The display in use
‘But with all these devices a key element is that they work together, which requires a common frequency’
more than a decade from FLARM. This cockpit transceiver equipment uses an unregulated frequency that warns via a small cockpit display of nearby FLARM- equipped traffic which poses a collision risk. Power FLARM adds the capability to receive and display 1090MHz ADS-B-out. TSAA: Traffic Situation Awareness with Alerts. Through the aviation standards- making organisations EUROCAE and RTCA, a Safety and Performance Requirements standard for Traffic Situation Awareness with Alerts (TSAA) was published in 2014. Functionality is rather similar to that of FLARM, but uses 1090MHz for both transmission and reception. NATS LPAT: Low Power ADS-B Transceiver. In 2012, NATS carried out
feasibility work on development of a reduced-cost ADS-B transceiver for GA to give the possibility of better detection of GA aircraft without a transponder near and within controlled airspace to reduce infringements and manage them better if they do occur. Recognising that GA pilots are unlikely
to equip unless they receive a benefit, NATS also included an LPAT cockpit display that would show the relative position of other aircraft transmitting 1090MHz ADS-B to help visual acquisition and thereby reduce the risk of airborne conflict. ECWG: Electronic Conspicuity Working Group. In 2013, under the Airspace Safety Initiative, the CAA set up the ECWG, chaired by AOPA with members from
CAA, NATS, the RAF and several other GA airspace user associations. The group concluded that ADS-B using 1090MHz was the most suitable technology to be used for airborne conflict detection. The work resumed in 2015 under the broader title of the ‘Conspicuity Working Group’. NATS GPS trial ADS-B-out. During 2014, NATS and the CAA arranged that non-EASA aircraft subject to UK national approval would be permitted to connect uncertified GPS to Mode S transponders to evaluate the quality and usability of uncertified GPS data for ADS-B-out transmissions from GA aircraft. A report has since been published on the results of the trial. PILOT AWARE. During the course of Project EVA, a traffic situation awareness system called Pilot Aware became available. This is slightly similar to Power FLARM but on a different and also unregulated frequency and it isn’t interoperable with FLARM. It also receives 1090MHz ADS-B. However, it has no conflict assessment capability and relies on an external display, such as a tablet computer.
But with all these devices a key element
is that they work together, which requires a common radio frequency and compatible communication protocols. All parties in conflict detection must be
able to receive the ADS-B data: ie, both aircraft involved in the conflict, as well as ATC (for ATSOCAS services) and airfields (for conflict in the circuit pattern where
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