ADS B out is always transmitting a code which identifies the airplane. This is like the Mode S transponder. Each airplane is assigned a code number when it is registered. That code is entered into the setup of the Mode S and/or ADS B out. Look up your registration on the FAA site. You will see your assigned code. ATC reads that code from the Mode S or ADS B out. They know who you are.
stewartb, If you choose to be electronically tracked, that is your prerogative. I do not so choose. And, I resent the government telling me that I must be tracked, just because I like to fly a small airplane. I can go anywhere that I want with my sailboat and no one cares. I can drive my car and my pickup anywhere, without being electronically tracked. That is my choice, not some bureaucrat's choice. I do understand the wisdom of being tracked in Alaska. That is an important safety capability. But that is a personal choice not mandatory.
I've had the same situation at Dallas with good old Mode C.kase,
Maybe. But I hadn't reported my position except on the initial call when I was 20 miles out, and they were covered up with traffic trying to get out (and in). They didn't contact me until I was flying around the edge of the airspace. Without having acknowledged my calls or giving me a transponder code, would/could they still have tracked my N-number on there screens?
Today's highly advanced electronics has advanced to an extremely sophisticated level as a result of the many decades ago race to the moon. There are all sorts of sophisticated electronic sensing gadgets out there along with the electronic whiz kids, with the brain power, to develop a device which would detect an object in the UAV's flight path. Whether the object was a building, a tower, a hill or a no electric J-3. There is no reason what so ever for the UAV crowd to jump in the middle of a well established aviation community and expect the aviation community to just roll over. There is no reasonable reason at all to force 100% of the aviation community to support the ADS-B manufacturers for the benefit of the UAVs. It is the responsibility of the UAVs to ensure that they themselves can not and will not harm even one individual in the existing flying community.... However, if they cannot see you then what tells them to "avoid". Tim
. There is no reason what so ever for the UAV crowd to jump in the middle of a well established aviation community and expect the aviation community to just roll over. There is no reasonable reason at all to force 100% of the aviation community to support the ADS-B manufacturers for the benefit of the UAVs. It is the responsibility of the UAVs to ensure that they themselves can not and will not harm even one individual in the existing flying community. .
I think that we agree on the "what", just not the "how". There are standard equipment devises on my car which tell me when the car is in close proximity to an object.
Today's highly advanced electronics has advanced to an extremely sophisticated level as a result of the many decades ago race to the moon. There are all sorts of sophisticated electronic sensing gadgets out there along with the electronic whiz kids, with the brain power, to develop a device which would detect an object in the UAV's flight path. Whether the object was a building, a tower, a hill or a no electric J-3. There is no reason what so ever for the UAV crowd to jump in the middle of a well established aviation community and expect the aviation community to just roll over. There is no reasonable reason at all to force 100% of the aviation community to support the ADS-B manufacturers for the benefit of the UAVs. It is the responsibility of the UAVs to ensure that they themselves can not and will not harm even one individual in the existing flying community.
Who knows, just perhaps they will develop a simple low cost electronic obstacle detection device which will be a boon to all aviation users? Automobile users? Boaters? etc, etc? Then all will be winners. Boil it all down. It is the UAV developers responsibility to do no harm. It is part of the privilege of being a UAV.
Even with Mode S transponders?I am a controller at Phoenix Tracon and there is no way we know who you are without you stating your call sign.
In the spirit of what I said in the last post --- I am still learning about ADS-B and here is a bulletin: The Bendix/King KT74 is a plug and play transponder as a Mode S --- BUT to work in the ADS-B system it must be coupled to an APPROVED WAAS capable GPS and no portables are approved; only expensive panel mounts. So not only will some wiring be involved (NOT plug and play) but the WAAS GPS will be the really expensive part. Sounds like deceptive advertising.
From the TRIG website -- for clarification:
What equipment do I need?
To support ADS-B “Out”, the aircraft must have a GPS receiver as the position source, and a datalink transmitter to actually send the ADS-B data.
The datalink transmitter that most aircraft will use is a Mode S transponder, using a feature called “Extended Squitter”. This is often referred to as 1090 ES, because the Extended Squitter (ES) transmissions are transmitted on the 1090 MHz frequency. The Mode S transponder with Extended Squitter is the international standard for ADS-B output. Specific to US airspace – and not approved elsewhere – is the UAT datalink transmitter as an alternative to the Mode S transponder. UAT transmitters may only be used on GA aircraft flying at lower altitudes in the USA.
The GPS receiver used must be an IFR certified receiver. Although that GPS is not required to be WAAS capable, that may be a moot point. Many legacy GPS receivers that were designed before ADS-B was planned do not include the necessary calculation of integrity and accuracy that ADS-B needs to operate. It is unlikely that these older devices can be upgraded, and therefore a new GPS receiver would be required. This does not necessarily mean discarding an existing GPS navigator - a secondary receiver can be used to provide ADS-B data without disrupting the existing installation - there is no rule that requires a single common position source.