General Aviation

What is EASAs strategy to implement this in countries? The NAAs will need some instructions on how to allow this. Now they are holding back and not working towards this solution, at least not in my country.
They point at airport regulations and say that it can not be done.

Thanks a lot for your inputs. We have now received most of the parts and will continue to prepare the paperwork and the "surgery". :)

Hi John, do you know if anything like this is planned in 2022 again?

I appear to have missed this post when it was published almost a year ago, but I did see the video on YouTube on the subject. I also watched quite a few other videos on the subject, including the in-flight testing by Flyer Magazine in January 2021, and videos by PilotAware, particularly that which explains the issues with aerial obscuration. I have also taken the time to read parts of the Horvath feasability study on using the mobile network in the context of electronic conspicuity, particularly the conclusions. And I have read NPA 2021-14.

There are a few things that really surprise me.

First of all I am surprised that one can suggest using portable (non-installed) devices for which one cannot presume the effectiveness, in order to meet a regulatory obligation to make oneself conspicuous to USSP or anyone. At least the aerial would need to be mounted outside in order to avoid obscuration.

Second I am really surprised that it is suggested that the public mobile network can be used for the same, given the conclusions of the Horvath report.

Next I do have some questions about the ISM band devices. There are already several technologies that exist, including FLARM and PilotAware, and more seem to be coming. Although these devices will be sending the same data frames, the frequencies, and I assume the encoding, is different from one system to the next. Would the USSPs be forced to support all existing and future ADS-B Light ISM band devices?

Thinking about iConspicuity beyond U-Space, PilotAware partly relies on its ATOM ground stations. Today those ground stations are managed by volunteers with absolutely no service level agreement or installation standards, so nothing guarantees the quality nor the availability of the signal or the service. I absolutely love the ingenuity and the concepts, which seem to somewhat inspired by TIS-B, but can we rely on such a system for iConspicuity?

An increasing number of light, general aviation aircraft, including UL, are already equipped with ADS-B 1090 ES. The Trig TT21, 22, 31 transponders seem to be extremely popular in light aircraft, and can easily and inexpensively be made transmitting 1090 ES. All ADS-B IN receivers I know are dual-band 1090/978. UAT and services like TIS-B to broadcast mode C/S and FLARM targets, and FIS-B to transmit information about active restriction areas and meteorological information would be a great incentive to all of powered GA to adopt ADS-B or UAT. And isn't ADS-B at some point going to replace SSR?