In a message dated 7/17/2012 7:59:52 A.M. Central Daylight Time,=20 marv@lancair.net writes:

Posted for=20 Sky2high@aol.com:

Colyn and Dico,

Valley= =20 performance is great if the other aircraft is=20 properly  equipped.

You did not have TIS-B, = just=20 TIS.  TIS is only available in  limited areas=20
(like within 50 NM of KORD).  See slide 11 of the=20 attachment.  I have a
Garmin 430W and GTX 330 so I ca= n get=20 TIS if available.  TIS is  easily
confused=20
by closely crossing airplanes or your own=20 steep  turns.  ADS-B knows when
your veloci= ty=20 vector is changing because of the  high xmit/receive=20 rate.

Hey, I am gaga over ADS-B, it is here today and = IS=20 your future in a  mere
7.5 years.  Some Dis= play=20 and UAT systems come in around $5500. Check  it=20 out.

[Please go to=20 https://www.dropbox.com/s/9257rfxsd5huxue/Colyn1%20reduced.pdf for the fi= le=20 attached to this message. <marv> ]

Read the TCAS-II=20 limitations at the end of the attachment.  Don't=20 dive
unless you have TAWS.

The=20 following is an outline of a presentation I recently made to an &nbs= p;EAA=20
group.  Attached are the PDF slides.  I hav= e a=20 demo program on my  laptop of
the SkyVisionXtreme tha= t I=20 use with the  presentation.  If you want to see a=20
demo, look for a dealer in your  area.  Uh,= I=20 would exude my gaga-ness in
front of a group=20 for  expenses. Maybe....

Scott=20 Krueger

=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3DSupporting=20 text for
PDF.=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D

SLIDE 1=20
ADS-B
The NexGen system relies on  GPS-WAAS= ,=20 ADS-B and the participation of GA
for flight safety=20 and  efficiency.  ADS-B services=20 include  weather (FIS-B)
transmitted from ground stat= ions=20 and traffic (TIS-B) available  directly from
other AD= S-B=20 equipped aircraft or from the same ground stations  that have= =20
also acquired aircraft location information by any=20 means.  There are other
services, but these=20 are  the most important to non-commercial GA.  When= =20
complete in 2013, there will be about 800 such=20 ground  stations with 393
operating
today (there = were=20 only 331 at the end of February  2012).
SL= IDE 2=20
ADS-B in  2020
In the continental USA and= =20 by  2020, aircraft must be broadcasting ADS-B
OUT dat= a=20 (altitude, location,  direction, speed, ID, etc.) in class A, i= n or=20
above class B and C airspace and  within a 30 NM radi= us of=20 B and C airports
or in class E at an altitude=20 above  10,000 MSL, but not at an AGL of 2500 or
less = (in=20 class E).  In other words, if you fly out in the  wee= ds=20 and never
go anywhere important, you need not deal with=20 this.
SLIDE 3
There are=20 special  non-compliance allowances for aircraft with no=20
electrical system, balloons and  gliders.  = So=20 it=E2=80=99s still heads up out  there.

Per= haps the FAA=20 will require  UAVs to send ADS-B OUT=20 data.
OUT information may=20 be  broadcast on the UAT (Universal Access Transceiver)=20
frequency of 978 MHz or on  the current transponder= =20 frequency of 1090 MH,
commonly known as Extended  Squ= itter=20 (ES).  But wait, there=E2=80=99s a  special
= ;mandatory=20 rule for flights at or above 18,000 MSL =E2=80=93 ADS-B OUT must=20 be
transmitted on 1090 MHz ES even if it is also=20 transmitted on 978 MHz.  OUT
data,
whether via=20 transponder ES or  UAT must be conditioned by GPS WAAS position= =20
information for  accuracy.
If you fly at or= =20 above FL180  and are thinking about replacing your=20
transponder in the near future, consider  one that=20 transmits ES or is easily
converted to such transmission at a= =20 later  date.
The UAT operates on a  differe= nt=20 frequency because there are bandwidth,
framing, rate and=20 interrogation  limitations on the overworked transponder=20
frequency.
But, not to worry as=20 these  specific requirements are merely 7 years in the=20
future.
SLIDE 4
Data gathering=20 and  distribution diagram.  =20
ADS-B  NOW
SLIDE 5  Radios=20
As of 6-20-12, 393 of the 800  radios.
SLID= E=20 6  Terminals
Increased traffic detail=20 and  weather on t;he ground in terminal
environments.= =20
SLIDE 7  ENROUTE
ATC=20 support.  Currently within boundaries.  Radio coverag= e is=20 greater than
these  boundatries.
FIS-B weather=20 =E2=80=93
SLIDE 8
Includes NEXRAD, METARs= ,=20 TAFs,  AIRMETs, PIREPs, NOTAMs, TFRs, etc. See AIM
7-= 1-11=20
TRAFFIC
SLIDE 9 =E2=80=93 This is why ADS-B &nbs= p;out is=20 needed.
T1 =E2=80=93T4  SLIDES 10, 11, 12, 13 pix tak= en with=20 my  iPhone.
10 =E2=80=93 Note the Monroy=20 display  indicates an aircraft at 2 miles. Not seen on
&nbs= p;the=20 430 at 50 mile  range.
11- TIS traffic page shows=20 it  up. Direction vector accurate within 45=20
degrees.  Trend shows descent.
12 =E2=80=93= Can=E2=80=99t se=20 nothing at 2  miles, so I had to chase the bogie=E2=80=A6=E2=80= =A6..
13 =E2=80=93=20 See that dot I the middle  of the screen at about 1 mile=E2=80= =A6..=20
The FAA would like every GA  airplane equipped with A= DS-B=20 now and they are
bending over backwards to promote  i= ts=20 acceptance and hold down the costs to
the owner/operator while= =20 making the  safety benefits worthwhile. In light
of t= hat,=20 UATs need not be TSO=E2=80=99d at the  moment where those that = are=20
transmitting are approved by the FCC and the  manufac= turer=20 will be required
to bring
any in the field up to the TSO=20 standards  when finalized.  UATs can be=20 a  =E2=80=9C
portable=E2=80=9D install (velcroed) in a= certified aircraft=20 with only a minor
modification approval for the=20 installation of power along with GPS and
transponder= -like=20 antennas.  The FAA  has no specification for display= =20 devices
and the
use of Bluetooth or WiFi to=20 a  portable device (such as an iPad) is OK.  =20
Remember, the FAA in on target  to have all 800 stati= ons=20 operating by 2013.
WHAT CAN YOU DO  NOW?
Ex= ample=20 SLIDE  14
SKYVISIONXTREME.com  PROGRAM=20
Demo a LA CA recorded flight  with traffic and weathe= r.=20
Why weather only doesn=E2=80=99t make  it Unexpected = consequence=20 is cockpit weather
routes traffic around storms and  = into=20 dense corridors.
End of presentation.  Additional inf= o=20
15.  ADS-B Out data  transmitted=20
16.  Transponder requirement=20 unchanged,  altitude correspondence.
17.= =20 Altitude  correspondence.
18.=20 Code  correspondence.
19.  Additional TCAS = cost=20 to  interface.
20. Antenna
21 and 22. TCAS= =20 II  limitations.=20
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D

In=20 a message dated 7/16/2012 11:35:09 A.M. Central Daylight=20 Time,
colyncase@earthlink.net=20 writes:

Scott,

&nbs= p;Do=20 I understand correctly that ADS-B traffic information comes via=20 a
ground station somewhere?    H= ow=20 does that actually perform when you  are in
a
val= ley=20 somewhere?

I used to have TIS-B.  = I=20 loved it when and where it worked but there  were
eno= ugh=20 discrepancies + the fact that you had to have line of sight to=20 the
Radar facility that I was really enthusiastic ab= out=20 getting my ryan 9900BX.
The very best thing about TI= S-B=20 is that it showed me how much traffic I
wasn't=20 seeing.   However, the delay and coverage issues are=20 real.    One
incident I had, I was at the r= ange=20 limit of the Sacramento facility  when I
saw a
bl= ip at=20 less than two miles 10 O'clock.   I looked up and  th= ere=20 was a
mooney headed straight at me.  I dove to the ri= ght=20 and no  sooner than he had
passed my tail, he disappe= ared=20 off the screen.   If I  had been a mile
further= =20
south I never would have seen him.  =20 Another  incident: as I was going into
Palo Alto I ha= d=20 several targets coming up at me.  One was 12 O'clock and=20
reported as 300' below me and climbing.   I &nbs= p;was=20 about to climb when I
spotted
it already above=20 me.  That is where the  delay was really a=20 problem.

Dico,

= IMO=20 in a IVP you will be very happy to have an active system like=20 the
avidyne TAS 600 or 605.   The former i= s=20 only $8490 and you can install it
yourself. &nb= sp;=20 The latter list is a little over $10,000.  (You=20 can  probably
find it
cheaper....or you can find= =20 someone who is gaga over ADS-B and  make them an=20
offer....)   You'll find it works much more=20 reliably,  regardless of
geography and doesn't have t= he=20 delay of going through a  ground station.
The 600 give= s you=20 coverage up to 18,500 above which you have=20 radar
separation because you will be=20 IFR.

_http://www.avidyne.com/products/tas600= /index.asp_=20
(http://www.avidyne.com/products/tas600/index.asp)=20
_http://www.avidyne.com/downloads/brochures/AV645_Retail_PL.pdf= _=20
(http://www.avidyne.com/downloads/brochures/AV645_Retail_PL.pdf= )=20

Colyn

&nbs= p;

On=20 Jul 16, 2012, at 10:09 AM, _Sky2high@aol.com_=20 (mailto:Sky2high@aol.com)
wrote:

=
Dico,

For=20 the present and future, consider ADS-B.

Here is an=20 example:

_http://skyvisionxtreme.com/_=20 (http://skyvisionxtreme.com/)

Scott=20 Krueger

In a message dated 7/16/2012 7:13:32= A.M.=20 Central Daylight Time,
_dico@internetworks.ca_=20 (mailto:dico@internetworks.ca)  writes:

Hell= o  All,

Is=20 there a good TCAS system available for our=20 experimental  airplanes.  I
really like the= =20 skywatch systems with the 2 antennas..  however with the=20
prices $10k - $15k, its pretty crazy high.  The=20 Zaon  systems are a bit to
far
on the other end o= f the=20 scale and have  deadspots.  Does anyone know of other= =20
good systems -- or if systems for  experimental plane= s are=20 being developed?
Or perhaps were we could get  one fr= om a=20 written off Cirrus or something
that had=20 a  system?

Thanks,

Dico

=3D
=

--

For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html=