modes S transponder
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Since you are talking about a microlight, you aren't going to have this, so all they will get (using their own equipment) is your identifier (so they know you are within transponder range).
I doubt that Nats publish their secondary radar derived data to all and sundry (otherwise airports wouldn't pay huge fees to get access to it). I don't think I can see any GA on ADS-B flight data | NATS (although there are some higher end GA aircraft with hooked up certified GPSs and ADS-B out).
That linked LAST device is interesting - but the CAA / EASA will need to change the regs unless the GPS device contained in it is certified (not sure what that entails). I believe the last version that someone tried to release didn't get through the various hurdles. Fingers crossed though... Our Mode C transponder doesn't want to talk to an altitude encoder at the moment so is really Mode A. Hasn't caused us any airspace issues yet, but its on the list to be "looked at". If a cheap Mode S comes along we will probably jump!
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That L.A.S.T product - I've just found a reference from 2006 to it and confirmed that the previously linked PDF is dated 2006. Reference here: Transponders for GA, a pain or a gain? « The Digital Aviator
Its maybe the one I'd heard about that didn't go anywhere / had problems?
There is also no reference to it on the named company's website.
Does anyone know anything from more recently?
Its maybe the one I'd heard about that didn't go anywhere / had problems?
There is also no reference to it on the named company's website.
Does anyone know anything from more recently?
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"Does anyone know anything from more recently? "
The project was abandoned when flight testing showed the reduced power was not up to the job, reducing the detection range way below requirements. Long time ago now but was covered in one of the Mode S consultation meetings.
Rod1
The project was abandoned when flight testing showed the reduced power was not up to the job, reducing the detection range way below requirements. Long time ago now but was covered in one of the Mode S consultation meetings.
Rod1
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"Does anyone know anything from more recently? "
The project was abandoned when flight testing showed the reduced power was not up to the job, reducing the detection range way below requirements. Long time ago now but was covered in one of the Mode S consultation meetings.
Rod1
The project was abandoned when flight testing showed the reduced power was not up to the job, reducing the detection range way below requirements. Long time ago now but was covered in one of the Mode S consultation meetings.
Rod1
For a Mode S box like the Trig, all you need for ADS-B is a super fancy certified GPS box that costs a whole bunch more than the Trig.
The set up of ADS-B include things like wingspan and antenna location so aircraft on parallel taxiways won't cross wingtips.
Is that level of certification needed for GA away from major airport taxiways? Your off the shelf GPS will do quite nicely in the air and give the big guys sufficient warning to stay well clear of you. Will IAOPA get the ear of the regulators on this one -- stay tuned. More likely the electronics people will develop an ADS-B box at a GA affordable price before the regulators come around.
The PowerFlarm gives very good information on ADS-B; so, you do have timely information to get out of their way.
The set up of ADS-B include things like wingspan and antenna location so aircraft on parallel taxiways won't cross wingtips.
Is that level of certification needed for GA away from major airport taxiways? Your off the shelf GPS will do quite nicely in the air and give the big guys sufficient warning to stay well clear of you. Will IAOPA get the ear of the regulators on this one -- stay tuned. More likely the electronics people will develop an ADS-B box at a GA affordable price before the regulators come around.
The PowerFlarm gives very good information on ADS-B; so, you do have timely information to get out of their way.
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I ran a test for the LAA on ADS-B out using a Trig mode s and an uncertified GPS. We used a PowerFlarm to detect this on another aircraft. I had to get permission for the CAA to run the test and it had to follow strict guidelines. The ADS-B test was a big success. I understand the rules on ADS-B may be relaxed very soon thanks to pressure form a number of organisations. If the changes come in and you have a Mode S transponder that supports ES (almost no Garmin units in the UK will do this but just about everything else will) then on a permit machine you will be able to connect the RS232 cable and “go”! It will be more complex and expensive on C of A as you will have to get an avionic engineer to do the work and probably will still have to pay a mod fee.
Rod1
Rod1
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Chevron
Correct. What both London and Scottish info sectors do have is what we refer to as a FID "Flight Information Display". OK it's a radar but cannot be used as that. What it is designed to do is assist the FISO'S in hopefully preventing any Airspace infringements from aircraft receiving a basic service from those units.
Let's assume an aircraft advises me he is routing from Oban to Cumbernauld.....at no time will that aircraft ever be identified by me but from the data the aircraft has passed me I notice one of my conspiquety 7401 squawk heading into the Glasgow control zone despite the aircraft telling me he intends to avoid it. My actions would be to pass the details to Glasgow, then transfer the aircraft to Glasgow to let the Glasgow controller pass information to the pilot to either turn him away from their control zone or give him a clearance to enter.
As FISO'S as Chevron said we are not licenced to use the Radar as such so cannot give instructions ......
Both London and Scottish Info are operated by FISOs not controllers, and hence they are simply not licensed to provide radar services.
Let's assume an aircraft advises me he is routing from Oban to Cumbernauld.....at no time will that aircraft ever be identified by me but from the data the aircraft has passed me I notice one of my conspiquety 7401 squawk heading into the Glasgow control zone despite the aircraft telling me he intends to avoid it. My actions would be to pass the details to Glasgow, then transfer the aircraft to Glasgow to let the Glasgow controller pass information to the pilot to either turn him away from their control zone or give him a clearance to enter.
As FISO'S as Chevron said we are not licenced to use the Radar as such so cannot give instructions ......
Thread Starter
you don't need to monitor and build up a pattern of movements to guess that I am unlikely to be in two places at once. The time taken to land, taxi, shutdown, tidy aircraft, put it away, wash hands, make coffee, fill in logbooks, chill a bit, pack car and drive home is more than long enough to turn a house over and scarper.
Rans6....
Rans6....
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I ran a test for the LAA on ADS-B out using a Trig mode s and an uncertified GPS. We used a PowerFlarm to detect this on another aircraft. I had to get permission for the CAA to run the test and it had to follow strict guidelines. The ADS-B test was a big success. I understand the rules on ADS-B may be relaxed very soon thanks to pressure form a number of organisations. If the changes come in and you have a Mode S transponder that supports ES (almost no Garmin units in the UK will do this but just about everything else will) then on a permit machine you will be able to connect the RS232 cable and “go”! It will be more complex and expensive on C of A as you will have to get an avionic engineer to do the work and probably will still have to pay a mod fee.
Rod1
Rod1
What this might also do, is allow Trig (or someone else) to add a GPS chip directly into the transponder, so it can all be done on one unit. Might need programmed per aircraft to allow entry of identifiers, or there would be a colossal number of dip switches to fiddle with...
The LAA experiments sound very interesting. My bureaucracy pessimism has taken a minor hit that will turn out major if us GA folks can use a less fancy GPS unit.
I suspect Trig has decided to leave the GPS finagling to others in favor of putting out quite a nice unit today.
No dip switches in the Trig -- it's all nicely done with menus on the unit.
What this might also do, is allow Trig (or someone else) to add a GPS chip directly into the transponder, so it can all be done on one unit. Might need programmed per aircrWhat this might also do, is allow Trig (or someone else) to add a GPS chip directly into the transponder, so it can all be done on one unit. Might need programmed per aircraft to allow entry of identifiers, or there would be a colossal number of dip switches to fiddle with...
No dip switches in the Trig -- it's all nicely done with menus on the unit.
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Ref the LAST device..
As i understand it the problem with the LAST device was that due to low power output (being Battery powered) the signal would only go out a short distance (approx 30 miles) where as the rules that define what a transponder is are really aimed at the Commercial airliner world which requires the signal to go out hundreds of miles. And at the time the CAA therefore would not certificate it, but things have now changed and certification is controlled by EASA...
There was mentions at the Friedrichschafen event earlier this year that a UK manufacturer was going to release a certified handheld device by the end of the year for around £500.00 and that its development was being sponsored by NATS...
To do this there was mentions that Eurocontrol were going to change the rules so a lower powered device for general aviation would be allowed.
As i understand it the problem with the LAST device was that due to low power output (being Battery powered) the signal would only go out a short distance (approx 30 miles) where as the rules that define what a transponder is are really aimed at the Commercial airliner world which requires the signal to go out hundreds of miles. And at the time the CAA therefore would not certificate it, but things have now changed and certification is controlled by EASA...
There was mentions at the Friedrichschafen event earlier this year that a UK manufacturer was going to release a certified handheld device by the end of the year for around £500.00 and that its development was being sponsored by NATS...
To do this there was mentions that Eurocontrol were going to change the rules so a lower powered device for general aviation would be allowed.
Avoid imitations
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conspiquety
I always wondered how those north of the border would spell conspicuity!
