Automatic Dependent Surveillance-Broadcast doesn’t roll off the tongue, and neither does ADS-B. But when it comes to what this system means for you and your aircraft, it’s easy to feel overwhelmed.
Cincinnati Avionics wants to make the decision easier, so it has compiled information on ADS-B to answer all the questions you may have that you can access at CincinnatiAvionics.com/ADSB.
When it comes time to update your panel to accommodate ADS-B, you can view available ADS-B avionics along with a description of the capabilities of each piece of equipment.
“Our experience developing and enhancing Stratus put us in the forefront early on of ADS-B experts,” said Cincinnati Avionics President Chuck Gallagher. “We have smoothed the transition to ADS-B for dozens of aircraft owners. We’re patient; we’re thorough; we will do it right the first time.”
Aircraft owners have until 2020 to update their panels, but it makes sense to start the process now at Cincinnati Avionics, company officials said.
Free consultations are available – talk one-on-one with a fellow pilot – by calling 513-735-9595 or emailing Avionics@Sportys.com.
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This is just another way the FAA has gone out of its way to destroy GA.
Correct me if I am wrong. Sometimes someone with a $15,000 C150 will have to spend somewhere in the neighborhood of $6,000 in equipment, not counting installation, to become compliant. Exactly how is that fostering aviation?
It will definitely make aviation safer because fewer and fewer planes will be flying.
Where was AOPA and the EAA on this issue? Probably the same place they were when we got stuck with the registration fee.
It’s actually much worse than even “$6000 for a C150″. I tried to see what it would actually take for my old C172, already equipped with a G430 and G330X Mode S, and it turned out to be closer to $14,000, to actually comply, because of the ridiculous unnecessary WAAS (Worthless Area Augmentation System) tie. Anything you’d do for $6000 to comply is essentially a “throwaway” for the longer term, or is some partial non CNS trajectory capable obsolete VFR kludge. NextGen and the 2020 rule compliance simply isn’t going to work as presently FAA envisioned and configured. It is only going to drive about another 50K GA airplanes and probably 100K pilots out of the system. AOPA was not only “asleep at the switch” when all this happened, they actually helped foolishly encourage FAA with both WAAS and ADS-B, and UAT at the outset. Now Nextgen is seen as a total loser by many well informed operators and pilots for both GA and the NAS. Hopefully AOPA will change position, and finally advocate dumping the 2020 ADS-B deadline, …for a complete redesign of NextGen. Instead, any equipage in the future needs to be purely “benefit induced equipage”, NOT unworkable, unrealistic mandated equipage, for flawed concepts, and especially not for “expensive eye-candy”, that isn’t going to solve either GA’s affordable airspace access issue, or sufficiently lower the “cost-per-unit-separation-service” for GA, to where it is remotely affordable to ASEL airplanes and UAVs.
Could we please just get rid of the idea of forcing general aviation to spend more money that we don’t have for stuff we don’t need? Thanks. Oh, by the way we would appreciate it if the 3rd class medical would go away and while you’re at it get us some mogas at the airport – seriously. Thanks.
The deadline is actually January 1st, 2020. So really have until the end of 2019. Just FYI everyone!
But FAA’s (ADS-B) still isn’t simple enough. The present FAA concept for ADS-B simply isn’t going to work. It isn’t going to solve the NextGen issue, at affordable cost, allowing for affordable GA airspace access, or increased capacity and joint airspace use (for either GA, or UAVs, or even for the airline’s or military requirements). In fact, FAA’s ADS-B is going to be a big part of a $40B NextGen “train wreck” about to happen. There is no way that I and countless others of GA aircraft are going to waste money to equip with FAA’s ADS-B, in the obsolete and wasteful way FAA has presently designated for ADS-B. Further, the present equipage rate is nearly 1/100 of that ever needed to meet FAA’s 2020 deadline. So it simply ISN’T GOING TO HAPPEN, no matter what the rule says. Instead, FAA should have followed Australia and other country’s lead, allowing for a vastly more simple ADS, and NOT required the ridiculous WAAS based ADS-B now specified in the U.S. criteria, that is both overly expensive and unnecessary. Even worse, FAA’s criteria still fails to address the needed “state vector” exchange parameters for future RNP based trajectory exchange, as critically needed for a real, effective, and affordable NextGen. NextGen and its ADS component now needs a “Control-Alt-Delete”, and a rational C-N-S and automated 3D and 4D dynamic RNP trajectory separation redesign, before it further unnecessarily fatally wounds GA.