Interesting that you should link to an article that makes this statement:
Unlike ADS-B, FLARM is designed for collision avoidance.
Mike
At 01:44 AM 3/12/2010, you wrote:
Please note that the ADS-B system as it is being discussed in the US is
fundamentally different from ADS-B systems anywhere else in the world: The
US is planning to use UAT for the lower airspace which may allow higher
bandwidth and more services but is incompatible with 1090ES which is used
everywhere else.
Therefore the FAA's decisions and roadmap have very little value for
Australia (or anywhere else).
To read more about ADS-B (in the US) go to:
http://www.gliderpilot.org/FLARM-About-Transponders-And-ADSB
Enjoy
Urs
FLARM
-----Original Message-----
From: [email protected]
[mailto:[email protected]] On Behalf Of Mike
Cleaver
Sent: Donnerstag, 2. Dezember 2010 05:13
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] ADSB - CASA extends comment period
>CASA today issued the attached message:
Subject: CASA DP 1006AS - Proposed Strategy and Regulatory Plan in
support of the Australian Government's Aviation White Paper
From: CASA mailing lists <[email protected]>
The comment period to
<http://casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_100228>DP
1006AS - Proposed Strategy and Regulatory Plan in support of the
Australian Government's Aviation White Paper has now been extended:
Comments now close: 14 December 2010.
For those considering an individual response that allows more time to
get your thoughts together. In relation to the technical side of
ADS-B, that following press release is an indication of how the FAA
is building its system - with a lay account of how ADS-B works, with
the satellite link being from the local ground stations - 300 in the
US - to the ATC control centres. Importantly it is clear about ADS-B
being cheaper than the full Mode S system.
"FAA clears ITT-deployed ADS-B system for nationwide rollout
WHITE PLAINS, N.Y., 30 Nov. 2010. ITT Corp. in White Plains, N.Y.,
received clearance from the U.S. Federal Aviation Administration
(FAA) for nationwide deployment of the satellite-based air traffic
surveillance system, Automatic Dependent Surveillance -- Broadcast
(ADS-B). ITT provides radios, routers, and radio control stations for
the program. This means that air traffic controllers can now more
accurately separate aircraft in the U.S. with ADS-B coverage by
displaying aircraft tracked through the new ADS-B global positioning
technology, as well as displaying traditional radar monitoring.
Benefits include more accurate information and more rapid updates
than current systems, says John Kefaliotis, ITT's vice president of
next generation transportation systems. "We will be able to deploy
surveillance where never before such as on oil platforms," he says.
Since 2007, ITT has been under contract to the FAA to deploy the
ADS-B ground infrastructure in support of the FAA's overall Next
Generation Air Transportation System (NextGen) initiative to
modernize the U.S. National Airspace System. For more on ADS-B, see
related story ADS-B In brings air traffic management to pilots in the
cockpit.
Commissioning the system follows ADS-B implementation by ITT at four
sites in Alaska, the Gulf of Mexico, Louisville, Ky., and
Philadelphia. The "ADS-B technology we provided for these four sites
is for critical services also known as surveillance services,
Kefaliotis says. Critical means critical to air traffic control, he adds.
The next step involves essential services, which cover Traffic
Information Services-Broadcast (TIS-B) and Flight Information
Services-Broadcast (FIS-B). TIS-B provides air traffic situational
awareness from ground sources such as radar and FIS-B provides
information such as weather reports.
For this program test sites was determined due to the variety of
operational environments and challenges, Kefaliotis says. Technology
was then deployed to that test site, and then it was evaluated and
approved for nationwide deployment, Kefaliotis says.
The ADS-B radios
"We've got 300 radio stations completed and will have 800 by 2013"
when the program is complete, he adds. The radios provided by ITT are
not commercial-off-the-shelf (COTS), Kefaliotis says. They were
designed with stringent FAA requirements for receiving airborne data
reports, he adds. ADS-B radios are less expensive than radar radios.
The radios operate on a frequency of 1090 MHz, which was allocated
for this radio, he continues. ITT's radio architecture enables the
radios to distribute information to any ATC facility, he says. ITT
has three major radio control systems set up nationwide to enable the
network -- Ashburn, Va., Dallas, and Redwood City, Calif.
The radio control stations provide central processing and data
distribution services, he says. Some installations will have backup
radar control but some will not, he notes. For those aircraft not
equipped with ADS-B the ATC facilities can merge ADS-B data with
radar data creating a TIS-B capability, Kefaliotis says. for those
not equipped with ADS-B, he continues.
ITT's ADS-B team includes: AT&T, which provides the network; Thales,
which provides the radios and multi-sensor tracker; WSI, who is the
weather service provider; Sunhillo, which provides the service
delivery point (SDP) equipment; Pragmatics, which provides software
development support; and SAIC, which provides engineering and
implementation support.
http://www.militaryaerospace.com/ "
>So what we are really arguing is the nature of the rf link, not the
>mandatory fitment of these devices. A simple ADSB OUT transmitter
>actually will be the rf section of a Mode S transponder. Yes the
>peak transmitted power is high but the pulses are short. I doubt the
>current saving will be large.
>Other airspace users will want much more range than offered by
>Flarm. 10nm might be a minimum so that you can avoid targets from
>beyond visual range.
>Given the FAA 2020 mandate, lots of luck convincing the bureaucratic
>juggernaut to change direction. They might, but be careful what you
>wish for, there may be side effects you don't like.
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