We are a consortium of professional aviation organisation with experience in EC, surveillance, research, innovation and airspace regulations.

Most of our testing is conducted around Goodwood Aerodrome. Thanks to our previous research Goodwood FISO today benefit from one of the most advanced low-cost, CAA compliant Flight Information Displays (FIDs).

We are looking to further advance and develop the capabilities of technologies like Goodwood FID and TIS-B is a logical next step, which improves Situational Awareness significantly in an environment, where Mode S is the dominant form of EC, but will still continue to be useful even if ADS-B is mandated in the UK in a similar way it is in some other countries.

See Benefits of TIS-B for more informtaion.

Today, ADS-B is the most comprehensive and technologically advanced form of EC. However, full-scale certified installations are costly and are not universally mandated in the UK, where Mode S remains the primary form of EC among recreational GA. Some pilots adopt low-cost portable ADS-B solutions, to become conspicuous to others (ADS-B OUT) and to be able to see other traffic (ADS-B IN).

The slight challenge is that Mode S transmissions can’t be displayed by ADS-B IN devices, whilst portable EC have low power and their performance is affected by wide range of factors.

Dedicated ground infrastructure can be used to “see” all these aircraft and re-transmit on a licensed aviation frequency of 978 MHz (TIS-B).

We would like to ask for your input and completing our questionnaire regarding general views, opinions and concerns about TIS-B implementation in the UK.

A separate questionnaire is designed for those who may be operating in the Goodwood Area during the trial dates and would like to provide their feedback of their first-hand experience of receiving TIS-B transmissions. The dates of such transmissions will be NOTAMed and also published on this website as soon as confirmed.

ADS-B mandate could indeed help improve creating a known conspicuous environment in UK airspace. However, it comes with significant costs to individuals and organisations; also, even if/when it is implemented, TIS-B would still be useful to ensure best possible coverage and reception of traffic onboard as well as lay foundation for FIS-B (broadcast of flight information and dynamic airspace updates).

Some EC technologies today are trying to rebroadcast multilateration of Mode S in a way that might resemble TIS-B, yet such devices currently operate on unprotected spectrum and reliability/delay/accuracy is not fully assured. As part of this study we will also look at those aspects of TIS-B.