Evening Ol’ Fruit
Then there is the small matter of the masive US ITT ground stations (ADS-R) having to ‘load’ the 1090 Band with UAT rebroadcast traffic data.
Which system do you think is less bandwidth (1090) intensive?
1. (US Dual band) = Rebroadcast UAT as 1090 TIS-B + ACAS + Airborne A/C transponders + SSR returns; or
2. (Europe, Aus single band) = ACAS + Airborne scheduled mode S/ES + Mode S scheduled radar returns
Mode A (4096) is only a problem ... IN the USA!!!!
Back to ADS-B, you also say:-
Seeing that the output of the Thales boxes as a receiver, back to the center (however far that might be) carries both the 1090ES and UAT data, are you trying to say that the FAA setup requires two separate "cables" from the one ground station to the center computers, one to carry the 1909ES data, and a completely separate datalink to carry the UAT data. And none of this UAT data can be carried from the Thales (essentially the same box as Airservices) ground station over a satcom link??
Prove it, and I will believe you !!
Jaba’s link proves it -
http://rms.ion.org/wp-content/upload...g-20091210.pdf
A box does not make the whole does it ol’ fruit. From the ITT link
Equipment requirements for
each FAA Dual band ADS-B Ground station (300 nationwide):-
• 60’ tower
• 4 directional 1090 antennae
• 1 omni-antenna for UAT
• Enclosure with two racks of fully redundant equipment including:
• radios,
• data comm. equipment,
• batteries for short-term blackouts, and
• engine generators for long term power outages
Check out the size of the dam’d things (page 31 of Jaba’s link) ….. are you aware of the three data processing centres being built in the US just to manage the data fusion of there dual band behemoth? … no wonder you are so shy with providing links
This all in stark contrast to the single band passive 1090 shoe box sized ground stations used here in Australia … Do you
REALLY think dual band is better?
You also reckon:-
Strange how the FAA don't regard the "aircraft to aircraft" case as particularly critical
From the ITT link:-
What are “critical” ADS-B services?
• ADS-B: Aircraft broadcasts ADS-B messages, other ADS-B equipped aircraft receive these messages as well as the ground radio infrastructure for data delivery to ATC facilities
• ADS-R (Automatic Dependant Surveillance-Rebroadcast): translates for both ADS-B broadcast links
• 1090 MHz for air transport, military & high-end GA aircraft
• 978 MHz Universal Access Transceiver (UAT) for lower cost airborne avionics on aircraft flying below 24,000 feet
Seems the US authorities think it is pretty critical, and to bridge their dual band divide reliably, each and every ground station in the US requires:-
-
Enclosure with two racks of fully redundant equipment
-
batteries for short-term blackouts, and
-
engine generators for long term power outages
Yep, complex, and critical!!!
Don’t need any of that in Oz as it is passive, and air-to-air is completely independent of any ground stations. So even if an ATS ground station in Australia goes tits up, traffic can still see each other no matter Boeing, Airbus, or Jabiru430. Sounds like a good idea eh!
BTW, What do you suppose a US ground station set-up will cost …. Each?
All this to facilitate UAT for US GA, must be cheaper than GA 1090ES then surely?! …. Not according to one manufacturer:-
ADS-B explained
A UAT solution will almost certainly be more expensive than a Mode S based solution, because the Mode S ADS-B solution is built into many existing ATC transponders, whereas the UAT solution is a separate datalink radio. Although there is some hot debate on the subject, you also still need a transponder if you install UAT.
And lastly, you say;-
and yet, here in Australia, you would think we had a massive safety problem with mid airs, and ADS-B was the answer to this maiden's prayer.
Biting that tail again
…… either way, better to address the problem before the mid-airs occur is it not?
Poodle Dip!!