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transmissions. These sources of aircraft data would also provide information to the CDTI
and other surveillance functions about the aircraft’s own position and status.
Air transport category aircraft may carry dual UAT transceivers; each connected to the
application processor(s) and the GNSS time/position and altitude sources.
Standardisation
An RTCA UAT MOPS has recently been completed.
An AMCP Working Group of the Whole meeting in May 2002 decided to initiate SARPs
development of UAT, a move supported by the FAA.
AEEC (ground station) standardisation has not been initiated.
Demonstration
TLAT and subsequent simulations have shown that UAT is able to meet all ADS-B
requirements (except that surface applications have not been evaluated).
The FAA conducted initial trials of UAT in the Ohio Valley, known as OpEval, as part of
the FAA’s Safe Flight 21 programme. This work was reported in two phases, OpEval-1
and OpEval-2. FAA trials are continuing with the Alaska Capstone programme.
Capstone is a joint initiative between the FAA and US industry. It is evaluating ADS-B
applications through trials conducted in the Alaska region. There are 150 aircraft
equipped with UAT avionics including: GNSS navigation receiver, ADS-B
transmitter/receiver, moving map display with TIS-B traffic and terrain advisory services,
FIS providing weather maps etc. and a multi-function colour display (CDTI). There is a
network of 12 ground stations providing redundant coverage of ground stations. UAT is
also being used to provide cooperative radar-like services.
A UAT trial was conducted in Paris in October 2000, organised by EUROCONTROL with
the participation of the FAA Safe Flight 21 Programme, Mitre, and UPS Aviation
Technologies. UAT operation was tested in the 966 MHz channel, which is currently
unused in France.
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