Clued up - FUTURE VISION - Civil Aviation Authority
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Cluedup SPECIAL EDITION • AUTUMN 2020 FUTURE VISION
EC…
What’s
that all
about,
then?
Confused or simply wondering what
the fuss is all about? Well, it’s all
a case of looking into the future
E
lectronic conspicuity… it to improve traffic awareness
might be a heck of a mouthful between aircraft. The aim is to change
simply to say, but it’s the the axiom ‘See and Avoid’ to ‘See, Be
cause of much flying bar Seen and Avoid’ without the weight
talk; what is it really, is it and power requirements of a traditional
necessary, will the kit cost an arm and transponder; in addition, such devices
a leg and which system should I use could also have the spin-offs of improved
anyway? The list of questions, comments airspace access and potentially weather
and disagreements is endless… and flight information delivered to the
Well, before getting into the detail for user’s cockpit. And the cost? Far less than
those new to the topic let’s start by saying a transponder.
that electronic conspicuity is essentially an So why’s electronic conspicuity such
umbrella term for a range of technologies an important coming concept? That’s
02 FUTURE VISION
ELECTRONIC CONSPICUITY
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Bell's Nexus 4EX air taxi
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Photos: James Mattil / shutterstock.com
Major companies such as Hyundai,
Bell with its Nexus 4EX and Boeing
have well developed programmes
because there are major changes looming Autonomous Passenger Air Vehicle, have patient at a remote island some 13.5 miles
in the use of the UK’s airspace. Right now, well developed programmes, so air taxis away before collecting a blood sample
like many things in life, the technological in some form could potentially take off and returning.
speed of advance in aviation is probably from 2023 onwards for both recreation As well as the coming potential of
running at its fastest rate for decades and business. ‘flying taxis’, Boeing is also fostering the
and the days when flying was simply the Meanwhile drones, both private and development of near-vertical take-off and
preserve of traditional aircraft, balloons, commercial, are now commonplace (who’d landing ‘personal flying devices’ capable
gliders, paragliders and the like are have said that a few years ago…) and their of flying at least 20 miles with its ‘GoFly’
disappearing over the horizon. use is growing on average by 25% per year competition and there’s $2million dollars
Recent advances in propulsion, energy, in the UK — there are now nearly 6,000 in prizes at stake (you can find out more
lightweight materials and control and licensed commercial drone operators and about that project at goflyprize.com).
stability systems mean that many types of many others who aren’t yet licensed. So the skies are set to get rather busy in
new aircraft, small and large, manned and Then there are innovative organisations the coming years and we haven’t even
unmanned will be taking to the skies in the such as Amazon, currently experimenting talked about potential space launch sites
next few years. with drones for ‘30 minutes click to in Sutherland in the Highlands, Cornwall
Fancy taking an Uber-like ‘air taxi’ from delivery’ of packages, and the National and Prestwick.
A to B? You'll know by now that’s no University of Ireland Galway which, in a But, as with all advances in life and
longer the stuff of science fiction; several world’s first, used a drone to fly ‘beyond technology, there are issues and the
major companies such as Hyundai, visual line of sight’ (expect to hear more of major question now is how to integrate all
which has teamed up with Uber, Bell the cumbersome acronym BVLOS before this safely into the UK’s current airspace
with its Nexus 4EX and Boeing with its long…) to deliver medicine to a diabetes system where capacity is already at a
premium and based on arrangements
almost 50 years old.
With aircraft in controlled airspace
already using transponders for air traffic
control and situational awareness, the
new look at electronic conspicuity mainly
concerns flights in uncontrolled airspace
— though it should also have a spin-off of
providing access to other areas of airspace
for GA pilots, but more on that later.
AUTUMN 2020 03
devices can and cannot do."
ADS-B has been used in successful
ground trials at three UK GA airfields,
Manchester Barton, Goodwood and North
Weald, to see how well such ADS-B
devices can also work in conjunction
with airfields by displaying their traffic
information to ground stations.
With the growing take-up of the new
kit there’s clearly an appetite among GA
pilots for some form of traffic warning
device — in a recent CAA survey 89% of
some 1,600 pilots thought a traffic warning
system would benefit safety — but,
understandably, no one wants to spend
a lot. Plus, they want it to be lightweight,
have low power consumption, be simple
to operate, provide value and not become
obsolete quickly.
With that in mind, the survey looked at
what might encourage pilots to use a low
This drone flew 13.5 miles over the sea to deliver medicine
powered ADS-B device and cost came out
top for two-thirds of those who replied.
Until recently most general aviation pilots systems already available in wide use for Some 40% said they were prepared to
have simply used ‘See and Avoid’ to keep light aircraft, gliders, microlights, balloons pay between £100-£250, while a further
out of trouble outside controlled airspace, but and even paragliders/motors, but they use 50 percent were willing to up the ante
if the new types of aviation are to fit in safely different technologies, including Flarm, to £250-£500. For more than half the ability
and grow sustainably there’s a coming need P3i and ADS-B and most pilots who have to receive flight information or weather
for something other than a good lookout to used any of them would probably say they data via ADS-B was a great attraction.
avoid a rising number mid-air encounters. wouldn’t now do without their device. Another potential benefit of electronic
The latest annual figures from the UK The biggest issue, though, is that not conspicuity is access to more airspace as
Airprox Board give an idea of the size of all devices can talk to each other which we touched on earlier. As well as possibly
the issue; in 2018, 319 potential collisions is, as they say, sub-optimal; no one easing access for aircraft into some already
were reported of which 180 were aircraft-to- wants to have to buy more than one ‘controlled’ areas, it might also reduce
aircraft and 139 involved drones, compared piece of kit to do a job. The real key for the number of airfields trying to get new
with159 aircraft-to-aircraft and 113 aircraft- electronic conspicuity to work properly controlled airspace installed around them
to-drone incidents in 2017, so that’s a 17.3% because such airspace control would be
increase in a year. 'There's clearly an deemed unnecessary.
appetite for some
In its most basic form electronic It’s worth noting, though, that even
conspicuity uses a small, low power, based on ADS-B technology electronic
inexpensive transmitter supplying position,
height and direction that can be picked
form of traffic conspicuity devices are not yet a substitute
for a transponder and fulfil the requirement
up by other aircraft and vice versa. Used warning device' where transponders are mandatory,
in conjunction with airfields it could also although expected policy changes in 2021
potentially cut down the number of airspace is ‘interoperability’ or, in plain language, may change this.
infringements for both airfields and pilots. ensuring that all devices current and future So is electronic conspicuity worth
The kit, which is expected to be ‘portable’ can communicate with each other using a having and will it become mandatory? The
could be used on registered and non- common technological standard. answers are yes (just ask anyone who’s
registered UK Annex II aircraft, Annex I Given the global market for such flown with it, chances are they’ll never
non-complex EASA aircraft of less than devices the CAA says it doesn’t want go back) and no -- at present there’s no
5700kg MTOM and for gliders and balloons to impose a particular type of device or intention of it becoming mandatory, the
(including thosecovered under ELA 1 and supplier, but it does want to see a standard feeling is that a flexible approach is needed
ELA 2). digital technology. That might be ADS-B suitable to the circumstances of particular
If you haven’t had the opportunity of (Automatic Dependent Surveillance- categories of aviation.
seeing it in action, as well as the transmitter, Broadcast) technology, which as well as Looking ahead, there’s no doubt some
a receiver (both usually in the same box) providing position and traffic information form of electronic conspicuity is going to
calculates whether there might be a conflict via GPS can also use its digital data to offer be essential for flying in certain blocks of
between you and another suitably equipped pilots weather and flight information. uncontrolled airspace and to aid integration
aircraft. Warnings are then given either via The CAA recognises that devices need as more types of ‘new’ aircraft rise into
a display or audibly or both (something like to successfully interact with each other to the skies and drones play an even larger
traffic 100ft above, 11 o’clock) in good time obtain the maximum benefit from electronic part of everyday life — otherwise before
for the pilot to locate the ‘threat’ and take conspicuity. "We have recommended that long we might hear air-taxi drivers shouting
avoiding action. anyone purchasing an EC device makes “Look at that bloke, what’s the matter wiv
There are several excellent commercial sure they are fully aware of what individual ’im, can’t he see us…?”.
04 FUTURE VISION
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Human
Human Factors factors to think about
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Benefits and issues will vary
Considerations for between electronic conspicuity (EC)
The benefits
Electronic and issuesDe-
Conspicuity will vary between electronic devices, these are some ideas to
devices,
vices so here are some ideas to get you thinking get you thinking.
Rely on your core flying skills Placement
Having an EC device can be a use- For carry-on devices, make sure your
ful safety aide, because it can help device:
you to build a • Is securely placed and cannot be- Icon made by Icongeek26
picture of the traffic and Icon made by Frreepik
come loose in flight, or that parts
from www.flaticon.com
from www.flaticon.com
airspace around you; but it can- might fall off.
not show you everything. Using a device will not
• Does not impede your actions or any instruments
replace your core flying skills such as keeping a
in the cockpit.
good lookout / scan and understanding the
airspace conditions and rules. • Works with other equipment you may be
using .
• Has a fully charged battery that will last for longer
Know your Device than your planned flight and/or a way to re-
Make sure you understand thor- charge, if required.
oughly all the benefits and limita-
tions of your particular EC device.
Icon made by Freepik from
www.flaticon.com Understand what it can and can- Stay Up-to Date
not show you and have a goal for
Make sure you keep yourself up-
the extra information you will need to find
dated with the latest safety alerts,
through your usual scan. E.g. it might only tell
consultations, rule
you about other airspace
changes, airspace amendments and more from the
users who have the same device, you might also
CAA’s SkyWise. Www.skywise@caa.co.uk
only be visible to users with the same device.
Include it in your flight planning
Record all events or failures
Include your device in your flight planning so
Ensure you record all safety events or
that you are aware of any changes
issues related to using the EC; these
it may make to the way that you
could be as serious as an airspace in- Icon made by Freeoik from
usually do things, where you fly, www.flaticon.com
fringement or near miss, or as simple
how you manage risks (such as
as realising you didn’t have the ‘full picture’. It is im-
traffic choke points) and how Icon made by Freepik from
www.flaticon.com portant that we
you will change your plan if the
understand how these devices are impacting how
system becomes inoperable.
we use the airspace and our flying.
AUTUMN 2020 05
So, how well
does it work then?
Good question — and to find out practical electronic
conspicuity trials have been carried out at three airfields
L
et’s be honest, busy airfields can been carried out to try to find a low-cost
be pretty fraught at times and electronic solution to the potential risks,
even quiet ones can sometimes enhance safety and help to avoid airspace
spring a heck of a surprise to the busts.
unwary — and that includes the At this point you might be saying “yes Barton's tower
display
crew in the tower as well as the pilots. but my lookout is pretty good” which is
Pilots’ tales of close calls are all-too- fair enough, but trials in the U.S. some ADS-B traffic display
common, while for many tower staff years ago found that without traffic alerts he could have given better information
at general aviation airfields the only real the probability of pilots sighting a threat is much earlier, preventing the incident and
information they get is what the pilot tells generally low until just before impact, but the need for the radio operator (who was
them on the radio and what they see with with alerts a pilot’s search effectiveness commended for his actions) to exceed his
their eyes. So, with that in mind, trials have increased by a hefty factor of eight, and an privileges.
alert from air traffic services or a listening In another airprox in 2019 in the North
That's all there is watch was likely to be similarly effective. Weald circuit, the Board also praised the
to the new aerial
Take this example closer to home at air/ground operator for providing traffic info
Sibson in 2019 when two aircraft ended based on ADS-B that ensured there was no
up on short final at the same time. Radio risk of a collision.
calls hadn’t provided the pilots with good For the trial run by Airspace4All three
situational awareness and neither sighted airfields were selected, Manchester Barton,
the other; as the first touched down the Goodwood and North Weald: Barton and
second was 50ft above, so the air/ground Goodwood both have an Aerodrome Flight
radio operator decided to ‘instruct' the higher Information Service (AFIS) while North
aircraft to “go around” even though by rights Weald’s radio is air/ground. The trial was
he shouldn’t have. due to run for six months with Barton’s
Airprox Board analysts reckoned that but starting in March 2019 while North Weald’s
for his ‘instruction’ there would have been and Goodwood’s began in May. Barton’s
a collision five seconds later. They added initial try-out was completed in August 2019
that had the aircraft been suitably equipped and a second phase ran until April 30, 2020.
and the radio operator armed with an The main aims were to see whether ADS-B
FUTURE VISION
EC Trials
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One of the portable EC units in situ Goodwood's tower with ADS-B aerial on the left
Traffic Displays at general aviation airfields at the airfields with the operators providing general aviation community that there’s
would be practical, help mitigate the risk enhanced advice, information and warnings been a noticeable increase in the number of
of potential mid-air collisions, help to as appropriate. To monitor the trial’s people fitting their own ADS-B units at the
reduce airspace infringements and check progress, the operators provided daily and airfields where the trials took place.
whether people were following local monthly feedback which produced some There were, of course, some issues
traffic regulations. additional and surprising results ranging including poor cockpit positioning of the
The airfields’ Flight Information from pilots mistaking runways or heading for portable ADS-B units masking the aircraft’s
Service Officers/Air/Ground Operators controlled airspace, to others not being quite signal, pilots forgetting to switch them
were trained up to be allowed to where they thought they were… on, lack of charge, not switching off on
broadcast generic traffic information One report, for example, said: “G-XXXX the ground resulting in ‘clutter’ on the
and warnings if aircraft appeared to be reported six miles west when in fact he was traffic display screen and using a device
approaching controlled airspace, but showing as three miles south-west. One programmed with information for the
they weren’t allowed to pass specific minute later [the] aircraft was downwind so ‘wrong’ aircraft.
traffic information or aircraft deconfliction the pilot position report was definitely wrong In summary, the trial’s report said that
instructions, that remained firmly the and the ADS-B data was proved correct and overall the ADS-B Traffic Display was found
preserve of controllers with radar ratings. accurate”. to be an effective and economic means
While they weren’t allowed to pass Clearly most of the operators liked the of providing accurate and timely traffic
traffic information in a form relative to system and wanted to keep the kit after information to aircraft at and around a GA
the direction of travel,“you have traffic in the trial. Essentially, they said the displays airfield. Its installation was welcomed by ATS
your 2 o’clock”, geographic locations were were safe, reliable, very accurate and not and AGCS operators.
permitted, such as “there is traffic in the a distraction. Many added that it was a A recommendation added that ADS-B
vicinity of Irlam VRP”. valuable additional tool that provided positive position data should be usable/ treated by
The towers’ new traffic display systems safety benefits to aircraft. The trial did, air traffic services as exactly equivalent to
were relatively low-cost – about three though, require commitment from airfield a pilot position report. In the absence of a
percent of other broader systems, so management and staff to provide the pilot position report (if the aircraft isn’t on
installation is well within the means of installation, training and supervision, and an frequency, for example) then the position
virtually all general aviation airfields. As well openness to change. date is all that ATS has to pass on as traffic
as the ground stations, Airspace4All provided Their comments were summed up well information and even with pilot position
50 commercially available portable ADS-B by one who said: “Having been a FISO for reports the ADS-B position is usually more
transceivers to make more local aircraft some 20 years it has been nothing but a up to date and often more accurate.
‘visible’ to the displays. positive. It enables me to provide a much So, with phase one concluded, where
Data was fed into a standard Windows 10 better service as a FISO giving me a tool does ADS-B in relation to general aviation
computer running a cost-free Virtual Radar to enhance my own situational awareness. airfields go from here? At present, all of the
Server so that the aircraft could be plotted Rather than relying solely on (often results are being examined and further trials
on a map on a conventional low reflection inaccurate and woolly) position reports, I can are expected this year.
PC monitor. The main cost was an ADS-B now confidently know where aircraft are and
ground receiver and a receiver/aerial (£1499 identify relevant traffic information and assist If you’d like to read the latest official
at the time). The setup was reasonably pilots in avoiding conflict”. guidance to on setting up ADS-B in
straightforward, only requiring a small And it seems the pilots liked the system general aviation aircraft you’ll find it in AIC
amount of IT expertise. too; interestingly, the trial has so raised (Y141/2019) on the NATS website
Then it was down to the daily business general awareness of ADS-B in the wider (nats.aero).
AUTUMN 2020 07
Devices shown are PilotAware Rosetta, Air Avionics TRS,
Getting
Garmin GDL 50, LX Nav, SkyEcho 2 and Aboba
kitted-out
There are many pieces of kit available.
The question is, what’s right for you?
B
efore getting your aircraft already have equipment that can be used Electronic Conspicuity Devices’. The
and/or yourself equipped for to fulfil some of the required functions. prime example of this currently is the
EC you need to spend a few The routes to enabling ADS-B out for the uAvionix SkyEcho 2, which will both
moments to answer some general aviation fleet have been laid out in transmit and receive ADS-B, has an
key questions about your AIC 141/2019*. integrated GPS and ADS-B antenna and is
operating environment and your objectives We’ll go on and look at each element battery powered for ‘carry-on’ use. Recent
Initially your need to consider: in more detail and give some ideas of CAA rules allow you to use CAP 1391
the options available. As the UK avionics devices alongside existing transponders,
1. Do I want a portable system I can market is constantly changing we can’t, of but you must ensure the transponder is
move from aircraft to aircraft, or do I course, cover every device here, and new not also sending out an ADS-B signal.
want something that will be installed in ones will no doubt come on sale once the If you want to provide GPS data to an
a single aircraft? roll-out of EC picks up pace, so it’s always existing transponder you can achieve
2. If you are looking at a single aircraft worth a bit of research to see what is the this with a certified device such Trig's
then what equipment does it have latest available. TN72 GPS Receiver. However the CAA
already and what type of airworthiness also allow the provision of GPS data
regime does it operate under (eg TRANSMIT from uncertified sources, so if you have
EASA, LAA, BMA, BGA, etc)? The first question here is whether the aircraft existing GPS capability — perhaps
3. Do I want to be able to interoperate you are considering is already equipped from another EC device such as Flarm,
with existing EC that’s using non- with a Mode S Transponder that’s ADS-B PilotAware, or from navigation equipment
ADS-B protocols, and if so which ones capable (also called ‘extended squitter’). With which can output GPS data, then you can
are most important to me? modern Mode S equipment this is likely to also connect that to your transponder.
be the case, and the transponder will simply For General Aviation air-to-air use either
Once you have the answers to these need a source of GPS derived position form of GPS is suitable, but if you want
three questions you can go on to look information to be connected. commercial traffic to ‘see’ your ADS-B
at the three elements which need to be If you don’t have a Mode S transponder position then go for a certified source.
catered for when providing a ‘See and be you might want to install one for increased While the connection of a GPS to a
seen’ EC solution. These are: visibility to ATC, in which case fitting a GPS modern Mode S transponder is normally
source at the same time would be sensible relatively straightforward, a number of
Transmit: How will I broadcast my — most commonly available transponders processes need to be followed depending
position? support this. Integrated units such as the on the airworthiness maintenance regime
Receive: How will I receive other aircraft Garmin GTX345 are also emerging and you’re following.
position reports? provide a Mode S Transponder with GPS, Either route, a Mode S device with GPS
Display: What’s the best way to display ADS-B-out and ADS-B in. As with any input or a stand-alone CAP 1391 device,
the information, and any resulting alerts, certified avionics you need to check the will give you the capability to broadcast
to the pilot? approval status for your aircraft and usage. your position so that you can ‘Be Seen’.
If you don’t have Mode S, and are
As few fully integrated solutions are not planning to do so, or want a ‘carry- RECEIVE
available you’ll typically need two or more on’ solution then the ADS-B transmit To be able to assess traffic around you
devices to provide all three elements. The function can be satisfied by a stand-alone the next step is to to ‘See’, so the first
good news is that in many cases you may device which complies with ‘*CAP 1391: stage is to ensure you can receive ADS-B
08 FUTURE VISION
ON THE MARKET
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and then forward that information to a approaches here, but whichever you You can take the opportunity to
display. The receiver and display need to choose the selection needs to be done in improve your interoperability with non-
be linked together, so you need to ensure tandem with the choice of traffic display as ADS-B electronic conspicuity systems
your selected products will communicate not all displays work with all receivers. by choosing, for example, a PilotAware
with each other. There are various means (PAW) or a Power-Flarm/ADS-B based
of passing electronic data, wired (RS232), You can get a GPS with an integrated device (several manufactures are
Bluetooth or Wi-Fi, and common protocols ADS-B receiver and examples are available). Examples are given below
are typically either GDL/90 or NMEA based. given in the table below, but this is just but this list is not comprehensive.
If you’ve decided to go the CAP 1391 a sample and there are also open- Some of these devices have integrated
route then it’s likely that device will receive source solutions. However, you need displays and most can either be
ADS-B as well as transmit it. If you are to check your choice works in the UK permanently installed or used as a
using a Mode S transponder you’ll normally environment as some will be aimed at ‘carry-on’ solution.
need a separate receiver. There are two the U.S. where ADS-B implementation *CAP 1391 specifies Electronic Conspicuity (EC) devices
is slightly different.
GPS/ADS-B Receivers
that have the ability to signal their presence to other
airspace users, thereby turning the “see-and-avoid”
concept into “see-BE SEEN-and-avoid”.
Dynon f.u.n.k.e Garmin Levil Aviation * AIC 141/2019 Enabling ADS-B out in the UK General
(dynonavionics.com) (funkeavionics.de) (garmin.com/en/gb) (levilaviation.com) Aviation Fleet explains how connection of a GPS position
source can be achieved.
Multi-protocol devices
FLARM/PILOTAWARE
Maker Device Integrated Receives Transmits Connect to
Display Display/EFB Flarm and PilotAware traffic
AIR Avionics AIR Traffic Optional ADS-B1, Flarm Serial RS232, awareness and collision
air-avionics.com Receiver System Mode-S, Flarm ARINC429,
Wi-Fi
avoidance systems have been
(Panel mount)
available for many years. They
Flarm PowerFlarm No ADS-B1, Flarm Serial RS232
flarm.com Core Mode-S, Flarm provide both like to like ‘See
PowerFlarm Yes ADS-B, Mode-S, Flarm Serial RS232 and be Seen’ using their own
Portable Flarm protocols and the ability to
LXNav FlarmBat Yes ADS-B1, Flarm Serial RS232, detect other devices including
lxnav.com (Portable) Mode-S, Flarm Bluetooth
ADS-B transmitters and Mode S
PowerMouse Yes ADS-B1, Flarm Serial RS232, transponders. FLARM Technology
(Behind Panel Mode-S, Flarm Bluetooth
mount) Ltd. use a form of licensing
LxNavigation FlarmEagle Mobile Yes ADS-B1, Flarm Serial RS232 regime to allow a variety of other
lxnavigation.com (Portable) Mode-S, Flarm hardware and software vendors
FlarmEagle No ADS-B1, Flarm Serial RS232 to make compatible equipment,
(Behind Panel Mode-S, Flarm
Mount) go to flarm.com/products/
Serial RS232,
powerflarm/product-selector to
PilotAware Rosetta No ADS-B, Mode-S, P3i
pilotaware.com (Behind Panel P3i, Flarm2 Wi-Fi see all the other options available.
Mount)
No ADS-B, Flarm3 ADS-B Wi-Fi
PilotAware aims to provide a low
Uavionix SkyEcho 2
uavionix.com (CAP 1391) cost approach using an open
(Portable)
protocol, licensed software and
Notes commonly available hardware as
1. ADS-B & Mode-S reception is an optional add-on to most PowerFlarm based devices
2. PAW devices receive Flarm via re-broadcast from the ground based Open Glider Network or via an attached Flarm receiver well as their own products. See
3. SkyEcho receives Flarm, but requires Flarm-licenced EFB software to decrypt (eg SkyDemon, EasyVFR V4, or ForeFlight).
the pilotaware.com website for
4. Funke TM250 Flarm display is non-directional unless a Flarm receiver is connected
5. Where a device is marked ‘behind panel mount’ it requires external power but could be mounted in any convenient location. more details.
6. Mode-S detection is non-directional, except for PilotAware which uses multilateration (MLAT) via the OGN network to derive location
Devices shown are Flarm display, Aircrew
traffic display and Garmin G600TXi
AUTUMN 2020 09
DISPLAYING TRAFFIC
Alongside your ADSB receiver you need
some form of display to show the traffic
around you, and optionally generate verbal
or visual warnings of potential conflict.
The important factor here is to ensure that
your chosen solution allows you to easily
scan the display while still keeping a good
lookout; electronic conspicuity is only an
assistance to a good visual scan. It helps
greatly to have audible warnings, either
through voice or alarm sounds, and many
solutions provide this.
Here there are three options, you can
Cockpit mounting can be straightforward
either have an integrated receiver/display,
a dedicated traffic display, or use a moving
map (EFB or integrated) that supports traffic the electronic flight book is normally Receivers with an integrated or
data from your receiver. wireless, either Bluetooth or Wi-Fi. The attached traffic display are noted in
vendors and receiver manufacturers the table. Several Power-Flarm devices
Moving map or electronic flight book will document the options available. have this capability and displays
(EFB) displays have the advantage range from a simple ‘LED-clock’ to a
of showing you where the traffic is - If you have an existing panel mounted more detailed traffic monitor.
along your route, but you should map display such as those available
also consider the in-cockpit position from Garmin or Dynon then they will A dedicated ‘traffic monitor’ often has
of your mapping system in relation often have capability of interfacing a radar-like display showing multiple
to your eyeline and whether you can to a receiver and displaying traffic targets and normally integrated
get audible warnings. information. There is a wide range of audible alerts for conflicting traffic.
options here, so it’s best to check with They can be mounted in the panel,
- Most popular EFB software your vendor. or on the panel face or glare-shield
(e.g.SkyDemon, EasyVFR , ForeFlight, and can be a simple ‘clock’ display
or AirNavigation) will interface to a - Other software based ‘traffic radar’ or a more detailed ‘traffic radar’.
variety of receivers, including Flarm, displays can be used, for example Most are designed to operate
SkyEcho or PilotAware, as well as a PilotAware provide a simple traffic alongside a PowerFlarm-based
number of the GPS/ADS-B receivers. radar that can be used on a receiver, but some support other
Connecting between the receiver and smart-phone. Display/Receiver interfaces.
Traffic Display (examples)
Installation requirements depend on the
Products shown at time of going to press (October 2020)
Maker Model Display Receiver Functions Supported
maintenance regime you are using for your
Type Interface Receiver Type
aircraft. Portable devices can be used in any
PowerFlarm GA aircraft provided they do not interfere with
Aboba Electronik V4 / V4M Panel RS232 LED Clock,
aboba.ch Distance the controls, vision or electronics.
Aircrew Aircrew Panel/Surface RS232, Traffic, PowerFlarm, If you wish to connect a GPS source to your
aircrew.co.uk Traffic Screen Wi-Fi A/H PAW, GDL/90 transponder or permanently install other electronic
conspicuity equipment in a non-EASA aircraft the
AIR Avionics Air Traffic Panel/Surface RS232 Traffic PowerFlarm, LAA and BMAA provide documented procedures.
air-avionics.com Display Garmin/TIS For EASA gliders most manufactures have a
TrafficView Panel RS232 Traffic, PowerFlarm ‘blanket’ technical note allowing such installations
LxNav
lxnav.com map family
For EASA light aircraft many traffic devices are
Flarm View Surface/coaming RS232 Traffic PowerFlarm covered by Minor Change approvals or EASA
or panel (57mm) family Standard Changes (CS-STAN). In particular
CS-STAN now also authorises aircraft
LxNavigation Traffic Panel/Surface RS232 or Traffic, PowerFlarm maintenance engineers to connect a GPS
lxnavigation.com Monitor CANBUS map family
position source (certified or non-certified) to an
Colour Surface/ RS232 Traffic PowerFlarm ADS-B capable transponder, but this work has
Display Coaming family to be done by a licensed engineer.
Note: Various “clock” displays are also available for attachment to PowerFlarm, and can be obtained from LXNav, LxNavigation or Aboba Electronik .
Devices shown are
LXNav, PilotAware,
FlarmBat, and (top)
Aircrew
10 FUTURE VISIONww
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Cut the cost
of new kit
Thinking of fitting an electronic conspicuity device?
There’s funding available to help out
Y
ou’ll recall that during the ∙ Only equipment purchased from 1st ELIGIBLE EQUIPMENT
change to 8.33kHz radios October 2020 until 28 February 2021 There is a range of EC solutions on
back in 2018 the CAA paid will be eligible for rebate. the market that manufacturers and
up to 20 percent of the ∙ You must produce a proof of purchase the communities have developed for
cost of new equipment and receipt. their own needs and using these
some 6,000 pilots took up the offer. With ∙ You must hold at least one of the technologies provides several benefits
the move to encourage GA pilots to adopt following UK issued pilot licences (UK to the airspace user, however
electronic conspicuity a similar funding or EASA part FCL): purchasers need to understand the
system has now been set up with funding limitations of such sub-systems and
from the Department for Transport. ∙ Private Pilot’s Licence (PPL) which other users / systems they can
The scheme, which will also include ∙ Commercial Pilot’s Licence (CPL) interact with.
some drone users, opened on October 5, ∙ National PPL (NPPL) The main equipment able to be used
2020 and will run until March 31, 2021 ∙ Sailplane Pilot’s Licence (SPL) on an aircraft for EC purposes currently
(or earlier once the funding is used up). ∙ Balloon Pilot’s Licence (BPL) available (and that a refund can be claimed
Anyone meeting the requirements will be ∙ Light Aircraft Pilot’s Licence (LAPL) against) includes:
able to claim a 50 percent rebate of the
purchase cost of an EC device (including Or be a registered member of either ∙ ADS-B Out capable transponder
VAT) to a maximum of £250 per applicant. the British Hand Gliding and Paragliding inclusive of GNSS position source
It’s expected that up to 10,000 rebates will Association (BHPA) or the British Gliding (Mode S ES Enabled).
be available. Association (BGA). ∙ ADS-B Out capable transponder
without GNSS position source (Mode
∙ Alternatively, if you are UAS/UAV S ES)
WHAT ARE THE REQUIREMENTS operator then you must hold an ∙ Certified GNSS source for Mode S
TO APPLY? authorisation issued specifically to ES transponders (Including a GNSS
∙ Funding is for carry-on or aircraft- them by the CAA (i.e. a permission, position sources in line with the
fitted devices only. Ground system exemption or ‘operational recently published AIC2019Y141,
components do not qualify for this authorisation’). an example being Trig TN72)
scheme. Note: General Exemptions, ∙ FLARM
∙ Applicants can claim a single rebate of permissions or authorisations which ∙ Power FLARM
50% - up to £250 - on EC equipment are aimed at a wider and no specific ∙ Pilot Aware Rosetta
purchased. group of operators are not included. ∙ Sky Echo 2
AUTUMN 2020 11CUTTING THE COST
We will consider requests from device may or may not be electronically visible to
manufacturers for alternative or newly each other, may have different standards
developed equipment to be added on a of reliability and accuracy, and may use
case by case basis. different parts of the radio spectrum for
transmitting signals.
WHAT DO I NEED TO CONSIDER The DfT and CAA are not recommending
BEFORE PURCHASING AND USING any specific device to pilots but do
EC EQUIPMENT? recommend that all pilots understand
‘See and avoid’ is the foundation for and consider the functional benefits, and
Visual Flight Rules flying in the UK. limitations, of any EC device so they make
Electronic Conspicuity devices can improve informed decisions on the level of reliance NORTH WEALD
situational awareness for pilots but do not that can be placed on the information FEBRUARY 5, 2020
replace the fundamental role of ‘see and provided to them. 16:40 GMT
avoid’. Pilots using such devices should While not a definitive list the table below We were 4nm to the west of
be aware of their functionality and what describes the currently most used EC North Weald (our home airfield)
they can, and cannot, do. Devices are not technologies, a high-level understanding
inbound from Denham and had
always interoperable with each other. This of the interoperability between them and
notified North Weald Radio that
means that users of one type of device which are certified.
we intended to join left-hand
Which traffic receivers can see them? downwind for runway 02 which
Conspicuity ADS-B-in ADS-B Airborne Pilot Power Sky Echo was acknowledged, we then
beacons devices in Rx Collision Aware FLARM 2 (SIL-1
(certified) Awareness Rosetta Device) heard a Cirrus announce they
Systems (PAW) CAA CAP were departing on runway 02 and
(ACAS) 1391
approved would be turning left.
ADS-B Out YES YES YES YES YES YES
transponder We then had a short conversation
certified GPS
with the radio operator requesting
ADS-B out NO*2 Variable*4 YES YES YES YES
transponder to do a few circuits when we got
uncertified GPS
(Surveillance
back, which they acknowledged.
Integrity Level In the meantime the Cirrus had
(SIL) 0)
Power FLARM NO NO NO YES*1 YES YES*3 departed, turned westbound and
Pilot Aware NO NO NO YES NO NO was now climbing to circuit level
Rosetta (PAW) as we were about to join at the
Sky Echo 2 YES Variable*4 NO YES YES YES
(SIL-1 Device)
very base of the downwind leg
CAA CAP 1391
approved
which put us on a closing course
less than 0.5nm away.
*1) Dependent on proximity to ground infrastructure
*2) Certified Traffic receivers normally exclude reports from transponders & beacons set to SIL 0 Due to the planning in the cockpit
*3) New development requires a FLARM decode licence and a suitable display
for the circuit detail we had taken
*4) Transponders or beacons with a non-certified GPS may not be detected by a certified ADS-B in device. Systems with a quality indicator of
System Design Assurance (SDA) ≥ 1 can be ‘’seen’ ’. In the above table, the term certified means a device that has been tested for meeting our eyes off the Cirrus and it was
EUROCAE/RTCA standards and operates in the aviation spectrum.
only when we got a Traffic Alert
from our electronic conspicuity
In parallel to the grant scheme, work embracing new technologies. Applicants
system that we both located the
will continue on a long-term strategy should be aware that in common with
for Electronic Conspicuity in the UK. other technologies in any sector, any Cirrus visually and took avoiding
Surveillance technology will continue device purchased today is not necessarily action by immediately turning
to develop quickly and, together with guaranteed to meet any future EC downwind.
the DfT, we are open to exploring and requirements.
The Cirrus would have been flying
into a low sun so would have had
difficulty seeing us and we would
HOW TO APPLY have been momentarily distracted
Applications can be made via our online stakeholder portal (just tap CAA EC into by setting up for circuits creating
your search engine if you're not already registered) and run until March 31, 2021
a potential conflict situation. This
(or until the funding is used).
is just one occasion when ADS-B
has enhanced safety for us.
For more more information go to - Terry Kent
∙ Airspace Modernisation Strategy PPL/IRR, 30 years flying
∙ Information on EC devices caa.co.uk/cap1391 experience and 800 plus hours.
∙ AIC2019Y141: the steps that can be made to enable ‘ADS-B out’ throughout the
Aircraft Pipersport.
General Aviation fleet to reflect recent changes and developments from EASA.
12 FUTURE VISIONww
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Rise of
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the drones
Commercial use of unmanned aircraft
is expanding quickly and there are
far-reaching developments in the airREMOTE DRONE
OPERATIONS –
SEES.AI TESTING
The ability to use drones to
inspect infrastructure is obvious.
When you then tie that to
infrastructure in remote or
difficult to reach situations it
Amazon are well advanced with their drones First aid - one of the many coming uses
becomes even more compelling.
The premise of the work being
undertaken by sees.ai is to allow
inspection drones to be remotely
controlled by a central location.
That means operating the drone
beyond the visual line of sight of
the operator. An example could
be using a drone to inspect an oil
rig after a storm.
At the moment to achieve that a
suitably approved operator would
need to be on the rig permanently
or flown in. With the sees.ai
Photos: Shutterstock
proposal and BVLOS flying being
permitted, then a drone based
on the rig permanently could be
flown at any time by an operator
many hundreds of miles away.
O
Photo drones are getting larger
By using virtual reality, the drone
operator is placed in a 3D version
ne of the often-quoted in a remote village; inspecting remote of the drone’s real environment
benefits of wider adoption infrastructure such as overhead power allowing them to fly precisely,
of electronic conspicuity lines, wind farms and oil rigs and, of
even close to obstacles.
is allowing more users to course, the more commercial applications
access airspace. Primarily like deliveries. “Enabling everyday drone
that means commercial drone users. But Some use of what’s known as ‘extended flying beyond visual line of sight
what difference would it make to them and visual line of sight’, where spotters are is a game changer, providing
how would it be delivered? deployed along the drone’s route to report
the opportunity for unmanned
Apart from a few trials and very back to the pilot is allowed, and in other
controlled situations pretty much all drone cases areas of airspace can be shut to
vehicles to monitor critical
flying requires the operator to be able to other users, but that can’t be a infrastructure, make deliveries
see their craft all of the time so that they long-term solution. and support our daily lives in
are able to spot, and then avoid, any other So, for most uses to be effective all of an efficient and environmentally
air traffic. In most uncontrolled airspace these really need the drone to be operated friendly way.”
drones have as equal right to access as outside the user’s human visibility so- - David Tait, Acting Head of the UK
any other aircraft but, in reality, drone called Beyond Visual Line of Sight. That
Civil Aviation Authority’s
users are much more likely to see an obviously requires some other way to be
Innovation Team.
aircraft before its pilot spots the drone. able to avoid conflict.
Being required to keep their drone in Even the average enthusiast drone
sight is no big deal for many drone users costing well under £1,000 comes fitted
and doesn’t really stop them from doing with technology that’s pretty rare in the
any flying they want to. But, for many average GA aircraft. That includes GPS
of the commercial and public service navigation and automatic prevention of
opportunities that drones are now starting entering airspace that the drone doesn’t
to offer, it certainly does. have permission to use, auto stabilisation,
Take, for example, the undeniable emergency auto return to home, simple
benefits of using a drone as part of a collision avoidance and, in newer drones,
search and rescue operation; delivering electronic devices.
a defibrillator to a heart attack victim Large certificated drones are already
14 FUTURE VISIONCOMMERCIAL DRONES
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flying safely in controlled airspace where aa.co.u
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they operate just like any other airspace
user and easily meet the equipment IT’S A FAST GROWING WORLD
requirements such as a transponder.
Regardless of what you think about Over a third of the predicted 76,000
So, from a drone perspective, the
drones they are now a large and drones are expected to be operating
route to getting the equipment to operate
safely in uncontrolled airspace is relatively ever-growing part of UK aviation. in public service – healthcare,
straightforward. But for detect-and-avoid Their commercial applications education etc.
to be most effective the drone obviously grow every day and manufacturer
UK innovation charity NESTA
needs other users to transmit a signal it DJI quotes nearly 300 lives saved
has been working with five cities
can ‘see’. Hence the desire to increase throughout the world by drone
the numbers of existing airspace users (Bradford, London, Preston,
operations.
fitting electronic conspicuity. Southampton and the West Midland)
Many, but not all, future applications for Hundreds of UK companies are on how they could take advantage
drones will be at lower UK airspace levels, developing the sector into one of of the technology. As a result they
so building a fuller electronic real-time the fastest growing in aviation, and believe public services in cities could
picture of operations in the airspace will organisations from all over the world save £1.1bn in 15 years.
be key, particularly among GA and
are moving here to take advantage
military users. Consumer research has revealed that
Increasing the use of EC devices is
of the testing and regulatory
there is significant public support
only one part of the bigger ‘detect-and- assistance being offered.
for using drones in this way and
avoid’ system, but it is one of the more
A PwC study in 2018 predicted that more than 90% of the public expect
crucial and effective ones. The CAA’s new
we would see over 76,000 drones drones to regularly undertake tasks
innovation team has been working with a
number of organisations and companies operating in the UK by 2030 such as traffic monitoring, powerline
to help industry drive the issue forward. bringing £42bn into the economy inspection and assisting farmers in
Earlier this year they published their and 628,000 jobs. the next six years.
roadmap for how BVLOS drone operations
could become an everyday occurrence
(caa.co.uk/cap1861). It sets out a clear
roadmap of achieving BVLOS.
Key to that map is industry testing and
trials. As in all aspects of aviation such
operations will never be allowed unless
they meet acceptable safety levels. The
CAA innovation team runs a ‘sandbox’ (a
safe testing environment for evaluation)
that enables organisations to run trials with
its co-operation. Two of these current trials
are directly helping to develop the
Crop checking is just one of the
fast-growing uses of drones
international understanding and Airport and the Blue Bear Systems
development of BVLOS. The work with research base in nearby Oakley.
sees.ai (see box out) is looking at how The team have been flying unmanned
drone platforms themselves can aircraft, in coordination with the airport,
use BVLOS. into Cranfield’s air traffic zone to show
The second trial involves a specific how these different types of operations
airspace corridor to be used by both could safely coexist in the near future.
unmanned aircraft and traditional airspace All of this work will feed into the bigger
users. Known as the National Beyond domestic and internal development work
visual line of sight Experimentation to make safe drone BVLOS flying an
One of the Blue Bear drone flights Corridor (NBEC) it runs between Cranfield everyday occurrence.
AUTUMN 2020 15Good practice for all pilots.
Safety through collaboration.
Where are you flying today and
who will you be listening to?
A listening squawk enables an air traffic controller to
alert a pilot if their aircraft looks likely to infringe.
Check which listening squawks and frequencies you
will need before your next flight.
airspacesafety.com/listening-squawks/
Guidance and resources online:
airspacesafety.com
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and alerts from the CAA
Access alerts through the website, or have personalised alerts sent to you
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