![]() Out transponder supports ES for ADS-B(out) but cannot be changed from SIL=0 so we are stuck with that. The GA air and ground systems should see it and that is what counts. But commercial systems will anyway see the transponder which is the primary (and mostly only) system that radars and airliner TCAS uses so that takes care of that risk. People have said that ADS-B(out) through a transponder with SIL=0 will not be seen by commercial systems so is no good.Some further thoughts from my own RV-8 installation – PowerFLARM on the coaming, ADS-B(out) via FUNKE transponder (SIL=0), PAW integrated as a hub for traffic data sending Wifi to 2 iPads with Skydemon and audio to the intercom: ![]() Once mooted as available for ADS-B only I gather it can be used for the EC system of your choice. The Government is about to announce a subsidy payment scheme for EC installations in GA aircraft and UAVs so the time is right to be looking at this. Bear in mind that although the CAA seemed to have a traditional mindset on ADSB or nothing, that has changed in the recent past and a network of systems now seems to be the way ahead. When you look at different EC fits, test them against 1 and 2 and see what you get for your money. The available systems are ADS-B on 1090 MHz and possibly 978 MHz if that comes to pass (which it might well), FLARM on 868MHz or PAW on 869 MHz. You may not see some of them but they may be able to see you. For example 15% of aircraft had ADS-B(out), many more aircraft had ADS-B(in) so some 33% of all aircraft had some interoperability. The mix of EC equipments looks complicated but we have analysed the interoperability in the conclusions. Whist this is a changing situation you can download a snapshot analysis of that on our website here We collected all the data at the LAA Rally last year and extrapolated the result to match the aircraft distribution in the UK aircraft register.
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