Thanks, I just looked at 91.215 and see those words. A transponder is not required in class D airspace, but if you have one it has to be used; they probably assume everyone has a transponder. I guess they are being nice; letting the pilot know it's not working before he gets somewhere that requires it.
Some comments:
They don’t and if you have a wood prop it’s even worse.
This mid-air, glider vs Hawker jet, was a case where the glider had a transponder but it was turned off.
www.accidents.app
I went into LZU years ago for a POA fly in. Told them “negative transponder” and everything worked out fine.
Quite a few class Ds use radar as a crutch and can't really do anything unless they see a target on a scope.
It's more than just being nice. It's a rule. Don't think I've ever heard the 'exact' Phraseology used.
Lol. Let's go back a few more years when Radar itself was new. The catchphrase then was Radar is a crutch
I remember when we got BRANDS in the tower it was fairly new system at the time. All the old guys bragging about the good ole days working tower with only binos and a mental picture of where their traffic was.
How do they know which a/c have "an operable transponder"? Besides, applying the letter of the law (91.215); if the transponder is out of the 24 month inspection, it should not be turned on. This is just a what if discussion; I would turn it on; I know it still works.
They know because when they tell the pilot to squawk a code and he accepts it, it means he has a transponder.
They know because when they tell the pilot to squawk a code and he accepts it, it means he has a transponder.
BRANDS ?? Haven't heard of that one.I remember when we got BRANDS in the tower it was fairly new system at the time. All the old guys bragging about the good ole days working tower with only binos and a mental picture of where their traffic was.
Heck I remember when AWOSs weren't widespread and ASOSs were just coming on line. Back then we’d issue conditions at the air station for going into satellite fields. On some days it was a crap shoot if they had weather to get in. Up hill, both ways…
It’s what came before D-BRITE. I believe it stood for Basic Radar Alphanumeric Display System. Wanna say it was standard for Navy / Marine towers in the 80s and 90s. They’ve upgraded since then.
Even if they had radar, for a class D, it’s nothing but an SA tool. Even a class D with a certified display (CRTD), without a LOA with approach (doubtful) they can’t use it for any real radar function. Reason being, they’re not radar controllers so the FAA restricts what they can do with it.
On the contrary, that's what the FAA directed. It wasn't "admitting" anything, but rather letting ATC know that the transponder was not currently airworthy, as it was being flown on a ferry permit. Knowing that, they would not rely on the transponder's Mode C for altitude and traffic separation. Keeping my mouth shut in that situation would probably be the only way I *could* get in trouble. Ultimately, I decided to keep out of ATC's hair and just avoided the Class C, staying fairly low and out of their lateral boundaries/approaches on the way to my destination. I can't think of any other situation in which I might be the position of having an unreliable transponder and also flying legally in controlled airspace.
Perhaps I'm wrong (and I know it's common practice), but I think slapping an "INOP" sticker on something isn't sufficient. It has to either be removed *or* deactivated (by an A&P) and marked "INOP". You can't just turn off the transponder and call it INOP to avoid compliance. Happy to be corrected if someone knows otherwise.
Well if the transponder is truly inop, meaning ATC can’t see your code or your mode C, I’d call that not an operable transponder. Pull the CB, placard it INOP and fly with it off in airspace that doesn’t require it. Nothing says that if you have a broke transponder, you must get it fixed in order to fly.
Agree with the first part. If it's truly inoperable, is not required for the flight/airspace, and is appropriately deactivated and placarded, I'd say that meets the rules. For the second, it's not a grey area according to the FAA (and trust me, they really wanted to make sure I acknowledged that). 91.215(c) says that if you have an operable transponder, it's got to be turned on in controlled airspace, and 91.413 says that if the transponder is used, it needs to within that 24 month periodicity. Since pretty much all of us fly in Class E, effectively that equipped transponder must be on and within periodicity for most of us. The aircraft isn't grounded, precisely, but you're legally limited to Class G.
Are you under a Mode C veil? It's required there...
Not even close.
Well put. The analogy would be ‘get your head out of the cockpit’ to ‘get your head out of the tower.’
No, unless you're within 30 miles (mode C veil) of a class B airport. Even them aircraft without an engine driven electrical system (like mine!) are exempt.
