Automatic_dependent_surveillance-broadcast

{{Refimprove|date=July 2007}}

'''Automatic dependent surveillance-broadcast''' (ADS-B) is a function on a properly equipped [[aircraft]] or surface vehicle that periodically broadcasts its state vector (horizontal and vertical position, horizontal and vertical velocity) and other information. ADS-B supports improved use of [[airspace]], reduced ceiling/visibility restrictions, improved surface [[surveillance]], and enhanced safety such as conflict management. ADS-B should not be confused with the applications it supports or the implementations.

Under ADS-B, a vehicle [[periodicity|periodically]] [[Broadcasting (networks)|broadcasts]] its own [[state vector (geographical)|state vector]] and other information without knowing what other vehicles or entities might be receiving it, and without expectation of an acknowledgement or reply. ADS-B is ''automatic'' in the sense that no [[aviator|pilot]] or [[air traffic controller|controller]] action is required for the information to be issued. It is ''dependent surveillance'' in the sense that the surveillance-type information so obtained depends on the suitable navigation and broadcast capability in the source vehicle.<ref name="do-242a">{{cite book | year=[[June 25]] [[2002]] | title=Minimum Aviation System Performance Standards for Automatic Dependent Surveillance-Broadcast (ADS-B) | publisher=RTCA, Inc| id=[[DO-242A]] }}</ref>

==Benefits of ADS-B==
ADS-B is intended to increase safety and efficiency. Safety benefits include:<ref name="scardina">{{cite paper | author=Scardina, John | title=Overview of the FAA ADS-B Link Decision | publisher=Federal Aviation Administration | date=[[June 7]] [[2002]] | url=http://www.faa.gov/asd/ads-b/06-07-02_ADS-B-Overview.pdf}}</ref>
*Improved visual acquisition especially for [[general aviation]] under visual flight rules ([[VFR]]).
*Reduced [[runway incursion]]s of the airport surface.
*Provision of graphical weather to general aviation cockpit.

ADS-B enables increased capacity and efficiency by supporting:
*Enhanced visual approaches
*Closely spaced parallel approaches
*Reduced spacing on final approach
*Reduced aircraft separations
*Enhanced operations in high altitude airspace for the incremental evolution of the "[[free flight (air traffic control)|free flight]]" concept
*Surface operations in lower visibility conditions
*Near visual meteorological conditions ([[VMC]]) capacities throughout the airspace in most/all weather conditions
*Improved [[air traffic control|ATC]] services in non-radar airspace

==Theory of operation==
ADS-B consists of three components:
*A transmitting subsystem that includes message generation and transmission functions at the source.
*The propagation medium.
*A receiving subsystem that includes message reception and report assembly functions at the receiving vehicle or ground system.

The source of the state vector and other transmitted information as well as user applications are not considered to be part of the ADS-B system.<ref name="do-242a" />

===Relationship to surveillance radar===
{| cellpadding="3"
|-
|[[Radar]] measures the range and bearing of an aircraft. Bearing is measured by the position of the rotating radar antenna when it receives a response to its interrogation from the aircraft, and range is measured by the time it takes for the radar to receive the interrogation response.

The antenna beam becomes wider as the aircraft gets further away, making the position information less accurate. Additionally, detecting changes in aircraft velocity requires several radar sweeps that are spaced several seconds apart. In contrast, a system using ADS-B creates and listens for periodic position and intent reports from aircraft. These reports are generated and distributed using precise instruments, such as the global positioning system ([[GPS]]) and [[Air traffic control radar beacon system#Mode S|Mode S]] transponders, meaning integrity of the data is no longer susceptible to the range of the aircraft or the length of time between radar sweeps.<ref name="APA 27-02">
{{cite press release
| title=FAA Announces Automatic Dependent Surveillance-Broadcast Architecture
| publisher=FAA Office of Public Affairs
| date=[[July 1]] [[2002]]
| url=http://www.faa.gov/asd/ads-b/press.htm
| ID=APA 27-02
| accessdate = 2007-05-02 }}
</ref>

PSR is robust in the sense that surveillance outage failure modes are limited to those associated with the ground radar system. SSR failure modes include the [[transponder]] aboard the aircraft. Typical ADS-B aircraft installations use the output of the navigation unit for navigation and cooperative surveillance, introducing a common [[failure mode]] that must be accommodated in air traffic surveillance systems.<ref name="do-242a" />

|
{| border="1" cellpadding="2" cellspacing="0"
|-
|'''[[types and uses of radar|Primary surveillance radar]] (PSR)'''
|''independent''; surveillance data derived by radar
|''non-cooperative''; does not depend on aircraft equipment
|-
|'''[[Secondary surveillance radar]] (SSR)'''
|''independent''; surveillance data derived by radar
|''cooperative''; requires aircraft to have a working [[ATCRBS]] transponder
|-
|'''Automatic dependent surveillance (ADS-B)'''
|''dependent''; surveillance data provided by aircraft
|''cooperative''; requires aircraft to have working ADS-B function
|-
|colspan="3"|Source:DO-242A<ref name="do-242a" />
|-
|}
|}

===Relationship to addressed ADS===
There are two commonly recognized types of ADS for aircraft applications:
*ADS-Addressed (ADS-A), also known as ADS-Contract (ADS-C), and
*ADS-Broadcast (ADS-B).

ADS-B is inherently different from ADS-A, in that ADS-A is based on a negotiated one-to-one peer relationship between an aircraft providing ADS information and a ground facility requiring receipt of ADS messages. For example, ADS-A reports are employed in the Future Air Navigation System ([[Future Air Navigation System|FANS]]) using the Aircraft Communication Addressing and Reporting System ([[ACARS]]) as the communication protocol. During flight over areas without radar coverage (e.g., oceanic, polar), reports are periodically sent by an aircraft to the controlling air traffic region.<ref name="do-242a" />

===Relationship to other broadcast services===
The ADS-B link can be used to provide other broadcast services, such as FIS-B and TIS-B. Another potential aircraft-based broadcast capability is to transmit aircraft measurements of meteorological data.

====Traffic information services-broadcast (TIS-B)====
TIS-B supplements ADS-B air-to-air services to provide complete situational awareness in the cockpit of all traffic known to the ATC system. TIS-B is an important service for an ADS-B link in airspace where not all aircraft are transmitting ADS-B information. The ground ADS-B station transmits surveillance target information on the ADS-B data link for unequipped aircraft or aircraft transmitting only on another ADS-B link.

TIS-B uplinks are derived from the best available ground surveillance source:
*ground radars for primary and secondary targets
*multi-lateration systems for targets on the airport surface
*ADS-B systems for targets equipped with a different ADS-B link<ref name="scardina" />

====Multilink gateway service====
The multilink gateway service is a companion to TIS-B for achieving interoperability in low altitude terminal airspace. Because aircraft that primarily operate in high altitude airspace are equipped with 1090ES, and aircraft operating primarily in low altitude airspace are equipped with UAT, these aircraft cannot share air-to-air ADS-B data. In terminal areas, where both types of ADS-B link are in use, ADS-B ground stations use ground-to-air broadcasts to relay ADS-B reports received on one link to aircraft using the other link.<ref name="scardina" />

====Flight information services-broadcast (FIS-B)====
FIS-B provides weather text, weather graphics, [[NOTAM]]s, [[Automatic Terminal Information Service|ATIS]], and similar information. FIS-B is inherently different from ADS-B in that it requires sources of data external to the aircraft or broadcasting unit, and has different performance requirements such as periodicity of broadcast.<ref name="do-242a" />

In the US, FIS-B services will be provided over the UAT link in areas that have a ground surveillance infrastructure.<ref name="scardina" />

===ADS-B physical layer===
Three link solutions are being proposed as the physical layer for relaying the ADS-B position reports:
*1090 MHz [[Air traffic control radar beacon system#Mode S|Mode S]] Extended Squitter (ES),
*[[Universal Access Transceiver]] (UAT) and
*[[VHF Digital Link]] (VDL) Mode 4.

In addition, [[FLARM]] is a simple but highly effective low-cost and low-range implementation of an ADS-B concept which has spread rapidly in general Aviation, especially gliders and helicopters. As a consequence of the low-range and non-certification, there is no ATC downlink.

====1090ES====
In 2002, the FAA has announced a dual link decision using 1090 MHz ES and UAT as mediums for the ADS-B system in the United States. The 1090 MHz extended squitter ADS-B link for air carrier and private/commercial operators of high performance aircraft, and Universal Access Transceiver (UAT) ADS-B link for the typical general aviation user.<ref name="APA 27-02" />

Europe has not officially chosen a physical layer for ADS-B. A number of technologies are in use. However, the influential [[Eurocontrol]] CASCADE program uses 1090ES exclusively.<ref>
{{cite web
| title = CASCADE Frequently Asked Questions
| url = http://www.eurocontrol.int/cascade/public/faq/faq.html#qa06
| publisher = Eurocontrol
| date = [[July 24]] [[2006]]
| accessdate = 2007-05-15 }}
</ref>

With 1090ES, the existing Mode S transponder (TSO C-112 or a stand alone 1090 MHz transmitter) supports a message type known as the extended squitter (ES) message. It is a periodic message that provides position, velocity, heading, time, and, in the future, intent. The basic ES does not offer intent since current flight management systems do not provide such data – called trajectory change points. To enable an aircraft to send an extended squitter message, the transponder is modified (TSO C-166A) and aircraft position and other status information is routed to the transponder. ATC ground stations and TCAS-equipped aircraft already have the necessary 1090 MHz (Mode S) receivers to receive these signals, and would only require enhancements to accept and process the additional Extended Squitter information. 1090ES does not support FIS-B service. {{Fact|date=May 2007}}

====Universal access transceiver====
The UAT system is specifically designed for ADS-B operation. UAT has lower cost and greater uplink capacity than 1090ES. Although 978 MHz resides in the TACAN assigned portion of the aeronautical spectrum, in the US 978 is used for transmission of airborne ADS-B reports and for broadcast of ground-based aeronautical information. UAT users have access to ground-based aeronautical data and can receive reports from proximate traffic (FIS-B and TIS-B). TIS-B provides reports for proximate aircraft through a multilink gateway service that provides ADS-B reports for 1090ES equipped aircraft and non-ADS-B equipped Radar traffic.

====VDL mode 4====
The VDL Mode 4 system could utilize one or more of the existing aeronautical VHF frequencies as the radio frequency physical layer for ADS-B transmissions. VDL Mode 4 uses a protocol (STDMA) that allows it to be self-organizing, meaning no master ground station is required. This medium is best used for short message transmissions from a large number of users. VDL Mode 4 systems are under consideration in Northern Europe. {{Fact|date=May 2007}}

==ADS-B supported applications==
The ADS-B data link supports a number of airborne and ground applications. Each application has its own operational concepts, algorithms, procedures, standards, and user training.

===Cockpit display of traffic information===
A Cockpit Display of Traffic Information (CDTI) is a generic display that provides the flight crew with surveillance information about other aircraft, including their position. Traffic information for a CDTI may be obtained from one or multiple sources, including ADS-B, [[TCAS]], and TIS-B. Direct air-to-air transmission of ADS-B messages supports display of proximate aircraft on a CDTI.

In addition to traffic based on ADS-B reports, a CDTI function might also display current weather conditions, terrain, airspace structure, obstructions, detailed airport maps, and other information relevant to the particular phase of flight.<ref name="do-242a" />

===Airborne collision avoidance===
ADS-B is seen as a valuable technology to enhance [[airborne collision avoidance system|ACAS]] operation. Incorporation of ADS-B can provide benefits such as:
*Decreasing the number of active interrogations required by ACAS, thus increasing effective range in high density airspace.
*Reducing unnecessary alarm rate by incorporating the ADS-B state vector, aircraft intent, and other information.
*Use of the ACAS display as a CDTI, providing positive identification of traffic.
*Extending collision avoidance below 1000 feet above ground level, and detecting runway incursions.

Eventually, the ACAS function may be provided based solely on ADS-B, without requiring active interrogations of other aircraft transponders.<ref name="do-242a" />

===Conflict management===
===ATS conformance monitoring===
===Other applications===
Other applications that may benefit from ADS-B include:
*Improved [[search and rescue]]
*Enhanced flight following
*Lighting control and operation
*Airport ground vehicle and aircraft rescue and firefighting vehicle operational needs
*Altitude height keeping performance measurements
*[[General aviation]] operations control<ref name="do-242a" />

==U.S. implementation timetable==
The U.S. FAA ADS-B implementation is broken into three segments each with a corresponding time line. Ground segment implementation and deployment is expected to begin in 2009 and be completed by 2013 throughout the National Airspace System. Airborne equipage is user driven and is expected to be completed both voluntarily based on perceived benefits and through regulatory actions (Rulemaking) by the FAA. The cost to equip with ADS-B Out capability is relatively small and would benefit the airspace with surveillance in areas not currently served by radar. The FAA intends to provide similar service within the NAS to what radar is currently providing (5NM en route and 3NM terminal radar standards) as a first step to implementation. However, ADS-B In capability is viewed as the most likely way to improve NAS throughput and enhance capacity.

===FAA segment 1 (2006-2009)===
ADS-B deployment and voluntary equipage, along with rule making activities. Pockets of development will exploit equipment deployment in the areas that will provide proof of concept for integration to ATC automation systems deployed in the NAS.{{Fact|date=May 2007}}

===FAA segment 2 (2010-2014)===
ADS-B ground stations will be deployed throughout the NAS, with an In-Service Decision due in the 2012-13 time frame. Completed deployment will occur in the 2013-2014 time frame. Equipage is expected to begin after the proposed rule is finalized in around 2010. {{Fact|date=May 2007}}

*Airport Situational Awareness – A combination of detailed airport maps, airport multilateration systems, ADS-B systems and enhanced aircraft displays have the potential to significantly improve Final Approach and Runway Occupancy Awareness (FAROA). {{Fact|date=May 2007}}
*Oceanic In-trail – ADS-B may provide enhanced situational awareness and safety for Oceanic In-trail manoeuvres as additional aircraft become equipped. {{Fact|date=May 2007}}
*'''Gulf of Mexico''' – In the Gulf of Mexico, where ATC radar coverage is incomplete, the FAA is locating ADS-B (1090 MHz) receivers on oil rigs to relay information received from aircraft equipped with ADS-B extended squitters back to the Houston Center to expand and improve surveillance coverage. {{Fact|date=May 2007}}

===FAA segment 3 (2015-2020)===
ADS-B In equipage will be based on user perceived benefit, but is expected to be providing increased situational awareness and efficiency benefits within this segment. Those aircraft who choose to equip in advance of any mandate will see benefits associated with preferential routes and specific applications. Limited radar decommissioning will begin in the time frame with an ultimate goal of a 50% reduction in the Secondary Surveillance Radar infrastructure. {{Fact|date=May 2007}}

==Non FAA implementations==
*Use of ADS-B and CDTI may allow decreased approach spacing at certain airports to improve capacity during reduced-visibility operations when visual approach operations would normally be terminated (eg. ceilings less than MVA +500).
*'''United States'''
**'''Cargo Airline Association''' - Cargo carriers, notably [[United Parcel Service]] (UPS), operating at their hub airports operate largely at night. Much of the benefit to these carriers is envisioned through merging and spacing the arriving and departing traffic to a more manageable flow. More environmentally friendly and efficient [[area navigation]] (RNAV) decent profiles, combined with [[CDTI]], may allow crews to eventually aid controllers with assisted visual acquisition of traffic and limited cockpit-based separation of aircraft. The benefits to the carrier are fuel and time efficiencies associated with idle descent and shorter traffic patterns than typical radar vectoring allows. {{Fact|date=May 2007}}
**'''[[Embry-Riddle Aeronautical University]]''' - ERAU has equipped their training aircraft at its two main campuses in Florida and Arizona with UAT ADS-B capability as a situational safety enhancement. The University has been doing this since May 2003, making it the first use in general aviation.<ref>
{{cite web
| title = Embry-Riddle Becomes First in General Aviation to Use Revolutionary ADS-B System
| url = http://www.erau.edu/er/newsmedia/newsreleases/2003/track.html
| date = 2003-05-13
| accessdate = 2007-07-27 }}
</ref> With the addition of the [[G1000]] to their fleet in 2006, ERAU became the first fleet to combine a glass cockpit with ADS-B.<ref>
{{cite web
| title = Embry-Riddle Fleet First to Combine Glass Cockpit and ADS-B
| url = http://www.skycontrol.net/reports/embry-riddle-fleet-first-to-combine-glass-cockpit-and-ads-b/
| date = 2006-02-03
| accessdate = 2007-07-27 }}
</ref>
**'''[[University of North Dakota]]''' - UND has received an FAA grant to test ADS-B, and has begun to outfit their Piper Warrior fleet with an ADS-B package.<ref>
{{cite web
| title = UND Aerospace Researcher Awarded $302,459 Grant To Study Safety-Enhancing Technology
| url = http://www2.und.edu/our/news/story.php?id=1962
| publisher = University of North Dakota
| date = 2006-11-17
| accessdate = 2007-05-03 }}
</ref>
*'''Australia'''
**'''Burnett Basin Operational Trial''' - Successfully concluded in June 2006, the trial installed a single ADS-B ground station near Bundaberg, equipped a number of aircraft with ADS-B avionics, and modified an operational air traffic management system to process and display ADS-B information.<ref>
{{cite web
| title = Burnett Basin Operational Trial of ADSB
| url = http://www.airservicesaustralia.com/pilotcentre/projects/adsb/burnettbasin.asp
| publisher = Airservices Australia
| date = [[August 1]] [[2006]]
| accessdate = 2007-05-02 }}
</ref>
**'''Upper Airspace Program''' - A program aimed at providing near-term safety and operational benefits in high level, non-radar airspace. Includes installation of approximately 28 ADS-B ground stations, strategically located across Australia to provide air traffic surveillance above 30,000 feet in continental airspace outside of radar coverage. All sites are expected to be installed and operating by mid 2007.<ref>
{{cite web
| title = ADS-B Upper Airspace Program (UAP)
| url = http://www.airservicesaustralia.com/pilotcentre/projects/adsb/adsbuap.asp
| publisher = Airservices Australia
| date = [[September 1]] [[2006]]
| accessdate = 2007-05-02 }}
</ref>
**'''Australian Transition to Satellite Technology''' - Now in initial planning and development, this is a major, longer term program designed to make ADS-B the primary means of ground to air and air to air surveillance in Australian enroute airspace. Includes installation of additional ADS-B ground stations to provide air traffic surveillance in airspace currently covered by enroute radar facilities. Intended to lead to the decommissioning of a number of radar sites. Mandatory aircraft ADS-B equipment requirements will apply – funding options to support general aviation operators will be explored.<ref>
{{cite web
| title = Australian Transition to Satellite Technology (ATLAS)
| url = http://www.airservicesaustralia.com/pilotcentre/projects/adsb/
| publisher = Airservices Australia
| date = [[August 7]] [[2007]]
| accessdate = 2007-08-24 }}
</ref>

*'''Canada''' - [[Canada]] is planning to use ADS-B to provide coverage of its northern airspace around Hudson Bay, most of which currently has no radar coverage. ADS-B will be initially deployed in the [[Hudson Bay]] Basin in 2007–2008 and the service is expected to be later extended to cover the rest of the [[Canadian Arctic]] and eventually to the rest of Canada.<ref name="tp-185">
{{cite web | title=Aviation Safety Letter
| work=
| url=http://www.tc.gc.ca/CivilAviation/publications/tp185/1-07/Pre-flight.htm#NAVCanada
| publisher=Transport Canada, Civil Aviation
| year= January 2007
| accessdate = May 1, 2007 }}
</ref><ref name-NavCanada>
{{cite press release
| title = NAV CANADA announces the acquisition of new surveillance technology to improve air traffic safety and customer efficiency
| publisher = NAV CANADA
| date = [[February 12]] [[2007]]
| url = http://www.navcanada.ca/NavCanada.asp?Language=en&Content=ContentDefinitionFiles\Newsroom\NewsReleases\2007\nr0212.xml
| accessdate = 2007-05-01}}
</ref>

*'''Sweden''' - LFV Group in Sweden is implementing a nationwide ADS-B network with 12 ground stations. Installation will commence during spring 2006, and the network will become fully operational in 2007. Based on the VDL Mode 4 standards, the network of ground stations can support services for ADS-B, TIS-B, FIS-B, GNS-B (DGNSS augmentation) and Point-to-Point communication, allowing aircraft equipped with VDL 4-compliant transceivers to lower fuel consumption and reduce flight times. {{Fact|date=May 2007}}

==System design considerations of ADS-B==
A concern for any ADS-B protocol is the capacity for carrying ADS-B messages from aircraft, as well as allowing the radio channel to continue to support any legacy services. For 1090ES, each ADS-B message is composed of a pair of data packets. The greater the number of packets transmitted from one aircraft, the lesser the number of aircraft that can participate in the system, due to the fixed and limited channel data bandwidth.

System capacity is defined by establishing a criterion for what the worst environment is likely to be, then making that a minimum requirement for system capacity. For 1090ES, both TCAS and ATCRBS are existing users of the channel. 1090ES ADS-B must not reduce capacity of these existing systems.

The FAA national program office and other International aviation regulators are addressing concerns about ADS-B [http://www.airsport-corp.com/adsb2.htm non-secure nature of ADS-B] transmissions. ADS-B messages can be used to know the location of an aircraft, and there is no means to guarantee that this information is not used inappropriately. Additionally, there are some concerns about the integrity of ADS-B transmissions. ADS-B messages can be produced, with simple low cost measures, which spoof the locations of multiple phantom aircraft to disrupt safe air travel. There is no foolproof means to guarantee integrity, but there are means to monitor for this type of activity.

There are some concerns about ADS-B dependence. The system does not function independently, to the extent that the "D" in "ADS-B" stands for "Dependent". An independent means of verifying surveillance is considered by some to have more value than a dependent means. {{Fact|date=May 2007}}

There are some General Aviation concerns that ADS-B removes anonymity of the VFR aircraft operations. {{Fact|date=May 2007}} The ICAO 24-bit code specifically assigned to each aircraft will allow monitoring of that aircraft when within the service volumes of the ADS-B system. Unlike the current Mode A/C transponders, there is no code "1200", which offers casual anonymity. ADS-B identifies the aircraft uniquely among all in the world.

==References==
{{reflist}}




==ADS-B technical and regulatory documents==
''MASPS = Minimum Aviation System Performance Standards''<br>
''MOPS = Minimum Operational Performance Standards''

* [[DO-289]] - Airborne Surveillance Applications (ASA) MOPS
** High level system architecture and sub-system descriptions.
* [[DO-242A]] - ADS-B MASPS
** Describes system-wide operational use of ADS-B.
* [[DO-286A]] - TIS-B MASPS
** Describes a surveillance service that derives traffic information from ground surveillance sources, broadcasts to ADS-B equipped aircraft or surface vehicles.
* [[DO-260A]] - 1090 MOPS for ADS-B and TIS-B
** Airborne equipment characteristics / requirements for 1090 MHz Mode-S extended squitter.
** Change 1-DO-260A–PMC consideration review/approval –[[June 27]] [[2006]]
* [[DO-282A]] - UAT MOPS
** Airborne equipment characteristics / requirements utilizing the universal access transceiver.
* DO-XXX - STP MOPS (work in progress)
** Describes a function that processes information prior to the information being broadcast by the ADS-B transmit function.
* DO-XXX - ASAS MOPS (work in progress)
** Adds additional subsystems necessary to fully implement AirborneSurveillance Applications:
*** Airborne Surveillance and Separation Assurance Processing (ASSAP)
*** Cockpit Display of Traffic Information (CDTI)
* [[DO-259]] - CDTI Application Description
** Provides initial CDTI applications descriptions.

==See also==
*[[DO-212]] Minimal Operational Performance Standards for Airborne Automatic Dependent Surveillance (ADS) Equipment
*[http://www.airsport-corp.com/adsb2.htm ADS-B ... Terrorist's Dream, Security's Nightmare]
*[http://www.mitrecaasd.org/library/documents/atm2003_paper84.pdf Commercial Aviation Accidents Before and During the Alaska Capstone Implementation of ADS-B, FIS-B, Terrain Situational Awareness, and Expanded IFR Infrastructure]
*[[NextGen]]
*[[TCAS]]
*[[FLARM]]
*[[ASDE-X]]
*[[Free flight (air traffic control)|Free flight]]

==External links==
* [http://www.adsb.gov Official FAA ADS-B Website]
* [http://www.flarm.com Flarm, a simple low-range ADS-B concept implementation]
* [http://www.nup.nu NUP II Project]
* [http://www.nup.nu/nup2plus/ NUP II Plus]
* [http://www.egoa.se Enhanced General Aviation by ADS-B]
* [http://www.adsmedup.it/ ADS-MEDUP Project]
* [http://www.eurocontrol.int/cascade/public/subsite_homepage/homepage.html Eurocontrol CASCADE Programme]
* [http://www.eurocae.org/ European Organisation for Civil Aviation Equipment]
* [http://www.airframes.org/ Public but incomplete database of ICAO24 address codes and aircraft registrations]
* [http://www.kloth.net/radio/icao24alloc.php ICAO Annex 10 Volume III Chapter 9. Aircraft Addressing System]
* [http://www.bas.uk.net/data6.html Overview of collision avoidance systems]
* [http://www.jpdo.aero Joint Planning & Development Office]
* [http://www.adsb.gov Safe Flight 21 ADS-B Projects]
* [http://www.faa.gov/about/office_org/headquarters_offices/arc/programs/capstone/ Capstone ADS-B Project]
* [http://www.airservicesaustralia.com/pilotcentre/projects/adsb/ Airservices Australia ADS-B Programs]
* [http://www.aopa.org/whatsnew/newsitems/2007/070118ads-b.html AOPA News Archive]

==Commercial implementations of ADS-B==
* [http://www.l-3com.com/products-services/docoutput.aspx?id=543 ACSS' SafeRoute<sup>TM</sup> ADS-B Solutions for Approach and Taxi, used by UPS]
* [http://www.gtwn.net/~keith.peshak/AIS-P.htm AIS-P]

[[Category:Avionics]]

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