ADS-B 101: Basics of ADS-B Webinar- Part 1 - Avidyne (w/Subtitles)

this is the adsb 101 basics of adsb webinar my name is Tom Harper I'm the director of marketing for avadine this the things we're going to cover we'll go through on some of the basics of adsb the ins and outs as we call them I got some information on the tsaa program that avid's involved in I'll introduce you to Veritas and then we'll go through some specific flight scenarios I hope you'll find this informative avidan's got a growing product line including our integrated Flight Deck systems our flight control series our multifunction displays our Tas a series which is our Traffic Systems our weather sensors and of course our recently announced uh comnav surveillance uh panel mounted avionic stack so what is adsb adsb is stands for automatic dependent surveillance broadcast test as it implies it's automatic in that it it's you're automatically sending out your position information on a regular basis uh without being interrogated unlike a transponder it's dependent in that it's dependent on GPS we need to have a Precision GPS position so unlike the existing surveillance system that uh we all have been flying under for years and years this system is now tied to the GPS satellite constellation for precision positioning it's surveillance as it suggests it's used by ATC to do uh traffic separation and it's uh again it's broadcast in that everybody is broadcasting their position so why are we doing adsb well from the faa's perspective they're the ones that have really driven this this is really a uh a cost-saving measure in a lot of ways because the ground infrastructure that it takes to support adsb is significantly less than the cost of continuing to maintain all of the second surveillance Radars it is the Cornerstone of this FAA nextg air transport system it's going to you're going to have dramatically increased accuracy from an ATC point of view so they're going to know a lot more about exactly where you're at and where you're going and in terms of uh velocity and Trend and that's going to allow them to pack more airplanes into the same airspace without having to have such huge buffers and margins uh that were were primarily a result of the of the inherent inaccuracy if you will of just a radar based system so uh again the costs are a big deal so what's in it for us is uh pilots and operators well you're going to get the increased safety benefit uh you're going to have a much more accurate ATC however we're also going to be able to see other airplanes ATC is going to have faster update rates so that's going to allow for better position updates and uh there's benefits for search and rescue and of course this free weather we've all heard about with fiz B we'll keep going on that talk to folks about adsb you're going to hear a lot of these different acronyms there's of course adsb which I've already spoken about there's a thing called adsr which is adsb rebroadcast essentially there's a thing called tisb or traffic information service broadcast this is not the same as the old tis transponder you were flying with perhaps uh then there's FSB which is the flight information service broadcast that's the free weather we've talked about you'll hear a term called cdti or cockpit display of traffic information for most of us in GA that's your MFD or some other display that's displaying your traffic Andor weather you may have heard of 1090 es which is the extended squitter modes transponder and there's also the second band which they've uh launched is the uat or universal access transceiver that runs on 978 MHz so there's now two bands in the us for transmitting and receiving adsb signals and there's also adsb in and there's adsb out adsb out is the what's mandated that's your ability to transmit your information about your aircraft including velocity latitude longitude uh those sort of things primarily two ground stations for ATC but also to other aircraft so that's adsb out adsb in is our AB ility as an aircraft owner to receive the adsb out signals of other nearby aircraft it's not mandated there's no mandate for adbn there's enough benefit for Pilots that to to want to equip to to get adsb in so that we can re see all the other airplanes so that we can also get the free weather some cases so why do we have two channels there's 1090 MHz and 978 MHz channels there's three main reasons why they these were developed and this goes back to the Capstone program from the main one is is the concern about congestion on the 1090 mahz frequency range of course all transponders run on 1030 and 1090 MHz all the tcast and Tas Traffic Systems every airliner has a tcast system those all run on 1030 and 1090 MHz there's an assumption back again when Capstone was launched that there'd be a three times growth of the of the US Fleet at any given time um and that there would be a serious congestion Problem by requiring every airplane to be on 1090 that would it would suck up all the bandwidth so they developed this 978 MHz uh frequency range that has a a nice wide bandwidth and then by adding the free weather the intent was is that would draw a lot of the general aviation customers to 978 and free up 1090 for the corporate Jets and the uh High Flyers above 18,000 corporate the airlines Etc so I'm going to take you through each of these in more detail here and hopefully it'll help you understand them each each one of them a little more so let's talk about what what's going on now we've got the current groundbased surveillance radar interrogates aircraft's transponders and it it transmits on a 1030 MHz so it sends out an interrogation your transponder receives that 10 1030 MHz uh interrogation and then it replies on 1090 MHz back to the to ATC and that's how we've done radar separation for years airborne tcast and task systems so traffic advisory systems and uh traffic collision avoidance systems used by um a lot of general aviation and certainly Air Trans transport category aircraft that's essentially an Airborne ground station they transmit out on 1030 MHz and then listen for replies from near transponders of nearby aircraft uh they transmit on 1030 and they listen on 1090 just like a ground station you've heard of these Tiz transponders that have were popular in the late 90s and early 2000s uh for traffic basically uh the groundbased radar sites would take in all the traffic information and that traffic would be encoded on the 10:30 um transmission from the secondary surveillance radar and that would give you a traffic display on your airplane if you were properly equipped those systems are being phased out and notice this traffic is transmitted on 1030 megahertz uh those are being phased out the Tiz B that we're going to talk about is transmitted on 1090 so those t transponders won't be able to operate without some sort of to provide the same function without some sort of software upgrade so with adsb each aircraft is when they're equipped with adsb out is going to transmit their aircraft ID their latitude longitude altitude velocity that's ATC that's adsb out and that's going to allow ATC to identify and separate all the participating aircraft notice this does adsb doesn't require an interrogation signal in order for for you to reply everybody's just blasting out their position remember it's automatic broadcast adsb uh that's the automatic and the broadcast parts of it we're all just going to be squirting out our our position information once a second notice non adsb equipped aircraft will still there will still be airplanes that don't equip with adsb after the Mandate is passed in 2020 in the US and there will still be some secondary surveillance radar sites around the country strategically placed remember we're depending on GPS for adsb imagine you get sunspots or something that take out your GPS satellites or you get a GPS equipment failure on board this the old secondary surveillance radar system is still the backup that's why you're still required to carry a transponder even in an adsb world so aircraft with adbn if you're properly equipped for adbn you can receive the adsb out signals of nearby aircraft and that's what we're illustrating here now this is where in the US it gets kind of Muddy because because there's 1090 MHz and there's also a 978 MHz solutions for for adsb there's going to be guys that can't talk to one another so because of these mixed frequency bands we have here that's going to restrict the ability depending on how you're equipped to see everybody around you in this example this 1090 MHz equipped aircraft can see the other 1090 airplanes but he's not able to see this 978 MHz equipped airplane nor is he able to see uh this non adsb airplane so in this in this particular scenario so adsr which I talked about a minute ago so it is adsb rebroadcast that's this is what solves that dilemma adsr is the retransmission of all the 978 MHz equipped aircraft on the 1090 MHz frequency so you can see here this guy is 978 he sends his signal to the ground his position is rebroadcast up to the 10 90 guy he gets this guy directly he gets this guy directly he gets this guy indirectly through the ground so there is a bit of latency there by latency you know the the depending on whether you're in a terminal area or in in route area it's either going to be a 6sec sweep or a 12C sweep conversely I'm a if I'm a 978 guy I don't see any of these guys directly but I get them through adsr indect directly on the rebroadcast over the 978 frequency so adsr works on both frequencies to rebroadcast the crossband traffic so what about this guy over here this guy's non non adsb so between now and 2020 we're going to have a bunch of mixed equipage but even after 2020 there will be folks that don't have adsb equipment and T B solves that problem tis B again it's looking at using secondary surveillance radar it's interrogating the nearby transponders of non adsb guys and rebroadcasting that over 978 and 1090 notice it's not over 1030 which is the old Tiz transponders so aircraft equipped with an active traffic system like tcast or Tas will see all the transponder equipped aircraft regardless of whether they're 1090 978 or even non adsb so this guy's got a t Avid task system on board as an example he's going to be able to see the tcast guy this Falcon jet here this Baron with a transponder and even this 152 with a transponder cuz he's interrogating them actively even in an adsb world having an independent active traffic system is going to work everywhere it's going to be independent of how other other people are equipped assuming they have a transponder of course it's not dependent on radar coverage you don't have to wait on interrogation or some groundbased line of sight uh radio and it's certainly not dependent on GPS which uh the adsb is so we think even in an adsb world having an active system is important let's talk about FSB FSB is the so-called free weather that uh is Promised as part of uh the equipage for 978 you have to have a 978 MHz receiver in order to get the the free weather fsbe is not available on 1090 remember this is a groundbased service which may have some line of side issues these FSB systems typically have range and resolution limitations as well they just don't want to send out all the weather for the whole country if you're flying up the East Coast they're trying to manage bandwidth as well here's the airspaces where uh adsb is required in the US after January 1st of 2020 notice around non- towered airports in class D and Class E airspace they're still not required basically any place you need to transm monitor today to fly you're going to need adsb that's the easiest way to remember it for the rest of the world in Europe there are mandates in place and they're primarily for a high fly fast moving airplanes greater than 125 and greater than 250 knots uh by January of 2015 so their mandates coming sooner than ours but it's for the High Flyers and uh for new aircraft and then after 2017 uh they're going to have to start doing uh existing or retrofits have to be in place there are no mandates for the light GA guys that are flying below those the class one class two guys that we have in the states here yet but uh same with Australia they've got mandates for above 29,000 ft uh after December of 2013 so that mandate's coming quick however that's for again for High Flyers uh and then uh in Canada there's already a mandate since 2009 over the Hudson Bay but again for High Flyers above flight level 35 uh you know that's for guys flying trans Oceanic uh this gives them the ability to it's uh same same thing holds true over um Australia you know as a continent Australia is as big as the United States and they've got really good radar coverage around the perimeter where most of the population is but if you're flying uh cross continent over the Outback there's H very little radar coverage and now with adsb all of these aircraft flying in the vicinity are going to be uh broadcasting their positions so they'll be able to self-parody it's really going to open up the airspace and provide a new measure of safety since but there are no mandates for the light flying GA guys yet but they are saying that essentially everybody will migrate to adsb because of the benefits because of the preferred service they're going to get if you're not a participating in adsb you're you may get extended routing you may not get preferred routing uh so uh it's just a matter of time while in the US everybody has to comply by 2020 it's it's a little more in the other parts of the world but it is coming and I think it's a foregone conclusion I'm going to shift gears a little bit and talk about our involvement in tsaa I think you'll find it interesting it does relate directly to adsb

Channel: Avidyne

Views: 92,637

Keywords: ADS-B, Avidyne, Skytrax, 1090Mhz, 978Mhz, garmin, automatic dependent surrveillance, broadcast, ATCRBS

Id: 1kE1Kg0JEYs

Length: 16min 52sec (1012 seconds)

Published: Fri Apr 19 2013