NATS Mode S transponder trial
 

This looks like good news..

NATS to run Mode S transponder trial | AeroExpo UK 2015

Article is a little short on detail but I was wondering if our esteemed technical members might comment. Our PA-28 has a Garmin 430 nav and mode S transponder so what might be needed to "join in" ?

What mode S unit do you have? If it is a Garmin then no ES so no play!

The test is (I think) restricted to uncertified GPS so your 430 is out as well!

Assuming you do not have a Garmin and you just want to get ADSB out then all you need from a technical POV is an RS232 cable from the 430 to the mode S transponder and some setup on the boxes. You also need CAA approval :E

Rod1

If you have a GNS430 and a Mode-S XPDR, the only thing you need is that the Mode-S is capable of ADS-B Out ... If it is i.e. a TT31, as shown at the article, the only thing you need is a cable from 430 to TT31 and the paperworks. After that you send out ADS-B signals, BUT marked as non-precision, so many radar stations and the airliners will only see you if their filter is set to accept non-precision signals. Reason is, you need a WAAS/EGNOS compatible GPS to certify for full function.

This article here is what all these experimentals and UL do anyways - they hook up a non-certified GPS source to the transponder and everything is fine.

Not correct.

The humble Garmin portables all have WAAS/EGNOS capability but are NOT certified and not allowed to be connected to an ADSB out transponder in the UK at this time, which what we are talking about here, the trials are to allow such non - certified units to be connected
The rate the CAA gets to grip with stuff (aka years after the rest of the world seems to just get on with it) Is frankly appalling, so I expect at least another year to go by before they actually schedule a meeting to decide when the meeting to decide a time scale for the next meeting, will happen

Nice idea

BUT

Where is the inexpensive Mode S promised for years.

ETOPS - did we help?

Ha ha :ok: Yes in that Pprune way we all love :D

Picking out the bits of advice I want to hear :p it looks like a visit to the avionics shop to have the Nav and Txpndr connected (but not using the cheapo cable I have here lying in a drawer) and then a paperwork exercise for the NATS trial followed by hours of endless fun watching us flying around on FR24 :cool:

Or have I got that wrong........

Yes it is possible to connect your Trig to your Garmin GPS. If you did (currently not allowed but hopefully soon) you can send ADSB out which is a very good way of people knowing your location in 3 d. This helps with collision avoidance and from a hardware POV costs a few £ for an RS232 cable.

Rod1

I didn't realise it wasn't allowed. I have had my non certified MGL EFIS connected to my Trig TT21 and sending my position for ages. Never had anyone mention anything. The Trig has an option in it's menu where you specify it's a non certified GPS.

Well you do now...

The WAAS ADSB-out specification enables air carriers on adjacent taxiways assurance that they will not cross wingtips -- and even identify where an a/c ahead has held a bit too short to taxi past. It might have helped in Dublin where a winglet got tucked into an elevator;)

To conform to this spec requires a WAAS certified GPS source and a certified installation -- both very expensive for a GA owner:uhoh:

Allowing GA owners to bypass this gold plated certification rigamarole would enable air carriers to know when a GA aircraft in the air is a threat.

The fully gold plated ADSB-out is being forceably mandated in the US effective January 1, 2020, but GA uptake is low and the capacity of avionics shops to get this done for the entirety of the GA fleet is doubtful:eek:

The entirely of the US GA fleet won't be affected because the planned 2020 implementation is only for those areas of the US that currently require transponder Mode C: in other words Class C and Class B airspace, including the associated Mode C veils. You do not need a transponder to use US Class D or lower airspace, for instance most airport control zones, which are Class D, or any Class E.

After the debacle with Mode S, it is reasonable that people are waiting to do anything about ADS-B Out. Mode S was heavily debated and never meaningfully implemented in the US below 18,000 feet. Few US GA aircraft have it, or ever will. ADS-B out looks a lot like 'Mode S revisited' to a lot of owners in the US. I'll be waiting until after ADS-B Out is actually legally necessary before I do anything - one of my planes is waivered I'll just fly that one for a while if need be.

Does anyone know where the paperwork can be found to join the trial. I cannot find it on their website.

@RTF as you said it is currently about the ADS-B out specification. Without a corresponding ADS-B in specification nobody will see the other traffic except probably ATC and FR24. Certainly not airliners in dublin as a ADS-B in mandate is currently not even on the horizon in europe and probably a very long way off elsewhere. TCAS is not based on ADS-B in any case and will not be affected by it.

ADS-B in is available from any number of suppliers and in many cases is combined with FLARM in which is even better.

Rod1

Must admit I'm surprised. I'd have thought that the big boys would already have all the toys but new Boeings are only going to have ADSB-Out from Jan 2015 as standard and ADSB-In is designed but not yet being installed (last metion I've found online). ADSB Out will need to be retrofited by 2017. Airbus are ahead of this, with out being standrd for a while but In is an option rather than a requirement.