Transponder should be in ALT on ground

My GTX33 lives in Auto mode. Yes, I have to pump it into ALT when I'm taxiing at Dulles.
Yes, it's configed to go back to the last mode after restart. This is rarely a problem though I've had a (non-IAD) tower remind me to squawk VFR on a VFR departure after an IFR arrival.

The last thing you want in the SFRA or FRZ is to have your transponder auto revert to 1200. Dulles tower will specifically call you out if they see it. I was doing the annual 5 mile parade from Landmark to the Udvar-Hazy center as a flight of 5 (I've was based at Dulles for years and fly there fairly regularly, most of the participants are happy to join my taxi "flight of nn" and let me handle all the turns and frequency changes): Navion 27K could you have the last guy in your flight squawk something OTHER than 1200.
 
Not leaving my transponder on ALT during start up.

Never heard of this until this morning. Never seen it that way on a checklist. I bet I've never landed an airport where the controllers would use a transponder signal rather than their own eyes. Ahh, the wisdom of the FAA.
 
My 480 commands an SL-70. I've tried to configure the 480 to switch to ALT at an insanely low speed like 5 kts, but any setting below (I think) 15 kts has no effect. I'm tempted tp disable auto-switch and just leave it in ALT all the time, but then if I ever fly in the SFRA... (I've no plans to, but you never know)
 
gacoon said:
330es manual,

Selects the standby mode. When in standby mode, the transponder does not reply to any interrogations. Pressing and holding the STBY key selects ground (GND) mode if Automated Airborne Determination is not otherwise selected from another source. When GND is annunciated, the transponder does not respond to ATCRBS interrogations but squitters and replies to discretely addressed Mode S interrogations.

Squitter outputs adsb position on ground in gnd mode
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Yes that. The GND mode can detect whether or not it is specifically being interrogated, and can also detect whether or not there is a ground radar in use, and will respond accordingly. For example, I personally have been working on my plane and watched it - in GND mode - receive and respond to interrogations from TCAS (the little "R" in the bottom left corner). I then put it into STBY and it no longer received or responded.

GND is NOT the same as STBY on a GTX.
 
So many people think the only airports are the ones with big airplanes. This is just more of it. This is entirely related to surface based safety equipment at busier airports. If you're at a non-towered airport or I suspect most class-D, the transponder status is irrelevant.

Any controllers - does it cause problems is there are multiple airplanes with transponders broadcasting on the ground at a nearby non-towered airport or are they filtered out due to altitude?
 
Just-Do-It.jpg
 
steingar said:
Not leaving my transponder on ALT during start up.

Never heard of this until this morning. Never seen it that way on a checklist. I bet I've never landed an airport where the controllers would use a transponder signal rather than their own eyes. Ahh, the wisdom of the FAA.
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You do realize that ground control isn't necessarily in the tower, correct?

Also, not during startup, during ground ops.
 
Hm, now I have to figure out what to do during the "camera" phase of "lights, camera, action".
 
I think he is referring to the the FAA document that said to change your checklist to include Transponder to ALT before start up.

The difference is that most Transponders can be set to ALT before start up because they don't really come on until you turn the avionics master on which would normally be in the off position for start up.
 
tmyers said:
I think he is referring to the the FAA document that said to change your checklist to include Transponder to ALT before start up.

The difference is that most Transponders can be set to ALT before start up because they don't really come on until you turn the avionics master on which would normally be in the off position for start up.
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Ah, I missed that they said turn it on before startup. Yeah, great idea, let's run dirty voltage through the electronics. I also have the master avionics switch, where I leave all the individual units on, and turn them on/off universally.
 
The idea of having it come on to alt with power is that for the 327 it will transmit the last known code. That is fine in a 1200 world but in the SFRA it's not. If I could have to come on to standby so I can then put in the code and have it switch at 5 knots I would be happy with that.
 
asicer said:
Hm, now I have to figure out what to do during the "camera" phase of "lights, camera, action".
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I always used BLT w/ Mayo

Boost Pumps on
Lights on
Transponder on ALT
Mixtures rich

Then I started flying an airplane that doesn't use Boost Pumps for takeoff.

Then the FAA told me to leave the transponder on all the time.

I guess the next step is to ditch the mixtures and start flying turbines
 
jtheune said:
The idea of having it come on to alt with power is that for the 327 it will transmit the last known code. That is fine in a 1200 world but in the SFRA it's not. If I could have to come on to standby so I can then put in the code and have it switch at 5 knots I would be happy with that.
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Once on the ground, can't you punch 1200 before shutdown?
 
Fearless Tower said:
I'm not sure that would be such a good idea for pilots who fly in the DCSFRA. You'd automatically be squawking an incorrect code as soon as you turned the avionics switch on,
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That's not a problem as long as you're not squawking 1200.

jtheune said:
The idea of having it come on to alt with power is that for the 327 it will transmit the last known code. That is fine in a 1200 world but in the SFRA it's not. If I could have to come on to standby so I can then put in the code and have it switch at 5 knots I would be happy with that.
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If you're already inside the SFRA, why would it be set to 1200?
 
EdFred said:
Once on the ground, can't you punch 1200 before shutdown?
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That's exactly what I do in both my airplanes, I have a Garmin remote in the 425 and I just punch button VFR when I leave the runway and the 182 is usually VFR anyway, but I always set it to 1200 before shut down. ;)
I always leave them both in "alt" mode, but the Garmin has a ground mode based on ground speed.
 
EdFred said:
Yeah, great idea, let's run dirty voltage through the electronics.
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You are referring to the Universal Avionics Technician Full Employment Act of 2015, I presume?

Stupidist thing that has come out of the FAA in my memory.

Jim
 
Here at Austin Bergstrom (KAUS) most of us GA pilots have been turning transponders on for taxi for some time.

Besides the FAA guidance on the subject, the tower controllers here will freak out if you take off with the transponder in standby, so my transponder is always on.

Recently the ground controllers started telling pilots to turn their transponders off on the ground.

My flying club President contacted the tower supervisor and asked (nicely of course) WTF?

The tower guy said that not all the controllers knew about the FAA guidance and the tower management will try to educate the controllers about the FAA recommendation concerning transponder ground ops.
 
txflyer said:
No joke.

I've had knobs and switches break and fall out or the allen lug get's loose and it falls off...

That's annoying when you're flying. :redface:
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on our old airplane the only problems we have with the avionics is usually a switch. On the old king radios (kx155) the av shop said they have a harder time finding them after the last switch went funky.
We put in an avionics master when we didn't previously have one for that reason.
 
My garmin goes to standby (ground) automatically, I like it like that.

The post landing procedure for me has always been flaps up, trim neutral, heats off, transponder 1200 and stby.

Unless it's a airport which asks for the transponder to stay on I'm not going to hit the alt button to turn my garmin back on.

Shy of it being a FAR it's just a suggestion.

I also wonder if this has much to do with the ADSBs future uses/taxes.
 
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If it's in the AIM it's not a rule.

I've also never been a believe in government "privileges" we are not little children who should need to ask govt for permission.

That said I follow the regs, but I'm not going to fiddle with my transponders settings because of something in the AIM.

Same great minds that brought you stuff like taxing around with your strobes on...
 
If the avionics aren't powered up there's not even any thing to push on that would work the transponder in my plane.
 
This is interesting AIM 4-1-20 a7 says:

"Aircraft equipped with ADS-B (1090ES or UAT) must operate the equipment in the transmit mode (on position) at all times while on any airport surface."

That is a very regulatory-sounding sentence.
 
Walboy said:
No, I don't. As one of the more respected contributors here, your comment removes all doubt from my fragile little mind.:lol: Thanks for your response.

But I have to say my very experienced CFII gave a conflicting opinion from what "I thought" I read in the AIM. Now I know I read the AIM correctly too. Since I'm not a professional pilot or FAA linguistics expert, I thought that perhaps I was misreading the notice as I am prone to do sometimes and thought I would seek the wisdom of the crowd.

It would be much clearer to guys like me if the FAA would change their wording from "should ensure" to "SHALL ENSURE"

Judging by the response here, I think most pilots are still in the habit of switching from STBY to ALT at the hold short line when cleared for takeoff at a controlled airport or when taxiing onto the runway at uncontrolled like I am.
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Always ask "Show me that in writing" before accepting what an instructor says as gospel. Instructors can and do make mistakes...I am one.

Bob
 
bobmrg said:
Always ask "Show me that in writing" before accepting what an instructor says as gospel. Instructors can and do make mistakes...I am one.

Bob
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Yep.

An instructor once told me that it wasn't required that I wear a VLD during an IPC. I gently called BS and quoted the regs. No idea where he got that idea but he apologized.
 
bobmrg said:
Always ask "Show me that in writing" before accepting what an instructor says as gospel. Instructors can and do make mistakes...I am one.
Bob
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Amen, brother. I only know one human being who reportedly is infallible in their announcements, and even then, only in matters of faith and morals. Other than that, we all step on our dobbers from time to time.

Jim
 
James331 said:
If it's in the AIM it's not a rule.
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Hazardous Attitude #2: Anti-Authority

'Why should I listen to you?'

This attitude usually surfaces upon people who have non conformist tendencies. Pilot that express such an attitude are usually resentful towards comments and/or advice from others, be it superiors or subordinates. The also tend to disregard operating procedures, rules and regulations. However, there is a fine line that lies between 'anti-authority' and the natural prerogative to question to authority especially when there is an error suspected. Many mistake anti-authority as a solution to balance out the 'power gradient' in the cockpit. Hence it is only wise for pilots to bring up issues that they feel go against protocol after checking and rechecking.

"Antidote? Follow the rules. They are usually right."

Four more that instructors - and pilots - should be alert for here: http://aviationknowledge.wikidot.com/sop:hazardous-attitudes
 
petrolero said:
Yep.

An instructor once told me that it wasn't required that I wear a VLD during an IPC. I gently called BS and quoted the regs. No idea where he got that idea but he apologized.
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If IMC you might not need to.
 
FastEddieB said:
Hazardous Attitude #2: Anti-Authority

'Why should I listen to you?'

This attitude usually surfaces upon people who have non conformist tendencies. Pilot that express such an attitude are usually resentful towards comments and/or advice from others, be it superiors or subordinates. The also tend to disregard operating procedures, rules and regulations. However, there is a fine line that lies between 'anti-authority' and the natural prerogative to question to authority especially when there is an error suspected. Many mistake anti-authority as a solution to balance out the 'power gradient' in the cockpit. Hence it is only wise for pilots to bring up issues that they feel go against protocol after checking and rechecking.

"Antidote? Follow the rules. They are usually right."

Four more that instructors - and pilots - should be alert for here: http://aviationknowledge.wikidot.com/sop:hazardous-attitudes
Click to expand...

So where is the FAR stating my transponder must be on alt at all times? :dunno:
 
James331 said:
So where is the FAR stating my transponder must be on alt at all times? :dunno:
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There is none that I know of.

Just a recommendation/request from the FAA. Allegedly in the interest of safety through consistent transponder usage procedures.

Since its just as easy to comply with as not, the only reason not to would seem to be psychological in nature.

Unless someone can come up with a good reason I have not heard.
 
FastEddieB said:
There is none that I know of.

Just a recommendation/request from the FAA. Allegedly in the interest of safety through consistent transponder usage procedures.

Since its just as easy to comply with as not, the only reason not to would seem to be psychological in nature.

Unless someone can come up with a good reason I have not heard.
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Because I would have to mess with my transponder to have it just stay on, two I rather not always be broadcasting my info.
 
Cpt_Kirk said:
I disagree. To comply with this recommendation requires no action.
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Having trouble parsing your intent.

From now on, in my Sky Arrow:

After engine start, turn the transponder on ALT instead of SBY*.

Move "Transponder...OFF" from After Landing Checklist to Shutdown Checklist.

No more nor less work nor complication than before.

As I said before, just as easy to comply with as not.


*My Garmin automatically switched from SBY to ALT after takeoff. Since its not hooked up to a GPS, my assumption was it senses rapid altitude change.

edited to add: looks like I was right on what switches the 327 from SBY to ALT:

"Automatic ALT/STBY Mode Switching
If the GTX 327 is configured with Automated Airborne Determination, ALT mode selection occurs when lift-off is sensed. When the aircraft is on the ground, the transponder automatically selects and displays STBY. The transponder does not respond to ATCRBS interrogations when STBY is annunciated. When a delay time is set (dependent upon installation configuration), the GTX 327 waits the specified length of time after landing before changing to STBY mode."
 
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James331 said:
So where is the FAR stating my transponder must be on alt at all times? :dunno:
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No FAR.

It's in the AIM. Section 4-1-20(a)(3).

Civil and military transponders should be turned to the “on” or normal altitude reporting position prior to moving on the airport surface to ensure the aircraft is visible to ATC surveillance systems.
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