ADS-B Myths - Q&A for Pilot and Aircraft Owner

[@pauljohn8983]

A great technical resource, all in 9 minutes - and set to music! What more could we ask, Martin!

[@martinpauly]

Thanks, Paul - glad you found it interesting. - Martin

[@N76VY]

Outstanding! I have not seen more comprehensive coverage anywhere. Well done!

[@martinpauly]

Thank you, Lyn. - Martin

[@rossvelardi6822]

Very informative. As an ex NYC based airline pilot, I am trying to learn about GA as quickly as I can; and there is a hell of a lot to learn!! Your video was excellent as a resource to understand what we just had as an on/off switch in the airliner. Plus, at @7:07, one of the most clear days I ever have seen coming west to east over the Hudson towards Central Park and Long Island. Now, you knew airliners were doing 4000k+ FPM descents in that little area that you had that airplane, right? Good thing you had ADSB!!

[@donlindsey2660]

Well done Martin and it was a pleasure to meet you at VeroBeach.

[@martinpauly]

Thanks, Don - I enjoyed our breakfast in Vero Beach, and the warm weather we had there. Still mostly below freezing here in Iowa, and the lows for the first nights in March are forecast to be below 0 again. It just won't end this year... Best regards, Martin

[@charles727727]

Thank you Martin. But that back round music drove me up the wall !

[@rleeAZ]

Great info, "beeps" slightly annoying.

[@martinpauly]

Thanks, Richie. I know the beeps aren't perfect, but please trust me, it was more annoying without them. There had to be some kind of break between the different segments. I'll try to find something better next time. - Martin

[@pslny]

@@martinpauly Yup, the beeps sucked, a Garmin ding might be better next time, but thanks for doing this video Martin.

[@scarpaz]

Well researched and presented. Thanks for posting!

[@MagicBiscuitShow]

Good stuff and well done, Martin, as always. Nice graphics too. Thumbs Up.

[@martinpauly]

Thank you, Chuck! - Martin

[@sosco22]

Thank you for making it easy to understand. Much appreciated.

[@itiswhatitis4846]

Another great video and greatly appreciated! Thanks Martin! Happy flying!

[@martinpauly]

Thanks, Scot - glad to hear you liked it. - Martin

[@juteint4068]

ADS B " l'Avenir du transpondeur"! Again vielen dank Monsieur Pauly!

[@flywiseman]

THank you for this video. It answered a few of my questions. Im just getting back into the air after 12 years and the adsb had me a bit confused

[@martinpauly]

Welcome back to aviation! - Martin

[@UAL1kFlyer]

Outstanding video. We gotta get you more subs!

[@martinpauly]

Spread the word - thank you! :) - Martin

[@tubemaxie]

Excellent & very instructive video! I fly a VL3-Evolution (based near the capital of your old home country) with a combination of Trig TT21 1090ES ADS-B out transponder and a Garrecht TRX1500 ADS-B in & FLARM receiver which is coupled with the Garmin G3X by means of mapped visual and audio alerts. Basically, the system is doing a decent job. But occasionally, I do NOT get a warning when I should have. Airliners are practically always detected and visualized but certain planes, albeit some newer ones that certainly must have an ADS-B out capable transponder are not shown. Some of them came really close. What's a possible reason? Bad antenna? This bugs me because the system suggests an appearent level of security that can become potentially hazardous if you rely too much on it. Is there anything I could improve?

[@speedbrake]

Links to individual topics/questions (no reloading youtube necessary): #1: Do I have to install ADS-B to fly in the US in 2020? 0:15 #2: Will ATC change how they work January 1st 2020? 0:56 #3: Can I substitute GPS altitude for a broken altitude encoder? 1:28 #4: Can I get VFR flight following or file IFR flight plans in 2020 without ADS-B ‘out'? 1:51 #5: Can I be ADS-B compliant with a portable ADS-B unit? 2:09 #6: I don't have ADS-B. Can I fly to an airport in Class B or C airspace? 2:32 #7: I have ADS-B ‘in’; should I remove active traffic from my panel? 3:03 #8: With ADS-B, do I still need a 24-month transponder test? 3:40 #9: Can I fly if ADS-B is installed on my aircraft but broken? 4:07 #10: I won't get ADS-B; should I remove my Mode C transponder? 5:11 #11: I heard about “anonymous mode”. Is that important? 6:32 #12: Does it matter if I get a UAT or 1090 transponder? 7:09 #13: I have ADS-B ‘out’, but I often don’t see other nearby airplanes through TIS-B. What could be the reason? 8:00

[@martinpauly]

Thanks a lot for putting this together. I tried the same thing in the video description, using links from the "Share" feature in KZbin. But my links look different and, well, they don't seem to work. (I should have tested that.) Curious what the difference is - would you mind explaining how you created this nice summary of links? Thanks, Martin

[@speedbrake]

Sure Martin - all I did was type the offset as "0:15", for example. Just type the minute:second offset as numbers and it autolinks it to the offset in the video.

[@stevecunningham7279]

Can a Garmin GTX 345 with integrated GPS for approved ATC position be upgraded to a Diversity Unit. I think in Canada we’ll need a top mounted transponder antenna. Can this non Diversity unit be reconfigured. Or will I need to buy yet another GTX 345D Unit transponder and do this all over again. I believe all other countries ( other the USA ) with a Space Based system will be requiring the Diversity units with the two antenna’s to stop shadowing to ATC while aircraft is in other than straight and level flight. I’m hoping my current GTX 345 can be ungraded to these needs of Diversity without starting from scratch again to meet the other country needs

[@UnderWhelmed55]

Informative as usual Mr Pauly, just as your Lean of Peak video. BTW your looking sharp there!

[@martinpauly]

Thanks, Steve. One of the few pictures of me where I look like a responsible professional. :-) - Martin

[@alspiegel]

Well done as always, Martin. Thank you.

[@martinpauly]

Thanks, Alan. - Martin

[@leecoulman8647]

Thank you for almost complete view of ADS-B in North America. What is missing are the different requirements for spaced-based "Aireon" operation. A top mount antenna is required with at least 125W on 1090. Nav Canada is now threatening a requirement for top and bottom mount antennae, often called "antenna diversity". This creates a problem for most GA aircraft with only a bottom mount ADS-B antenna. Furthermore, they do not support FIS-B or TIS-B services. This could be dangerous for FAA compliant ADS-B aircraft into Canada, either UAT or 1090.

[@martinpauly]

Thanks for the note, Lee. You are right, my portrayal was US-centric (since that’s where the mandate goes into effect shortly). We are all watching what Canada is going to do, after Mexico pretty much adopted the US mandate (except no UAT). Should the need for diversity arise, fortunately I can add that to my NGT-9000+ with a simple software key. It will then use the top-mounted directional antenna (active traffic) for the diverse ADS-B out. Though I’m not sure it’ll come to such a mandate, at least not in regions/altitudes I care about in my Bonanza. Best regards, Martin

[@alanp8724]

thank you. this was the best presentation i have seen regarding ads-b.

[@martinpauly]

Thank you, Alan. - Martin

[@towforce]

Curious, I've been flying Hang Gliders for nearly 50 years and have always wanted to increase my traffic awareness but obviously there are serious limitations to what can be used in the somewhat meager cockpit ;-) Recently Flarm RX/TX devices (a collision avoidance system popular in the sailplane community) now have the option to include ADS-B "RX". Well ADS-B "TX" is not legal in the US for my choice of aircraft, expanding my local traffic awareness is important to me. As I understand ADS-B 'RX", I should "see" local ADS-B "TX" Traffic with or without ground services (?)... I should also be able to "see" Mode-C (?... with ground services transmitting on ADS-B?). ... correct me if I have this wrong... One other item that has me curious, If my Flarm device is interacting with another aircraft equipped with Flarm that also has a full ADS-B RX/TX transponder, will my Flarm data be shared within the ADS-B system? (perhaps a bit of a stretch to have this much technology talk to each other....). Thanks

[@martinpauly]

I don't know much about Flarm, so I'm afraid I can't answer all your questions definitively. But what I do know is this: an ADS-B receiver (ADS-B "in") will see nearby aircraft which have an ADS-B "out" transmitter, without needing ground services. They will see a Mode C-equipped airplane (without ADS-B "out") only if a nearby ground station relays that target via ADS-B to another nearby aircraft with ADS-B "out" and "in", so it'll be somewhat random with a Flarm device. Hope that helps! - Martin

[@towforce]

@@martinpauly Thanks, The challenges of an aircraft without an engine... and foot launched ;-) Cheers....

[@orlandofabianperaleschavez6080]

BIG BIG QUESTION. GETTING INTO NAT-HLA AIRSPACE WITH ADS-B ONLY ONBOARD AIRCRAFT, DO I NEED TO COMMUNICATE FULL STANDARD POSITION REPORT? OR JUST DE DATA LINK PHRASEOLOGY? EXAMPLE: GANDER RADIO: N123 SELCAL CHECK, ICELAND NEXT

[@flyjeffva]

Thank you for this video. I do have a couple of questions. 1. If I have a transponder/encoder but no ADSB-out, do I show up on other aircraft's ADSB-in? 2. Related to 1, Will TCAS show traffic that ADSB-in doesn't? Thank you.

[@martinpauly]

Jeff A Hi Jeff, 1. Part of the time, yes. The ADS-B ground stations will send an uplink to ADS-B ‘in’ equipped aircraft with data about nearby Mode C aircraft - but only when both are tracked by ATC radar. This is called TIS-B. 2. Yes - when TIS-B fails, for example down low in the traffic pattern far away from radar, TCAS (active traffic) can still show Mode C-equipped aircraft.

[@flyjeffva]

Thank you Martin

[@loveplanes]

Thank you Martin. If you ere coming to SOCAL and you have time for a cup of coffee, please let me know. I’ll be great to meet you.

[@martinpauly]

Thank you, Carlos. I very rarely get to SOCAL, but I would love to fly my Bonanza back there sometime. - Martin

[@happysawfish]

And I thought I knew it all . . . : ) Excellent work Herr Pauly. Music is entertaining also. Trying to think of the name of the song you tracked in on #12.

[@martinpauly]

Thanks. I think that song for #12 came from the music library provided with Apple's Final Cut Pro, but the name escapes me right now. - Martin

[@garydell2023]

Good information Martin. Thank you. Fly safe

[@martinpauly]

Thanks, Gary. - Martin

[@FRRitter]

Good video Martin, well done!!

[@martinpauly]

Thanks, Mike. Glad you liked it. - Martin

[@akrammy9251]

Does ADS-B system and freeflight systems work out side the U S A... like peru for example ?

[@dannygeorgeson4760]

Hi Martin, Do you still need to QUARK a Code or is this replaced by the ADSB's unique digital code?

[@martinpauly]

Hi Danny, I assume you mean SQUAWK? Yes, you still need a squawk code even with ADS-B out. I agree it seems redundant because ADS-B already identifies your aircraft, but that's really been the case with all Mode S transponders for a few decades already. I do not know of any plans to get rid of squawk codes, but I cannot tell you the rationale behind it. - Martin

[@abrahamnemani3907]

As always Martin, nicely done.

[@martinpauly]

Thanks :) - Martin

[@bill6171]

Well done, Martin

[@martinpauly]

Thank you, Bill.

[@joeyg7458]

Martins flight school should be in the pipeline..Great job

[@martinpauly]

Thanks, Joey. - Martin

[@richardosman6825]

Great job Martin. Thanks.

[@martinpauly]

Thank you, Richard. - Martin

[@Parr4theCourse]

Great job Martin, this subject gets confusing from time to time....

[@keithspreuer9275]

How long before ATC starts mailing out violations based on ADS-B data only?

[@martinpauly]

We will see, Keith. Technically it should be easy for the FAA to see when someone without ADS-B is in mandate airspace, but if they only have a Mode C transponder, it can sill be hard to identify the aircraft. - Martin

[@erintyres3609]

If I am flying around a lonely area in a small plane equipped with 1090 ADS-B, and an airliner flies by, will our devices detect each other? I think that the answer is no, because the airliner ADS-B is on a different band.

[@martinpauly]

The answer is: maybe… Airliners have 1090MHz ADS-B out, but very few airliners have ADS-B in. They have TCAS instead, which is independent of ADS-B. For you to see an airliner, you either need ADS-B in on 1090MHz or have it relayed by a ground station to 978MHz. Regards, Martin

[@KL7EN]

Not required above 10,000 feet in Alaska or Hawaii. Only above 18,000 feet and in and above up to 10,000 feet of our one Class C in Alaska.

[@wisdomerae3216]

Amazing video! I have an ads-b mode s (ping20si) installed on my drone, will an aircraft equipped with a mode c transponder see my position and altitude ?

[@martinpauly]

Aircraft with only a Mode C transponder will not see your position - nor will they see any other aircraft. For them to see you, they need some kind of ADS-B "in", which could be a cheap portable solution with an iPad or a more elaborate panel-mount setup. Regards, Martin

[@abdollahgilani4119]

Sehr gut und umfässig!

[@martinpauly]

Danke! - Martin

[@Nbolanos0624]

awesome work martin

[@martinpauly]

Thanks, Nilson. - Martin

[@williameudy6615]

Thanks for this summary.

[@martinpauly]

My pleasure, William. - Martin

[@pamagee2011]

So that's why my ADS=B out device asks (during setup) what frequencies my ADS-B in equipment receives.

[@martinpauly]

Yes. Your ADS-B 'out' transmits that information to the ground, so that the ground station can determine what other ADS-B data you already have from nearby airplanes vs. what you still need to receive from the ground. - Martin

[@nathanyamaha465]

Seems to me this is not "space based" satellite coverage, but IoT internet of things. Given that ADS-B also uses ground stations (RadarBox) to track aircraft, IoT appears to be the real technology not orbiting satellites.

[@AV8R_1]

Why doesn’t ATC just move everyone to GPS altitude? It makes much more sense, is more consistent, and doesn’t fluctuate with atmospheric pressure.

[@martinpauly]

I'm not saying that's a bad idea, but I can give you three reasons why it's not happening: (1) not everybody has a GPS in their aircraft - it's not required equipment (2) it would have to be a world-wide standardization effort, and replacing something as old and fundamental (in aviation) as barometric altitude takes forever (too much inertia) (3) what do you do if GPS has an outage, or there's interference? I see advantages for using GPS altitude, but I don't think it's likely going to happen. - Martin

[@RubenKelevra]

Nice to see much more planes pop up on flightradar24 in the future 😂

[@boilermaker7754]

Thank you sir, well done, great info.

[@superskullmaster]

All Right!!!

[@TheCraftedMine]

i thought flying was supposed to be about freedom to travel and feeling independent from the earth but apparently not any more, i will never be able to just fly for fun

[@toonybrain]

LitMonika Big Brother is unsatisfied unless he’s watching. The more the mandates, the less appealing it is to be a pilot.

[@scottfranco1962]

Portable ADS-B? The issue is "ADS-B pollution". A poorly installed ADS-B can give the wrong position, which is really worse than no position at all. The good news is that an $1800 ADS-B can replace your wingtip light or tail beacon, using the existing power. The bad news is that there is already a significant number of misconfigured ads-b installations done by poor avionics techs. This is why you participate in the FAA ADS-B "checkout" program.

[@HerbOMatic]

Thank You, get rid of the beeps

[@martinpauly]

No beeps next time - got it! :-) Thanks, Martin

[@1PickJesus]

Wow Martin! Are Your Videos gettin' FAaaANCY! Perhaps a Hollywood Production is in your future!?!

[@martinpauly]

Nah, I'm just having fun playing with all these fancy video and animation toys! :-) Regards, Martin

[@justanotherhuman2961]

Why the music in the background? We are trying to concentrate on what you are saying.

[@scottfranco1962]

The answer is: get ADS-B. Transponders didn't really help pilots, they were just for traffic controllers. Frankly they should be eliminated now. ADS-B is different, it shows you where other aircraft are and shows your aircraft to others, even if you are not on radar. In fact it does this even if you are in valley with no possibility of being swept by radar. This a major increase in safety for all aircraft operating, at anytime, anywhere. There are now cheap ADS-B out solutions, like the replacement for wingtip lights, and ADS-B in can be fitted to any portable GPS solution, including cellphones and tablets. It is true that the FAA botched the program by creating two incompatible solutions, but the avionics makers have already bypassed FAA stupidity by creating so called "dual band" solutions on the cheap.

[@martinpauly]

Scott, my thoughts are very similar. If we could make a clean cut, get rid of SSR and equip every aircraft with ADS-B 'out' (preferably all using the 1090 flavor), it would be a much simpler and more useful system than what we have today. - Martin

[@scottfranco1962]

@@martinpauly Unfortunately, the reason everybody cannot use the 1090 frequency is that it would be overloaded. That's why, for example, the FIS info can't be put on 1090. So as much as possible, the FAA wants all future traffic off 1090 and onto 978. The transponder system was never designed for the traffic and extended data requirements. So the FAA decided that big airplanes get 1090, little ones get 978 UAT, and the two (incompatible) frequencies get translated, one to the other, by FAA base stations, neatly negating the "A" for automatic part. ADS-B was supposed to work without a base station. The logic went that big airplanes are supposed to be under radar coverage and little airplanes wandering into paths of big airplanes would have their ADS-B pings translated. This assumes that big airplanes stay under radar! The reality is that turboprops fly in and out of light aircraft runways all the time, in small areas like roseville and others. And out of radar coverage. The makers like Garmin figured this out (and credit goes to them). In this day and age, having a dual band receiver is no big deal. So modern units get both 1090 and 978 frequencies. So what could go wrong now? Well, lots actually. Dual RECEIVERS does not mean TRANSMITTERS, so where to the ADS-B outs go in a dual band setup? The FAA has dictated, and should be no surprise, duals go to the UAT 978, so that they don't add to congestion (my Garmin is actually technically capable of output on either, or even both). Now assuming that those big aircraft flying into roseville get smart and also go dual receiver. Ok. But the FAA just spent a ton of money on a new round of Iridium satellites that receive ADS-B outs. This is a whole new age of aircraft tracking. It allows real time tracking of aircraft anywhere in the world, over oceans, mountains, and if the aircraft goes down, you have a real time track up to the time the aircraft stopped operating. Like as in "ran into the ground" or "exploded", not just "went off radar", since satellites can see anything that is not flying underwater or underground. So neat, right? Except that system was designed for big aircraft. And 1090ES. What about small aircraft? Well, there are actually two problems with that. 1. Its the wrong frequency. Even if you CAN squitter 1090ES, the FAA has told the avionics installers not to do that. They COULD have had the satellites see 978 UAT. But that would have cost extra (its almost like they are preferring one type of aircraft over others!). 2. The antenna is on the wrong side. They put them on the bottom of the aircraft so that the ground stations can see them (does the FAA actually care if different aircraft can see each other? Hmmmmm). The antennas need to be on the top, or both top and bottom. That is the way the big aircraft do it. Antennas on the bottom cannot be seen by satellites. And so on. The AOPA first requested the ability to remove transponders if ADS-B is installed. The FAA said no, even though the systems are redundant. It also might make the FAA admit that the transponder system was deployed badly and before the technology was cooked. The bandwidth is overutilized, transponders have lots of technical problems and, oh yea! Did you know that the technology behind GPS was known before the transponder mandate? As in they could have planned the bandwidth and data to accommodate that? I guess one reason I get annoyed by the FAA is that I have been flying for 47 years. The FAA introduces compromised systems like this with "oh, that's the best we could do, we can't make it better". Until the day they can. And then they change to "oh, nobody knew that at the time". Go see for example the history of VORs. The military took that technology and made a simple radial finder work for both direction and distance, and tried to work with the FAA to give that to civilians. Eventually they just gave up. The FAA was a drag on the program. Eventually they retrofitted it with DME, but the system worked far worse than what the military implemented. Regards.

[@Hughes757]

Scott Franco Also the TCAS installed in Turbines and Jets is based off of Mode C Transponders. If transponders were done away with then the FAA would have to change the FARs about turbine equipment needing TCAS. Also it would remove a safety net (another set of eyes if you will). It’s all about cost. The Jets that I fly for a paycheck has ADSB Out but is not equipped with ADSB In. We only have TCAS. We also operate in and out of a lot of busy GA airports. Having ADSB in would be awesome. But again it’s about cost. Martin thanks for making well informed videos. I’ve watched a few of your videos since I ran across the one you mentioned Max G in. I’m really enjoying your effort. You make a great instructor!

[@martinpauly]

Thanks for your kind words. A good TCAS is quite valuable, but also costs a lot more than ADS-B 'in'. But I understand why the airlines don't get ADS-B 'in', especially since the use of ADS-B is not yet required around the world whereas TCAS works everywhere (based on Mode C, like you said). Best regards, Martin

[@willymakeit5172]

In out what?

[@schnabel69]

You forgot airspace where mode C is currently required and below class B.

[@martinpauly]

I think I say pretty much this at the very beginning of the video. Except the requirement for ADS-B is not "below class B", but within 30NM of pretty much any airport that has a class B (which amounts more or less to the same thing. - Martin

[@fellow7000]

Great video! Pity that in EU we stil far behind of all this, including TIS and ADS-B requirement. I see no reason to fly 'blind' in 2020 in the very conjuction airspace. So, we decided to upgtade ADS-B Out in all our club's aircrafts to let others see us better. ADS-B in we have through PowerFLARM device but still there are a plenty of pilots flying w/o transponder at all :-/

[@martinpauly]

I agree. Once you see how helpful it is to have a comprehensive picture of nearby traffic, it's hard to go back. And the technology is available and simple, especially FLARM. - Martin

[@weekendwarrior-es]

Great 3D job

[@martinpauly]

Thanks. I had a lot of fun making the 3d animation. - Martin

[@TheTerrypcurtin]

Ya know I have never been ramp checked. I have never heard of Dynam gear failing in experimental either. Why not use low cost and many times better avionics in a certified plane. Good question. Someone's getting a check for a campaign. It makes no sense. How many GA pilots would be alive today had they had a low cost and great auto pilot for a fee grand not over $15,000

[@Cosme422]

Please spread the word; never add music to explanation videos.

[@scottfranco1962]

Some short, alternative answers here: Q. Does ADS-B replace a transponder? A. No, controllers are basically dumb as rocks and will continue to use transponders long after the ADS-B mandate. The FAA training program for controllers consists of two steps: 1. Train new controllers. 2 wait for the old ones to die. Seriously I have ADS-B out installed by my avionics provider, but they also apparently messed up the transponder and it reads 500 ft to low. But the controllers see my ADS-B altitude right? noooooooooo. I basically have to fix that before entering mode c veil again. Q. Do you need 1090ES to enter Mexican airspace? A. Yes. They need your coordinates to know where to shoot at. Q. What happens if you have both 1090ES "out" capability and UAT "out" capability? A. They turn on only the UAT capability. This means you get to collide with underequipped low altitude airliners. Q. I heard they have a new satellite capability to listen to ADS-B outputs and determine your flight track in case you go down? A. Yes, and by special arrangement that does not apply to light aircraft. You, as a light aircraft, don't pay sufficient fees to the FAA, so the program is not for you.

[@Gismo1951]

Virtually everything in your reply is incorrect, misleading, or both. I guess that's what you meant by "alternative"

[@scottfranco1962]

@@Gismo1951 That's what I like, well reasoned answers and point by point rebuttals.

[@murraysissons1809]

Hi Martin two points. I don’t think all Mode C airports will require ADS-B. There is a google earth overlay a available at the FAA. Watch the following video for the instructions kzbin.info/www/bejne/m6mvapudbpxmoqM Also around the 4 minute mark you said legacy transponders use UAT, but they actually use 1090, but don’t have the extended squitter, required for ADS-B. Very accurate video otherwise, thank you!

[@jacobmorgenstein6788]

STOP YOUR FUCKING BACKGROUND MUSIC!!!!