Transponder ID function inop
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Most stupid idea ever.
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And its your responsability as PIC to set the aircraft up for your flight what ever the condition it was left in by either the engineers or previous pilot.
You honestly can't expect every pilot to go through all these pages to verify nobody has messed with the settings, for each and every flight. So if you mess with a setting other than something obvious (squawk, frequency, declutter setting, range) I think you have to change it back to what it was. And don't leave that for the next pilot to sort out.
And if you don't agree, I'll gladly come 'round, dive into the settings menu of your glass cockpit and change something that might not be obvious at first sight, but can be very annoying in flight. The ability to do 8.33 kHz spacing for instance.
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The school I worked at that had them you got issued your own number and it never changed.
Ref leaving the cockpit the way you found it.
Unfortuantely thats the law when you sign for the aircraft. If its not set up right and you have an incident due to said settings it isn't a defence to say the previous pilot had changed something.
And the Flight ID is one of the ones I always check on the taxi out. And 8.33 is easy to spot because you gain a digit. And it really wouldn't bother me to be honest what you changed on a G430 as long as the radio worked.
Turning off the flight timer would get some swear words said on the first sector but thats about it.
EFIS machines that I flown default back to a standard setup on powerup and if flight crew go into the maint jumper settings they will get there heads kicked in by the engineers. GA type stuff like G530 is alot more user configurable that multicrew EFIS systems which defaults are set by software uploads across fleets.
Ref leaving the cockpit the way you found it.
Unfortuantely thats the law when you sign for the aircraft. If its not set up right and you have an incident due to said settings it isn't a defence to say the previous pilot had changed something.
And the Flight ID is one of the ones I always check on the taxi out. And 8.33 is easy to spot because you gain a digit. And it really wouldn't bother me to be honest what you changed on a G430 as long as the radio worked.
Turning off the flight timer would get some swear words said on the first sector but thats about it.
EFIS machines that I flown default back to a standard setup on powerup and if flight crew go into the maint jumper settings they will get there heads kicked in by the engineers. GA type stuff like G530 is alot more user configurable that multicrew EFIS systems which defaults are set by software uploads across fleets.
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I have the KT-76 (I think it is) and just below the little yellow light there's a tiny little pin button, very hard to see. It almost looks like one of those little reset buttons on a wireless router.
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I agree that the law makers cannot write the law any other way than to make the pilot responsible for a wrong flight ID. But that doesn't absolve the examiner from his duty to leave the plane just as he/she found it.
Because let's be honest, most private pilots will hardly have a clue what a mode-S transponder really is, compared to a mode-C transponder. They look and feel exactly the same and the only real difference, at a first glance, is the price tag.
The fact that mode-S emits a flight ID, that this flight ID is normally your callsign but that, under some very specific circumstances, it could be something else, is something most will not know.
Yes, you can argue that a pilot should know how to operate all equipment in the aircraft, but a 20-hours/year pilot who rents aircraft as and when required, realistically will not know how to check and set a flight ID. Particularly since the flight ID is normally not shown on the display.
Because let's be honest, most private pilots will hardly have a clue what a mode-S transponder really is, compared to a mode-C transponder. They look and feel exactly the same and the only real difference, at a first glance, is the price tag.
The fact that mode-S emits a flight ID, that this flight ID is normally your callsign but that, under some very specific circumstances, it could be something else, is something most will not know.
Yes, you can argue that a pilot should know how to operate all equipment in the aircraft, but a 20-hours/year pilot who rents aircraft as and when required, realistically will not know how to check and set a flight ID. Particularly since the flight ID is normally not shown on the display.
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If its not in the shut down checklist it won't get changed and it maybe impossible to change depending what bus the transponder is wired into post engine shut down.
I can and do leave the aircraft how I have just flown it. If the pilot coming to the aircraft isn't capable of checking that everything is order like I do when I take an aircraft over they are not fit to be PIC.
When you set your squawk you check the ID if you can't remember to do that add it to your checklist.
I can and do leave the aircraft how I have just flown it. If the pilot coming to the aircraft isn't capable of checking that everything is order like I do when I take an aircraft over they are not fit to be PIC.
When you set your squawk you check the ID if you can't remember to do that add it to your checklist.
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Because let's be honest, most private pilots will hardly have a clue what a mode-S transponder really is, compared to a mode-C transponder.
Got a question about mine, its one of them fancy new ones that you don't have to turn on prior to take off, when I do a N reg check on the FAA website it lists my plane as having a "Mode S code" which is 8 digits, what does this code mean? it is a unique code and not the aircraft serial number.
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https://dealer.bendixking.com/servle...313-0000_0.pdf
The Ident pushbutton is under the Reply light. See page 2.
The Ident pushbutton is under the Reply light. See page 2.
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In addition to your flight ID every mode-S transponder also emits an 8-position octal (24 bits) ICAO code. This code is unique to the airframe and should not be changed by the pilot at all.
These ICAO codes were assigned in bulk by the authorities. You can see them, for instance, in G-INFO. And I have not checked but I would assume the N-reg check on the FAA website would show them as well.
These ICAO codes were assigned in bulk by the authorities. You can see them, for instance, in G-INFO. And I have not checked but I would assume the N-reg check on the FAA website would show them as well.
Last edited by BackPacker; 26th Aug 2012 at 21:18.
Using a Trig, I set the given squawk. However when we got it, we had to set it up wth the aircraft code. I never check this. There is no way of doing so as far as I know. Someone could alter the code, resulting in a different aircraft identification. It might be a problem with rented aircraft.
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There is the aircraft code, there is the Flight ID which we are talking about and then there is the squawk.
Aircraft code never changes unless the unit is transfered to another aircraft.
Commercial aircraft change the Flight ID every flight unless stay on the same callsign.
GA flights are normally left on the reg.
The squawk is given by whatever ATC agency you are talking or 7000 etc.
Aircraft code never changes unless the unit is transfered to another aircraft.
Commercial aircraft change the Flight ID every flight unless stay on the same callsign.
GA flights are normally left on the reg.
The squawk is given by whatever ATC agency you are talking or 7000 etc.
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Using a Trig, I set the given squawk. However when we got it, we had to set it up wth the aircraft code. I never check this. There is no way of doing so as far as I know.
To enter configuration mode, hold down the FN button whilst switching on the transponder. Configuration items can be changed using the Code Knob and the ENT button. Pressing FN advances to the next configuration item.
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On the GTX330, it is fairly easy to change the aircraft code and the flight ID. You need the installation manual, which is freely available via a google search 
Misconfigured transponders are not unheard of, and if you buy one it is likely to come with the last person's data. However any installer ought to set it up for your aircraft.
Misconfigured transponders are not unheard of, and if you buy one it is likely to come with the last person's data. However any installer ought to set it up for your aircraft.
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Homebuilders install and configure transponders themselves. If, on an air test with a radar station at >25nm, indicated altitude and reported altitude is within 50', all is well.
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I don't know what an IM is and my expertise is limited to installing two transponders by following simple instructions.
Installation of a Funkwerk TRT800, which comes with the cable assembly, requires a crimper, a screwdriver, a heat gun for the heatshrink and a Stanley knife for the Tygon tubing. For the aerial you need the knife, heat gun, a couple of spanners and a drill.
The LAA inspector signs off the work, it is tested with ATC, as mentioned earlier, and the paperwork is sent in for approval. With that in hand, I am free to take to the skies and become a menace to all those pilots who have to pay a fortune to have their equipment installed by professionals.
Installation of a Funkwerk TRT800, which comes with the cable assembly, requires a crimper, a screwdriver, a heat gun for the heatshrink and a Stanley knife for the Tygon tubing. For the aerial you need the knife, heat gun, a couple of spanners and a drill.
The LAA inspector signs off the work, it is tested with ATC, as mentioned earlier, and the paperwork is sent in for approval. With that in hand, I am free to take to the skies and become a menace to all those pilots who have to pay a fortune to have their equipment installed by professionals.
