Automatic Dependent Surveillance–Broadcast

And we've had to, we've had to make a couple of modern, you know, a transponder, a modern radio.

I've got a, I've got a removable Garmin 760 GPS in there, you know, ADS-B just for safety.

Yeah.

But for the most part, I mean, this thing is about as bone stock as you can get.

I was going to say one of our diehard listeners, Dizzy, he's, he's tracked you on flight track.

That's good.

My ADS-B is working

because it ain't been working that good.

Unacceptable action.

Those include, among other things, mandating ADS-B in, which the NTSB has been recommending for decades as an immediate safety improvement in our airspace.

Let me be clear.

ADS-B in, and I said this to Chairman Cruz when he asked me this question, ADS-B in would have prevented this collision.

It would have prevented it.

We wouldn't be here today.

That accident over DCA did not have to happen.

It could have been prevented, and we know how to prevent it.

It's going to be interesting.

There's a technical, semi-technical presentation on the ADS-B and some limitations and some things.

And then we have some other things.

So we have a break time, which is halfway through the show.

I know that it's time for about 45 minutes or so.

It should be all right.

So we're going to talk about ADS-B and how it works and what it shows, right? So, and there's some limitations that we need to kind of be aware of.

It's generally straightforward enough.

But over time, I think we need a way for everybody to be digitally visible to really have fully used and efficiently use our airspace.

And Jessica, is this a conversation that has gotten increasing attention around part 108? Or are you thinking more broadly as an alternative to ADS-B that offers more privacy or otherwise an improvement in bandwidth, etc.?

I think that there's been a lot of increase of discussion around it, definitely after the notice of proposed rulemaking went out for the normalizing UAS rulemaking.

BV loss, operations rulemaking, which includes Part 108 and 146.

There's not going to be a one size fits all.

So, you know, we have remote ID on small drones.

We have ADS-B on aircraft.

We have mode S transponders.

Even the GA airplanes, you can see, you know, this airplane just, you know, came from Orlando to here, and here's the tail number.

Or you hear your neighbor taking off, and you see that all of a sudden it comes up on ADS-B, and you can see who just left.

Right.

It's nice.

It flew low enough once we had the tail number.

And the ADS-B, it was the mistake of squawking on the ADS-B a few times too.

And it was the same one multiple times.

And they said, we rent that out to contractors and we don't reveal that information to the public.

And what we've realized is that there's really been no one who has spent time in R&D collecting and putting into one place all the data that exists in the aviation world.

Things like ADS-B, things like communications data, weather, ground movements.

And what we've done is we've built a foundational model that is purpose-built for aviation.

We call it Z, Z for the third axis.

Uh, RDS, RBDS, so broadcast station, uh, text, you know, those little text notes you see on your radio, and it says, you know, "The, the Wall 104.9," you know, stuff like that on your radio.

Uh, ISM868, APRS, AIS, ADSB, VDL, ACARS, HFDL.

[sighs] [laughs] Does a lot.

Um-