ELECTRONIC CONSPICUITY
studies have shown that the risk of conflict is ten times that of cross-country flying). The only frequency that makes all this possible is 1090MHz. A further level of interoperability depends on the quality of the GPS data. Some ADS-B-in applications are designed to ignore low quality GPS data and so will not work with equipment transmitting such data. Then there’s ‘approval’. Even when the equipment is technically interoperable, EASA or CAA approval will be needed to install and use it. A crucial aspect of approval concerns the impact of adding more transmitters to 1090MHz. As this is the worldwide surveillance frequency, used both by ATC radars and TCAS (the airborne collision avoidance safety net that all commercial air traffic above a certain weight and speed must carry), the frequency’s use is strongly regulated. The working group showed that adding low power 1090MHz transmitters is acceptable because it should improve safety for all airspace users. The benefit of using the frequency is
that it can, in principle, enable mutual detection between all airspace users as well as by ATC on the ground, so 1090MHz offers the best means of awareness of all traffic in any class of airspace. In 2016 the CAA published CAP1391
explaining the benefits of electronic conspicuity in reducing the risk of airborne conflict in uncontrolled airspace. It sets out a ‘light touch’ technical specification and explains the regulatory approach that manufacturers need to follow for portable EC devices to be used legally
For microlights, too
prototypes developed by Funke and of the TSAA prototypes developed by Trig. AOPA’s role was to arrange for volunteer pilots and aircraft, who flew more than 100 hours of demonstration flights at several locations including Germany. The final demonstrations looked at
oarison shoing trafc inforation is easier to assimilate on a dedicated display
interoperability between LPAT, TSAA and other EC devices. NATS carried out data analysis of equipment performance and usability, based on pilot opinions of each device.
in aircraft in uncontrolled UK airspace. All these separate activities came together when NATS together with AOPA, Funke Avionics (Germany) and Trig proposed Project EVA to the SESAR office in Brussels. SESAR is the Single European Sky Air
Traffic Management Research Programme aimed at improving aviation safety and efficiency throughout Europe. Its main focus is commercial air transport, however, through the determined efforts of Martin Robinson (CEO of AOPA UK) together with other GA organisations, the GA voice is also heard and Project EVA is the first sizeable GA project supported by SESAR. EVA has included demonstrations of usability and performance of the LPAT
INTEROPERABILITY DEMONSTRATION FLIGHTS The See and be Seen equipment flown at Brimpton that both transmits and receives on 1090MHz and therefore supports full mutual interoperability was ■ LPAT: Low Power ADS-B Transceiver; ■ Trig TSAA Prototype TA60 flight test unit, based on an existing Trig product. As well as LPAT and Trig, other 1090MHz capable equipment flown was: ■ NATS GPS trial ADS-B-out equipment for the ‘be seen element’, complemented by Power FLARM for 1090MHz ADS-B-in reception. Together these provide both ‘See and be Seen’. ■ Pilot Aware, detecting 1090MHz ADS-B for display on a tablet running Sky Demon, complemented by NATS GPS trial ADS-B- out equipment, together providing both ‘See and be Seen’ (however, CAA advice is that it should not to be connected to a certified transponder installation to provide ADS-B out). All ADS-B detection devices except the
Trig device relied on a their traffic display to help the pilot see nearby
LPAT in use
In a Grumman AA-5B
24 CLUED UP Autumn/Winter 2016
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