Not in CDG based on a previous occurrence.
I must have an older SW version without that option, although I do have the option to disable 1090ES OUT entirely, which would lose all ADSB-OUT capability.
I’d be looking at the software version then, as the easiest way to remove this atrocity from your plane. What a pain, good luck.
Antonio wrote:
oes it not receive the same data as GTX345? Would the Pilot App show different data from GTX345 vs GDL39 ?
Yes and Yes. The data received is the same, but GP decodes the GDL39 received data in a maintenance sort of mode that displays all the settings that are being broadcast.
lionel wrote:
(French) ATC once “reminded” me to check my barometer setting, so it seems they have an alarm for that.
In my experience, this is a gentle way of telling you that you are at the wrong altitude.
Antonio wrote:
I do have the option to disable 1090ES OUT entirely, which would lose all ADSB-OUT capability.
This would also remove you from all anti collision devices using ADSB.
Apart, this really is an increaded safety feature, not a “spy” feature. Removing it will simply deny you and ATC an additional layer of protection as in catching a potential collision risk early.
Mooney_Driver wrote:
Apart, this really is an increaded safety feature, not a “spy” feature. Removing it will simply deny you and ATC an additional layer of protection as in catching a potential collision risk early.
Agreed. I can totally see that it can become a nuisance if you don’t have SOP’s for setting the altitude which agree with what ATC expects (I have also been caught out by it!), but spying…?
eurogaguest1980 wrote:
In my experience, this is a gentle way of telling you that you are at the wrong altitude.
I may remember it wrong, but I think it was still in the climb, well above the transition altitude, but well below my cleared altitude. Maybe around FL120-FL150 whereas I was cleared to something around FL180-FL240. But again, I may remember it wrong, it might have been after my levelling off. Anyway since some software upgrade, my avionics now flash a continuous warning at me when I’m above/below the TA and I’m still on QNH/QNE, so no opportunity for ATC to catch me at this anymore.
I had another thought about what the OP’s transponder is sending. I was originally convinced that the Selected Altitude was being broadcast on Enhanced Surveillance as it;s a standard required DAP and so this should be disabled. However, the data capture shown in Post 40 suggests that all other EHS parameters are missing. So I’ve had another look at ADS-B. Although Selected Altitude isn’t one of the mandatory ADS-B parameters, it should be transmitted if available to the transponder in a suitable format – this is a stated requirement in CS.ACNS.D.ADSB.020.
The GTX3x5 manual says it will in fact do this.
Thx @wigglyamp, that is most useful and fully closes the loop. My conclusion is that our aircraft is ADS-B compliant as intended , but not EHS compliant , all exactly as it should be. The reason why this changed was because the comm between Aspen and GTX345 was not originally configured correctly.
It remains a mistery to me why all the additional air data available to GTX345 is not transmitted to GP . Also, I don’t know the criteria under which the other available params are not trasmitted via 1090ES. In fact, both Aspen and Garmin instl manuals contemplate Aspen as a hdg source and the label is available and read correctly by GTX345, but it is not transmitted via BT to GP nor via 1090ES …
I had the case 2 years ago when flying with a friend in his G1000 and ADS-B-out equipped C172.
His KAP140 is not fully reliable, especially in the bumpy air near TCU tops, we were making the last bit of the climb to FL120 (to stay above) by hand, and had not yet moved the altitude bug. Despite the requested, acquired and read-back clearance, between our semi-asthmatic climb-rate and the bug left at FL110 (our previous clearance, out of FL100), the Brussels controller must have been worried we might have changed our mind.
They definitely also see the next waypoint indicated in the GPS, but he had nothing to complain about that.
We were also a little startled by the message, but obviously we were slacking. Two IFR-rated pilots in the cockpit, we had attributed roles/workload, probably discussing whether we would get high enough to stay above the tops, and sharing other pleasanteries, but not one to move the bug to were we were going. Come on.
I think it’s a good practice from them, to keep track of what planes are doing vs their clearances. That’s how I took it anyway.
