Stratus 2S

has anyone try to use this in their glider?

http://www.sportys.com/pilotshop/ipa...for-ipad.html/

--bob

On Friday, July 31, 2015 at 12:59:04 PM UTC-7, Bob Pasker wrote:
has anyone try to use this in their glider?

http://www.sportys.com/pilotshop/ipa...for-ipad.html/

--bob

What are you expecting it would do for you?

It won't "see" any Flarm equipped gliders/tow planes.
It won't reliably "see" any transponder equipped aircraft (unless *your* glider has ADS-B Out *and* you are in ADS-B ground station TIS-B coverage... which requires you be within ATC SSR coverage)
It will "see" 1090ES and UAT Out equipped aircraft... which effectively means no gliders and few GA aircraft today.

.... if you have a compatible display and you'll likely get a boat load of annoying traffic threat warnings in typical glider-glider scenarios, if other gliders are seen at all.

One of our club members flies with the 1st Gen Stratus and iPad mini. It works to see the airliners descending into the local class B.
It's a carry over from his powered aircraft. And if he's close enough for the airliner to be an issue, he's within the hockey puck airspace to piggyback on the TIS-B data being broadcast to the airliner. So the airliner sees the glider 1202 code.

BillT

At 02:07 01 August 2015, Bill T wrote:
One of our club members flies with the 1st Gen Stratus and iPad
mini. It
works to see the airliners descending into the local class B.
It's a carry over from his powered aircraft. And if he's close enough
for
the airliner to be an issue, he's within the hockey puck airspace to
piggyback on the TIS-B data being broadcast to the airliner. So the
airliner sees the glider 1202 code.

BillT

Bill, unfortunately, no airliner can see any code of a transponder.
Airliner TCAS only shows two different symbols. A solid white diamond
or a hollow white diamond identification on its TCAS when there is no
threat. The solid white diamond display identifies that it has an altitude

encoder with its transponder, the hollow white diamond just says there
is a transponder out there with no altitude encoder or the encoder
function is not operating. The solid white diamond will give altitude
above or below the airliner. The Airliner TCAS will react to a solid white

diamond(ie a transponder with altitude encoder) The white diamond
will change to blue if it is being interrogated on a transponder code
other then VFR. The diamond will change to yellow or red if the TCAS
believes it will be in the projected path of the airliner. It will not show

that it is a 1202 glider! Doug

On Friday, July 31, 2015 at 7:07:45 PM UTC-7, Bill T wrote:

And if he's close enough for the airliner to be an issue, he's within the hockey puck airspace to piggyback on the TIS-B data being broadcast to the airliner. So the airliner sees the glider 1202 code.

BillT

An airliner likely has TCAS and will interrogate the glider's transponder directly.

*If* the Airliner has TIS-B capable equipment then it will receive position reports for nearby transponder equipped aircraft that are in SSR coverage.... the target aircraft do not need to be in any hockey puck". it works the other way... its TIS-B or ADS-R receiving aircraft that need to be within a "hockey puck" to see other threats... hockey pucks created by their own ADS-B Out devices.

On 7/31/2015 6:09 PM, Darryl Ramm wrote:
On Friday, July 31, 2015 at 12:59:04 PM UTC-7, Bob Pasker wrote:
has anyone try to use this in their glider?

http://www.sportys.com/pilotshop/ipa...for-ipad.html/

--bob

What are you expecting it would do for you?

It won't "see" any Flarm equipped gliders/tow planes.
It won't reliably "see" any transponder equipped aircraft
(unless *your* glider has ADS-B Out *and* you are in
ADS-B ground station TIS-B coverage... which requires you
be within ATC SSR coverage)

It will "see" 1090ES and UAT Out equipped aircraft...
which effectively means no gliders and few GA aircraft today.

... if you have a compatible display and you'll likely get a
boat load of annoying traffic threat warnings in typical
glider-glider scenarios, if other gliders are seen at all.



What Darryl said, plus buying Stratus locks you (and your wallet) into
an unholy 3-way Foreflight-Apple-Stratus alliance. Unless there has
been a recent change, Stratus only supports the Foreflight EFB.
Foreflight only works on Apple and Stratus hardware. See the problem?

I have flown with Foreflight and concede that it's excellent. But
Foreflight also has lots of excellent EFB competition barking at its
heals! Going forward, with Foreflight's strategy of "locking in" their
customers with hardware, they will have less incentive than the others
to compete on the basis of price, features, customer service and
innovation.

There are several ads-b receivers out there with comparable features to
the Stratus that cost less while giving you the option to choose between
multiple EFB apps and hardware platforms.

Vaughn

The airliner with ADS-B IN will get the traffic data rebroadcast from ATC and the 1202 traffic will show on his ADSB display.
I did not say that he would be able to discern the code, just that the ADSB-R would show the traffic.

BillT

On Saturday, August 1, 2015 at 9:51:11 PM UTC-7, Bill T wrote:
The airliner with ADS-B IN will get the traffic data rebroadcast from ATC and the 1202 traffic will show on his ADSB display.
I did not say that he would be able to discern the code, just that the ADSB-R would show the traffic.

BillT

You are assuming airliner CDTI equipment will display TIS-B traffic, and that CDTI has any capability of showing Mode A codes. Do you know that for sure? With what exact systems? You can't just assume what would be nice is actually how things work, especially in a highly regulated, complex and horrendously expensive transport category avionics, with TCAS/CDTI systems that have to work all over the world. Again, airliners are equipped with TCAS which really provides them with all the transponder based collision avoidance they need, and TCAS CDTI will not show Mode A codes.

The latest versions of TCAS II utilize hybrid surveillance where the TCAS systems receives 1090ES Out from nearby aircraft and uses that to augment position information/avoid excessive transponder interrogations/provide long range traffic display. TCAS does not use that data directly for issuing a TA or RA. AFAIK TCAS II hybrid surveillance relies on 1090ES Out from the target aircraft, it does not utilize UAT, ADS-R or TIS-B for this. If anybody knows different it would be great to know what exact system that is.

At 05:49 02 August 2015, Darryl Ramm wrote:
On Saturday, August 1, 2015 at 9:51:11 PM UTC-7, Bill T wrote:
The airliner with ADS-B IN will get the traffic data rebroadcast
from
ATC=
and the 1202 traffic will show on his ADSB display.
I did not say that he would be able to discern the code, just
that the
AD=
SB-R would show the traffic.
=20
BillT

You are assuming airliner CDTI equipment will display TIS-B
traffic, and
th=
at CDTI has any capability of showing Mode A codes. Do you know
that for
su=
re? With what exact systems? You can't just assume what would
be nice is
ac=
tually how things work, especially in a highly regulated, complex
and
horre=
ndously expensive transport category avionics, with TCAS/CDTI
systems that
=
have to work all over the world. Again, airliners are equipped with
TCAS
w=
hich really provides them with all the transponder based collision
avoidanc=
e they need, and TCAS CDTI will not show Mode A codes.

The latest versions of TCAS II utilize hybrid surveillance where the
TCAS
s=
ystems receives 1090ES Out from nearby aircraft and uses that to
augment
po=
sition information/avoid excessive transponder
interrogations/provide long
=
range traffic display. TCAS does not use that data directly for
issuing a
T=
A or RA. AFAIK TCAS II hybrid surveillance relies on 1090ES Out
from the
ta=
rget aircraft, it does not utilize UAT, ADS-R or TIS-B for this. If
anybody=
knows different it would be great to know what exact system that
is.


Thank You!