Your report is reading like you're not getting any GPS signal into the transponder. You sure Channel 2 from GPS is actually wired into the txp and you didn't mis-pin it? you're even missing Geo Alt (GPS Alt)
PS. This is not related to TIS stuff..
I am pretty sure. The NOADSB message goes out once the 430W acquires GPS. I was also getting TIS-B uplink on the GDL-39. If I turn on ADS-B OUT+ on port 2 the NOADSB message never goes away. I did hook a data scope up to the RS-232 port hoping that the message format was some variant of NMEA data format with extra sentences for ADSB but no luck it is a proprietary protocol that garmin will not release. Talked to Garmin and they were of know help. I may have to swap transponder and 430W to see if I can get it to go away. I hate having to bug Jim every time I try something new. I wish that the GDL-39 would let you see the raw data transmitted by the 330ES. The avionics shop I work with does not have anything either.
If I turn on ADS-B OUT+ on port 2 the NOADSB message never goes away.
Hello John,
I may have missed it, but I didn't see in your troubleshooting if you turned off both RS-232 #1 (Aviation) and RS-232 #2 (ADS-B Out+) on the 430W, verified that the "No ADSB" annunciation came on, then turned just RS-232 #2 back on and verified that the "No ADSB" annunciation on the GTX turned off.
This would confirm that the connections aren't crossed and Aviation serial data is not being sent by accident to the GTX330ES. I don't know how it would behave if sent Aviation data (never tried this), but I know it wouldn't produce compliant ADS-B Out.
Thanks,
Steve
Hello John,
I may have missed it, but I didn't see in your troubleshooting if you turned off both RS-232 #1 (Aviation) and RS-232 #2 (ADS-B Out+) on the 430W, verified that the "No ADSB" annunciation came on, then turned just RS-232 #2 back on and verified that the "No ADSB" annunciation on the GTX turned off.
This would confirm that the connections aren't crossed and Aviation serial data is not being sent by accident to the GTX330ES. I don't know how it would behave if sent Aviation data (never tried this), but I know it wouldn't produce compliant ADS-B Out.
Thanks,
Steve
Want to know how your ADS-B system is performing? Send an email with N-number to [email protected] and request a detailed report.
Please include ADS-B transmitter & GPS make/model to save us a few emails if there are system performance issues.
Thanks again for providing this info. I requested the report and found there is no data. So it appears that my Navworx has not been transmitting at all when ive been flying. I have been talking to them about a software issue that keeps it from recognizing my N number and they believed I could override this setting to enable the transmitter but that doesnt appear to be happening after all. So back to the drawing board to figure out what is going on.
Mark,
Did you have three greens in the UAT console? Is the bug you referring to on the screen that looks up the ICAO address from the Navworx database?
I'm curious since I too have a Navworx. Although mine passed on the adsb report, I'm having other issues.
Bob
If you receive an email from me stating "No ADS-B data available," please make sure your ICAO 24-bit address (Mode S code) is programmed correctly into your transmitter. There are quite a few aircraft operating with erroneous ICAO codes e.g., FFFFFF, 123456, A00000, etc. which obviously won't link to any aircraft in the FAA database. Jim
Bob,
I have a NavWorx 600B on order. What other issues do I have to look forward to? Thanks.
Jim Berry
RV-10
Jim,
Thank you for the quick response on my ADS-B report. I'm happy to find out my system is working perfectly.
Is there any plan to make a database for the ADS-B performance that is accessible through the internet in a fashion similar to how RVSM Height Monitoring Flights are listed/updated? Seems like it would be easier for everyone involved to simply be able to look up their N-Number or Hex code.
Thanks for all your help.
Jim,
Thank you for the quick response on my ADS-B report. I'm happy to find out my system is working perfectly.
Is there any plan to make a database for the ADS-B performance that is accessible through the internet in a fashion similar to how RVSM Height Monitoring Flights are listed/updated? Seems like it would be easier for everyone involved to simply be able to look up their N-Number or Hex code.
Thanks for all your help.
We are looking at possible ways to make the information available. The tool (aka ADS-B Compliance Monitor) is still under development & likely two years from being fully operational. In the interim, I'm considering posting a daily list of tail numbers with system faults (Red). If your tail number isn't on the list for a given day you can assume you were good (green), but if it is on the list you'd still need to email me & request a report for specific faults. Not ideal, but would at least let you know if troubleshooting were successful without an email exchange.
I have installed Ads b in and out using 430 wass and the report back was only red on the VAL whatever that is. ... I am seeing all transponder traffic when above 1500 ft I think...does anyone know what this red is about? VAL is .78
Val is an indication of ADS-B position validation using one of two methods: time-distance of arrival; or radar (if available). ADS-B position report validation using radar is proving difficult, especially during turns given radar's 8-15 second sweep rate...
Jim
Radar is used as an independent check of the reported ADS-B position. In other words, if the ADS-B system thinks it's telling the truth, it will report that it's telling the truth even if it's lying. Radar (TDOA or passive ranging) is used as a lie detector for ADS-B reported positions.
Radar is used as an independent check of the reported ADS-B position. In other words, if the ADS-B system thinks it's telling the truth, it will report that it's telling the truth even if it's lying. Radar (TDOA or passive ranging) is used as a lie detector for ADS-B reported positions.
Following this thread with much interest as I would like to get ADS-B out but can't afford it. Just wondering is anyone using the NavWorx ADS600-EXP box with an older mode C transponder and transmonspe? or a new mode S transponder? I'm a little confused about all the technical data, but does your system report come back okay, so you can use it till 2020?
Thanks,
Bryan
Hi Mike/All, Sorry for the delay in responding to your question regarding my association with the FAA's ADS-B program, I've been somewhat busy sending out ADS-B reports since my original post. Yes, I work on the FAA ADS-B program as a avionics safety inspector with Flight Standards in DC. My primary responsibilities are to develop policy, guidance & training related ?91.225 & ?91.227 for our avionics inspectors. I also provide outreach to the aviation community related to the installation & maintenance of ADS-B systems. My arrival to the Vans forum was spurred by the latter of these and the knowledge that many who have already equipped with ADS-B are unaware that the system is not working properly. I've had little success with the alphabet groups when seeking to publish material that would be helpful to members such as those here. So out of frustration thought I'd go VFR direct (so to speak) to a large group of the GA community and provide assistance as able.
What does it mean to have a Kinematics failure?
Just did my first test with a 430W and a 330ES. All categories pass but these:
Baro Alt delta .57% fail MCF = 2
Geo Alt delta 1.12% fail MCF = 3
Latest firmware.
The email said the Baro/Geo failure may be related to an issue identified by Garmin. All the decoder rings don't help me turn this into English
Thanks for any advice you can give.
Hello Roger,
As explained in the FAA document, the ground based compliance monitor watches your data and performs a reasonableness check on changes in Baro/Geo Altitude, Position, and Velocity. Items highlighted in red were identified with parameter changes outside the range of normal aircraft performance.
The MCF term identifies the Maximum Consecutive Failures, which were very low for your data. Were you performing any maneuvering flight at all during the analysis flight? (of course, it is an RV!)
I looked at the data for several other RV aircraft that we have collected (all using G3X systems), including a G3X RV-10 with a GNS 430W/GTX330ES combination, and didn't see any kinematics failures in any of these reports.
You didn't identify your source of pressure altitude to the GTX, but your report data suggests that there might be disagreement between baro and GPS altitude at times, but only rarely.
For peace of mind, you might want to make a flight where you fly pretty straight and level and request another compliance report. If this one comes back "clean", then you were probably just tripping up the compliance monitor for a few cycles while you were maneuvering.
Let us know if we can help further.
Thanks,
Steve
I swapped out my 430 for a 530W and just need to confirm the serial (in & out) settings for the 530W. I am using a GTX330ES so want ADS-B out settings too!
I swapped out my 430 for a 530W and just need to confirm the serial (in & out) settings for the 530W. I am using a GTX330ES so want ADS-B out settings too!
(d) Minimum Broadcast Message Element Set for ADS-B Out. Each aircraft must broadcast the following information, as defined in TSO-C166b or TSO-C154c. The pilot must enter information for message elements listed in paragraphs (d)(7) through (d)(10) of this section during the appropriate phase of flight.
(7) An indication of the Mode 3/A transponder code specified by ATC;
I believe that's because of a recent ruling from FAA that for experimentals the TSO is not required, only "performance to TSO specs" whatever that means,.
As for N numbers showing up on the display, they can only appear for other aircraft that are ADS-B OUT equipped. Only about 3% of aircraft in the USA today have ADS-B, so it is pretty rare to see them. They're usually other SkyView aircraft
This is mis-information that just will not go away. As Ian says, there is NO differentiation between EAB and normally certified aircraft in this regard. The clarification of the rules was, that for ADSB-out, the equipment must meet the TSO specifications; it does not have to have a TSO guarantee from a manufacturer. This just brings ADSB into conformance with IFR gps and transponders. They just have to conform to the TSO specs. Now, the easiest way to be sure they do that is buy one that the manufacturer has TSO'd. But it's not required. OTOH, how the owner/operator will certify that the equipment meets the TSO specs - unless he is a lawyer, EE, and owns a building full of test equipment - is beyond me.
At the risk of asking a question that has been answered in the 8 pages of posts, how long does it usually take to get a response from [email protected]?