ads-b what is it? what it means to us 1. ads-b aka shooting at a moving target 2
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ADS-BWhat is it? What it means to us
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ADS-B
aka Shooting at a moving target
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What is ADS-B? Automatic Dependent Surveillance Broadcast
◦ Often pronounced “Adds Bee” A key component of NextGen Essentially it squawks your location for use by ATC or other
aircraft◦ A push system NOT the traditional interrogate and reply◦ Aircraft can listen to this directly for traffic advisories or get it from
a FAA rebroadcast◦ A growing concern - it is unencrypted and can be spoofed
It’s key components are:◦ WAAS based GPS◦ A 1090ES transponder OR a UAT
It has been made unnecessarily complex by:◦ Poor naming conventions◦ A platinum plated spec◦ A confusing array of options – PLUS the “mandate”
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So, what is REQUIRED?January 1st, 2020 you MUST have an
acceptable ADS-B out system to fly in controlled airspace ◦ Think of it this way, in airspace you need a
transponder today you will need ADS-B (Class A, B, C)
◦ Additionally required in class E airspace above 10,000 ft (not if <2500 AGL)
◦ Required in the Class Bravo Veil, even below controlled sectors
There is a waiver for aircraft without electrical Systems
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Terminology and functions ADS-B Out
(Req’ed)◦ Identification◦ Current position◦ Altitude◦ Velocity◦ Direction◦ More (see next slide)
ADS-B In (Optional)◦ Traffic Information
Services (TIS-B)◦ Flight Information
Services (FIS-B) ◦ Graphic display’s
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It squawks lots of informationAND it never shuts up!
Length and Width of Aircraft (including height or offset of antennas)
Latitude and Longitude Barometric Pressure Velocity TCAS Installation TCAS RA active ATC Services Mode 3/A code Flight ID (Call sign) Emergency IDENT 24-bit address Emitter Category CDTI Installation (cockpit Display of Traffic Info) Geometric AltitudeThese all need to be configured
correctly
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TerminologyXponder
Solution◦ 1090ES (TSO’ed)◦ Mode S ◦ “Extended Squitter”◦ Requires a certified
WAAS Receiver (TSO’ed)
◦ Required in Class A◦ An international
solution◦ Airlines and Jets will
use◦ Will not get FIS-B data
(unless in equipped)
Universal Access Transceiver (UAT) ◦ 978 MHZ (TSO’ed)◦ Satisfies ADS-B Out ◦ Traffic Information
Services (TIS-B)◦ Flight Information
Services (FIS-B) ◦ US only solution◦ GA solution mainly◦ Other services to come
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Experimental’s got some reliefRecently the FAA announced
◦Experimental aircraft only must meet the performance attributes of ADS-B
◦They do not need to use TSO’ed/STC’ed equipment
◦This is a HUGE cost advantageIt opens a considerable expansion of options for
us (Although SIL code = 0, SDA and “equivalent Performance” may be confusing)
SIL = Source Integrity Level (SIL 2 = 99.999/Flight hour)
SDA = System Design Assurance (Fault Detection essential)
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Certified Aircraft did not - yetIf you fly a certified plane you need to meet
a platinum plated spec◦Certified WAAS receiver PLUS (UAT or 1090ES)◦STC/AML required and associated paperwork◦Seems to be pretty straight forward within the
same family of products (eg Garmin or Avidyne)◦Dealers seem to be in control of distribution
Limits DIY options
UAT is going to cost 4K now plus installation◦ It may come down, it may not
Certified Nav gear plus 1090ES is pricey
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Non TSO’ed UAT Box:
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TSO’ed UAT Box
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Yet another…
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Portable ADS-B IN is evolving Quickly
Portable ReceiversTablet TechnologyBattery Advances
Enablers
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A great strategy is to mix and matchExamples:
◦ If you have certified Mode S and WAAS: Then go 1090ES, inexpensive conversion Consider a portable IN display
◦ If you have an experimental: Buy a non TSO’ed Box Many EFIS displays will connect to them Consider a WiFi link to a tablet for display if
not
The permutations are endless◦Driven by current installed equipment
and different vendors offerings
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Don’t forget to ask for a “ADS-B Aircraft Operation Compliance Report”
Simple to get, ask via email to:◦ [email protected]◦ AEA and FSS reports a significant % of new installs not
compliant SIL code errors (ID’s unit certification) Tail number Errors in set up
An easy way to prove:◦Installation integrity◦Performance to spec/mandate◦Equivalency for non certified aircraft
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A real example:
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A real example:
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Continued:
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Continued:
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The Good news… We have 5 yearsCompetition is heating upMore innovation is certainLegislative relief is always
possible◦Likely the only regulatory relief
possibilityMore relaxation of the
specification possible
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The bad news…The registry tells us there are
170,000 GA planes to equipEstimates are that about 5% of
the fleet converted to dateThe industry is not prepared to
convert all at onceWaiting is both a risk and an
opportunity