Leeham News and Analysis
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Bjorn’s Corner: Largest navigation change since radar, Part 8
August 03, 2018, ©. Leeham News: In seven articles we have discussed the largest change in how air navigation is done since the Second World War when Radar was invented.
It’s time to summarize the changes and what it will mean for how we fly in the future.
Figure 1. Airbus Vahana Air Taxi concept. Source: Airbus.
Bjorn’s Corner: Largest navigation change since radar, Part 7
By Bjorn Fehrm
July 27, 2018, ©. Leeham News: Last week we discussed new air navigation procedures which can benefit from the universal adoption of ADS-B.
Now we shall discuss some other needed developments for air navigation. The complement, and long-term replacement, of radio traffic with text messages.
Figure 1. CPDLC display in an Airbus A330. Source: Google images.
Bjorn’s Corner: Largest navigation change since radar, Part 6
July 20, 2018, ©. Leeham News: Last week we discussed how a TCAS (Traffic Collision Avoidance System) works and how ADS-B will improve the system.
Now we discuss other areas of aircraft navigation and separation which are enabled when all players have ADS-B and transmit their 3D position and where they are going.
Figure 1. Air traffic is getting denser and denser. Source: flightradar24.
Bjorn’s Corner: Largest navigation change since radar, Part 5
By Bjorn Fehrm
July 13, 2018, ©. Leeham News: Last week we discussed ADS-B in capabilities and how the US second channel at 978MHz brings the bandwidth for many useful services.
Before we discuss what improvements in navigation ADS-B will bring long-term, let’s sidetrack to describe the present Traffic Collision Avoidance System (TCAS) and why it’s eventual replacement with ADS-B will improve air safety further.
Figure 1. A TCAS II display with warnings and advisories. Source: AeroSavvy.com
Bjorn’s Corner: Largest navigation change since radar, Part 4
By Bjorn Fehrm
July 06, 2018, ©. Leeham News: Last week we discussed the different forms of ADS-B out and the reason FAA went for a second channel for the US ADS-B.
We also discussed the basic ADS-B in function, Traffic (TIS-B). Now we discuss the added functionality of the ADS-B in on 978MHz, the UAT link.
Figure 1. The functions of the US ADS-B ground stations. Source: FAA
Bjorn’s Corner: Largest navigation change since radar, Part 3
By Bjorn Fehrm
June 29, 2018, ©. Leeham News: Last week we explained ADS-B out, the mandatory equipment needed from 2020 for flying in the US Airspace where a C-type transponder is needed today.
Now we continue with describing the ADS-B in, the listening capability of the system, which is nonmandatory. It offers exciting possibilities, however.
Figure 1. The ADS-B is mandatory in most US airspace areas. Source: FAA
Bjorn’s Corner: Largest navigation change since radar, Part 2
June 22, 2018, ©. Leeham News: Last week we started a series of Corners that deal with the largest navigation change since VOR and Radar was introduced after the Second World War.
It’s about leaving radars and transponders to keep track of where aircraft are, letting an ADS-B transmitter/receiver in the aircraft take over this role.
Figure 1. The ADS-B is mandatory in most US airspaces. Source: FAA
Bjorn’s Corner: Largest navigation change since radar
Bjorn Fehrm
June 15, 2018, ©. Leeham News: The worldwide aviation is heading for its largest navigation change since VOR and Radar was introduced after the Second World War.
When scheduled airline traffic started in the late 1920s, navigation was with maps and when the weather was bad, through Low-Frequency Radio beacons. Then the VOR and Radar were introduced. Now we will replace these as well.
Bjorn’s Corner: Aircraft stability, Part 9
By Bjorn Fehrm
June 8, 2018, ©. Leeham News: In the last Corner we discussed how a pilot uses the advanced Automatic Flight Control System (AFCS) on modern high-end business jets and airliners.
Now we will discuss what separates the high-end (and expensive) systems from the less capable we described before. It’s about flying difficult routes which contain demanding takeoffs and approaches.
Figure 1. A challenging approach where RNP based navigation is needed. Source: Wikipedia.
Bjorn’s Corner: Aircraft stability, Part 8
By Bjorn Fehrm.
June 1, 2018, ©. Leeham News: In the last Corner, we discussed the how the Flight Management System (FMS) is the part which calls the shots in a high-end autopilot (or Automatic Flight Control System, AFCS, as it’s called in high-end business jets and airliners).
Now we will dig deeper into what happens once the FMS has figured out how we shall follow a route.
Figure 1. The Automatic Flight Control System (AFCS) panel of the CSeries (surrounded with red). Source: Bombardier. Read more