Originally Posted by
sunnySA
Not sure that I'm following this focus on ADSB. Unless the PSA CRJ had ADSB-IN, then the absence of ADSB-OUT in the Army helicopter is irrelevant to the accident.
In recent investigations ATSB (Australia) has been pushing the merits of ADSB-IN. NTSB's (and ATSB's) remit is rather broad and can be used to push a particular agenda.
FAA (and CASA) can mandate ADSB-IN in all powered aircraft, and the US (and AU) Governments could easily fund the fitment from the Government coffers. Every billionaire in the Forbes Top 200 Richest People in America could easily afford to fund ADSB fitment. Would certainly improve their Philanthropy scores.
Be interesting to see whether PSA Airlines tick the ADSB-IN option with their next fleet order, or retrofit their fleet with ADSB-IN.
The Collins Proline 4 avionics system found on the CRJ has no provision for ADSB-IN, and knowing how the system works at a low level, I don’t think there is any way it could be added. It would probably require the addition of a dedicated display unit such as the Garmin GI-275, which is capable of displaying ADSB-IN when operating in MFD mode.
Adding the mandated ADSB-OUT capability to the Proline 4 was a simpler exercise as it mainly required upgrading the TDR-94 transponders and making use of already-available ARINC-429 data from the Air Data Computers, AHRS/IRS and GPS