The " I support ADSB" thread.
High end equipment "TCAS 3000" incorporates ADS-B. Third generation TCAS II. Pretty impressive performance but you need ProLine to enjoy it.
So, A TCAS replacment is another version of TCAS. Gotta love it
So, A TCAS replacment is another version of TCAS. Gotta love it
Ah Joker10.....
ProLine21, last time I looked went for about a mil for a full suite. just telling you on what I find that's new. For me, that is a pretty cool upgrade for dinosaur technology. With any luck it may actually give you an nice gentle vector to avoid rather than climb/descend command.
However, I'm not finished yet!
High end equipment
However, I'm not finished yet!
Your highlight used is very broad when you consider it was written WRT CONTROLLED AIRSPACE. It could actually be construed as "MISINFORMATION" when discussing class G airspace.
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What's an E190?
Embraer 190 (or ERJ 190-100) or Embraer 195 (or ERJ 190-200), 110 to 122 seats.
Embraer 190 (or ERJ 190-100) or Embraer 195 (or ERJ 190-200), 110 to 122 seats.
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Its that Red thing that will spear in when it hits your non transponder equipped friends at a CTAF R 
J
J
Last edited by Jabawocky; 13th Jul 2009 at 23:59.
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Add a fourth friend to your circle, Frank – Google it is your friend 
Have a stab at Owen's questions, once you have consulted the 'legends' that is!
Re: CASA Civil Aviation Order 20.18 (as amended)
and;
1 An equipment configuration is approved only if it meets all of the conditions set out in this Appendix.
(a) authorised:
Have a stab at Owen's questions, once you have consulted the 'legends' that is!
Re: CASA Civil Aviation Order 20.18 (as amended)
9B.8 Note:
However, including the effect of subsection 9B.5 above, if compliant ADS-B transmitting equipment is in fact carried, whether voluntarily or in accordance with the obligation under 9B.8, it must be operated continuously in all airspace, at all altitudes.
and;
Appendix XI
Approved equipment configuration — conditions for approval
1 An equipment configuration is approved only if it meets all of the conditions set out in this Appendix.
2 It is a condition of approval that the ADS-B transmitting equipment must be of a type that is:
(a) authorised:
(i) by the FAA in accordance with TSO-C166 as in force on 20 September 2004 or a later version as in force from time to time; or
(ii) by CASA in accordance with ATSO-C1004 as in force on 2 October 2003 or a later version as in force from time to time; or
(ii) by CASA in accordance with ATSO-C1004 as in force on 2 October 2003 or a later version as in force from time to time; or
(iii) by CASA in accordance with ATSO-C1005 as in force on 22 December 2004 or a later version as in force from time to time; or
(b) otherwise authorised by CASA for this purpose.
(b) otherwise authorised by CASA for this purpose.
3 It is a condition of approval that, on and after 28 June 2012, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver of a type that is authorised by the FAA in accordance with TSO-C145a or TSO-C146a as in force on 19 September 2002 or a later version as in force from time to time; or
(b) another system authorised by CASA for this purpose.
(b) another system authorised by CASA for this purpose.
4 It is a condition of approval that the pressure altitude transmitted by the ADS-B transmitting equipment must be determined by:
(a) a barometric encoder of a type that is authorised by:
(i) the FAA in accordance with TSO-C88a as in force on 18 August 1983 or a later version as in force from time to time; or
(ii) the EASA in accordance with ETSO-C88a as in force on 24 October 2003 or a later version as in force from time to time; or
(b) another system authorised by CASA for this purpose.
(i) the FAA in accordance with TSO-C88a as in force on 18 August 1983 or a later version as in force from time to time; or
(ii) the EASA in accordance with ETSO-C88a as in force on 24 October 2003 or a later version as in force from time to time; or
(b) another system authorised by CASA for this purpose.
5 It is a condition of approval that, unless otherwise approved in writing by CASA, the ADS-B transmitting equipment must:
(a) allow the pilot to activate and deactivate it during flight; and
(b) transmit the current aircraft address.
Note The requirement in paragraph 5 (a) is met if the ADS-B transmitting equipment has a cockpit control that enables the pilot to turn the ADS-B transmissions on and off.
Note The requirement in paragraph 5 (a) is met if the ADS-B transmitting equipment has a cockpit control that enables the pilot to turn the ADS-B transmissions on and off.
Last edited by The Chaser; 14th Jul 2009 at 01:05.
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Chaser;
I was being obtuse and the words "if compliant" keep popping up just like you do in different guises. Read the document properly.
Owen;
You are heading into a drift from thread if I start talking about Benalla. I don't want to go there so ask yourself similar questions from the controllers perspective WRT advisory's and alerts.
I was being obtuse and the words "if compliant" keep popping up just like you do in different guises. Read the document properly.
Owen;
You are heading into a drift from thread if I start talking about Benalla. I don't want to go there so ask yourself similar questions from the controllers perspective WRT advisory's and alerts.
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Joker
and;
YOU raised the subject of ACAS and its relevance to ADS-B and Airspace! So answer Owens questions, and stop ducking and weaving!
Frank I have read it properly, my quotes put the relevance to your selective para quote. Just squaring up the whole story for the readers! As for poping up, and guises, POT CALLS KETTLE!
Can someone for the purposes of rational comparison tell me of a TCAS system approved for IFR aircraft < 5700 kg that is less than $50,000 USD.
I can sit and watch the reply light to see if the transponder is being interrogated for hours on end, nada , nothing until I get back into radar coverage or on very occasional days I get a TCAS return from an aircraft that is close and who I am in contact with as directed traffic and can see on my TCAS.
Frank I have read it properly, my quotes put the relevance to your selective para quote. Just squaring up the whole story for the readers! As for poping up, and guises, POT CALLS KETTLE!
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Go chase yourself, I asked for a comparision, I have always been concious of the cost implications of the introduction of low level ADSB for "free flight" VFR in uncontrolled air space.
my question was: Can someone for the purposes of rational comparison tell me
And I guess a followup question of the ATC people frequenting this debate is " what services will ATC be providing to VFR traffic OCTA non notified but transmitting ADSB out ?????? "
my question was: Can someone for the purposes of rational comparison tell me
And I guess a followup question of the ATC people frequenting this debate is " what services will ATC be providing to VFR traffic OCTA non notified but transmitting ADSB out ?????? "
9B.5 WOW! Now that spells it out in no uncertain terms.
Francis, thank-you ever so much for that link
Wonder if the local manufacturers are now taking a more serious look at ramping up to production.
Heard a whisper about new towers too. Seeing as the ministerial directive went along the lines of must also include radar approach facilities. Wonder if "Radar-Like" ADS-B fits the bill now?
Francis, thank-you ever so much for that link
Wonder if the local manufacturers are now taking a more serious look at ramping up to production.
Heard a whisper about new towers too. Seeing as the ministerial directive went along the lines of must also include radar approach facilities. Wonder if "Radar-Like" ADS-B fits the bill now?
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No! you are not lost Owen Stanley, I know where you are.
I don't have a copy of your MOS. VFR day in class G would be different to IFR in controlled airspace. So tell me the answer you want and I'll write that. I don't feel like asking any "legends" today.
What some pilot or ATCO should or would do is not really at issue in this thread. (read the title again). Neither is TCAS nor ADS-"Broadcast" in class G airspace nor ADSB/ IN, or selective quotes from CAO 20.18.
Do you do flight following at Oodnadatta?
Edit for OZBUSDRIVER;
The link again http://casa.gov.au/wcmswr/_assets/ma...cao20/2018.pdf
and
What's your point?
I don't have a copy of your MOS. VFR day in class G would be different to IFR in controlled airspace. So tell me the answer you want and I'll write that. I don't feel like asking any "legends" today.
What some pilot or ATCO should or would do is not really at issue in this thread. (read the title again). Neither is TCAS nor ADS-"Broadcast" in class G airspace nor ADSB/ IN, or selective quotes from CAO 20.18.
Do you do flight following at Oodnadatta?
Edit for OZBUSDRIVER;
The link again http://casa.gov.au/wcmswr/_assets/ma...cao20/2018.pdf
9B.5 If an aircraft carries serviceable ADS-B transmitting equipment that complies with an approved equipment configuration, the equipment must be operated continuously during the flight in all airspace at all altitudes unless the pilot is directed or approved otherwise by ATC.
and
Note On and after 12 December 2013, an aircraft must carry and continuously operate compliant ADS-B transmitting equipment in accordance with paragraph 9B.8. Apart from this, there is no obligation to carry compliant ADS-B transmitting equipment.
However, including the effect of subsection 9B.5 above, if compliant ADS-B transmitting equipment is in fact carried, whether voluntarily or in accordance with the obligation under 9B.8, it must be operated continuously in all airspace, at all altitudes.
However, including the effect of subsection 9B.5 above, if compliant ADS-B transmitting equipment is in fact carried, whether voluntarily or in accordance with the obligation under 9B.8, it must be operated continuously in all airspace, at all altitudes.
Last edited by Frank Arouet; 14th Jul 2009 at 03:44.
Francis, tell me you did pick up the essential piece of information from that reg. No?
There is no C, there is no G, when things start happening it will be EVERYWHERE you fly. Talk about telegraphing your punch!
the equipment must be operated continuously
during the flight in all airspace at all altitudes
during the flight in all airspace at all altitudes
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when things start happening
If an aircraft carries serviceable ADS-B transmitting equipment that complies with an approved equipment configuration,
Of course you blokes who want this, need to have it MANDATED, don't you? Or else it is just an Airservices device that could lead to some Bureaucrat dreaming up air nav charges, (or their equivalant), and it is worthless as an anti collision device after 12 December 2013.
Talk about selfish. (and don't come the "safety clause again, politically speaking, it is a worn out mantra like global warming, red's under the bed, weapons of mass destruction, children overboard, the Brisbane line and a few sex scandals to liven up the story.
Ahem-
Is this the same guy?
My bolds...that sounds more like Leadsled talking.
Is this the same person who started this thread?
If this was a fishing trip you better tell leadie and Joker10-the bait is off, you hooked yourselves in the net again. Anyway, have fun...I know where this thread is going now.
Bye
By the way, The Brisbane line did exist...and when you see it in the flesh it will make you cringe at the military prowess of our wartime leaders. An embarassment!
A statement;
I strongly support the ADSB concept as a natural evolution of radar. Always have, and always will. I think it could be a valuable ATC tool in contemporary areas of debate such as Benalla.
I believe it should enhance safety in high traffic areas such as the "J' curve, indeed, anywhere a transponder is required.
I am unaware of any current move to have non TSO'd equipment approved for use where ADSB is mandated. Similarly I am unaware of any proposed subsidy schemes that may make any future mandated equipment affordable to an already financially stretched aviation industry.
Let me be very clear, I am not anti ADSB, nor is anybody within the industry that I have regular contact with.
People making these claims appear to be trying to focus attention in the wrong direction.
I strongly support the ADSB concept as a natural evolution of radar. Always have, and always will. I think it could be a valuable ATC tool in contemporary areas of debate such as Benalla.
I believe it should enhance safety in high traffic areas such as the "J' curve, indeed, anywhere a transponder is required.
I am unaware of any current move to have non TSO'd equipment approved for use where ADSB is mandated. Similarly I am unaware of any proposed subsidy schemes that may make any future mandated equipment affordable to an already financially stretched aviation industry.
Let me be very clear, I am not anti ADSB, nor is anybody within the industry that I have regular contact with.
People making these claims appear to be trying to focus attention in the wrong direction.
Of course you blokes who want this, need to have it MANDATED, don't you? Or else it is just an Airservices device that could lead to some Bureaucrat dreaming up air nav charges, (or their equivalant), and it is worthless as an anti collision device after 12 December 2013.
Is this the same person who started this thread?
If this was a fishing trip you better tell leadie and Joker10-the bait is off, you hooked yourselves in the net again. Anyway, have fun...I know where this thread is going now.
Bye
By the way, The Brisbane line did exist...and when you see it in the flesh it will make you cringe at the military prowess of our wartime leaders. An embarassment!
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Frankcoit, you 2 (and a 1/2) men have shown (you eventually blurted it out in your last post) yet again what your real agenda is on this subject.
SGT SHULTZ would be proud. As you said
your views on this subject are a living example of your quote
SGT SHULTZ would be proud
. As you said
Talk about selfish.
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OZBUSDRIVER;
Should I add the word "NOW" as I have repeatedly said. If and when is the problem for you, not me. Give me a yell when it happens.
(I keep hearing this "white howling noise" in the background. (Sounds like a dingo). Someone should shoot it before it eats your baby.
anywhere a transponder is required
(I keep hearing this "white howling noise" in the background. (Sounds like a dingo). Someone should shoot it before it eats your baby.
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So now we know the ATC guru's say VFR will get Flight Following OCTA low level, which means there must be a plan in the system or no Flight Following.
So ergo full reporting VFR OCTA is on the cards.
Whooopee
So ergo full reporting VFR OCTA is on the cards.
Whooopee