I saw this yesterday in one of the AOPA news letters and thought it was interesting. I just got my Stratus in December and am still a little new to it. My question is, when ghosting occurs, is it just showing traffic on top of your aircraft symbol with no altitude difference? I'm just curious how it is depicted and if there are any tales that ghosting is taking place as opposed to an actual traffic conflict. Anyone had any experience with this? My guess is that it will just show a diamond on top of your aircraft symbol with 0 as the altitude difference and a vector line in the same direction as you're traveling.

Changes Coming to TIS-B

The FAA is preparing to implement changes to its Traffic Information Services-Broadcast (TIS-B), which provides traffic information to aircraft using Automatic Dependent Surveillance-Broadcast (ADS-B) Out and In.

The changes first announced in early 2015, which are scheduled to take effect in Southern California beginning in mid-January with nationwide implementation completed by late February, are designed to ensure that aircraft carrying certified ADS-B In equipment can “see” additional traffic. The changes also eliminate any incentive for operators to equip with ADS-B Out systems that are not compatible with certified ADS-B In systems.

“By making these changes, the FAA is closing a gap that has made some traffic invisible,” said Rune Duke, AOPA director of airspace and air traffic. “While this is an important step that can help improve traffic awareness, pilots need to remember that they still have a responsibility to be vigilant, look outside, and maintain separation from other aircraft.”

Currently, aircraft emitting ADS-B Out signals that do not comply with the performance requirement of any FAA standards are invisible to aircraft receiving TIS-B information through a certified ADS-B In system. That’s because certified ADS-B In systems filter from the display targets that don’t meet certain quality parameters in the ADS-B message (see the link above for details). As a result, aircraft that may have improperly installed ADS-B Out systems or those with non-certified ADS-B Out systems are invisible to aircraft with properly functioning certified ADS-B In systems.

The FAA estimates that its planned changes will make an additional 2,000 aircraft visible to aircraft with certified ADS-B In systems. This issue also highlights that a large number of aircraft have ADS-B Out but the avionics do not meet the requirements of the FAA’s 2020 rule. Pilots can determine if their ADS-B Out system meets the FAA’s standards for free by contacting the FAA which will look at previous flight data to see if the aircraft was sending the proper signals.  

For aircraft with “non-performing” ADS-B Out that also use an ADS-B In system, or for operators using some portable ADS-B In systems, the change will mean that their own aircraft may appear as traffic on their display, a phenomenon known as “ownship ghosting.” A similar phenomenon called “target ghosting” can occur when an ADS-B In system receives both TIS-B and ADS-B information for the same target aircraft and displays both as if they were separate aircraft. Ghosting, which will be far more common with aircraft having “non-performing” ADS-B Out, has the potential to create confusion for pilots or trigger proximity alarms in some systems. Some manufacturers, including Garmin, have implemented software updates that they believe will prevent users from experiencing ghosting. Other manufacturers, including Appareo which makes Stratus, have created help pages on their websites to advise users about how to prevent ghosting.  

The TIS-B service, derived from transponder replies to ATC radar, is currently designed for “client” aircraft equipped with both ADS-B Out and ADS-B In. Aircraft carrying ADS-B In equipment receive data directly from nearby aircraft with ADS-B Out on the appropriate frequency (1090 MHz or 978 MHz). Those using only ADS-B In equipment (no ADS-B Out) may receive incidental TIS-B information, which could result in an incomplete traffic picture because this TIS-B information was optimized for a different “client.” The traffic picture is in the shape of a hockey puck which is designed for the client aircraft, not the ADS-B In only aircraft. As a result, aircraft with only ADS-B In equipment may not receive traffic information that is relevant as it may be outside the “client’s” hockey puck.

In the meantime, AOPA continues to make safety and the availability of traffic information to every pilot a top priority.  AOPA has responded to our member’s requests and continues to advocate for all relevant TIS-B (traffic) data to be broadcast to any aircraft with ADS-B In, including to users with only portable ADS-B In systems.  The association made its most recent formal request in October, and has been working with the FAA and industry through the Equip 2020 working group to make this much needed safety enhancement a reality.

“At AOPA we encourage every pilot to equip with ADS-B Out, but feel strongly that TIS-B traffic information should be available to all pilots, not just those who have purchased ADS-B out equipment,” said George Perry, senior vice president of AOPA’s Air Safety Institute. “Currently, portable receivers only allow for a partial, incomplete traffic picture. We want to change that and help provide a more complete picture of traffic to everyone, even pilots flying with portable TIS-B receivers and an iPad.”

While TIS-B has limitations—it is only intended to serve as a transitional system in radar airspace while ADS-B is fully implemented and in some places traffic information updates only every 13 seconds because of radar latency, making traffic difficult to track—the benefits of allowing more pilots access to the data are clear, said Melissa Rudinger, AOPA vice president of government affairs.

“When the regulation was written, technologies that are now commonplace, like tablet computers, did not yet exist,” said Rudinger. “We’re asking the FAA to update its rules to reflect the realities of the way people are flying now and provide a continuous uplink to give more pilots the situational awareness and associated safety that TIS-B can deliver.”

At the same time, she warned, pilots will need to install ADS-B Out in their aircraft in order to realize the full benefits of NextGen modernization.

“Since so many pilots are already flying with iPads and other equipment that will allow them to receive TIS-B information, it just makes sense to make that information available to them,” Rudinger said. “In the meantime, we’re urging aircraft owners who fly where a Mode C transponder is now required as well as those who want to enjoy the full benefits of air traffic modernization to go ahead and equip ahead of the FAA’s 2020 ADS-B Out mandate.”

The FAA reports that as of Dec. 1, 2015, 15,318 general aviation aircraft were equipped for ADS-B Out compared to approximately 160,000 GA aircraft that carry transponders.  The agency says it has completed all the needed software changes to make all en route and large tracon facilities ADS-B compatible and is on schedule have all air traffic automation used to assist with separation ADS-B capable by 2020.

Keep looking outside. I expect it will get more dangerous before it gets more safe. When the computer problems get worked out, I expect it will increase the feeling of invincibility for those who choose and those who are made to buy it. I also expect some of us old guys will continue to look outside for our primary collision avoidance.

I'm confused by the AOPA message. Here is the FAA's policy as of last year:

https://www.faa.gov/nextgen/programs/adsb/media/TIS-B_service_change_summary_final_508_5-13-15-webV2.pdf

TL;DR: The TSO for TIS-B clients rejects non-TSO air-to-air targets, and so does the ground-based ADS-R. The memo indicated that ADS-R would immediately begin servicing all clients, both TSO and non-TSO, until last week, and then another change would be put in place to reject all non-TSO or low performing ADS-B clients. I think this means the non-TSO E-AB clients would not be serviced as well (NavWorx, etc).

As for ghosting, there may be several causes. Some ADS-B units do not inspect and collate an identifier data packet (just positional ones) and realize that an ADS-R message is referring to the plane itself or a target it already has decoded from an air-to-air broadcast. Getting rid of these problems is not always trivial and may require assumptions to filter out unlikely conditions. It may be due to latency in the ADS-R broadcast which creates conflicting positional info with air-to-air. Other ghosting problems are cleaned out by the ADS-R system, but not the air-to-air broadcasts. It is a problem that has been with ADS-B all along.

As for depiction of the ghosts, I have seen other targets ghosted. It seems like they might be aircraft specific.They appear as two targets on top of one another, and can flicker on and off.

My equipment for ADS-B In has been my iPad Mini with a Stratus 2 and Foreflight. At least twice that I can recall, the "ghosting" has been accompanied by an orange window that warns of a traffic conflict--I don't recall its exact wording. There is also a verbal alert, which can only be heard if the iPad is connected to the pilot's headset through Bluetooth, because the iPad's speakers aren't loud enough.

My airplane is in the avionics shop now for the installation of a new KT74 transponder, so that I'll have ADS-B Out. It'll be interesting to see the additional traffic I'll get as a result.

Cary

I've seen "ownship" ghosting in Garmin G1000 systems and with my usual foreflight/stratus/iPad. For me at least the ghost plane is usually close but doesn't always show up right on top of me, and isn't always at the same altitude. Typically a couple hundred feet off. My understanding is this has to do with radar limitations and transponder altitude vs what your GPS thinks your altitude is ... At any rate ghosting sucks because it can look like you've got a midair collision threat but it is actually a false alarm. After seeing it a few times I got better at recognizing my ghost, don't sweat it much now.

Even with the ghosting issue, the traffic displayed on my iPad with stratus/foreflight has been hugely beneficial especially around busy Seattle. Looking outside is still job #1 though.

Thanks for the insight. No doubt looking outside is job #1. After flying my first TCAS equipped aircraft, I couldn't believe the amount of traffic I wasn't seeing. Shortly after getting my Stratus, I was on my way back from a breakfast run and up popped a target. We were both less than 1,500' AGL and I was slowly overtaking him. He was lower than me. It ended up being a helicopter doing power line patrol. I never got close enough to see him but would have never known he was ever there had he not shown up on my iPad. My initial course was perpendicular to his with him crossing right to left in front of me 5 miles out. The advanced notice that a potential threat was in the area was definitely beneficial. I've done my fair share of grumbling about the ADS-B mandate, and I know that not everybody that flies the backcountry will equip. But then the thought occurred to me how useful it will be to be able to see traffic in the backcountry or at busy fly-ins. So maybe I'll grumble a little less. Of course, you still have to have your head outside. Like TCAS though, I consider this a tool to enhance my scanning.

Grassstrippilot wrote:Like TCAS though, I consider this a tool to enhance my scanning.

x2!

In my ADS-B for dummies world, I'm figuring out what I need avionics-wise by 2020 to be compliant. If something cooks, I may as well replace it with something that will be the requirement. So some questions to the avionics gurus:

Current "Stratus" is receiver only, no ADS-B out capability?
Mode S transponder - like a Trig TT21, though who know what will be available closer to the deadline, and at what cost.
ADS-B output "box", like a Trig TN70 or a NavWorx ADS-600 (EXP and hope nobody checks to closely)
Display - sounds like the iPad is endorsed/encouraged - but 2020 is a long ways away techwise. Does the "box" need the WiFi out to communicate with the iPad?
What about the whole 1090ES vs 978 thing, will the 978 "die out" and everyone will have to go to 1090 eventually anyway?

Karmutzen wrote:Current "Stratus" is receiver only, no ADS-B out capability?

Yes

Karmutzen wrote:Mode S transponder - like a Trig TT21, though who know what will be available closer to the deadline, and at what cost.
ADS-B output "box", like a Trig TN70 or a NavWorx ADS-600 (EXP and hope nobody checks to closely)

I'm not really sure about the -out side. I haven't dug into it, but I think you're right here.

Karmutzen wrote:Display - sounds like the iPad is endorsed/encouraged - but 2020 is a long ways away techwise. Does the "box" need the WiFi out to communicate with the iPad?

The stratus receivers already display ADS-B In data on an iPad. While I'm not sure if that technically complies with the requirements, it's already happening. I can't imagine the -out box having to talk to the iPad for any reason.

There isn't a requirement to have ADS-B in, only out. Appaero, the makers of Stratus, are coming out with their own transponder/ADS-B out option. The idea is since you already have the -in from the Stratus antenna, why not make a replacement transponder that has the -out capability. Then, between the two of them, you have both out and in. They should start shipping in April if I remember right. This is most likely the route I will be going. It seems to be one of the "cheaper" options out there.

https://www.appareo.com/aviation/stratus-esg/

Grassstrippilot wrote:... After flying my first TCAS equipped aircraft, I couldn't believe the amount of traffic I wasn't seeing. Shortly after getting my Stratus, I was on my way back from a breakfast run and up popped a target. We were both less than 1,500' AGL and I was slowly overtaking him. He was lower than me. It ended up being a helicopter doing power line patrol. I never got close enough to see him but would have never known he was ever there had he not shown up on my iPad. My initial course was perpendicular to his with him crossing right to left in front of me 5 miles out. ....

A buddy of mine has ADS-B in tied into a Dynon system. He made the same comment about seeing lots of traffic he wouldn't have seen without it, but in his case (like your example) he's seeing traffic that isn't a danger either due to distance away or altitude difference. Meanwhile his head is down looking at the screen so he wouldn't be able to see the non-txp'd Cub or Champ that he might be about to run down.

ADS-B and other TCAS's are great but they're not the be-all do-all end-all in avoiding collisions-- see-and-avoid still plays a huge part.

I have an Ipad and the Garmin "PILOT" app along with the model GDL 39 receiver for TIS/ABS-B in. And of course a stock transponder with mode C that came from the factory back in the early 1980's. I do not have ABS-B out in any form.

Yes, I have, on several occasions, witnessed traffic coming right up my tail pipe on my 6 O'clock and trailing me about two miles behind me. ( the distance is an estimate ). I'm in no hurry. I'll just let this guy go by while I take the scenic tour. I turned left 90 degrees and tried in vain to spot the guy. Sure enough, that guy did the same thing I just did.
Hmmm....Lets do this, and see If he does the same. Yup, it was my ghost. LOL

Note: I have no gnd speed readout on other traffic, so it would take careful observation of the icons over a period of time to see if the two targets are matched in speed or closing in on one another. Yes, I understand that... ( dodging daggers that are being thrown at me by others).

hotrod180 wrote:

Grassstrippilot wrote:... After flying my first TCAS equipped aircraft, I couldn't believe the amount of traffic I wasn't seeing. Shortly after getting my Stratus, I was on my way back from a breakfast run and up popped a target. We were both less than 1,500' AGL and I was slowly overtaking him. He was lower than me. It ended up being a helicopter doing power line patrol. I never got close enough to see him but would have never known he was ever there had he not shown up on my iPad. My initial course was perpendicular to his with him crossing right to left in front of me 5 miles out. ....

A buddy of mine has ADS-B in tied into a Dynon system. He made the same comment about seeing lots of traffic he wouldn't have seen without it, but in his case (like your example) he's seeing traffic that isn't a danger either due to distance away or altitude difference. Meanwhile his head is down looking at the screen so he wouldn't be able to see the non-txp'd Cub or Champ that he might be about to run down.

ADS-B and other TCAS's are great but they're not the be-all do-all end-all in avoiding collisions-- see-and-avoid still plays a huge part.

Initially this traffic was a legitimate threat because on the initial appearance, he was at my 2 moving to 1 o'clock and I was perpendicular to his course with a decent closure rate. But because he was moving at just above my speed and I turned a little right, I never saw him and our spacing stayed pretty even once I turned in his direction. He could have just as easily been a slower aircraft and one that I was overtaking. I think the point is increased awareness. Having thousands of hours with TCAS, I don't necessarily think the danger is increased heads down looking at a screen. I think a more realistic threat is becoming fixated on only finding that aircraft and only scanning that slice of pie for it, ignoring the rest. Once a threat is seen on TCAS, my eyes are even more out of the cockpit with only quick glances inside to correlate where I'm scanning to where TCAS is saying the target is. The trick is not to become fixated only on that spot and forget the rest of the sky. You're head still needs to be on a swivel.

NavWorx looks like a great option, too and is the least expensive solution I've seen. Does anyone have any experience with it?


http://www.navworx.com/index.php

It transmits and receives over the UAT. 1090ES reception can be added for about $100.

"AutoStealth(tm) Mode:
The UAT technology is the only ADS-B equipment that will allow for privacy. Normally, ADS-B devices transmit the aircrafts ICAO number, a unique code that is assigned by the FAA to each aircraft. When flying VFR however, there is no need to let the FAA know who you are. The ADS600-EXP randomizes the ICAO whenever the squawk code is set to 1200. In addition, the N-Number of the aircraft configured is changed to "N0", an unassigned N-Number."

blackrock wrote:"AutoStealth(tm) Mode:
The UAT technology is the only ADS-B equipment that will allow for privacy. Normally, ADS-B devices transmit the aircrafts ICAO number, a unique code that is assigned by the FAA to each aircraft. When flying VFR however, there is no need to let the FAA know who you are. The ADS600-EXP randomizes the ICAO whenever the squawk code is set to 1200. In addition, the N-Number of the aircraft configured is changed to "N0", an unassigned N-Number."

I don't fly like I've got anything to hide, but this part is interesting to me.

blackrock wrote:NavWorx looks like a great option, too and is the least expensive solution I've seen. Does anyone have any experience with it?


http://www.navworx.com/index.php

It transmits and receives over the UAT. 1090ES reception can be added for about $100.

"AutoStealth(tm) Mode:
The UAT technology is the only ADS-B equipment that will allow for privacy. Normally, ADS-B devices transmit the aircrafts ICAO number, a unique code that is assigned by the FAA to each aircraft. When flying VFR however, there is no need to let the FAA know who you are. The ADS600-EXP randomizes the ICAO whenever the squawk code is set to 1200. In addition, the N-Number of the aircraft configured is changed to "N0", an unassigned N-Number."

I paid $1700 for my navworx system 15 July and have yet to see it. They are horrible at managing expectations and couldn't keep a fucking timeline to save their lives. Their current "estimated" ship date for my unit is the beginning of February. I'd hold off until they get their shit together. Personal opinion, of course.

Thanks for the update and advice. I'll wait before ordering anything from them. Bummer your having to wait so long for delivery; I wouldn't like that.

It would be great to hear back from you when you get yours and how it works for you once installed. I think we are all hoping for a reasonably priced solution to come along soon. Traffic display is the main advantage I see in it. Sounds like the ADSB weather maps lack range so are of limited use for tactical planning to around weather systems and coverage at low altitudes is lacking.

Others priced in the $3k plus range are just not affordable for most of us, I think. Too bad since the more AC are equipped, the better, for traffic avoidance anyway.

The "patent pending" Navworx TransMonSPE is just a $12 (retail) RTL-SDR board mounted in the aluminum housing. $199 add on price.

Grassstrippilot wrote:..... I think a more realistic threat is becoming fixated on only finding that aircraft and only scanning that slice of pie for it, ignoring the rest. .... The trick is not to become fixated only on that spot and forget the rest of the sky. You're head still needs to be on a swivel.

Kind of like when you're approaching an airport and hear a position report from someone else doing the same thing. I find myself scanning, no peering at where I think he is or where he said he is-- the danger is 1) if he's not where he said / where I think, and 2) I'm not scanning for any other traffic that might be out there.

hotrod180 wrote:

Grassstrippilot wrote:..... I think a more realistic threat is becoming fixated on only finding that aircraft and only scanning that slice of pie for it, ignoring the rest. .... The trick is not to become fixated only on that spot and forget the rest of the sky. You're head still needs to be on a swivel.

Kind of like when you're approaching an airport and hear a position report from someone else doing the same thing. I find myself scanning, no peering at where I think he is or where he said he is-- the danger is 1) if he's not where he said / where I think, and 2) I'm not scanning for any other traffic that might be out there.

Kind of along with this, ATC will call out traffic and often they aren't where they said they are because of the high rate of closure. A quick glance at the TCAS shows me where they really are and where to look for them.

It will be interesting to see how many aircraft elect not to equip. I'd imagine it will be a small percentage. AOPA recently had an article from their legal counsel explaining the limits on those electing not to equip and what they will need to look out for, as well as the limits they will have. After reading it, I could see how a fair amount of people might fall in that category.