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13

ADS-B is part of a system that compromises a number of different things. ADS-B (In) means that your aircraft is capable of receiving the ADS-B data, FIS-B and TIS-B as well. FIS-B broadcasts information such as weather. TIS-B is a traffic broadcast system. ADS-B includes a number of messages (about 27 different messages), including: Aircraft Identification ...


6

There is not much gained by the third dimension for your use case. In GA you generally want to avoid any active weather. Why make it more complicated? can't go over it (performance limited) can't go under it (microbursts can kill you) => only way is to go around it and therefore no need for that 3D information.


5

The answer is "All of the above." The left hand side of this slide from a NASA Powerpoint deck pretty much covers your question. The full slide deck from the presentation can be seen here.


5

I've decoded the message with my own decoder. I don't claim it is bug free, but it is designed to follow the 1090ES MOPS (ADS-B Minimum Operational Performance Standards) very closely and gives warnings when messages deviate from the standard. I forced decoding conforming to version 2 of the MOPS, which is the latest standard. HEX: ...


4

It may work. It may not work. Nobody knows. If you use a non-certify equipment when you are required to use the certified one you are breaking the law. Nobody can be sure your equipment will work as required but everybody are sure you are breaking the law. Don't do it. You are endangering your life and others.


4

Why dont we ditch the old radio system full of parasties and use ADS-B instead for voice communications instead? Well, why don't we use televisions for washing dishes? Because televisions don't wash dishes. Likewise, ADS-B doesn't carry an audio signal, so it can't be used for voice communications. Perhaps ADS-B could be modified to carry voice signals, ...


4

ADS-B is very low bandwidth and is completely unsuitable for carrying voice traffic. The answer to the "why don't we" question is quite simply "it doesn't work that way".


4

Currently, FAA's "fusion" software uses discrete squawk codes to merge targets generated by different surveillance systems, i.e. SSR (often several of them) and ADS-B. They plan to upgrade the software so it can merge targets based on Mode S hex code as well, but (as of early 2019) that hasn't been rolled out yet. Once that is in place, ATC will switch to ...


4

One can easily get lost in the alphabet soup that is datalink. Both ACARS and ADS-B provide datalink applications – which can be broken down in terms of CNS: Communication, Navigation, and Surveillance. ACARS is used for: Communication: includes uplinking (ground → aircraft) weather data upon a downlink request to the company/service provider – not a ...


3

Most air traffic control systems nowaday have various safety net functions built into them. Short Term Conflict Alerting is one of these functions. Short Term Conflict Alerting (STCA) works on the basis of extrapolating the current position using velocity and turn rate to predict imminent separation violations. If such a imminent separation violation is ...


3

Data about the height of precipitation would be useful in real-time avoidance of weather phenomena. In fact, this information is provided by NEXRAD and is known as "echo tops." Echo tops also appear in suitably sophisticated SiriusXM weather displays. However, ground based radar is not the primary tool used for weather avoidance, and in particular, ...


3

The danger of VFR flight into IMC is flying into clouds when you aren't properly trained for it. Icing generally only occurs in clouds between -20°C and +5°C. NEXRAD shows the strength of the radar returns, which is usually an indicator of precipitation intensity, though, not clouds, so it doesn't really help avoid either of those things. Regarding why ...


3

ADS-B is more accurate. SSR calculates the distance to a target based on when it receives a reply from the transponder, which is inherently imprecise, and calculates the azimuth by the sweep, which is also inherently imprecise. A blip on a radar scope isn't exactly where the plane is but rather the center of an area where the plane is most likely to be. ...


3

1000 is a blockout code that prevents the ADS-B transmitter from also sending its discrete code, if you enter 1000 on your transponder no Mode 3/A code is sent in the ADS-B OUT message. Its part of AC-20-165B that outlines ADS-B Mode 3/A Code. Currently ATC automation relies on the Mode 3/A code to identify aircraft under radar surveillance and ...


3

My question was due to the confusing mention of ADS-B in what was supposed to be either TIS-B or ADS-R. I've now confirmed that the text on ICAO Doc 9871 Version 2 I quoted was due to a error. In fact DO-260B, and even Doc 9871 Version 2 at table C-37 specify that TIS-B CF=4 is "Fine TIS-B message, AA field contains a 24-bit anonymous aircraft address". ...


2

The FAA does publish a list of towers but no locations, only a generic coverage map. However, the towers do broadcast their own location, and some Stratux users have collected that data and turned it into a map.


2

Just to clarify something to start, NAV CANADA is not a majority shareholder in Iridium Communications Inc., but rather Aireon LLC (the provider of space-based ADS-B service). The Aireon payload is a "hosted" on each of Iridium's NEXT satellites. NAV CANADA has completed its Aeronautical Study for a Canadian ADS-B Out Performance Requirements Mandate and ...


2

This Advisory Circular, although from 2011, is still current and indicates that there will no Transport Canada ADSB mandate (being regulatory, it's not up to Nav Canada). It appears the policy is to foster voluntary adoption of ADSB over time, and Nav Canada will create an environment where aircraft operators will get operational benefits by adopting it. ...


2

As an additional point... the reason ADS was given its own frequencies was so that other communications would not interfere with the needed Position and Identification information sent out via that method. ADS can in many places surplant the need (though I'm not at all suggesting that it should do so) for primary radar. There are too many things that can end ...


1

The display depends on the equipment used. For example, the Avidyne 540 Pilot Guide says this: For Mode-S equipped aircraft, the aircraft ID (e.g. tail number, call sign, etc) may also be displayed adjacent to the traffic symbol. Normally I see a solid white diamond with a dotted line leading away to indicate direction, + or - how many hundreds of ...


1

The key difference appears to be that under the new regulations, aircraft without engine-driven electrical systems and without ADS-B-out will be barred from flying above any underlying Class B or Class C airspace, AT ANY ALTITUDE. This is a function of FAR 91.225(e)(2). Currently, aircraft without electric-engine-driven electrical systems and without ...


1

ADS-B has two defined datalinks, 1090ES and UAT978. UAT978 is, so far, only available in the US. FIS-B is weather radar and similar data, and is only available on UAT978. 1090ES datalink is an enhancement to Mode S that adds DF17 messages with position, velocity and other ADS-B data. TIS-B is a ground-based service that transmits ADS-B-like messages on ...


1

All the recorded transmissions you have, seem to come from the same aircraft. They come all from the onboard (Mode-S) transponder. All transmission with Downlink Format (DF) 17 are ADS-B. Those with DF18 are TIS-B (or ADS-R), you don't have any of these (they are rare in Europe, and more common in the US) Mode-S uses the following DF's: DF4 - altitude ...


1

ADSB Exchange and OpenSky Network both provide access to the data they receive from their contributors. Terms (and payment) may vary depending on whether your use is research or commercial.


1

According to the FAA's Advisory Circular AC20-165B, numbers higher than 2 are allowed: A.2.34 Version Number. The applicable TSO Minimum Operational Performance Standard (MOPS) level is communicated through the version number, which is fixed at the time the ADS-B equipment is manufactured. Version 2 applies to ADS-B equipment that meets MOPS ...


1

For FR24, FA and other flight tracking websites to "see" your aircraft, it will need to have a Mode S transponder (or UAT transmitter if in the US) with ADS-B "Out" installed. That is how they track planes. You shouldn't need to "register" your plane with them unless you want to hide it from others. They may not show it by default anyway if you're not on an ...


1

The ADS-B Out market has quite a few options. Some, like the uAvionix, are small and can be installed in place of a winglight or a taillight and include the GPS receiver for position gathering. See skyBeacon, tailBeacon here: https://uavionix.com/ Others, like some of the Garmin products, are intended to be wired in to the existing transponder and use that ...


1

ADS-B is broadcasted by many aircraft and contains flight and aircraft information. This can easily be received and decoded, either by dedicated devices or a simple 20 bucks TV USB dongle. All information is then sent to flightradar and other sites by the members of their community. (there are also other sources for their data) However, once ADS-B is ...


1

Ground stations only send ADS-R/TIS-B messages for targets within a certain distance horizontally and vertically of ADS-B targets with the CDTI (Cockpit Display of Traffic Information, aka "ADS-B In") flag set. Assuming your CDTI flag is set correctly, the targets you're missing probably aren't close enough to qualify.


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