Wow, the internet is full of documentation. If you go back to the roots of the world wide web, people like Tim Berners-Lee and before him even Ted Nelson with project Xanadu (and go back to the Manhattan project with Vannever Bush it isn't a new idea at all) the idea was to share information. Learning material, instructions and books could all be connected.
This blog is all about sharing and linking. This is information I have gathered either professionally, or just as part of learning something else. Certainly as a pilot, I have had to learn some of this, but the theory came probably years before as a kid getting my ham radio license, or building my first robot. I sometimes paraphrase other documents, and even copy stuff here from other places.
The greatest source of verified information I share is from wikipedia. I may know something about something, but I usually try to verify it with some other source, and searching Google will usually point me at an article in wikipedia.
The math help I get from the aviation formulary web site. I don't know Ed Williams, I'd love to meet him. I have used his site for years and years writing aviation software. This is well presented, and detailed or not as necessary. This site focuses on the math, and that is all. Good stuff!
For charts and routes, I tend to rely on SkyVector.com. I can't believe this resource is free, and I appreciate it. Flight aware has plates and ASDI data, so it is also useful, similar but different. For airport information, I use Airnav, which has links to other sites including vfrmap.com and FAA's pilotweb.
Weather needs are met by the NOAA ADDS web site. There is so much information here that the weather channel, weather bug and other weather sources make really hard to look at. If you want to really forecast what will happen on your route of flight, ADDS is the only source.
Buying and selling of aircraft and parts, I rely on Barnstormers.com. The baroness runs a great web site, and I get the weekly email. I can't not mention Trade a plane, since if I were to sell my plane, I would list it on both sites. I still like the physical paper of trade a plane, but right now I am not subscribed. I also shop ebay for some aviation items also. For building supplies Wicks Aircraft, and Aircraft Spruce are the main sources.
There are several resources for electronics concepts. For builders Bob Nuckolls Aero Electric Connection is the main place. If you want to build your own avionics, there is a page dedicated to homebuilt avionics.
These are my go to pages, what are yours?
Showing posts with label Weather. Show all posts
Showing posts with label Weather. Show all posts
Tuesday, February 11, 2014
Saturday, November 9, 2013
ACARS - How Texting Works
Okey, texting with airplanes happens all the time. It is part of the whole process. The pilot needs to know stuff, and without tying up the air with a bunch of information the pilot may mis-interpret, or need to read later, the pilot and folks on the ground can communicate with a medium most of use use, in text.
In most aircraft, there is a keyboard and a screen up near both pilots. They have the ability to use this device to send questions to the ground, and the ground has the ability to send messages up to the pilots. Information can include weather, or flight plan changes, gate assignment. Almost anything can be sent to the pilots on the screen.
For the most part, this system works similar to a cell phone. There are ground stations all over the country. These ground stations listen on certain frequencies for a signal on a certain frequency. when these ground stations hear a message, they forward it to the assigned receiver. Each airline has assigned address(es). Delta doesn't want United hearing their messages, as much as Jet Blue doesn't want Southwest hearing their messages. Each aircraft has its' own address as well.
These ground stations are owned by various carriers, similar to cell phones. ARINC and SITA are the two major players in the world. There are some smaller carriers as well, and they are limited to certain regions in the world. The carriers don't typically inter-connect messages. If your airline is using ARINC all messages will be on ARINC equipment once they leave the operations center, until they get to the aircraft.
Different stations in the world use different frequencies so the aircraft don't overcrowd a single ground station. The ground station frequencies are similar to the VHF navigation and communication frequencies already used on the aircraft. Most of the ACARS frequencies are in the 129 to 137MHz range. Each ground station can cover about 200 miles on these frequencies.
If a pilot wants to send a message to a dispatcher in the pilot's airline operation center the pilot would tune to the nearest frequency that is on their chart, and enter the message on the keyboard. The message would get transmitted to the ground station and the carrier would forward the message to the operations center for that airline. When the dispatcher receives the message, they can enter a response. The dispatchers response will be forwarded to the carrier, and based on the last known location, the carrier will forward the message to the nearest ground station. The ground station will send the message to the aircraft.
There are a couple 'if's above. The communications protocol is quite robust, allowing for queued messages to stay queued until the ground station receives the message, and acknowledges it. If a ground station is out of service, or the aircraft is tuned to the wrong frequency, the message will sit on the aircraft, until the situation improves. If nothing else, the messages will be cleared when the aircraft power cycles itself (IE shutdown, and brought back up), no one wants to hear about something that happened yesterday.
There are automatic messages sent over ACARS as well. When the aircraft is first powered up, and the pilot initializes the computers a message will typically be sent to the operation center. This message will go into a database, and allow the airline to look at when things got started, what flight the aircraft is assigned to, and other such information. When the doors are shut, and the brakes are released an out gate time message will be sent to the operations center, and when the aircraft squat switches are showing no weight on wheels, an off ground message time is sent. The time messages that the operations center knows about and uses are called the OOOI (ooey) times, Out gate, Off ground, On ground, and In gate. There are other times, like in range that the gate wants to know about as well.
The pilots will use ACARS for many operational items. If ATC needs to divert and aircraft, the ACARS will be a way the dispatcher and the pilot can determine if there will be operational impacts to ATCs request. Will there be enough fuel to take the new route, or will the new route cause people to be delayed are all considered. If the pilot needs to know about weather ahead, some airlines have the capability to send messages to the aircraft if there are significant changes to the weather.
The ACARS unit will ding when a new message comes in. This ding is handy should the pilot be working a situation in the air, and need to know when the resources on the ground have more information. The ding can be a distraction when the pilots workload is high. Most airlines limit the ding to when the aircraft is above 10000ft. Messages can still happen when the aircraft is below 10000ft, but the ding will not distract them.
Next time you are flying, and you wonder where the pilot got all the up to date information, it probably came over the ARARS unit on the airplane.
For the most part, this system works similar to a cell phone. There are ground stations all over the country. These ground stations listen on certain frequencies for a signal on a certain frequency. when these ground stations hear a message, they forward it to the assigned receiver. Each airline has assigned address(es). Delta doesn't want United hearing their messages, as much as Jet Blue doesn't want Southwest hearing their messages. Each aircraft has its' own address as well.
These ground stations are owned by various carriers, similar to cell phones. ARINC and SITA are the two major players in the world. There are some smaller carriers as well, and they are limited to certain regions in the world. The carriers don't typically inter-connect messages. If your airline is using ARINC all messages will be on ARINC equipment once they leave the operations center, until they get to the aircraft.
Different stations in the world use different frequencies so the aircraft don't overcrowd a single ground station. The ground station frequencies are similar to the VHF navigation and communication frequencies already used on the aircraft. Most of the ACARS frequencies are in the 129 to 137MHz range. Each ground station can cover about 200 miles on these frequencies.
If a pilot wants to send a message to a dispatcher in the pilot's airline operation center the pilot would tune to the nearest frequency that is on their chart, and enter the message on the keyboard. The message would get transmitted to the ground station and the carrier would forward the message to the operations center for that airline. When the dispatcher receives the message, they can enter a response. The dispatchers response will be forwarded to the carrier, and based on the last known location, the carrier will forward the message to the nearest ground station. The ground station will send the message to the aircraft.
There are a couple 'if's above. The communications protocol is quite robust, allowing for queued messages to stay queued until the ground station receives the message, and acknowledges it. If a ground station is out of service, or the aircraft is tuned to the wrong frequency, the message will sit on the aircraft, until the situation improves. If nothing else, the messages will be cleared when the aircraft power cycles itself (IE shutdown, and brought back up), no one wants to hear about something that happened yesterday.
There are automatic messages sent over ACARS as well. When the aircraft is first powered up, and the pilot initializes the computers a message will typically be sent to the operation center. This message will go into a database, and allow the airline to look at when things got started, what flight the aircraft is assigned to, and other such information. When the doors are shut, and the brakes are released an out gate time message will be sent to the operations center, and when the aircraft squat switches are showing no weight on wheels, an off ground message time is sent. The time messages that the operations center knows about and uses are called the OOOI (ooey) times, Out gate, Off ground, On ground, and In gate. There are other times, like in range that the gate wants to know about as well.
The pilots will use ACARS for many operational items. If ATC needs to divert and aircraft, the ACARS will be a way the dispatcher and the pilot can determine if there will be operational impacts to ATCs request. Will there be enough fuel to take the new route, or will the new route cause people to be delayed are all considered. If the pilot needs to know about weather ahead, some airlines have the capability to send messages to the aircraft if there are significant changes to the weather.
The ACARS unit will ding when a new message comes in. This ding is handy should the pilot be working a situation in the air, and need to know when the resources on the ground have more information. The ding can be a distraction when the pilots workload is high. Most airlines limit the ding to when the aircraft is above 10000ft. Messages can still happen when the aircraft is below 10000ft, but the ding will not distract them.
Next time you are flying, and you wonder where the pilot got all the up to date information, it probably came over the ARARS unit on the airplane.
Saturday, October 5, 2013
UAT or 1090ES?
If you are considering ADS/B, there is a choice to make. Do you install a Universal Access Transceiver (UAT) or the Mode S transponder that has an extended squitter (1090-ES)? It all depends...
What country are you in? If you aren't in the USA, then the choice is pretty much made. The USA offers the option of a UAT. The rest of the world needs Mode S transponders for ADS/B installations.
If you are in the USA, and you mostly fly above FL180, then the choice is pretty much made again. The FAA doesn't allow aircraft flying above 18,000ft to use the UAT. It just makes sense to get the 1090-ES transponder that will do Mode S if you want take advantage of ADS/B and fly about FL180.
The UAT transmits and receives on 978MHz, the 1090-ES transmits and receives on 1090MHz. The ADS/B system will allow all participating aircraft to see each other. If the two devices work on different frequencies, how does a 1090MHz transceiver see a 978MHz transceiver? The ground stations will repeat the 978MHz messages on 1090MHz, as well as repeat the 1090MHz message on 978MHz. The ground station will also show both messages on the "RADAR" scope, so the air traffic controller knows where everyone is.
The FAA separated the two systems for a couple reasons. The 978MHz devices can handle more data (has more bandwidth), so more aircraft in a concentrated area will work without overloading ground stations or other aircraft. The 1090 Mode S transponders are already on the larger faster aircraft that are flying higher, so the expense should be minimized (I am repeating the FAA here, in reality, most operators will need to replace the transponders they have to get the extended squitter feature).
The UAT's are even more useful, since the FAA will broadcast extra information. The two extra messages that the FAA is broadcasting are the TIS/B and FIS/B. The 1090-ES system will get TIS/B, but not FIS/B.
TIS/B is Traffic Information Service-Broadcast, where non-ADS/B equipped aircraft will show up on the aircraft display, similar to ADS/B equipped aircraft. The ground station will broadcast the position of aircraft that are only visible on RADAR. As a pilot, you will be able to see more of what the controller sees.
FIS/B is Flight Information Service-Broadcast. Flight information includes weather, and aeronautical products. While XM provides some weather, that you must subscribe to, the FIS/B is free to everyone. The XM product may have additional information, or be more timely. The FIS/B data is what the FAA will be looking at, including potentially air traffic control. The aeronautical products appear to be weather like items, such as NOTAMs and SUA status.
Exactly what device to get will depend on the capability of the chosen display. Many of the MFD manufacturers will take either device for input, the displayed information may help make the choice. Some will show the weather RADAR information in great detail, others will show it blocky or not at all. Over the next couple years, the MFDs are sure to get better.
Should you wait, or should you buy today? Today the ADS/B MFD technology is being developed. Over the next 5 years, the technology will surely mature. Having ADS/B in on a tablet computer will allow a pilot to get their feet wet, sooner. By 2020, most aircraft will be required to have ADS/B out, which probably means, unless someone builds an under $1000 solution to ADS/B out only, most aircraft will be equipped with ADS/B in and out.
Can you get rid of your transponder once you have ADS/B? No, the Mode/C component will still be needed for RADAR service and TCAS for non-ADS/B equipped aircraft.
It'll be an interesting couple years going forward. What do you think?
Tuesday, July 16, 2013
Whats wrong with RADAR?
Ever see the news reports about the "World War II RADAR technology"? The headlines are usually provided by the FAA or other vendors when talking about NextGen technologies. RADAR has significantly improved since World War II. It is much more reliable, more consistent, and more accurate. The output now is mostly digital, and requires little adjusting.
All RADAR systems work by sending out a radio signal, and listening for that signal to bounce off a target, and timing the round trip of the signal. A passive RADAR signal is one where dish sends out a signal, and listens for the return. The passive RADAR message can only measure distance from the dish. Knowing the orientation of the antenna when the target distance was measured will allow the operator to know the range and azimuth of the target relative to the antenna.
The radio signal goes about the speed of light through the air, or about one foot per nanosecond, or about 5ms per mile, and remembering to double that for the round trip, will allow the RADAR system to determine the distance.
The RADAR dish is used to focus the transmitted signal, as well as the return signal. The pointy part near the bottom of the dish is the antenna for both the transmitter and receiver. The dish is a parabolic reflector, with the antenna at the focus point. The antennas are aimed at the dish. While the antenna does a good job of focusing the signal, it still goes out in a cone shape.
RADAR will detect various targets. The metal targets reflect the radio signals well. Other material will reflect at different levels. Most aircraft have metal somewhere, including tube and fabric, composite and wooden aircraft. Water also reflects radio signals. A large blob of moisture will show up on RADAR as a target. The processor on the RADAR unit will separate the blobs of moisture from the metal things. The blobs of moisture will be called weather, and the other metal objects will be considered primary targets.
Many dishes have a secondary surveillance antenna on them as well. Secondary surveillance is used to listen for the transponder that is on many aircraft. The transponder on the aircraft will transmit the aircraft altitude, and some other data. The transponders will automatically transmit when they hear the RADAR interrogation signal.
Mostly there are two types of RADAR in use for civil aviation in the US, enroute and tracon. Enroute RADAR, or ARSR covers a radius of about 250 miles, and the dish rotates in about 12 seconds. Tracon RADAR covers about 60 miles, and the dish rotates in about 4.7 seconds. Both RADAR types can feed computers, that allow different people to see different views of the same data.
Since the RADAR signal go goes out in a cone shape, the exact position of the aircraft is less accurate the farther the target is from the RADAR antenna. The tracon RADAR will be more accurate than the ARSR RADAR since it is turning faster, and only is looking at shorter distances.
The RADAR signal can be blocked by buildings and terrain. Buildings and terrain can also reflect signals. Reflected signals can make the targets appear to be farther away. If an aircraft is opposite terrain relative to the antenna, it won't be picked up by the RADAR. Enroute charts will have a MSA altitude indicating the lowest altitude the RADAR can allow the controllers to see the aircraft.
The RADAR units will output various channels, weather, secondary, and primary target data. This data will be collected by computers, and be correlated to determine a track. Correlating the secondary target with the primary data will allow a track to know an aircraft speed, altitude and location. Correlating the signals will also need to remove bogus signals, like reflections, or smallish blobs of weather.
Newer technologies called multilateration is another way to find an aircraft. The multilateration will rely on the transponder on the aircraft. The ground station will have multiple receivers in known locations. A transmitter in the area will send out a signal, the transponder will detect the signal, and respond. The ground stations will measure the time it took to receive the signal,and the difference will tell the range and azimuth of the signal. The signal will contain the altitude.
Building RADAR sites can be expensive, building multilateration sites can be significantly less. If some acreage is available, the multilateral station can be a good choice to cover mountainous terrain, rather than building new RADAR sites in the mountains. The output of the multilateration system can feed the same computer systems that are used for RADAR displays.
Modern RADAR systems are quite flexible. Much different than the "World War II technology" the newscasters present. RADAR also has the advantage of not requiring any technology on the aircraft to work. Should an aircraft have a system failure, or an operator turn off a transponder. The FAA would like to decommission RADAR, but I believe long term, they won't completely. DOD and other organizations will require their existence.
Is that helpful?
All RADAR systems work by sending out a radio signal, and listening for that signal to bounce off a target, and timing the round trip of the signal. A passive RADAR signal is one where dish sends out a signal, and listens for the return. The passive RADAR message can only measure distance from the dish. Knowing the orientation of the antenna when the target distance was measured will allow the operator to know the range and azimuth of the target relative to the antenna.
The radio signal goes about the speed of light through the air, or about one foot per nanosecond, or about 5ms per mile, and remembering to double that for the round trip, will allow the RADAR system to determine the distance.
The RADAR dish is used to focus the transmitted signal, as well as the return signal. The pointy part near the bottom of the dish is the antenna for both the transmitter and receiver. The dish is a parabolic reflector, with the antenna at the focus point. The antennas are aimed at the dish. While the antenna does a good job of focusing the signal, it still goes out in a cone shape.
RADAR will detect various targets. The metal targets reflect the radio signals well. Other material will reflect at different levels. Most aircraft have metal somewhere, including tube and fabric, composite and wooden aircraft. Water also reflects radio signals. A large blob of moisture will show up on RADAR as a target. The processor on the RADAR unit will separate the blobs of moisture from the metal things. The blobs of moisture will be called weather, and the other metal objects will be considered primary targets.
Many dishes have a secondary surveillance antenna on them as well. Secondary surveillance is used to listen for the transponder that is on many aircraft. The transponder on the aircraft will transmit the aircraft altitude, and some other data. The transponders will automatically transmit when they hear the RADAR interrogation signal.
Mostly there are two types of RADAR in use for civil aviation in the US, enroute and tracon. Enroute RADAR, or ARSR covers a radius of about 250 miles, and the dish rotates in about 12 seconds. Tracon RADAR covers about 60 miles, and the dish rotates in about 4.7 seconds. Both RADAR types can feed computers, that allow different people to see different views of the same data.
Since the RADAR signal go goes out in a cone shape, the exact position of the aircraft is less accurate the farther the target is from the RADAR antenna. The tracon RADAR will be more accurate than the ARSR RADAR since it is turning faster, and only is looking at shorter distances.
The RADAR signal can be blocked by buildings and terrain. Buildings and terrain can also reflect signals. Reflected signals can make the targets appear to be farther away. If an aircraft is opposite terrain relative to the antenna, it won't be picked up by the RADAR. Enroute charts will have a MSA altitude indicating the lowest altitude the RADAR can allow the controllers to see the aircraft.
The RADAR units will output various channels, weather, secondary, and primary target data. This data will be collected by computers, and be correlated to determine a track. Correlating the secondary target with the primary data will allow a track to know an aircraft speed, altitude and location. Correlating the signals will also need to remove bogus signals, like reflections, or smallish blobs of weather.
Newer technologies called multilateration is another way to find an aircraft. The multilateration will rely on the transponder on the aircraft. The ground station will have multiple receivers in known locations. A transmitter in the area will send out a signal, the transponder will detect the signal, and respond. The ground stations will measure the time it took to receive the signal,and the difference will tell the range and azimuth of the signal. The signal will contain the altitude.
Building RADAR sites can be expensive, building multilateration sites can be significantly less. If some acreage is available, the multilateral station can be a good choice to cover mountainous terrain, rather than building new RADAR sites in the mountains. The output of the multilateration system can feed the same computer systems that are used for RADAR displays.
Modern RADAR systems are quite flexible. Much different than the "World War II technology" the newscasters present. RADAR also has the advantage of not requiring any technology on the aircraft to work. Should an aircraft have a system failure, or an operator turn off a transponder. The FAA would like to decommission RADAR, but I believe long term, they won't completely. DOD and other organizations will require their existence.
Is that helpful?
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