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#11
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TT21 operation with no ICAO address
On 12/9/2010 8:18 AM, Westbender wrote:
On Dec 9, 8:50 am, wrote: On Dec 9, 7:02 am, wrote: It seems to indicate either paranoia or illegal activity. Is there some other reason to be concerned about that? Aren't those two reasons sufficient? No others that I know of. Andy Is this a common concern among sailplane pilots? I'm just trying to understand the thought process behind someone wanting to fly "anonomously" with a Mode S transponder. I don't think sailplanes would be much good for smuggling or terrorism. The only reasonable intent I can think of is that people don't want to be identified when wandering into airspace they shouldn't be in. What am I missing? If you wander into airspace you shouldn't be in, broadcasting your position with Mode C, would you be left alone? In R or P airspace, I'm pretty sure someone comes looking for you, but how about A, B, C, and D? -- Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me) - "Transponders in Sailplanes - Feb/2010" also ADS-B, PCAS, Flarm http://tinyurl.com/yb3xywl - "A Guide to Self-launching Sailplane Operation Mar/2004" Much of what you need to know tinyurl.com/yfs7tnz |
#12
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TT21 operation with no ICAO address
On Dec 9, 6:08*pm, Eric Greenwell wrote:
If you wander into airspace you shouldn't be in, broadcasting your position with Mode C, would you be left alone? In R or P airspace, I'm pretty sure someone comes looking for you, but how about A, B, C, and D? I have first hand experience of being asked to "call the tower" after an inadvertent class D incursion. I was not pilot in command at the time. I also had a "call approach control" after our malfunctioning encoder made Phoenix approach think we had busted class B and caused a few airliners to take evasive action. Again I wasn't PIC but as the holder of the higher ratings would have been implicated. In this case it seems that 2 transponder returns had been mixed up when another aircraft came very close to us and the Class B violation was the other aircraft and independent of our erroneous altitude squawk. It was good that I had a Garmin track log and could prove we had not been where they said we had been. Even better that our controlled passage of a local class D was not consistent with the position of the violation and that was all on the tower tapes. Bottom like is, if they see you doing something wrong they'll try to track the transponder to a point where they can identify and talk to you. This may explain some sudden transponder failures. Andy |
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