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NextGen & ADS-B. Presentation to Aviation Accreditation Board International (AABI) Industry/Educator Forum July 18, 2013 Kansas City, MO. NextGen & ADS-B. Why do we need to modernize?. Haven’t we been here before?. NextGen. NextGen . ADS-B. Benefits of ADS-B?. ADS-B vs. Radar

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nextgen ads b

NextGen & ADS-B

Presentation toAviation Accreditation Board International (AABI)Industry/Educator Forum July 18, 2013Kansas City, MO

benefits of ads b
Benefits of ADS-B?
  • ADS-B vs. Radar
    • Improves airspace efficiency
    • Supports expected growth
    • Reduces separation standards
    • Collaborative surveillance
      • Pilots and controllers see similar information
    • Reduces runway incursions
    • Lower acquisition, operating and maintenance costs
    • Broadcast services including TIS-B and FIS-B

ADS-B Tower

SSR Radar

benefits of ads b1
Benefits of ADS-B

Air-to-Air

Air-to-Ground

Ground-to-Ground

Safety

nationwide deployment to be complete in 2014

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Nationwide Deployment to be Complete in 2014

FY2008

FY2009

FY2010

FY2011

FY2012

FY2013

ESSENTIAL SERVICES

Key Site - Initial Operational Capability (IOC)

In-Service Date (ISD)

Segment 1 Continued Roll-Out

Segment 2 Roll-Out

CRITICAL SERVICES

Key Sites - Initial Operational Capability (IOC)

In-Service Date (ISD)

Segment 2 Roll-Out

WEATHER OBSERVATION

Gulf of Mexico Roll-Out

Alaska Roll-Out

ITT/FAA Schedule

national coverage by 2014
National Coverage by 2014

ITT/FAA Information

slide17

AOPA's Position

  • “AOPA generally supports an FAA strategy to transition
  • from radar to ADS-B over the next 10 to 15 years.
  • However, this support is contingent on several factors:
  • The ADS-B datalink for general aviation must be the UAT datalink, which is capable of providing both graphical weather and traffic data.
  • A nationwide ground-based transceiver (GBT) infrastructure should be in place, and free graphic weather data must be provided eight to 10 years before any equipage mandate becomes effective.
  • The FAA must meet all infrastructure milestone schedules — including the depiction of ADS-B aircraft on every air traffic control radar screen — before mandating ADS-B.
  • The cost of the ADS-B datalink system must be at or below today's price of a Mode C transponder. Once the ADS-B mandate becomes effective, aircraft should not be required to be equipped with a Mode C transponder.”
slide18

"General Aviation: High Equipage Costs With Little Benefit."

The FAA has previously (in the NPRM) estimated that the total cost to equip

GA aircraft from 2012 to 2035 could range anywhere from $1.2 to $4.5 billion.

It now estimates the quantified benefit to the GA fleet at $200 million.

Cost: (2.85B / 23 / 165,000 / 100 = $7.51 per Flt. Hr.)

Benefit: (200M / 23 / 165,000 / 100 = $0.52 per Flt. Hr.)

slide19

"General Aviation: High Equipage Costs With Little Benefit."

"There is no law that says your rule has to be cost beneficial.

Of course we would prefer it to be cost beneficial," Capuzzeto said,

while explaining that the rule as written does not take into account

the "social benefit to the airspace system and the economy at large"

of ADS-B equipage.

He elaborated with a comparison:

"If you were to do the cost/benefits ratio of the rule for building

highways after World War II it probably didn't make a cost/beneficial

case and yet the highways are the network of how we move goods

around the country."

slide21

ADS-B Limitations:

Line of Sight

slide22

ADS-B/Out Final Rule

14 CFR § 91.225

Automatic Dependent Surveillance - Broadcast

(ADS–B) Out Performance requirements

To Support Air Traffic Control (ATC) Service;

Final Rule

May 28, 2010

slide23

Summary of Final Rule (14 CFR § 91.225):

ADS-B/OUT required starting Jan. 1, 2020 to operate in the following NAS airspace:

Class A

Class B (including 30 mile Mode C veil to 10,000’ MSL)

Class C

Class E above 10,000 ft MSL,

(48 contiguous), except for

airspace below 2500 AGL

Gulf of Mexico, Class E above 3000’

MSL from coast to 12 miles out

1090ES (TSO C166b / DO-260B)

required to comply with ADS-B/Out

Requirements for operations above

FL180

1090ES or UAT (TSO C154c / DO-282B)

may be used to comply with

ADS-B/Out requirements for

operations below FL180

slide24

Summary of Final Rule (14 CFR § 91.225):

Aircraft certificated without electrical system exempt from ADS-B/Out requirements

Transponder/TCAS requirements unchanged

Antenna Diversity is NOT required to comply with ADS-B/Out requirements

   (Rule repeatedly warns that future ADS-B/In applications may require antenna diversity such as ASSA and FAROA)

slide25

AC 20-165A (Airworthiness Approval of

Automatic Dependent Surveillance - Broadcast

(ADS-B) Out Systems)

This AC only addresses the initial installation of ADS-B Out

systems. Installation guidance for ADS-B In, including FIS-B,

will be developed separately.

Installation must be approved under TC/STC;

Field approvals will not be allowed at this time.

AFM amendment required

“The installed ADS-B Out system has been shown to meet the

equipment requirements of 14 CFR § 91.227.”

Automatic Air/Ground determination required

No additional continued airworthiness requirements for

ADS-B/Out equipment

(e.g. no requirement similar to biennial § 91.413 transponder

check)

TSO C129 / C196 GNSS may be used as an approved position

Source provided it meets the requirements of § 91.227 and

AC 20-165

slide27

Assumptions:

≈ 165,000 Aircraft subject to mandate

85% GA Fleet - compliance achieved by 01/01/2020

Cost for compliant installation ≈ $6000.00

Installation facilities can actually provide capacity to retro-fit the fleet

FAA has capacity to certify all installations

Low-end GA doesn’t “give up” and retire the majority of low-value aircraft