I found the reader question and your response about squawking standby in the May issue interesting because Mode S transponders and especially ADS-B Out configurations have SBY/ALT positions when a GPS position is received rather than ON/ALT without a GPS position. At least that is how my Avidyne IFD540/AXP340 system works. The transponder powers up in SBY mode and automatically switches to ALT mode during the takeoff run. Perhaps Im wrong, but my understanding is that the SBY position has a different transmission profile for Mode S than the ALT mode and that is reflected in what ATC sees.
Modern transponder systems (Mode S, ADS-B) feature varied operational modes (SBY, ALT, ON, GND) that behave differently based on aircraft state (ground/air) and manufacturer, with current rules requiring squawking ALT in the surface movement area.
The Aviation Safety Reporting System (ASRS) offers protection for inadvertent errors but does not grant immunity for deliberate violations of aviation regulations.
Air traffic controllers in complex, high-volume airspaces may use direct, assertive, or "brute force" communication when necessary for safety and efficiency, even if it is perceived as rude by pilots.
Pilots receive clarification on IFR operational nuances, including that transient airspeed changes (e.g., from mountain waves) do not require reporting (only average true airspeed changes), and a continued discussion regarding the interpretation and teaching of back course localizer approaches.
I only realized after reading my published article, “DA Versus MDA” in the June issue, that Master CFI and DPE, Larry Bothe’s name got munged. I checked my original copy and, well, the error was on my end and I assume it’s a result of unbridled autocorrect.
My apologies to Mr. Bothe.
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