A TSO device can’t display a target with SIL or SDA of 0.
That may now be nitpicking, but people seem to have connected PowerFlarm Cores to their Garmin kit so that the Garmin TSO’d kit displays PowerFlarm targets. And AFAIK PowerFlarm doesn’t care about SIL, NIC, NACp etc.
Furthermore, that doesn’t necessarily apply to ETSO if EASA thinks otherwise…
The problem is, if you insist on only displaying traffic with certified avionics, you’ll miss many airspace users, such as gliders, hang gliders, etc, thereby crippling the effectiveness of the system. Therefore, any collision avoidance system will work best if as many users as possible participate. That won’t happen if you force TSO certification on everyone. And for relatively slow moving targets, even the cheapest commercial GNSS receivers are plenty good enough and update rate non-critical. That is what EASA seems to have realized now.
I didn’t realise airliners radiate ADS-B voluntarily!
Obviously FR24 gets its data from both ADS-B and from Mode S – otherwise it could not see me 
In Europe’s radar environment, the emitted packet frequency is probably about the same for the two…
The TSO I am referring to only applies to ADSB In. The European equivalent refers to the same RTCA DO317A source specification.
Obviously FR24 gets its data from both ADS-B and from Mode S – otherwise it could not see me
They use triangulation (multi-lateration) for Mode-S geo-positioning, but the Mode S reply would give them registration and altitude.
AvWeb have an article about ADS-B security and privacy concerns
They make very valid points, but the “business risk” is in the ability to watch flights made by specific aircraft, and that is always possible with AFTN messages which retrieve the flight plan – AFPEX example
They use triangulation (multi-lateration) for Mode-S geo-positioning, but the Mode S reply would give them registration and altitude.
Mode S radiates the whole lot including the GPS position for larger aircraft in Europe (5700kg+, 250kt+, etc), or for just about any aircraft which had Mode S fitted in the USA (where no Elementary/Enhanced distinction exists). For people like me they will have to use triangulation.
I found this thread while trying to find out whether I am emitting ADS-B out when flying and so should use /B1 instead of the usual /S in the equipment field.
I understand from the above that just being shown on FR24 is not proof of ADS-B out, is that correct?
And if that is correct, how widespread is ADS-B out ind the mode-S equipped GA fleet?
The GTX 330 ES seems to be ADS-B upgradable, but how do you tell if it has been upgraded?
How about a WAAS Garmin 1000 ? and is WAAS GPS required for ADS-B?
What should I look for in the aircraft documentation to find out?
If your GTX330 is hooked up for ES, there should be an AFMS for its use. Also when you power on the transponder, it will say GTX 330ES. Finally you can use the FUNC button to cycle thru the data being displayed:
FUNC – Changes the page shown on the right side of the display.
Display data includes Flight ID, Pressure Altitude, Flight Time, Altitude Monitor, Count Up, and Count Down timers. Also displays Outside Air Temperature, Density Altitude, Contrast, Display, and ADS-B Operation.
The ES indicates that the Garmin transponder is ADS-B capable. I will be upgraded in two weeks taking 33D to 33D-ES transponders.
If FR24 shows radar for your aircraft as MLAT then you are not radiating.
