It seems that the concept of equipping for “Next Gen” has been around for a long time. My first encounter with it was in the mid-1960s. As a very young ground instructor working for the Boeing Company, I was asked to attend a Department of Transportation program in Washington D.C. titled: “FAA’s Report to Industry.” Basically it was about a new radar technology called “alphanumeric read-out,” a label identifying the blip on ATC’s radar screen. Transponders were around in military aircraft and the airlines but not so much in GA aircraft. Then transponders were mandated for access to most controlled airspace. The point is, “Next Gen” keeps evolving as technology evolves and our airspace becomes more complex with more traffic.
Back in the day there was an uproar about the rule requiring transponders in our GA airplanes. We got over it. The hubbub over this new ADS-B mandate will pass as well! The classic question that students ask is: “What makes an aircraft fly?” and my stock answer always is MONEY. If you can afford an airplane, ADS-B ought to be a drop in the bucket.
A lot of research has been put into the ADS-B system. In Alaska through Project Capstone alone it has reduced the accident rate nearly 40 percent. Moreover, I am very impressed with the speed that the University of North Dakota, Embry-Riddle and other flight training organizations have implemented this system in their training aircraft.
We may have nearly five years before the mandate kicks in but the FAA and avionics shops warn that the “numbers game” means you could wind up waiting months for available shop time to install ADS-B, unless you get moving now-Ed. And perhaps you might ask why did I move so quickly to install ADS-B in my Mooney 201 before the mandate? It’s all about safety—and timing. As far as safety is concerned, one of my worries as a pilot and flight instructor is the danger of a mid-air collision. Several times in my long experience, aircraft have come up under me or have descended down on top of me without being seen. Thankfully all missed. With some exceptions ADS-B helps to minimize that danger in that it’s possible to see the other aircraft on the screen. You still have to be looking around. Some airplanes, like light sport and experimental might not have transponder. Remember again, the mandate doesn’t take require universal paticipation until 2020.
So what advice do I give my clients and colleagues about equipping for ADS-B? As past-president and instructor for the MAPA Safety Foundation I had the pleasure of flying many well equipped new Mooneys with excellent avionics. I can tell you pretty much you get what you pay for. It is basically about who leads the market. When you attend Sun-‘n’-Fun and AirVenture Oshkosh, look around at the vendors who have people lined up. A lot of those folks in line have done the research and explored the products and priced the systems out in the marketplace.
Timing? Several months ago my altimeter/encoder started to act up with reporting errors, so it was time to upgrade some of my systems. I had a WAAS GPS and Mode S transponder. So I opted to add a GDL88 transceiver, sticking with brand “G.” So my ADS-B ‘system’ consists of a Garmin 430 (WAAS capable), Garmin 330S transponder and Garmin GDL88 ADS-B transceiver. I like my center stack so it was really nice to keep things in order by adding a GDL88 transceiver, installing it on the avionics rack in the fuselage.
Upgrading your avionics can be expensive, but safety takes precedence every time. ADS-B is fantastic! You will be so much safer with it in any of the airplanes you fly. Oh sure everyone these days has an iPad, as a backup and for situational awareness, but remember, portable equipment is not approved for ADS-B out.
FLY Safe!
