SkyEcho is a portable ADS-B transmitter and receiver but needs a separate display solution.
Graham Brown
Airfield, Airspace & Avionics
Recently, the Department of Infrastructure, Transport, Regional Development, Communications, Sport and the Arts asked for feedback on expanding the ADS-B compatibility mandate in Australia. Gliding Australia provided feedback as did all sectors of Aviation. The ADS-B mandate was introduced in 2013 requiring all IFR aircraft to have ADS-B devices in controlled airspace.
It was always mooted that the mandate would be revisited and its suitability for VFR aircraft in uncontrolled airspace assessed. In the meantime a cheap, self-contained ADS-B called Electronic Conspicuity devices were approved and many in gliding have purchased these devices, thinking other traffic would see and avoid them accordingly. The uAvionix Sky Echo 2 is the only one approved so far in Australia. Gliders have used FLARM for years, so the safety benefits are well known and extending this to non-gliding traffic by the Sky Echo would be good.
CASA have been encouraging us to fit ADS-B equipment with a rebate program of 50% of the purchase price up to $5,000. You first purchase the device and then the registered Operator applies for the rebate, supplying their registration documents. It takes a while but eventually you get the money. This brings the cost of the Sky Echo, about $1,000, down to $500, which is not bad. The Sky Echo EC device is both a transmitter and a receiver of ADS-B signals much like FLARM, so its full functionality with the appropriate displays carries a reasonable cost. The rebate is available until 2027.
You can apply for the rebate at https://tinyurl.com/grantecho
Power Difference
ADS-B and FLARM basically do the same thing – transmit the Aircraft’s position once or up to twice per second. The signal power, however, is vastly different. Flarm reaches 100 milliwatts, Sky Echo 20 watts and a fully approved and certified ADS-B, 125 to 500 watts. The power level affects the range the signal can go, although for gliding only a few kilometres is sufficient for the eyeballs to pick up the target and for you to take the normal see-and-avoid actions. For a fast-approaching airliner or power aircraft at 200kts, you’ll need a bit more. Also, it would be helpful if both aircraft had both transmitters and receivers with appropriate displays of the traffic.
This is where the topic gets interesting! First, everyone needs the same system or an appropriate integration, allowing the pilot to see or hear the danger via one interface. FLARM is useless for airliners and other fast moving powered aircraft as the range is too small and is not certified. However, FLARM is proprietary, which means integration with other systems is not happening.
With a suitable GPS source, Trig TT22 can be used for ADS-B in gliders.
The receiving side of ABS-B is called ADS-B IN. Not many of these are fitted to powered aircraft, as they traditionally receive their traffic information from Air Traffic Control, relying on the Air Services ground receiving network. Clearly, a big difference exists between ATC controlled traffic and see-and-avoid VFR traffic, and appropriate systems need to be designed and specified accordingly.
While the Department’s proposal is seeking comments on many aspects of ADS-B, the core of it is concerned with mandating ADS-B both OUT and IN for all aircraft in all airspace. Don’t panic, it’s only a proposal for feedback and this is their desired end state.
The Proposal and Gliding Australia feedback is available if you want the detail. The idea of mandating that all IFR aircraft have ADS-B IN by 2033 is a good one in our view, as they will be able to see our SKY Echos. IFR traffic transitioning to/from controlled airspace into Regional airports is where this is needed and sooner this happens before 2033, the better. Some already have Airborne Collision Avoidance Systems (ACAS) which have ADS-B IN but for others to upgrade will be expensive and time consuming.
The Department also proposes all VFR aircraft have ADS-B IN and OUT in all airspace by 2028, however the Sky Echo will be acceptable for this purpose. GAus and RAAus currently use Sky Echos and electronic flight bags such as Oz Runways and AvPlan, which can interface to the Sky Echo and show the traffic on the moving Map. These work very well but there are no sophisticated ACAS algorithms to give the pilot any warnings.
Options
Gliders currently only have Power Flarm to show the ADS-B traffic but there are a number of other integrations on some of the more expensive systems. The FLARM ACAS algorithms work well as they optimise the alert and minimise the non-essential info. There is no reason why either the ADS-B IN or the FLARM received information shouldn’t be integrated and processed with the aircraft’s GPS track to give intelligent alerts and displays to the pilot.
ACAS standards are in place, and maybe this is where to start. I have heard this type of alert for decades and they seem reasonable. “Traffic 2 o’clock high 2 miles” etc. Hopefully this is where research and development is going to go in the next few years.
The Department’s proposal has the Sky Echo phased out and replaced by fully certified ADS-B after 2033 but we told them they were dreaming. Who knows where the technology is going, but the Sky Echo is very cost-effective and no one is go to throw it away. Gliders need a self-contained system like the Sky Echo and any replacement would need to be as simple and affordable.
Many GA and RAAus aircraft are using electronic flight bags with ADS-B IN, and can usually see Sky Echo
So, should you buy a Sky Echo and be ready for any mandate that should come out in 2028 with the shadow of replacing it after 2033? Well, it’s only a proposal for feedback at this stage, and they promise they will consult further. I have three of these devices for different reasons [powerflarm in glider] but it comes down to where you fly and what type of traffic you have around you.
Sky Echo supports basic see-and-avoid tactics, along with radio messages. I have found them very useful around CTAFs, where a quick look at the display shows any traffic that has not made a radio call. I then make a position report and see if they respond. In my situation, they are a great aid.
Power Flarm receives ADS-B signals and all IFR aircraft in Australia now have ADS-B.
Sky Echo can be displayed on Android phones with XCSoar and the Traffix app installed
