Love the video as it really helped me visualize the multitude of airspace ADS-B requirements. However, one thing did sort of jump out at me........ At about 03:35 into the video, you say "let's say you are instructed to squawk 8571" This unique identification is referred to as a squawk code. Each of the four digits ranges from 0 to 7, these are then coded as octal numbers for use by the transponder. ATC is not likely to request any squawk above 7777 and would certainly avoid even coming near the 7x00 codes.
Yep. Good catch. I messed up there. Transponders are sometimes called 4096 transponders because they have 4 digits and each digit can be 0 through 7 (8 total options). 8*8*8*8 is 4096!!! So it was silly of me to say that, I was trying to think of a possible example where you might get close to entering one of the emergency codes but forget it does go past 7777! Thanks!
@@PartTimePilot I think it's worth mentioning as a student pilot may not be familiar with hexadecimal or octal codes and be confused when the transponder won't respond to an 8 or 9 key input, thinking the transponder is broken.
Great video. I came here because I was confused about the class E airspace and you explained it perfectly. But I think there was a mistake when you were explaining the ADSB out only bulletin about the Gulf of Mexico. When you marked the location, you marked outside of 12 nautical miles when I think the explanation says it needs to be within 12 nautical miles. Am I correct or am I misunderstanding?
And folks should be clear that aircraft type certificated without an engine-driven elctrical system, such as 1940s Cubs and Champs, don’t have to have ADS-B Out, even inside the veil. Of course such Cubs and Champs won’t be going into the Bravo (and for me, a Sport pilot, also not into the C. And I also can’t go into Ds w/o an endorsement).
Unless otherwise authorized by ATC, no person may operate an aircraft into, within, or across an ADIZ unless that aircraft is equipped with a coded radar beacon transponder and automatic pressure altitude reporting equipment having altitude reporting capability that automatically replies to interrogations by transmitting pressure altitude information in 100‐foot increments. It says nothing about requiring ads-b
I purchased your course and so far most of the information has been pretty clear. This one however, is not. I'm sure we go over them later in the course, but I don't even know what class A and B airspace ARE and you don't explain them. In addition, it is very unclear to me when which type of transponder is and is not required.
Airspace Classes will be explained later in the course. You make a good point on the airspace. I may have to split up the course and do the airspace requirements later in the course after we cover airspaces. Don't worry, we will cover the airspaces but I think you're right that it might be a little out of place. As far as the requirements: The FAA requires aircraft to be equipped with an operable Mode C transponder and ADS-B Out when: Within Class A , B, C airspace Above Class B, C airspace area until 10,000 ft. MSL Within Class E airspace at or above 10,000 ft. MSL, except in that airspace below 2,500 ft. AGL Within 30 NM of a Class B airspace primary airport, below 10,000 ft. MSL (we call this a mode C veil) Into, within, or across the U.S. ADIZ (Air Defense Identification Zone) ADS-B Out only: Within Class E airspace over the Gulf of Mexico, at and above 3,000 feet MSL, within 12 nm of the U.S. coast. If your aircraft is equipped with operational ADS-B then you are required to keep it in transmit mode at all times For flights above 18,000 feet MSL in Class A airspace the aircraft is required to be equipped with a 1090-ES ADS-B Below 18,000 feet MSL the ADS-B can be either 1090-ES or Universal Access Transceiver (UAT)
Thanks for the quick response. Your explanation is still a little unclear to me, but I think that is because I don't really understand what those airspaces are. For example, to me, as someone who has no knowledge of airspace, it appears that Class E airspace is ANY airspace above 10,000 ft and below 18,000 ft. Then class A airspace is anything over 18,000 ft. However, if you need the mode c transponder and adsb in class E and class A airspace, then why don't we just say you need them whenever you are flying above 10,000 ft? Same thing for the class B and C airspace. They say you need them up to 10,000 ft... but then above 10,000 ft you'd be in class E, wouldn't you? So then why don't we say that you need them WHENEVER you are in class B or C airspace. I'm sure this is wrong, but maybe you can see how it looks from the perspective of someone who is brand new and the training thus far hasn't explained any of these other topics. I think it would also be helpful to have a diagram which has a highlighted area for ALL of the areas you need the mode c and ADSB as well as an un-highlighted area for areas you don't need them. I appreciate your receptiveness to feedback. This is the only section so far which is pretty unclear. Also maybe slightly the section on magnetic deviation, but it's a little tricky of a concept.
@@Subsonic-cd2en I totally understand your confusion and I am glad you brought it up. I plan to split this lesson into to and put the part with the airspace’s after the airspace lesson. Once you go through that lesson it will make much more sense! I promise. Above 10,000 ft is not necessarily class e airspace so that is why it is not the case. But I see what you are saying.
Referencing the bulleted list on your last slide, this doesn't seem right: "When not operating in an area that requires a Mode C/S/ADS-B the transponder should be set to Mode A unless otherwise advised by ATC". If you turn ADS-B off, ATC may still have you on radar, but wouldn't you become invisible to other airplanes and flight info services who use ADS-B for data & to help w/ situational awareness & traffic avoidance: Foreflight, FlightAware & FlightRadar24 for instance? That statement also seems to directly contradict "If your aircraft is equipped with operational ADS-B then you are required to keep it in transmit mode at all times". My reference material says leave it on until the airplane is parked.
based on www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-C/section-91.225#p-91.225(i)(2) , I don't see anything about `when not operating ...`
Your warning about accidentally scrolling past the emergency squawk codes on the way to a higher code on this type of Transponder seems irrelevant because you enter them one digit a time, as you mentioned.
Yes. There are other types of transponders and the point of it was that you want to be aware of either scrolling through or incorrectly entering these codes
@@PartTimePilot Good video. Very educational. Really what I needed. Thanks for making it available. Thanks for your replies. I am sure you will do better next time.
I feel sorry for someone who needs to learn the airspace requirements here, because you keep saying an airplane that needs the transponder ‘does not’, because you have not yet gotten to that requirement. (Wrong 3 times, correct once)
Oh well you are the first person of 100s to interpret this video that way. So I apologize. I am walking through each rule and stating whether or not our aircraft in the image applies to that single rule or not. I then explain why the aircraft shows the transmission symbols since it DOES require it. I now see how you interpreted it but that’s not how it’s meant. It takes each rule as it’s own case and then puts it all together at the end.
@@PartTimePilot … probably then better to move the plane to each applicable location you are demonstrating. (I would also show a Bravo with and without the Mode-C vale next to each other.)
@@PartTimePilot All constructive criticism. If your video was not important or not good, then I would move on without comment. (I am a professional architect, a business systems analyst, and soon to be a PPL; so unlike the 100s of others who pass through, I am the one who listens closely, pays attention to every detail, and speaks up when something could be improved.) Keep up the good work!
I feel like it’s pretty clear in the video that he’s demonstrating each requirement at a time. Sounds like you understood that, but you think you’re smarter than all the other dunces out here earning their PPL, and these other simpletons wouldn’t understand and they’d get confused. Great video Nick
Really thorough, thanks for the refresher
Anytime, thanks for watching!
Great visuals and explanation!
Thanks and thanks for watching!
Dude, thank you so much for clarifying this stuff
Anytime man! Thanks for watching
Very concise and informative. Thank you
Great video, thanks very much.
The presentation was very informative. Thank you,
Chaplain Billy--Ercoupe pilot
Anytime!! Thanks for watching
Love the video as it really helped me visualize the multitude of airspace ADS-B requirements. However, one thing did sort of jump out at me........ At about 03:35 into the video, you say "let's say you are instructed to squawk 8571" This unique identification is referred to as a squawk code. Each of the four digits ranges from 0 to 7, these are then coded as octal numbers for use by the transponder. ATC is not likely to request any squawk above 7777 and would certainly avoid even coming near the 7x00 codes.
Yep. Good catch. I messed up there. Transponders are sometimes called 4096 transponders because they have 4 digits and each digit can be 0 through 7 (8 total options). 8*8*8*8 is 4096!!!
So it was silly of me to say that, I was trying to think of a possible example where you might get close to entering one of the emergency codes but forget it does go past 7777! Thanks!
@@PartTimePilot I think it's worth mentioning as a student pilot may not be familiar with hexadecimal or octal codes and be confused when the transponder won't respond to an 8 or 9 key input, thinking the transponder is broken.
@@johnd744 So can I put in 7699?
I don’t believe you have to have adsb to cross the adiz for example flying from the Bahamas to Florida
Great video.
Thanks!
Great video. I came here because I was confused about the class E airspace and you explained it perfectly. But I think there was a mistake when you were explaining the ADSB out only bulletin about the Gulf of Mexico. When you marked the location, you marked outside of 12 nautical miles when I think the explanation says it needs to be within 12 nautical miles. Am I correct or am I misunderstanding?
Yes you are correct, I mispoke or mis-pointed lol
thanks great video.
Thank you and thank you for watching!
Thank you.
And folks should be clear that aircraft type certificated without an engine-driven elctrical system, such as 1940s Cubs and Champs, don’t have to have ADS-B Out, even inside the veil. Of course such Cubs and Champs won’t be going into the Bravo (and for me, a Sport pilot, also not into the C. And I also can’t go into Ds w/o an endorsement).
Unless otherwise authorized by ATC, no person may operate an aircraft into, within, or across an ADIZ unless that aircraft is equipped with a coded radar beacon transponder and automatic pressure altitude reporting equipment having altitude reporting capability that automatically replies to interrogations by transmitting pressure altitude information in 100‐foot increments.
It says nothing about requiring ads-b
I purchased your course and so far most of the information has been pretty clear. This one however, is not. I'm sure we go over them later in the course, but I don't even know what class A and B airspace ARE and you don't explain them. In addition, it is very unclear to me when which type of transponder is and is not required.
Airspace Classes will be explained later in the course. You make a good point on the airspace. I may have to split up the course and do the airspace requirements later in the course after we cover airspaces. Don't worry, we will cover the airspaces but I think you're right that it might be a little out of place.
As far as the requirements:
The FAA requires aircraft to be equipped with an operable Mode C transponder and ADS-B Out when:
Within Class A , B, C airspace
Above Class B, C airspace area until 10,000 ft. MSL
Within Class E airspace at or above 10,000 ft. MSL, except in that airspace below 2,500 ft. AGL
Within 30 NM of a Class B airspace primary airport, below 10,000 ft. MSL (we call this a mode C veil)
Into, within, or across the U.S. ADIZ (Air Defense Identification Zone)
ADS-B Out only:
Within Class E airspace over the Gulf of Mexico, at and above 3,000 feet MSL, within 12 nm of the U.S. coast.
If your aircraft is equipped with operational ADS-B then you are required to keep it in transmit mode at all times
For flights above 18,000 feet MSL in Class A airspace the aircraft is required to be equipped with a 1090-ES ADS-B
Below 18,000 feet MSL the ADS-B can be either 1090-ES or Universal Access Transceiver (UAT)
Thanks for the quick response. Your explanation is still a little unclear to me, but I think that is because I don't really understand what those airspaces are. For example, to me, as someone who has no knowledge of airspace, it appears that Class E airspace is ANY airspace above 10,000 ft and below 18,000 ft. Then class A airspace is anything over 18,000 ft. However, if you need the mode c transponder and adsb in class E and class A airspace, then why don't we just say you need them whenever you are flying above 10,000 ft? Same thing for the class B and C airspace. They say you need them up to 10,000 ft... but then above 10,000 ft you'd be in class E, wouldn't you? So then why don't we say that you need them WHENEVER you are in class B or C airspace. I'm sure this is wrong, but maybe you can see how it looks from the perspective of someone who is brand new and the training thus far hasn't explained any of these other topics. I think it would also be helpful to have a diagram which has a highlighted area for ALL of the areas you need the mode c and ADSB as well as an un-highlighted area for areas you don't need them. I appreciate your receptiveness to feedback. This is the only section so far which is pretty unclear. Also maybe slightly the section on magnetic deviation, but it's a little tricky of a concept.
@@Subsonic-cd2en I totally understand your confusion and I am glad you brought it up. I plan to split this lesson into to and put the part with the airspace’s after the airspace lesson. Once you go through that lesson it will make much more sense! I promise.
Above 10,000 ft is not necessarily class e airspace so that is why it is not the case. But I see what you are saying.
@@PartTimePilot Excellent! Thank you very much for your time.
@@Subsonic-cd2en of course. Thanks for the comment it was a good one!
Your videos are so good, thank you for making them!
Ahh thanks! I am glad you like them and thanks for watching!
You cannot select digit 8 on squawk
Referencing the bulleted list on your last slide, this doesn't seem right: "When not operating in an area that requires a Mode C/S/ADS-B the transponder should be set to Mode A unless otherwise advised by ATC". If you turn ADS-B off, ATC may still have you on radar, but wouldn't you become invisible to other airplanes and flight info services who use ADS-B for data & to help w/ situational awareness & traffic avoidance: Foreflight, FlightAware & FlightRadar24 for instance?
That statement also seems to directly contradict "If your aircraft is equipped with operational ADS-B then you are required to keep it in transmit mode at all times".
My reference material says leave it on until the airplane is parked.
based on www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-C/section-91.225#p-91.225(i)(2) , I don't see anything about `when not operating ...`
So if you lose your transponder can they still see your adsb information?
Your warning about accidentally scrolling past the emergency squawk codes on the way to a higher code on this type of Transponder seems irrelevant because you enter them one digit a time, as you mentioned.
Yes. There are other types of transponders and the point of it was that you want to be aware of either scrolling through or incorrectly entering these codes
@@PartTimePilot …but you did not explain it that way. You were out of context.
@@dojoswitzer you’re right I made a mistake. My sincere apologies
@@PartTimePilot Good video. Very educational. Really what I needed. Thanks for making it available. Thanks for your replies. I am sure you will do better next time.
You can not code 8504 as you said
Yes I know sorry for the error
There is no "8" in a sqwak code!
at-150
What does ADSB stand for
Automatic Dependent Surveillance- Broadcast
KT76 lol
Stop guessing
Huh?
I hope within the past year you have actually learned all of the wrong information you provided in this video.
Misspoke on the “8” digit and had an error about the adiz/ads-b. What else?
I feel sorry for someone who needs to learn the airspace requirements here, because you keep saying an airplane that needs the transponder ‘does not’, because you have not yet gotten to that requirement. (Wrong 3 times, correct once)
Oh well you are the first person of 100s to interpret this video that way. So I apologize. I am walking through each rule and stating whether or not our aircraft in the image applies to that single rule or not. I then explain why the aircraft shows the transmission symbols since it DOES require it. I now see how you interpreted it but that’s not how it’s meant. It takes each rule as it’s own case and then puts it all together at the end.
@@PartTimePilot … probably then better to move the plane to each applicable location you are demonstrating. (I would also show a Bravo with and without the Mode-C vale next to each other.)
@@dojoswitzer my sincerest apologies I did not make the video 100% to your liking.
@@PartTimePilot All constructive criticism. If your video was not important or not good, then I would move on without comment. (I am a professional architect, a business systems analyst, and soon to be a PPL; so unlike the 100s of others who pass through, I am the one who listens closely, pays attention to every detail, and speaks up when something could be improved.) Keep up the good work!
I feel like it’s pretty clear in the video that he’s demonstrating each requirement at a time. Sounds like you understood that, but you think you’re smarter than all the other dunces out here earning their PPL, and these other simpletons wouldn’t understand and they’d get confused. Great video Nick