All the weather avoidance thingies have their gotchas, I’d love to have all three (ADL for big-picture avoidance, Radar to go through a weak front, and stormscope…. um, just because.)
That is the best combination tbh. I use the ADL to review the Terminal area weather or enroute if crossing a front. Radar only for tactical avoidance assisted by stormscope.
the ADL120 may never be used to penetrate weather.
IMHO that is a standard disclaimer.
For example, Socata were forced by the DGAC to disconnect the heading input to the WX500 stormscope, on the grounds that it might be used to avoid storms! So, Socata put in a handy connector for it and the various Socata dealers just quietly plugged the heading back in when they sold the planes
If I ran an aviation weather website I would put in a disclaimer saying it must not be used for flying, or anything else (that is actually the disclaimer on a private wx site I have).
Yeah, radar is better but how much do you have to pay to get radar? I suppose there are deiced twins (radar makes little sense without full de-ice, because it implies flying in IMC with embedded and serious convective wx) with radar in the nose. But being able to get tafs and metars is IMHO more useful for European touring, because most IFR is done VMC on top and this data enables intelligent diversion decisions to be made well ahead.
I may well get the ADL120 sometime. It’s a neat solution and is the cheapest product to run of all the Iridium based boxes.
Regarding working with ATC, you must never let them take over your decisionmaking when it comes to anything important. For example if flying a non deiced plane and you have to turn 30 deg avoid some convective tops, and they make more and more fuss, just say “unable to comply due weather”. Repeat the phrase as often as necessary. They go home at 5 for their dinner, while you might be dead. I’ve once had French ATC near Biarritz make a massive and worsening fuss, saying some military commander is getting very upset, then saying he was getting extremely upset, blah blah, while I was at FL190, just able to skim the tops and avoiding others. The “military commander” was prob99 just doing the equivalent of a company department spending its annual budget before Dec 31, because if they don’t spend it, it will be cut back next year. The military do that all the time, in peacetime, and in wartime GA would be banned anyway
I suppose there are deiced twins (radar makes little sense without full de-ice, because it implies flying in IMC with embedded and serious convective wx) with radar in the nose. But being able to get tafs and metars is IMHO more useful for European touring, because most IFR is done VMC on top and this data enables intelligent diversion decisions to be made well ahead.
Peter surely you know it is PA46 up that have RADAR including TBM700+.
Being able to get TAFs and METARs is very useful but so is RADAR.
I don’t agree that most IFR is done VMC on top. A lot in terminal areas can depend on good radar particular if you don’t want to divert all the time.
Yeah, radar is better but how much do you have to pay to get radar?
Nothing. It is included in the purchase price of the piston twin, which is pretty much scrap value these days…
But being able to get tafs and metars is IMHO more useful for European touring, because most IFR is done VMC on top and this data enables intelligent diversion decisions to be made well ahead.
I never felt a real need for METARs and TAFS en-route in the de-iced/radar equipped twin scenario. The things that keep me from completing the flight are primarily well-developed convective fronts that block the route, and very low cloud/fog around the destination; with reasonable alternate starting the diversion when you get the ATIS is not much of a problem. METARs/TAFs are nice to have, though, and it beats listening to VOLMET… (does VHF Volmet even exist these days? didn’t tune into one for a decade or so)
does VHF Volmet even exist these days?
What is Volmet?
Sure an old shagged piston twin will be the cheapest way to get a “radar” but do you really want to be flying one of those in the appropriate conditions?
You want all systems to be working before doing that sort of thing – unless you are getting paid for it
The debate about VMC enroute would run on and on
Sure, VOLMET does still exist. I still use it regularly when enroute and say 150-200 miles from destination (too far to pick up an ATIS) just to get a first idea of the weather in the area of my destination.
I would call VOLMET “the poor man’s ADL”.
Use the adl the way it was intended and it is a supertool.
Before flying .. Check the expected vertical buildups with Ogimet and router.euroga.com. It may well be that your adl shows bad weather and you are in the sunshine above.. If in imc respect the colors! A wild patch with yellow quickly turning to orange red I will circumnavigate. A large patch with yellow green and some orange .. If you stay well clear of the orange and red you should be fine.
Definitely also download strikes .. No need to explain that. Winds aloft are great as well.
With version 4 you can now also download on the ground with wifi or 4g.
On a nice day I will download once and let it be. With some weather around I will download as required. With real weather around I set it to automatic. Be aware that the information can be up to 15 minutes old and weather moves..
Its the best product which has come out for any ga ifr pilot and it should be on anybodies must have list .. If you fly ifr.
I prefer the ipad to the small display. Not Connecting it to my 530/430 I have not found a hassle at all.
Combining the adl120 with real info from a stormscope and a weatherradar is best but mostly not feasible. The adl120 sure is!
The. ADL120 looks like brilliant device….
Be aware that the information can be up to 15 minutes old and weather moves..
In the case of thunderstorms it’s not so much that weather moves but rather CBs form and build very quickly in unstable air….another internet product I learned about at the recent PPLIR workshop in Carlisle is Wetterzentrale.de….go to the Topkarten and choose the GFS model and select the CAPE and lifted Index representations….anything with a LI less than zero is cause for a watchful eye…
anything with a LI less than zero is cause for a watchful eye
Autorouter GRAMET prints a TS symbol wherever the lifted index is less than -0.5; in green for -0.5>=LI>-3.5 indicating possible TS, in yellow for -3.5>=LI>-5.5 indicating probable TS, in red for -5.5>=LI>-6.5 indicating severe TS, and in magenta for -6.5>=LI indicating violent TS.