Has anyone figured out what the rules will be if an aircraft equipped with ADS-B Out experiences an equipment failure while in Class B or C? Does it make a difference if the transponder is still functional? Can you get authorization to fly out of the controlled area, say for a repair?
As I ponder euippage, I'd like to know if there any benefit for having a separate transponder and UAT, versus all-in-one. Also, better to have an integral WAAS GPS versus an external source?
I suppose the answer is somewhere within the FAA regs that require ADS-B, but I thought someone else might have already looked.
As I ponder euippage, I'd like to know if there any benefit for having a separate transponder and UAT, versus all-in-one. Also, better to have an integral WAAS GPS versus an external source?
I suppose the answer is somewhere within the FAA regs that require ADS-B, but I thought someone else might have already looked.
