EASA is promoting a new conspicuity system - ADS-L. Is it possible to take advantage of this in a ADS-B in/out equipped GA aircraft?
Are those two systems compatible in any way?
The name is the same, but they are not compatible in any way or function.
The advantage of ADS-L currently would be very low because the spec was 'just' released (last year) so i doubt it would be in use a lot. But would love to stand corrected on that one!.
The ADS-L Technical Specifications are a subset of the ADS-B Technical Specifications which are laid down in the ICAO Annex 10. The added value of the ADS-L protocol is to accomodate ADS-B but also non-certified devices including Flarm, Neurones, PilotAware, etc. So, the answer is: the ADS-B devices are interoperable and efficient in an ADS-L environment.
My understanding is that ADS.L requires a link from the device to a GPS. This means that a standard transponder with S mode does not comply unless it is equipped with Extended Squitter and GPS connected ( certified?). This requirement could make making current equipment suitable costly…..
Thanks for your answers!
[~121] : I think you are wrong. According to the below linked (maybe outdated) document, it seems that a GA plane equipped with ADS-B is NOT able to see ADS-L traffic and vice versa, because at least of different used frequencies.
Here a re-broadcast of ADS-L traffic via UAT might be the solution to make it visible also in GA cockpits.
Is EASA aware of this? [~33687] : Can you make a statement on this please? How can it be assured, that ADS-B equipped GA-Planes are able to see ADS-L traffic (and vice-versa)?
Hi Andreas, No ADS-B In on a GA aircraft cannot see ADS-L.
ADS-L is a subset of ADS-B data including position and GNSS altitude transmitted on 860 MHz. You need an extra receiver in your aircraft in order to see ADS-L equiped aircraft.
Therefore we have proposed, for a long time, to stay with the international standard for Electronic Conspicuity just like the UK is doing now. Certified ADS-B transponder or low power ADS-B on 1090 MHZ for manned aviation and ADS-B on 978 MHz (ADS-B UAT frequency) for unmanned BVLOS operations.
Some people already suggested to use the new EASA ADS-L standard only for Remote ID instead of the WIFI/Bluetooth protocol, and follow the UK and the coming ICAO standard “REDUCED CAPABILITY 1090 MHZ ADS-B EQUIPMENT” (i.e. low power ADS-B) for electronic conspicuity on GA aircrafts.
ADS-L and ADS-B are like javascript and java.
The name is the same, but they are not compatible in any way or function.
The advantage of ADS-L currently would be very low because the spec was 'just' released (last year) so i doubt it would be in use a lot. But would love to stand corrected on that one!.
The ADS-L Technical Specifications are a subset of the ADS-B Technical Specifications which are laid down in the ICAO Annex 10. The added value of the ADS-L protocol is to accomodate ADS-B but also non-certified devices including Flarm, Neurones, PilotAware, etc. So, the answer is: the ADS-B devices are interoperable and efficient in an ADS-L environment.
My understanding is that ADS.L requires a link from the device to a GPS. This means that a standard transponder with S mode does not comply unless it is equipped with Extended Squitter and GPS connected ( certified?). This requirement could make making current equipment suitable costly…..
Thanks for your answers!
[~121] : I think you are wrong. According to the below linked (maybe outdated) document, it seems that a GA plane equipped with ADS-B is NOT able to see ADS-L traffic and vice versa, because at least of different used frequencies.
Here a re-broadcast of ADS-L traffic via UAT might be the solution to make it visible also in GA cockpits.
Is EASA aware of this? [~33687] : Can you make a statement on this please? How can it be assured, that ADS-B equipped GA-Planes are able to see ADS-L traffic (and vice-versa)?
Here the above mentioned link:
https://www.easa.europa.eu/sites/default/files/dfu/4._iconspicuity_ads-…
Hi Andreas, No ADS-B In on a GA aircraft cannot see ADS-L.
ADS-L is a subset of ADS-B data including position and GNSS altitude transmitted on 860 MHz. You need an extra receiver in your aircraft in order to see ADS-L equiped aircraft.
Therefore we have proposed, for a long time, to stay with the international standard for Electronic Conspicuity just like the UK is doing now. Certified ADS-B transponder or low power ADS-B on 1090 MHZ for manned aviation and ADS-B on 978 MHz (ADS-B UAT frequency) for unmanned BVLOS operations.
Some people already suggested to use the new EASA ADS-L standard only for Remote ID instead of the WIFI/Bluetooth protocol, and follow the UK and the coming ICAO standard “REDUCED CAPABILITY 1090 MHZ ADS-B EQUIPMENT” (i.e. low power ADS-B) for electronic conspicuity on GA aircrafts.
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