ADS-B: Just over the horizon

As the deadline approaches, we’re still seeing some innovation in the ADS-B equipment market. Mode S Extended Squitter transponders, which add ADS-B Out information to their 1090-MHz broadcasts, have evolved to offer integral WAAS GPS position sources, 978-MHz ADS-B In capabilities, and—in the case of the L3 Lynx NGT-9000—even a built-in color touchscreen to display ADS-B traffic and weather. The NGT-9000 and Garmin’s GTX 345 offer impressive aural alerting capabilities, direct to your headset, that call your attention to nearby traffic.

In Albuquerque, Sandia Aerospace has been working on its ADS-B product offering. Progress had been slow, but the company has completed some other projects and is focusing renewed energy on its STX 360 Sentinel transponder, Sandia President Dennis Schmidt said at the Aircraft Electronics Association convention in March.

What makes the Sentinel different? First off, it incorporates a Mode C transponder—not the increasingly common Mode S transponder, to which ADS-B Out data can be appended. To provide ADS-B Out and In capabilities, the unit includes a universal access transceiver operating on 978 MHz. A built-in diplexer allows the transponder and UAT to share a single transponder antenna. The STX 360’s face includes a monochrome display to help with visual acquisition of traffic; the screen also can display METARs.

Most unusual about the STX 360 Sentinel transponder is its pilot-selectable anonymous mode. Like many other ADS-B transponders, it fits the standard panel form factor, sharing the size of a Bendix/King KT-76 or almost any other legacy transponder (although a remote mount also will be offered). ADS-B traffic and weather data can be transmitted wirelessly to an iPad for display in a flight management or electronic flight bag app.

Most unusual about this transponder is its pilot-selectable anonymous mode. You may recall that on the 978UAT frequency only, ADS-B Out supports an anonymous mode that broadcasts the aircraft’s position, but not its flight identification—which for most GA operations is the N number. Sandia’s solution makes that ability more accessible than on any other UAT.

Schmidt demonstrated the simple knobology to enter the Sentinel’s anonymous mode. “Then enter a squawk code, and it automatically leaves anonymous mode,” he explained. (Under the ADS-B rules, if you’re receiving radar services, your ADS-B has to be broadcasting your flight identification.)

Schmidt said he doesn’t have an exact date for the transponder’s certification, but he’s shooting for this summer. List price for the Sentinel is $3,200. Look for more information online.

uAvionix

Palo Alto, California-based uAvionix, which has been making ADS-B products for the unmanned aircraft system market, showed off new products in April for use in Experimental and Light Sport aircraft.

Its EchoUAT, a small remote-mount 978UAT, offers easy installation, the company said. The EchoUAT transceiver receives on both ADS-B frequencies; includes integrated Wi-Fi; and can be wired to popular electronic flight instrument system (EFIS) products from Dynon, GRT, and MGL Avionics, as well as many transponders. It is designed for use with the aircraft’s existing altitude encoder and ADS-B-compliant GPS position source, although the company sells a compliant position source separately. It weighs 65 grams—that’s less than 2.5 ounces—and lists for $999.

“EchoUAT takes what was shown at Oshkosh last year and adds a lot of integration options that pilots asked for,” said Shane Woodson, uAvionix director of sales. “EchoUAT separates the GPS source, so many pilots that have a compliant GPS source are not paying extra for an unneeded GPS source. This allows us to drive the price below $1,000. Then we have the optional SkyFYX GPS source for $500 for those who need the GPS source.”

uAvionix also announced the EchoESX, a $1,699 remote-mount Mode S Extended Squitter transponder. Like the EchoUAT, it is for Experimental and Light Sport aircraft, and is designed to interface with popular EFIS products; an optional 2 1/4-inch panel-mounted control head, priced at $400, is available for aircraft owners without a supported EFIS installation.

The company also showed a UAT transceiver for UAS applications—its power output does not meet FAA mandate requirements—that is smaller than a penny.

NavWorx

At press time the FAA had not issued a final rule on the airworthiness directive (AD) proposed October 20, 2016, that would require removing certain NavWorx Inc. model ADS600-B remote-mounted universal access transceivers from aircraft, and would prohibit their installation on any aircraft.

“We still anticipate an AD on the NavWorx certified system,” said Scott Edwards, NavWorx product specialist for Dallas Avionics, which is now NavWorx’s sole distributor. “We are unclear when the FAA might issue that, but we are moving ahead for a certification as early as June for the new Nexgen 2.0 system, and upgrade paths for existing customers.”

The Nexgen 2.0 product uses a different position source than the ADS600-B it will replace, and incorporates several design changes—such as integrating the Wi-Fi module into the UAT, instead of a separate box—to simplify installation.

NavWorx is poised to begin manufacturing the new product as soon as certification is received, and Dallas Avionics is taking orders, Edwards said. “We’ve already got a backorder on those systems.” More information is available on the NavWorx or Dallas Avionics websites.

Email [email protected]

See AOPA’s online ADS-B resources and ADS-B selection tool.