinity, automatically relayed to me from ADS-B ground stations (see the sidebar for more on how the ADS-B system works).

That traffic (and weather—including local METARs and NEXRAD radar imagery) is displayed on an Adventure Pilot iFly 720 portable GPS moving map. It features a seven-inch touch screen that displays the aircraft position on geo-referenced sectional, terminal and IFR en route charts. It also displays approach charts and airport diagrams. Like the Vision-Pro, it requires external power (12 or 24 volts). Since my Skylane has only a single cigarette lighter socket, I bought a splitter at the local Radio Shack to power both devices. Adventure Pilot supplies an articulated suction-cup mount for the iFly, which works reasonably well (I wound up sticking it on the screen of a Garmin GNS-530 panel-mount GPS in order to take photos in-flight; it worked equally well stuck on the pilot’s side of the windshield).

The iFly 720 has a built-in wireless internet (WiFi) adapter, which is how it connects to the Vision-Pro. That same connection can work with an iPad, and I used mine with WingX Pro7, which not only displayed GPS position, traffic and weather, but also the Vision-Pro’s built-in Attitude and Heading Reference (AHARS), to support both simulated attitude indicator and synthetic vision functions. In effect, this combination provides functionality similar to what you’d get from the latest glass panel displays, but entirely on low-cost portable hardware. iFly GPS for the iPad will be released soon and will support the AHRS with a Flight Attitude Recovery System.

Now for the not-as-good news—there are a number of issues with the Vision-Pro and iFly 720 that prospective users should be aware of. For starters, both require 12- or 28-volt external power, so neither is a viable backup in case of an alternator failure. Adventure Pilot sells a $99 external battery pack for the iFly 720 that’s good for approximately four hours, and can fall back on its internal GPS. I’d highly recommend that option.

A setup with both Vision-Pro and iFly installed requires a lot of wiring—power cables between each device and a 12/28- volt output, and two external antennas for the Vision-Pro. One of those is a typical GPS “puck” that goes on the glareshield, but the other one is unusual and requires some explanation. In the photo on page 63, you’ll note a long blue blade connected by a cable to the VisionPro sitting on the glareshield. That’s the transmitter antenna, which the brief (two-page) instructions tell you must be 18 inches from the receiver and at least eight inches away from any part of any person—it emits no less than 30 watts of power (though for only a millisecond at a time). With the VisionPro on the glareshield, in order to give its receive antenna a good view out the window (as specified in the instructions), the only place for the transmitter antenna was the copilot’s window, which effectively turned my Skylane into a three-seater. This was a demo install, but with a little cord management, a clean install would have little impact.

I discussed this with Adventure Pilot’s Shane Woodson and SkyGuardTWX’s Don Houtz, who both use these devices in their airplanes. SkyGuard has a remote receiver antenna option that allows you to move the device off the glareshield, and if you have (or can rig) 12/28-volt power in the baggage compartment, putting the Vision-Pro there will let you use all your passenger seats. Houtz told me he plans to offer a remote mounting kit for those who want to permanently install the Vision-Pro, which will support external antennas.

There are no power switches, so it’s best to physically disconnect both the Vision-Pro and iFly before engine start or shutdown (I just pulled the splitter out of the cigarette lighter). SkyGuardTWX doesn’t provide any mounting hardware for the Vision-Pro. I improvised with Duct tape. The Vision Pro is configured using software (either a sub menu on the iFly or SkyGuardTWX’s iPad/iPhone app). I was surprised to find the transmitter is on by default, even before you’ve entered your N-number and the associated ICAO code. Houtz agreed that ought to be changed. The software also would allow a user to change the N-number/ICAO code in-flight, which could present a
security issue.

If ATC assigns you a squawk code, you’ll need to set it twice—both on your Mode-C transponder and using software to configure the Vision-Pro. Exactly that sort of thing created problems in early FAA “Project Capstone” tests of ADS-B in Alaska, and led to a recommendation (though not currently a requirement) for ADS-B out systems to offer a single control to set a squawk for both ADS-B and Mode-C.

The final issue for this setup is regulatory: While SkyGuardTWX has received FCC approval for the Vision-Pro (otherwise it would be illegal to turn the transmitter on), it has not as yet received FAA certification, though Houtz told me he’s working toward that goal. If the FAA doesn’t certify it, you’d have to buy something else to meet the 2020 ADS-B out mandate.

In the meantime, if you want to have full ADS-B in/out functionality, the Vision-Pro looks like the least expensive way to achieve it, and if you don’t already have an iPad (or want another screen for dedicated traffic display), the iFly 720 is a good option for $699.

Adventure Pilot sells both the Vision-Pro and iFly 720 in a bundle for $1,994, and the Vision-Pro by itself for $1,399 if you already have an iFly. An additional $400 will get you the Vision-Pro with an integrated AHRS. Visit www.iFlyGPS.com and www.skyguardtwx.com.

The post ADS-B From Portable Equipment appeared first on Plane & Pilot Magazine.

We tested the XGPS170 with WingX Pro version 7 software from Hilton Software. Here, WingX Pro shows FIS-B weather from the XGPS170.

With deployment of ground stations for Automatic Dependent Surveillance-Broadcast (ADS-B), part of the FAA’s Next Generation air traffic control system well underway, we’ve seen a number of portable devices that combine an external GPS receiver with receive-only ADS-B capability for use with iPads and other portable displays.

Dual Electronics XGPS170 is the latest such device—a small (almost pocketsized) unit that offers WAAS-enhanced (Wide Area Augmentation System) GPS and 978 MHz ADS-B functions, including FIS-B (flight information services- broadcast) weather and, in some cases, TIS-B (traffic information services-broadcast) traffic. Having briefly tested this device, I’m impressed by its GPS and FIS-B functions, but can’t recommend it—nor any other passive ADS-B receiver—for full traffic awareness.

Physically, the XGPS170 is a 4.3×2.8 x0.9-inch box with a 3.5-inch antenna. It has a built-in battery that’s good for about six hours on a charge, according to Dual, and based on flight testing, I think that’s conservative. The device is provided with a soft plastic non-slip pad with a pocket to contain the unit that’s designed to sit on an airplane’s glare shield. In my Skylane, it did a fine job of keeping the XGPS170 in place during normal maneuvers. The soft case and pocket also elevate the unit slightly to allow cooling air to circulate—that’s important because the XGPS170 can get quite hot while operating.

The XGPS170 communicates with an iPhone, iPad or Android-based tablet using the Bluetooth short-range radio protocol. I had no trouble getting the system to work with my iPad 2. I tested it with WingX Pro version 7 from Hilton Software. The device is also supported by AOPA FlyQ, Bendix/King myWingMan and Flight Guide iEFB, plus Avilution and Naviator on Android devices. Additional apps, including Anywhere Map, EFB and Mobile Flight Deck will be available soon.

When connected to a supported device running compatible software, the XGPS170 functions as both a WAAS-enhanced external GPS and ADS-B receiver. I found that it worked perfectly as a GPS position source and as a weather receiver—but it didn’t detect traffic while flying in an area with active flight training.

The reason it didn’t detect traffic is a function of how the ADS-B system works. There are two completely different data channels. The first is an enhanced version of the Mode-S transponders already used by the vast majority of airliners, business jets and turboprops, which operate at 1090 MHz.

Devices like this are a bargain for pilots needing in-flight weather data. unlike competing satellite-based systems, ADS-B weather doesn’t require a subscription.

For technical reasons, the FAA decided to offer a different data channel for low-altitude general aviation operators—that’s the 978 MHz system used by the XGPS170 and other passive devices. A network of ground stations has been installed covering most of the continental U.S. (and parts of Alaska), that offer a rebroadcast function. This system translates between the two data channels, so that aircraft equipped with 978 MHz equipment can see 1090 MHz Mode-S traffic (and vice versa). The ground stations can also relay traffic that is detected by ground-based radar.

Here’s the catch: The ground stations only relay traffic on a channel if they’re in contact with an ADS-B equipped aircraft on that channel—and then relay traffic within a certain volume around any such aircraft. In other words, to get service you’re expected to transmit, as well as receive. The system isn’t designed to support passive devices that don’t transmit.

In order to get reliable traffic indications on the XGPS170, you’d also need to install a 978 MHz universal access transceiver (UAT). If someone else with a UAT happens to be flying nearby, then you might see some traffic—but the ground station would be relaying traffic based on a volume around that aircraft, not around you. Given these limitations, I can’t recommend the XGPS170, or any other passive 978 MHz ADS-B receiver, for traffic awareness.

On the other hand, I’m delighted to recommend the XGPS170 as a completely functional GPS and weather awareness device for pilots who fly within U.S. ADS-B coverage. Devices like this are a bargain for pilots needing in-flight weather data—unlike competing satellite-based systems, ADS-B weather doesn’t require a subscription.

Dual’s suggested price for the XGPS170 is $799.99. For more information, visit http://gps.dualav.com.

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Avidyne EX600; Appareo and Sporty’s Stratus

By 2020, aircraft operating in airspace currently requiring a transponder must be equipped with a certified Automatic Dependent Surveillance-Broadcast (ADS-B) Out transmitter, a key component of the FAA’s NextGen Air Transportation System. The past year saw the introduction of a host of ADS-B solutions, and while only a few meet the 2020 requirements, they can provide real-time weather and/or traffic data in the cockpit now, and some solutions provide a path to future certification. Below are the basics of evaluating ADS-B products, along with a catalog of OEMs and their ADS-B solutions.

Evaluating ADS-B Solutions

“In” and “Out.” ADS-B has an “In” and “Out” component, and not all ADS-B products have both. ADS-B Out transmits an aircraft’s location, its registration number, speed, track and altitude; aircraft must have a certified product with this Out capability by 2020. Weather and traffic data sent via ADS-B ground station network in the U.S. can be received by aircraft equipped with appropriate ADS-B In receiver.

978 UAT and 1090ES. ADS-B has two operational frequencies: 978 and 1090 MHz. Weather and ATC traffic information is sent from ground stations and received in the aircraft via the 978 MHz Universal Access Transceiver (UAT) channel, only available in the U.S. The 1090 MHz Extended Squitter (ES) channel sends and receives only traffic information. An ADS-B solution may use the 978 or 1090 MHz channel, or both. In the U.S., come 2020, aircraft flying below 18,000 feet can use either a 978 or 1090 Out to meet the ADS-B requirement; aircraft flying at 18,000 feet and above (or operating outside the U.S.) will be required to use the 1090 Out.

Display devices. Depending on the ADS-B solution chosen, data received by aircraft equipped with ADS-B In receiver(s) can be displayed on an installed multifunction display (MFD), compatible portable GPS, or iOS, Android or PC/Windows mobile device. Display devices are typically not included with the ADS-B solution. The connection between the hardware and the display may be wireless via Wi-Fi or Bluetooth, or hard-wired or cabled.

EFB apps. Whether displayed on an MFD or mobile device, the ADS-B data is presented through an electronic flight bag (EFB) application, either developed by the hardware manufacturer (as with Garmin’s Garmin Pilot app) or by a third party (such as ForeFlight and WingX). There’s little cross-platform compatibility, and EFB app providers may be married to a single or small number of ADS-B hardware platforms. If you’re attracted to a certain EFB app, choose the equipment that supports that app. If you’re driven by hardware, make sure you’re comfortable using the EFB apps
it supports.

Traffic. Some ADS-B solutions provide traffic information. In portable products, this comes with several asterisks: Only aircraft equipped with a certified ADS-B Out matching the receiver’s In capability (i.e., 978 or 1090 MHz) will be displayed, unless near a ground station that the certified ADS-B Out signal triggers, which sends a burst of ATC traffic data from a ground station that non-certified units can receive and display.

Price. If you’re waiting for prices to come down on certified or portable ADS-B products before buying, don’t. Prices are unlikely to decline as they do with large screen TVs or other electronics that sell volumes in the millions. Some uncertified ADS-B products sold today promise a free upgrade when certification is completed, enabling users to take advantage of ADS-B today, and have a no-cost path (besides installation) to meeting the ADS-B mandate tomorrow.

Garmin GDL-39 The FAA has mandated that all airplanes operating in airspace that currently requires a transporter will need to be equipped with an ADS-B Out transmitter by the year 2020.

ADS-B OEMs and Products

Appareo Systems
www.appareo.com, www.sportys.com
Introduced at Sun ‘n Fun 2012, Appareo’s Stratus launched the mainstream portable ADS-B market, bringing subscription-free weather to GA cockpits with its 978 MHz solution. The Stratus gained great traction out of the gate through Appareo’s collaboration with Sporty’s Pilot Shop and the EFB app provider ForeFlight. ForeFlight remains the only EFB the Stratus supports, and vice versa, which Appareo sees as preferable to “trying to support three, four or five different apps,” according to Jeff Johnson, Appareo’s vice president, business development. The low-profile black unit is designed to sit on the glareshield, but the company has introduced a ram mount to protect against overheating. The Stratus is priced at $799.

Avidyne Corporation
www.avidyne.com
Avidyne’s TAS600A Traffic Advisory System utilizes 1090 ADS-B In, and the company plans to release a 1090 ADS-B upgrade for its TAS600 series in the first half of 2013. Current TAS600 Series and Ryan 9900BX TAS owners can register online and lock in an upgrade that adds 1090 ADS-B In traffic for a price not to exceed $2,000. Avidyne’s AXP340, also slated for release in the first half of 2013, is a panel-mounted Mode S Transponder with 1090 ADS-B Out that meets the FAA’s 2020 mandate. As for its all-1090 MHz lineup, “Avidyne has not made any specific announcements regarding a 978MHz solution for free weather,” said Tom Harper, director of marketing, “but you can expect that there will be additional ADS-B related announcements forthcoming.”

Dual Electronics
www.dualav.com
Dual Electronics’ XGPS170 GPS+ADS-B 978 MHz portable receiver provides weather and traffic displayed on iPad and Android tablets via Bluetooth. The XGPS170 supports EFB apps including WingX Pro7, EFB from Global NavSource, i1000 from Digital Sectional and Reader Plates. Internal rechargeable battery provides up to five hours of use. The detachable ADS-B antenna enables the receiver to be connected directly to an aircraft’s external antenna, said Dual’s Greg Lukin. The $799 unit is about the size of two stacked smart phones, and the mounting pad allows placement on the glareshield or window.

If you’re waiting for prices to come down on certified or portable ADS-B products before buying, don’t. Prices won’t decline as they do with electronics that sell volumes.

Freeflight Systems
www.freeflightsystems.com
The first company to certify an airborne WAAS receiver, Freeflight Systems’ certified Ranger series of ADS-B receivers, transmitters and transceivers are used by helicopter operators in the Gulf of Mexico, among others. Its non-certified Explorer provides ADS-B weather and traffic, while offering an upgrade path to future certification. “Our goal with the Explorer is to give people the ability to not have to throw away the box in a few years,” said Jessica Power, Freeflight’s director of marketing and sales. “When they’re ready, they can send [the unit] back, and we’ll marry it to a certified Ranger Out system.” The Explorer can be displayed on iPads, and runs WingX and its own proprietary EFB app. The certified Ranger system is $3,995 and the Explorer is $685.

Garmin International
www.garmin.com
Garmin’s GDL-39, is an “all-encompassing portable ADS-B solution,” said Jim Alpeiser, Garmin International’s director of aftermarket sales. The dual-link transceiver (both 978 MHz UAT and 1090ES channels) with WAAS GPS can display data via cable on compatible Garmin portable products (like Aera series, 396/496 and 695/696) or through the Garmin Pilot EFB app on iPad, iPhone or Android mobile devices via Bluetooth. Price is $799. For a certified ADS-B solution, Garmin offers two types of GDL 88 products: with and without an internal WAAS GPS, both available with either single or dual antenna. Garmin WAAS 430 or 530-equipped aircraft can buy the stripped-down GDL 88 for “about $4,000,” and with WAAS the price is “a little over $5,000.”

Avidyne TA5600A

NavWorx
www.navworx.com
The NavWorx ADS600-B is a remote mounted 978 MHz transceiver providing weather and traffic that supports several panel mounted EFIS/MFD and portable displays (including Garmin). This is the transceiver used in SkyVision’s Xtreme portable ADS-B (see below). “Our first customer in 2010 was Cessna Citation ultra jet plus,” said NavWorx president Bill Moffitt. “He flies regularly, no problem getting weather and traffic.” Traffic can be displayed via an optional ARINC 429 interface. Currently uncertified, NavWorx will replace units with certified UATs when available, so customers can buy now ($2,595) without concern for obsolescence. NavWorx plans to release a dual channel solution in the summer of 2013.

Sagetech
www.sagetechcorp.com
Sagetech makes the Clarity line of ADS-B solutions, smallest of the current portables, with single and dual channel In, and single and dual channel In-Out units. The Clarity line features a patent-pending internal phase array antenna, rather than less robust circuit board antennas. Internal battery provides 6-12 hours of use. Data burst capability enables the unit to store and send bursts of received information to a display device; if a mobile app is shut down to conserve its battery, the EFB app can be awoken, and at the touch of a button the Clarity’s data burst will feed the information instantly, instead of waiting the 15-20 minutes for complete ground station reception. Which unit should customers buy? “If you’re not sure, get the cheap one,” advised Sagetech founder and president Kelvin Scribner. “That’s going to give you 80-90 pc of benefits.” Prices of the Clarity units run from $699 to $1,117.

SkyRadar
www.skyradar.net
The SkyRadar-L and SkyRadar–D2 offer single- and dual-band (978 MHz, and 978 and 1090 respectively) portable ADS-B In and Out weather and traffic. The D2 also supports AHRS for synthetic vision and other graphical displays. The data can run on SkyRadar’s proprietary EFB app, WingX and MountainScope, and the architecture is designed for simple compatibility with other EFB apps. “We prefer to have an open solution,” said SkyRadar chief technology officer (CTO) and founder Alexey Zaparovanny. SkyRadar is also compatible with iPad and Windows tablets. Both the L, a brown plastic unit with internal antenna, and the D2, metal with two small external antennae, are designed to perch on the glareshield in flight. The L and D2 are priced at $600 and $750, respectively.

SkyVision Xtreme
www.skyvisionxtreme.com
SkyVision Xtreme was first to market with its portable Xtreme Vision 978 MHz ADS-B In-Out product, providing in-cockpit weather and traffic displays. Since introduction the Xtreme Vision has been repackaged into a small suitcase unit, externally powered by an electrical source in the aircraft. The transceiver is made by NavWorx (see above) and data can be cabled into a compatible display unit or to a dedicated monitor, sold separately. “We see this product as something they can purchase and use today, pay for the UAT they’re going to install, then [later] install that with permanent mount antennas,” said SkyVision operations manager Jeremy Brady. An optional Wi-Fi unit can display the output on multiple iPad, Android or Windows-based mobile devices. The company has its own proprietary app for weather and traffic, which includes a 3-D traffic depiction. Xtreme Vision is priced at $3595.

Trig Avionics
www.trig-avionics.com
UK-based Trig Avionics makes certified Mode S/1090ES Out transponders, with an emphasis on the light-sport and GA market. “If you’re getting a certified Out [solution], it’s best to have 1090, so you’re not restricted to any altitude, and it can be used outside the U.S.,” said Trig marketing manager Jon Roper. With hardware separate from the control head, the units are ideal for aircraft with limited panel space. Its TT22 is the world’s smallest GA transponder. The TT31 is a plug and play retrofit for the Bendix King KT76A, and can become the hub for a certified 1090ES ADS-B Out solution. Trig plans to introduce a certified ADS-B In receiver with optional built-in WAAS GPS in 2013. The products are well supported in the U.S. List price for the TT22 is $3,071; the TT31 is $3,349.

Zaon
www.zaon.aero
Zaon’s MAX 1090 and MAX 1090 GR portable ADS-B units are designed strictly for traffic detection, utilizing a 1090 ES receiver. “Collision avoidance is our focus,” said Zane Hovey, Zaon president and owner. “The only country that’s spending the money on the 978 is the U.S. The rest of the world is limited to 1090, a market we think has been overlooked.” Interface options for porting to displays include Bluetooth, Wi-Fi and two RS232 ports for connecting to compatible Garmin products (396 and up). The MAX 1090 can complement Zaon’s PCAS XRS, which tracks Mode C and Mode S transponders, and in conjunction, the two units can provide a comprehensive traffic solution. The 1090 GR, or “Ground,” is for buyers who want to monitor traffic from the ground, displaying traffic on PC or iOS systems as it would appear on an ATC screen. Base price for the MAX 1090 is $599; Bluetooth or Wi-Fi options, $649; MAX 1090GR is $399.

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One of the truly outstanding benefits of shows such as Sun ‘n Fun in Lakeland, Fla., and AirVenture in Oshkosh, Wis., is that pilots have the opportunity to examine and often get some hands-on experience with many of the latest technologies in avionics.

This year, Garmin chose Oshkosh to premiere their new GDL-39 ADS-B receiver. This is a system that currently may be mated to an Apple iPad or Android tablet, plus a Garmin 796. Not too far down the road, it will be capable of mating with the Garmin 696, G3X or aera GPS. The iPad, Android and 796 can all use Bluetooth connectivity, but the other Garmin products will need to be wired directly.

The GDL-39 is a compact unit that may be placed wherever it’s convenient as long as it has a clear view of the sky. That will usually be on the right side of the glare shield. The unit consists of an oblong mounting base and four-inch antenna, and may be powered by direct connection to the aircraft or the system’s own internal Li-Ion battery.

Immediately following EAA AirVenture, Garmin arranged for me to borrow a GDL-39 for a few weeks back in California, and I mated it to my iPad2 via Bluetooth. The iPad2 is a wonderfully talented device as a reference in the cockpit, but it may be too large to conveniently fit in the front office of a typical general aviation airplane. There’s also a problem with display brightness in strong sun. For the purposes of this evaluation, I placed the GDL-39 antenna on the glare shield and simply left the iPad on the right seat of my Mooney.

Before looking at the specifics of the GDL-39, it’s important to understand what ADS-B is and does. The letters stand for Automatic Datalink Surveillance-Broadcast. In conjunction with Communication, Navigation and Surveillance (CNS) technologies, ADS-B is the key to air-traffic management of the future. The FAA has mandated that most ATC functions will be controlled by ADS-B by January 1, 2020.

The worldwide Air Traffic Control system made a giant leap forward with introduction of radar after World War II. As with the prototypes of any new technology, the first radars were still fairly primitive devices by today’s standards, often imprecise and hard to interpret, easily attenuated by weather and other atmospheric anomalies. Beginning in the early 1950s, ATC began maintaining separation with conventional radar augmented by pilot communications, reporting elevation and other information.

What had been the old military IFF (Identification—Friend Or Foe) system gradually gave way to transponders with discrete codes that allowed controllers to pinpoint precise information for specific aircraft. As the system evolved, ATC’s surveillance radar would send out a signal to all aircraft within range, and the transponders would respond. ATC could then determine speed and heading of each aircraft. Eventually, encoders made it possible to add altitude to ATC’s bag of information on each aircraft.

The GDL 39 provides portable ADS-B “In” reception for access to traffic and weather on compatible Garmin portables and other mobile devices, such as the Apple iPad, shown here.

The trouble with radar was/is it’s only modestly accurate. Even on its best day, radar simply isn’t quick enough to stay ahead of the aircraft. A typical radar dish revolves once every five seconds. In five seconds, an aircraft travelling at 440 knots will have moved .7 miles, hardly good enough for accurate control.

Satellite technology was the obvious answer. GPS, the American Navstar satellite navigation system, has a constellation of 24 birds (plus four backups that are normally also operating), orbiting 10,800 miles above the Earth. At any given moment, roughly half those satellites may be within “sight” of your aircraft. GPS has a refresh rate of about five times a second. In other words, it updates its position every fifth of a second. The same 440-knot jet using ADS-B would therefore be sending out position information every 150 feet.

Just as you can use the multiple triangulation signals from so many satellites to establish your position in three dimensions to within a few cubic feet above the Earth, the satellites can do the same thing in conjunction with ATC, coordinate your changing location as you move across the planet, and report that information to the ground. ADS-B operates on two frequencies, 978 and 1090 mHz, and the Garmin GDL-39 receives both of them.

Of course, the new universal GPS-based, all-encompassing air traffic control system introduces levels of complexity undreamed of by most mere mortals. The level of electronic sophistication required to coordinate signals from 24 satellites and thousands of aircraft is a job for extremely accurate computers, part of the justification for delaying full ADS-B implementation until 2020.

The true joy of full ADS-B is that each aircraft broadcasts its position to every other aircraft with an ADS-B transceiver, plus it sends its position to ATC, as well. When the system is fully implemented in 2020, it will represent the best of all possible worlds.

In their ultimate wisdom, the FAA decided one way to encourage everyone to upgrade is to reduce the level of safety for current users. To that end, the FAA is selectively turning off the current TIS (Traffic Information Service) available to owners of mode-S transponders so they can no longer receive traffic alerts. This is supposed to encourage everyone to get on board with ADS-B as quickly as possible.

Like so many other aircraft owners, I was seduced into buying a mode-S Garmin 330 “squitter” transponder in the early 2000s on the premise that I’d have TIS information forevermore.

Connecting the GDL 39 with the FAA’s ADS-B weather link, your compatible device, such as the GPSMAP 696, can display subscription-free weather reports and more.

Not. The feds have already turned off many TIS transmitters around the country and are gradually making it more difficult to operate without ADS-B. For better or worse, I fly in the world’s busiest airspace, the Los Angeles Basin, so TIS in my neck of the sky will probably remain available for a while. It’s nevertheless exasperating that the FAA feels the best way to gain acceptance for ADS-B is to eliminate a current traffic alert system. (Updating a Garmin 330 to the ES configuration to accept ADS-B information is possible for $1,200.)

Unlike radar, the ADS-B signal isn’t attenuated by range, altitude or weather conditions. By definition, an ADS-B position is determined looking down at the Earth from far out on space, so terrain also has little effect on an ADS-B signal.

For those very reasons, the FAA launched a critical test of ADS-B between 1999 and 2006 in Alaska known as the Capstone project. I spoke at the Alaska Airmen’s Association Convention in Anchorage in May 2000, and I had the opportunity to talk to a number of bush pilots who were testing ADS-B for the FAA. Alaska was an ideal location to evaluate the system’s ability to locate and direct aircraft in bad weather and mountainous terrain.

The 49th state has plenty of tall mountains that make standard line-of-sight radar control ineffective for low-flying aircraft. GPS is a look-down technology, however, so it allowed ATC to track an aircraft flying in a mountain canyon pretty much anywhere in the state.

Keep in mind, buying the GDL-39 (roughly $800) won’t allow you to transmit ADS-B information to other aircraft and to Center. The GDL-39 is strictly an ADS-B “In” receiver. It can’t advise ATC or other aircraft of your position. You’ll need an ADS-B “Out” transmitter for that (optional at extra cost).

I flew my tests over two weeks around Southern California, which means I was nearly always within 15 miles of an airliner, either horizontally or on slant range, as they negotiated the busy airspace around LAX, Ontario, Orange County and 14 other airports in the immediate Los Angeles area. Most airliners are already equipped with ADS-B Out transmitters, so I could hitchhike on their signals and read all the traffic they were seeing.

Of course, another major incentive of installing and using ADS-B is free weather information, compared to the subscription fees associated with XM weather (starting at about $30/month). I have XM weather available on my Garmin 696, and it can be illuminating to sit on the ramp and evaluate the weather in Southern California before I take the runway.

Most of the time, you won’t be able to do that with the ADS-B product, because the information is delivered via line-of-sight from the same ground stations that provide TIS. XM is heaven-sent, just like GPS. I departed Compton on one flight with the 696 indicating all the local weather before takeoff; then, watched the iPad weather depiction begin to fill in the screen as I passed through 1,500 feet.

In conjunction with Communication, Navigation and Surveillance (CNS) technologies, ADS-B is the key to air-traffic management in the future.

Uncharacteristically, Los Angeles was ringed by thunderstorms dredged up from the Gulf of California, so there was plenty to paint. By the time I passed 3,000 feet, both XM weather on my 696 and the GDL-39 readout on my iPad provided good depictions of the storms, with frightening shades of red and purple scattered across the screens.

There’s little question that ADS-B will provide a major improvement when it’s fully implemented in 2020. In the meantime, it’s frustrating that the government apparently feels it necessary to partially degrade the current system of traffic alerts simply to encourage participation in ADS-B.

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