Category: Uncategorized

ADS-B weather is free, it’s in the cockpit, and most GA pilots still don’t fully understand what it’s showing them. Not all ADS-B weather is the same, not all of it updates at the same rate, and some of it can get you into trouble if you misread the latency. Here’s a clear breakdown of what you’re actually looking at.

How ADS-B Weather Works

The FAA’s ADS-B network broadcasts weather data on 978 MHz (UAT) as part of the FIS-B (Flight Information Services-Broadcast) data bundle. Ground stations throughout the US uplink weather products into the broadcast stream. Any ADS-B In receiver — including Stratux — captures this and makes it available to EFB apps like ForeFlight, Garmin Pilot, and WingX.

The critical point: this is a broadcast, not a two-way link. You receive what’s being broadcast in your area. Your aircraft doesn’t request data, and the system doesn’t know you’re there. Coverage depends on being within range of ADS-B ground stations — generally below 18,000 feet across most of the continental US.

NEXRAD Radar

The most-used FIS-B product. ADS-B NEXRAD shows precipitation intensity as the familiar green/yellow/red radar mosaic. What pilots often miss:

Update rate: every 5 minutes

ADS-B NEXRAD updates every 5 minutes. The image you’re looking at could be up to 5 minutes old. A fast-moving convective line moves roughly 1 mile per minute. By the time you see updated radar, that cell has moved 5 miles. Always treat ADS-B radar as historical data, not real-time. Use it for strategic decisions (routing, go/no-go), not tactical last-second maneuvering.

Composite vs. tilt

ADS-B NEXRAD is composite reflectivity — it shows the maximum return across all radar tilt angles. This is conservative (it shows the worst of the storm) but it means you can’t see storm structure the way you can with SiriusXM weather’s multi-tilt data. A cell that looks solid red on ADS-B composite might have a low-level weak spot — or it might not. Don’t try to thread the needle based on composite reflectivity alone.

Latency labeling

ForeFlight and Garmin Pilot show a timestamp on the radar image. Glance at it before making weather decisions. If it says “12 minutes ago,” the data is stale beyond the normal 5-minute cycle, which suggests a reception gap. Factor that in.

METARs and TAFs

FIS-B broadcasts METARs (current observations) and TAFs (terminal forecasts) for airports within your region. These update every time the actual weather observation updates — typically hourly for routine METARs, more frequently for SPECIs (special observations when conditions change rapidly).

What you can do with in-cockpit METARs that you can’t do with pre-flight briefing METARs: see current conditions at your destination while still enroute. An airport that was 3,000 broken at departure might be OVC 800 by arrival. In-cockpit METARs give you that real-time picture.

TAFs are longer-range forecasts (typically 24 hours for most airports, 30 hours for high-traffic airports). They’re useful for planning fuel stops and alternates during longer flights.

AIRMETs and SIGMETs

FIS-B broadcasts AIRMETs (Airmen’s Meteorological Information) and SIGMETs (Significant Meteorological Information) as text and graphical products.

AIRMETs cover:

• Sierra (IFR conditions, mountain obscuration)
• Tango (turbulence, strong surface winds)
• Zulu (icing, freezing level)

SIGMETs are more severe: convective activity, volcanic ash, tropical cyclones. Pay attention to these — they’re not routine. If you’re flying through an active SIGMET area, you should have a plan.

Both products display as graphical overlays in ForeFlight and Garmin Pilot, making it easy to see affected airspace on the map.

PIREPs (Pilot Reports)

PIREPs are real-world observations from other pilots currently in the system. They’re one of the most valuable FIS-B products because they reflect actual in-flight conditions, not modeled or forecast data.

What to look for:

• Turbulence reports: Light, moderate, severe, extreme — with altitude and aircraft type
• Icing reports: Trace, light, moderate, severe — with altitude and temperature
• Sky cover: What other pilots saw on approach or departure

Limitation: PIREPs are only as good as what other pilots report. Sparse traffic areas have sparse PIREPs. A clean PIREP board doesn’t mean smooth air — it might mean nobody’s flying that route today.

TFRs (Temporary Flight Restrictions)

FIS-B broadcasts active TFRs. Your EFB displays them as shaded airspace. This is one of the most practically useful FIS-B products — seeing a TFR appear on your moving map while enroute lets you divert before becoming an inadvertent violation. Check TFRs during preflight AND monitor them in flight, especially near major events or presidential movements.

What ADS-B Weather Is Not

It’s not real-time streaming radar. SiriusXM satellite weather is closer to real-time (about 1-minute updates), has better coverage in mountainous and remote areas, and costs $50+/month. ADS-B weather is free but has the 5-minute NEXRAD latency and ground-station coverage limitations.

It’s not a replacement for a thorough preflight briefing. The FAA requires a weather briefing before IFR flight for a reason. ADS-B weather is an enroute tool, not a substitute for flight service or ATIS/D-ATIS.

Getting ADS-B Weather in the Cockpit

You need an ADS-B In receiver. Stratux is the open-source option — it receives both 978 MHz UAT (where FIS-B data lives) and 1090 MHz ES (traffic), then sends everything to your iPad over WiFi. The Crew Dog Electronics Stratux receiver handles both bands and pairs with any major EFB app.

Bottom Line

• ADS-B NEXRAD: 5-minute update rate — strategic tool, not tactical
• METARs/TAFs: real-time observations — use them for destination updates enroute
• PIREPs: real pilot reports — the best turbulence and icing data you’ll get
• AIRMETs/SIGMETs: don’t ignore these — they’re issued for a reason
• TFRs: check them, then check them again while airborne

ForeFlight is the most popular EFB among Stratux users, and for good reason—it’s powerful, well-designed, and plays nicely with third-party hardware. But there are a few setup quirks that trip up new users.

This guide walks you through the full setup, from first connection to synthetic vision, with fixes for the most common issues we see in support tickets.

Step 1: Power Up and Connect

This part is straightforward, but let’s make sure the basics are solid.

Power On Stratux

Plug in the battery and wait for the lights:

• Red light = Power on
• Green light = System ready

Wait until the green light is solid. This takes 30-60 seconds after boot. If it’s flashing or off, see the troubleshooting section at the end.

Connect to Stratux WiFi

On your iPad:

1. Open Settings → WiFi
2. Select the “stratux” network
3. Enter the password (printed on your case label, usually “stratux”)
4. Important: When iOS says “No Internet Connection,” tap “Use Without Internet”

This last step is critical. iOS will try to switch back to cellular if it thinks the WiFi is “broken.” You need to tell it to stay connected even without internet.

Open ForeFlight

Launch ForeFlight. It should auto-detect Stratux within a few seconds.

To verify:

1. Tap More → Devices
2. You should see “Stratux” listed
3. Status should show green checkmarks for:
4. GPS (if enabled)
5. ADS-B Traffic
6. ADS-B Weather
7. AHRS (if you have the AHRS upgrade)

If you see this, congratulations—you’re connected. If not, jump to the troubleshooting section.

Step 2: Configure GPS

Here’s where things get interesting. You have a choice: use Stratux GPS, or use your iPad’s built-in GPS.

WiFi-Only iPad

If your iPad doesn’t have cellular, it doesn’t have GPS. You must use Stratux GPS. Without it, you have no moving map.

To enable Stratux GPS:

1. ForeFlight → More → Devices
2. Tap on Stratux
3. Enable “Use as GPS Source”

Done. Your iPad now has GPS.

Cellular iPad

If your iPad has cellular, it has its own GPS. You can use either Stratux GPS or iPad GPS.

Use Stratux GPS if:

• You want synthetic vision (it integrates better with AHRS)
• You want a single position source for everything

Use iPad GPS if:

• You trust Apple’s GPS more than a $15 module
• You want a backup if Stratux fails

For most pilots with cellular iPads, we recommend iPad GPS + Stratux for traffic/weather. Disable Stratux as a GPS source in ForeFlight devices.

Step 3: Set Up Traffic Display

ForeFlight shows traffic automatically, but there are settings you should know about.

Vertical Filter

By default, ForeFlight only shows traffic within ±3,500 feet of your altitude.

This is intentional—it declutters the display. But if you’re wondering why traffic “disappeared,” check your altitude. That Cessna you saw at 5,500 feet? If you climbed to 10,000, it’s now filtered out.

To adjust the filter:

ForeFlight → More → Settings → Map → look for traffic altitude filter.

Traffic Source Labels (Optional)

Want to see which frequency each aircraft is broadcasting on?

1. Open the Stratux web interface: http://192.168.10.1 (while connected to Stratux WiFi)
2. Go to Settings
3. Enable “Traffic source display”

Now ForeFlight callsigns will show a prefix:

• e = 1090ES (Mode S)
• u = UAT (978 MHz)

Useful if you’re a data nerd. Not essential for most pilots.

Your Own Aircraft Showing Up Wrong?

If you see a “ghost” aircraft following you at your altitude and position, that’s TIS-B echoing your own ADS-B Out.

Fix:

1. While flying, open http://192.168.10.1 → Traffic
2. Find the target at exactly your altitude, 0.1 miles away
3. Note the ICAO hex code (6-character identifier)
4. Go to Settings and enter that code in “Ownship ICAO Address”

This filters out your own return. Problem solved.

Step 4: Enable Weather Layers

Weather flows automatically once you’re airborne, but you need to enable the map layers.

Turn On Weather in ForeFlight

1. Open the Map
2. Tap the layer icon (looks like stacked squares) in the top toolbar
3. Enable:
4. NEXRAD (radar)
5. METARs (airport weather)
6. TFRs (temporary flight restrictions)
7. Winds Aloft (if you want them)

Why You Don’t See Weather on the Ground

This is normal. Weather comes from 978 MHz ground towers, which are line-of-sight. On the ramp, terrain, buildings, and the Earth’s curvature block the signal.

Once you’re around 1,000 feet AGL, weather will start flowing in. Be patient—it can take 2-3 minutes at altitude for the initial download.

Step 5: Set Up AHRS (Optional)

If you have the AHRS upgrade, you can get synthetic vision and attitude display in ForeFlight. This takes a few extra steps.

Check That AHRS is Connected

1. ForeFlight → More → Devices
2. Tap Stratux
3. Confirm AHRS shows a green checkmark

If it’s not connected, check that your AHRS board is properly seated on the Raspberry Pi GPIO pins and that the fan is connected.

Enable Synthetic Vision in ForeFlight

1. ForeFlight → More → Settings
2. Scroll to “Display” or “Map” (depends on version)
3. Enable “Synthetic Vision”

ForeFlight AHRS “Danger Zone” Profile

ForeFlight restricts third-party AHRS by default—they want you to buy a Stratus. To unlock Stratux AHRS:

1. Watch this video: ForeFlight AHRS Setup
2. Install the configuration profile as shown
3. Restart ForeFlight

This is a one-time setup. Once the profile is installed, AHRS works like any other device.

Calibrate AHRS

AHRS needs to know which way is “level.” You need to calibrate twice: once in Stratux, once in ForeFlight.

In Stratux:

1. With the aircraft parked level (not on a slope!), open http://192.168.10.1
2. Go to AHRS → Calibrate
3. Click “Set Level”

In ForeFlight:

1. With the aircraft still level, go to ForeFlight Instruments
2. Tap the attitude indicator
3. Follow the on-screen calibration prompts

Do both. ForeFlight’s calibration fine-tunes its own display based on Stratux’s raw data.

AHRS Disclaimer

Stratux AHRS is not certified for instrument flight. It’s a backup situational awareness tool. Keep your scan on the real instruments. Synthetic vision is for “wow, cool” and catching unusual attitudes early—not for flying approaches in IMC.

That said, it’s remarkably accurate for a $20 sensor.

Common Issues (And How to Fix Them)

These are the top five problems from our support tickets.

Issue: ForeFlight Doesn’t See Stratux

Symptoms: Devices list is empty, or Stratux shows “Not Connected”

Fixes (try in order):

1. Confirm iPad is connected to “stratux” WiFi (check Settings → WiFi)
2. Toggle iPad WiFi off, wait 5 seconds, turn it back on
3. Force-quit ForeFlight and reopen it
4. Restart Stratux (unplug battery, wait 10 seconds, plug back in)
5. If still nothing, reflash the Stratux SD card with the latest software from stratux.me

Most common cause: iPad switched back to cellular because you didn’t tap “Use Without Internet.”

Issue: No GPS Lock

Symptoms: GPS shows “Not Communicating” or never gets a fix

Fixes:

1. Move Stratux to a window or outside with a clear view of the sky
2. Wait 10-20 minutes on first boot (GPS needs to download satellite almanac)
3. Open the case and check that the GPS module is fully inserted in the USB port (it gets knocked loose easily)
4. If still no fix after 20 minutes outdoors, the GPS module may be defective

Most common cause: GPS chip knocked loose. Push it back in. Problem solved.

Issue: No Weather Shows Up

Symptoms: Weather layers enabled, but no radar or METARs appear

Fixes:

1. Check that you’re at altitude (1,000+ feet AGL). Weather doesn’t work on the ground.
2. Open http://192.168.10.1 and confirm “978 MHz” shows active reception
3. Wait 2-3 minutes—initial weather download takes time
4. Check that weather layers are actually turned on in ForeFlight (layer icon → NEXRAD)

Most common cause: Expecting weather on the ground. It’s line-of-sight. You need altitude.

Issue: AHRS Shows Red X in ForeFlight

Symptoms: AHRS connected, but ForeFlight shows a red X on the attitude indicator

Causes:

• AHRS calibration lost (aircraft was moved or you did aerobatics)
• AHRS not calibrated after installation
• Extreme bank angle or unusual attitude confused the sensor

Fix:

1. Land and park level
2. Recalibrate in Stratux (http://192.168.10.1 → AHRS → Set Level)
3. Recalibrate in ForeFlight (Instruments → tap attitude indicator)

AHRS will drift if the aircraft moves between calibration and flight. Always calibrate right before takeoff.

Issue: Traffic Altitude is Wrong

Symptoms: Your own aircraft shows at the wrong altitude, or other traffic altitudes seem off

Cause: ForeFlight may be using pressure altitude instead of GPS altitude for ownship.

Fix:

1. Open http://192.168.10.1 → Settings
2. Find “Report GPS Ownship” or similar setting
3. Toggle it and test

Alternatively, make sure your iPad GPS (if using it) has a good fix. Bad GPS = bad altitude.

You’re All Set

That’s it. Stratux connected, GPS working, traffic displaying, weather flowing, AHRS calibrated.

From here, the system just works. Power on before flight, connect your iPad, and go fly.

If you run into issues we didn’t cover here, check the full knowledge base at support.crewdogelectronics.com or hop into our Discord. The community is active and helpful.

Welcome to free traffic and weather.

A pilot on our Discord said it best: “Having every single component be replaceable including the power source is huge.”

He was comparing Stratux to sealed commercial ADS-B receivers. When a Sentry’s battery dies in three years, you don’t replace the battery. You buy a new Sentry. The whole thing. $500+ gone.

With Stratux, you replace the $20 battery. Or the $10 antenna. Or the $30 SDR radio. One part at a time. Forever.

This isn’t an accident. Repairability is a design philosophy, and it’s the single biggest differentiator between Stratux and commercial aviation electronics.

The Framework Laptop Parallel

If you follow consumer tech, you’ve heard of Framework. They make laptops where every component is modular and user-replaceable. Battery, keyboard, ports, screen, motherboard—all swappable with basic tools.

It’s the opposite of modern electronics, where a cracked screen or dead battery means buying a whole new device.

Stratux follows the same philosophy, but for aviation.

What Makes Stratux Repairable?

No Proprietary Parts

Every component in a Stratux is a standard, off-the-shelf part:

• Raspberry Pi (the brain) — available from dozens of vendors worldwide
• RTL-SDR dongles (the radios) — commodity hardware, $10-25 each
• GPS module — standard USB receivers, widely available
• AHRS board — Raspberry Pi HAT using common sensors
• Battery pack — standard USB power banks
• Antennas — SMA connectors, universal threading
• Case — laser-cut acrylic or 3D-printed, designs are open-source

Nothing is locked down. Nothing is encrypted. Nothing requires a dealer tool or proprietary software.

No Glue, No Welds

Open a Sentry and you’ll find adhesive, potting compound, and a sealed enclosure. It’s designed to never be opened.

Open a Stratux and you’ll find screws. Four screws hold the case together. Components plug into standard USB and GPIO headers. The GPS module is friction-fit. The SDRs slide out. The Pi lifts out.

You can disassemble and reassemble a Stratux with the included mini screwdriver in about three minutes.

No Vendor Lock-In

Because the hardware is open-source and the software is community-maintained, you’re not dependent on a single company staying in business. If Crew Dog Electronics closed tomorrow, you could still:

• Download the Stratux firmware from GitHub
• Source replacement parts from Adafruit, Amazon, or AliExpress
• Get support from the Reddit and Discord community
• Build your own from scratch using the public schematics

This is the power of open-source hardware. The product outlives any single vendor.

What It Actually Costs to Repair

Let’s get specific. Here’s what each component costs if it breaks:

Component	Replacement Cost	When You’d Replace It
Raspberry Pi 4 (2GB)	$35-45	Never, unless physical damage or you want Pi 5
1090 MHz RTL-SDR	$25-35	Antenna port breaks, SDR chip fails (~rare)
978 MHz RTL-SDR	$25-35	Same as above
GPS Module (VK-162)	$10-15	Knocked loose (easy fix) or actual failure (~rare)
AHRS Board (BMP280/MPU9250)	$5-15	Almost never—solid-state sensors
Battery (standard size)	$15-25	Every 2-3 years (normal wear)
Battery (6-hour upgrade)	$25-35	Every 2-3 years
Battery (12-hour upgrade)	$35-50	Every 2-3 years
978 MHz Antenna	$8-12	Physical damage (stepped on, crushed)
1090 MHz Antenna	$8-12	Same as above
Cooling Fan	$5-10	Almost never
MicroSD Card	$8-15	Corruption (just reflash), or 2-3 years of writes
Case (acrylic)	$15-25	Cracked in luggage, or you want a different color

Total cost to replace everything: Around $200-250.

Cost of a new Sentry when the battery dies: $500+.

Cost of a new Stratux when the battery dies: $20.

Total Cost of Ownership

Let’s play this out over five years.

Commercial ADS-B Receiver (e.g., Sentry)

• Year 0: $500 (purchase)
• Year 3: $500 (battery non-replaceable, buy new unit)
• Year 6: $500 (repeat)

Total over 6 years: $1,500

Stratux

• Year 0: $250 (purchase a pre-built unit)
• Year 2: $25 (replace battery)
• Year 4: $25 (replace battery again)
• Year 5: $30 (upgrade to Raspberry Pi 5 because you want better performance)

Total over 6 years: $330

You’re not just saving money. You’re avoiding waste.

Real Repairs from Real Pilots

These are actual issues customers have brought to us, and how repairability saved them:

“GPS stopped working after a hard landing.”

Diagnosis: GPS module knocked loose from USB port.
Fix: Open case, push module back into USB slot. Optionally hot-glue in place.
Cost: $0.
Commercial receiver: Send it in for repair or buy new.

“Dropped my Stratux and cracked the case.”

Diagnosis: Acrylic case fractured.
Fix: Order new case ($20), swap internals in 5 minutes.
Cost: $20.
Commercial receiver: No case replacement available. Buy new unit.

“SDR antenna port broke off after years of use.”

Diagnosis: 978 MHz SDR pigtail connector failed.
Fix: Replace the $30 SDR dongle.
Cost: $30.
Commercial receiver: Internal antenna, not user-serviceable. Buy new unit.

“Want better GPS performance for AHRS.”

Diagnosis: Not a failure—pilot wanted an upgrade.
Fix: Swap internal GPS for external roof-mount GPS ($25).
Cost: $25 and 10 minutes.
Commercial receiver: Not possible.

Why This Matters Beyond Cost

Repairability isn’t just about saving money. It’s about control.

When you own a Stratux, you own the whole system. You understand how it works. You can diagnose issues. You can fix problems yourself, in the hangar, without shipping anything or waiting for a support ticket.

You wouldn’t fly an airplane you can’t inspect. Why use avionics you can’t open?

Sustainability and E-Waste

The aviation industry generates e-waste just like every other industry. Sealed units with non-replaceable batteries end up in landfills.

Stratux fights this in two ways:

1. Longevity through repair. Replace what breaks. Keep the rest.

2. Upgrade paths. When the Pi 4 came out, Stratux users swapped their Pi 3s. Same case, same SDRs, same GPS. Just a $40 upgrade instead of a $500 replacement.

Technology changes. Stratux adapts. Your sealed competitor box? Obsolete.

The Right-to-Repair Movement

Farmers can’t fix their own tractors. Hospitals can’t repair their own medical devices. Consumers can’t replace their own phone batteries—not without a heat gun and a prayer.

The Right-to-Repair movement is pushing back. The idea is simple: if you buy it, you should be able to fix it.

Stratux doesn’t just support Right-to-Repair. It embodies it.

Every schematic is public. Every component is documented. Every repair is possible. And if we ever disappeared, the community could continue without us.

What This Means for You

If you’re deciding between Stratux and a commercial receiver, ask yourself:

• Do you want to own your equipment, or rent it from a manufacturer?
• When the battery dies in three years, do you want to spend $20 or $500?
• Do you want the option to upgrade components, or buy entirely new units every few years?
• Do you value the ability to fix things yourself?

If the answer to any of those questions is yes, repairability matters.

Stratux isn’t just cheaper upfront. It’s cheaper over time, more sustainable, and more adaptable. It’s the Framework Laptop of aviation electronics.

And when something eventually breaks—because everything breaks—you’ll fix it for $20 instead of replacing it for $500.

That’s the philosophy. That’s the difference.

If you’re new to flying or recently got back in the cockpit after a few years away, you’ve probably heard the term “ADS-B” thrown around. Maybe your instructor mentioned it, or you saw other pilots with tablets showing traffic. Here’s what you need to know.

The Simple Version

ADS-B stands for Automatic Dependent Surveillance-Broadcast. Strip away the jargon and it means this: modern aircraft continuously broadcast where they are, and ground towers rebroadcast that information along with free weather data.

No radar ping. No controller asking your position. The aircraft tells everyone, automatically, about once per second.

Why the FAA Mandated It

As of January 1, 2020, the FAA requires ADS-B Out in most controlled airspace. The reason is straightforward: radar is old technology. It’s expensive to maintain, coverage has gaps, and it only works where there are radar sites.

ADS-B flips the model. Instead of ground stations painting you with radar, your aircraft broadcasts its own position using GPS. Air traffic control sees you. Other aircraft see you. The system works over oceans, in remote areas, anywhere with GPS coverage.

It’s more accurate, more reliable, and cheaper to run. That’s why it’s now the backbone of the US airspace system.

ADS-B Out vs ADS-B In: What’s the Difference?

This is where it gets interesting for GA pilots.

ADS-B Out means your aircraft is broadcasting. If you fly in Class A, B, or C airspace (or above 10,000 feet), you must have ADS-B Out equipment installed. This is the mandate everyone had to comply with by 2020.

ADS-B In means you’re receiving. This is optional, but it’s incredibly useful. With an ADS-B In receiver, you can see:

• Traffic: Other aircraft broadcasting their position
• Weather: Free NEXRAD radar, METARs, TAFs, TFRs, winds aloft

ADS-B In is not required. But if you’ve ever paid for XM Weather or wanted real-time traffic awareness without a $10,000 panel mount, this is the solution.

The Two Frequencies: 1090 MHz and 978 MHz

ADS-B operates on two frequencies in the US, and understanding the difference matters.

1090 MHz (Mode S Extended Squitter)

This is the international standard. Airliners, jets, and most transponder-equipped aircraft broadcast on 1090 MHz. It works worldwide, even over oceans.

If you’re sitting on the ground with an ADS-B receiver, you’ll see 1090 MHz traffic directly—no altitude required. You’re picking up the broadcasts from aircraft themselves.

978 MHz (UAT – Universal Access Transceiver)

This is a US-only frequency, limited to aircraft flying below 18,000 feet. The cool part: FAA ground towers broadcast on 978 MHz. They rebroadcast nearby traffic (including 1090 MHz aircraft you can’t hear directly) AND send free weather data called FIS-B.

The catch: 978 MHz is line-of-sight. On the ground, you won’t receive it—terrain, buildings, and the curvature of the earth block the signal. But once you’re around 1,000 feet AGL, you’ll start picking up the towers and the weather flows in.

What You Get for Free

When you have an ADS-B In receiver and you’re flying at altitude, the FAA’s ground network sends you:

• NEXRAD radar imagery (regional and CONUS)
• METARs (current airport weather)
• TAFs (terminal forecasts)
• PIREPs (pilot reports)
• TFRs (temporary flight restrictions)
• Winds aloft
• NOTAMs

This is the same data pilots used to pay $500+/year for via XM Weather. Now it’s free, courtesy of the FAA’s ADS-B infrastructure.

No subscription. No cellular connection. Just your receiver and the sky.

How Does Stratux Fit In?

Stratux is a portable ADS-B In receiver. It listens to both 1090 MHz and 978 MHz, decodes the data, and sends it to your tablet or phone via WiFi. Your EFB app—ForeFlight, Avare, FlyQ, iFly, SkyDemon—displays the traffic and weather just like a built-in system.

The difference: Stratux costs a fraction of commercial ADS-B receivers, and because it’s open-source, you’re not locked into a single vendor or app.

What Stratux Does

• Receives 1090 MHz traffic directly from aircraft
• Receives 978 MHz traffic and weather from FAA ground towers
• Includes GPS for your position (great for WiFi-only iPads)
• Optional AHRS module for synthetic vision and attitude display

What Stratux Doesn’t Do

Stratux is an ADS-B In receiver. It does not transmit. It won’t fulfill your ADS-B Out mandate. If you need ADS-B Out, you’ll need a certified transponder installed by an avionics shop.

But for situational awareness—seeing traffic, getting weather, adding GPS and AHRS to your tablet—Stratux does the job for a few hundred dollars instead of a few thousand.

Who Benefits Most from ADS-B In?

Not everyone needs an ADS-B receiver, but these pilots get the most value:

VFR pilots in busy airspace: If you fly near Class B or C airports, seeing traffic before your instructor or controller calls it out is huge for situational awareness.

Cross-country fliers: Free weather beats guessing. NEXRAD on your tablet lets you see buildups, route around weather, and make better go/no-go decisions.

Pilots with WiFi-only iPads: If your tablet doesn’t have GPS, Stratux provides position for your moving map.

Budget-conscious aviators: Flight training and aircraft ownership are expensive. ADS-B In receivers put professional-grade situational awareness tools in reach for a few hundred bucks, not a few thousand.

Common Questions from New Pilots

“Will I see all the traffic around me?”

Not quite. You’ll see aircraft that have ADS-B Out (required in most controlled airspace). You won’t see older aircraft without ADS-B, gliders, ultralights, or aircraft not required to have it.

That said, the FAA’s TIS-B service rebroadcasts some radar-tracked aircraft on 978 MHz if you have ADS-B Out yourself. The coverage is good and getting better every year.

“Do I need altitude for it to work?”

For 1090 MHz traffic: No. You’ll see aircraft broadcasting on 1090 MHz even sitting on the ramp.

For 978 MHz traffic and weather: Yes. The ground towers are line-of-sight, so you need to be airborne—typically 1,000 feet AGL or higher.

“Can I use this instead of a weather briefing?”

ADS-B weather is excellent for en-route updates, but it’s not a substitute for a proper preflight briefing. The data can be delayed (up to 5 minutes for NEXRAD), and not all weather products are included.

Use ADS-B weather as a supplement, not a replacement.

The Big Picture

ADS-B is now the foundation of the US airspace system. The mandate pushed everyone to upgrade, but the side benefit is free traffic and weather for anyone with a receiver.

You don’t need to spend thousands on a panel-mount system. A portable ADS-B In receiver like Stratux gives you traffic awareness, real-time weather, GPS, and optional synthetic vision—all for the cost of a few hours of rental time.

Whether you’re a student pilot, a weekend warrior, or someone flying serious cross-countries, ADS-B In is one of the best cockpit upgrades you can make.