Andre wrote:
I agree with Mike's post above. Since originally posting, I have learned much more about ADS-B. A lot of data can be found in the A.I.M. section 4, chapter 5 (Surveillance Systems), sub-section 7 (ADS-B Services): https://www.faa.gov/air_traffic/publications/media/AIM_Basic_dtd_10-12-17.pdf
One of the options for GA aircraft is to utilize 978/UAT technology instead of 1090ES. An option when using UAT Out is to broadcast in Anonymous Mode, where the UAT transmitter randomizes the plane's ICAO address (the plane's N number). This is all acceptable until you you request flight following or want aircraft separation services as detailed in this excerpt (page 4-5-17):
"UAT anonymous 24−bit address feature may only be used when the operator has not filed a flight plan and is not requesting ATC services. In the anonymity mode, the aircraft’s beacon code must set to 1200, and depending on the manufacturer’s implementation, the aircraft’s call sign might not be transmitted. Operators should be aware that in UAT anonymous mode they will not be eligible to receive ATC separation and flight following services, and will likely not benefit from enhanced ADS−B search and rescue capabilities."
This illustrates my original point that there is much more to ADS-B than "hooking it up and turning it on". The above illustrated the need for requiring a thoughtful, methodical process in selecting which system to purchase and install. What else is there to ADS-B that needs to be explored before implementing? What about using after installtion? As Desert Flyer posted, "as we use ADSB more, it is good to reeducate about what the thing really tells us." Through education, we can any avoid unwanted surprises or missteps.
Andre'
Systems, almost all systems in aviation, evolve and progress over time...and ADSB will as well....for instance, we simply do not know how these systems will change over time, or how pilot behaviour will be affected over time...or how the technology will change and improve in the coming years.
What we have now will probably look different 5-7 years from now, with previously unknown benefits and consequences emerging...so I am for constant education and information on this topic. Some redundancy and re-inforcement of known "facts" is the foundation of new learning. That is ok with most of us.
Continuous education and updates will always be needed as adsb changes the airspace around us...as it will in 2020. And will again in the out years...as new features are ADDED to the system's capabilities and capacities....
There is also the matter of maintaining these devices over time in our cockpits...what trends will we see? How will pilot privacy be affected? What systems will fare better over time by manufacturer and it what environments? What technologies will be stymied by legal actions?
I am sure the pilot population of the past 100 years had many of the same questions when they were compelled to equip thier planes with radios, then navigation gear, then transponders, etc. over time... all this takes an investment of time to educate the spectrum of pilots operating in our complex airspace...
The price of education is high - the cost of ignorance is incacuable.
Mike N714AJ