ADS-B and EAB

[ScottM-Sonex1629]

The FAA further stated that the inadvertent removal of the word “performance” in the 2010 final rule was in error and resulted in confusion.


This is why I preach to my 12 y.o. Son the importance of English/ language arts in school. All the difference a single word makes in a sentence!

[Gripdana]

I just saw this article that came out today. It seems to be in the right direction for Experimental.
http://www.avweb.com/avwebflash/news/FA ... 533-1.html

[Sonex1517]

One fundamental change here is that we should not have to install a certified GPS WAAS system to be ADS-B compliant. If this works out as we hope, it brings two things into our favor - less expensive solutions and non TSO solutions.

Hopefully this plays out in the real world the way we think it will.

[vigilant104]

There's a good article in Flying magazine this month http://www.flyingmag.com/blogs/going-direct/ads-b-solved on the need for a low-cost answer for the ADS-B Out problem. In part (bold is mine):

At $10,000, an ADS-B installation will rival an engine rebuild in terms of percentage of hull value . . .
And it's a price that tens of thousands of airplane owners are going to be hard-pressed to justify and/or afford.
. . .
The technology is already there, and it works. A couple of years ago I was sent a portable ADS-B In/Out developmental unit that was light and cheap and that worked. The idea behind it wasn't to provide compliant hardware for the ADS-B mandate but simply to allow pilots of homebuilts and other nonconventionally certificated aircraft to get all the benefits of ADS-B, including the ability to see all other traffic (cleverly defeating the FAA's selective availability to non-panel-mount ADS-B users) and to be seen by ADS-B In traffic too.

The unit I'm referring to is a marvel. A dual-band ADS-B transceiver (1090ES and universal access transceiver), the SkyGuardTWX includes a WAAS receiver/antenna and can display incoming ADS-B traffic and weather info on a tablet computer. The system does everything a $7,000 panel-mount system would, and it does it for $1,475. The unit is currently undergoing FAA review — it's not clear just what category it will fit into — but for now, there is no provision for portable ADS-B Out equipment.

Now, $1500 still isn't exactly "free", but it's a lot better than $7-10K.

[fastj22]

If they accept non-TSO'd GPS and UAT squitters to be compliant with E/AB aircraft, the Skyguard will be enough. $975 and you are done.

http://adsb.skyguardtwx.com/uat-transmitter/

I'll buy one tomorrow if we can get a ruling on it.

[Sonex1517]

http://generalaviationnews.com/2015/02/ ... -and-lsas/

Another new solution hits the street.

[Sonex1517]

Another very well written article on ADS-B. No surprise that it came from Garmin.

http://garmin.blogs.com/my_weblog/2015/ ... U.S.%29%29

[Sonex1517]

More good news

http://www.aopa.org/News-and-Video/All-News/2015/March/17/FreeFlight-Equip-It-2020?WT.mc_id=150320epilot&WT.mc_sect=tec#.VQwJ75d-VEY.mailt

Quoting the article:

FreeFlight Systems will offer Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment priced below $2,000 for light general aviation aircraft that provides compliance with the FAA’s Jan. 1, 2020, mandate. FreeFlight’s FDL-978-TXL lists for $1,995, including antennas and an installation kit—everything but the labor required for installation.
_______________________________________________________________________
The more we see releases like this the better.

Robbie

[fastj22]

I'm thinking there's going to be a few of these on Santa's list.

[Sonex1517]

I am updating this thread with some additional information. A short summary is at the top and a lengthy post follows. If you are not interested in ADS-B I suggest you skip this post.

To me, the costs remain astronomical - some people may have strong opinions otherwise. It appears a full-up ADS-B out solution, installed, remains at or above the $2500 to $5000 price range right now. Possibly less if you install it yourself.

All of this information has links to the source content - I look forward to any comments or corrections from the community. I am not a CFI, I am not an avionics expert, and I did not stay at a Holiday Inn Express last night. The list of equipment below is definitely incomplete. It represents what I could easily find doing online searches for this post.

As always, this information does not replace the requirements for each owner, builder, or pilot to follow the FAR's and FCC requirements applicable to ADS-B. One new item addressed here is portable ADS-B out solutions, which remain a very gray area per the FAA's interpretation. It does appear some pilots have successfully equipped their aircraft with a portable ADS-B solution, but its long term viability and compatibility with the 2020 rules are questionable.

The summary as of December 2015:

An ADS-B out system is required for operations after January 1st, 2020 where a Mode C transponder is currently required

An ADS-B out system also requires a Mode S or Mode C transponder, depending on the solution.

A WAAS GPS is required to meet the requirements.

EAB aircraft do not require certified (TSO’d) ADS-B out equipment, but the ADS-B out system must “meet all the requirements of the referenced TSOs.”

As a result of the rule modification the FAA released in February 2015, any WAAS enabled GPS that can be interfaced to a Mode S transponder should qualify as ADS-B out compliant. (Example is a GRT Mini interfaced to a Trig TT-22)

When do I need ADS-B out?

From http://www.ads-b.aero/capabilities/

If you need a Transponder for the type of flying that you do now or you want to fly above 10,000 feet AGL (in high terrain you are allowed 2500 feet AGL above the terrain) in the United States you must have an ADS-B out system installed in your aircraft by January 1, 2020. You can refer to the actual rule: Automatic Dependent Surveillance-Broadcast Airspace Rule (§ 91.225) Diagram from Advisory Circular 90-114

What low cost options exist?

From http://www.ads-b.aero/ads-b-options/basic-ads-b-solutions/

Bare Bones Solution

Are you a VFR Pilot looking to upgrade, but need to have a low cost option without compromising safety and regulations? This package is the ideal solution for you. ADS-B Out is the only current requirement in the mandates for January 1, 2020. It is mandatory in airspace where transponders are required today. Our trained technicians can work with you to explore your present equipment and determine what avionics will be necessary to broadcast GPS positions to ground stations and directly to other equipped aircraft.

"Affordable" ADS-Out hardware solutions for you to consider:

Low Cost Stand-Alone (Internal ADS-B WAAS Complaint GPS Included) Hardware (Under $3,500.00 resulting in an installed price of about $5000.00)
Appareo “soon to be certified” “Stratus ESG” ADS-B out Mode S Transponder with built in SBAS GPS $3,490.00
Trig Avionics Certified ADS-B out Mode S Transponder now compatible with the Garmin GNS 400W and 500W series SBAS GPS $2,599.00
Free flight Systems – 987UAT
Ranger 978 TX ADS-B Out with Internal GPS $1,989.00 (plus UAT Antenna $200.00)
Ranger 978 TXL ADS-B Out with Internal GPS $1,889.00 (plus UAT Antenna $200.00)
NavWorx
ADS600-EXP ADS-B out with Internal GPS (Light Sport Aircraft and Experimental aircraft only) $869.00 (Plus antennas and installation accessories $600.00)

Units requiring a compatible transponder already installed in the aircraft:

Bendix/King
KGS 150 ADS-B Out with Internal GPS $2,289.00 (plus Antennas $600.00)

Stratus ESG All-In-One ADS-B Out Transponder with 1090 ES and Built-in WAAS GPS
WAAS GPS antenna included
$3,490

A portable unit that may, or may not, meet all the 2020 requirements:

From http://adsb.skyguardtwx.com/uatessquawk-transceiver-model/

978UAT/1090ES/Squawk/EX Model
$1525 + shipping

The FAA rules:

The Federal Aviation Administration published two rules in the Code of Federal Regulations in May 2010: 14 CFR 91.225 and 14 CFR 91.227. Effective Jan. 1, 2020, aircraft operating in the airspace defined in 14 CFR 91.225 are required to have an ADS-B system to include a certified position source capable of meeting the requirements defined in 14 CFR 91.227. Aircraft operating in Class A airspace — from 18,000 feet mean sea level to and including Flight Level 600 — must broadcast position data using Mode S, 1090 ES. Aircraft operating in designated airspace exclusively below 18,000 feet MSL can broadcast the required information using either 1090 ES or a UAT on 978 MHz.

From https://www.gpo.gov/fdsys/pkg/FR-2015-02-09/pdf/2015-02579.pdf

Background

On May 28, 2010, the FAA published a final rule entitled, ‘‘Automatic Dependent Surveillance—Broadcast Out Performance Requirements To Support Air Traffic Control Service’’ (75 FR 30160).

In that final rule, the FAA established § 91.225, which provides the ADS–B equipment requirements necessary to operate in certain classes of airspace effective January 1, 2020. Under paragraph (a)(1) of that section and in order to operate an aircraft in Class A airspace, an aircraft must have installed equipment that ‘‘meets the requirements of TSO–C166b.’’ Under paragraph (b)(1) of that section, in order to operate an aircraft below 18,000 feet MSL and in identified airspace described subsequently in § 91.225, an aircraft must be equipped with equipment that ‘‘meets the requirements of TSO–C166b; or TSO–C154c . . .’’. In reviewing these paragraphs, the FAA notes that the regulatory text implies that the equipment must meet all the requirements of the referenced TSOs.

As the ADS–B Out rule is a performance-based rule, it was not the FAA’s intent to arguably limit operators to only install equipment marked with a TSO in accordance with 14 CFR part 21, subpart O. The FAA’s intent was to permit equipment that meets the performance requirements set forth in the referenced TSOs. Evidence of that intent is found in the Notice of Proposed Rulemaking (NPRM) for this rule. In the NPRM, the FAA proposed in § 91.225(a)(1) and (c)(1) that the equipment installed ‘‘Meets the performance requirements in TSO–C–166a’’ (72 FR 56947, 56971). The inadvertent removal of the word ‘‘performance’’ in the paragraphs implementing these provisions in the final rule was in error and resulted in confusion as to whether the regulation permits other than equipment marked with a TSO, provided that equipment met the specified performance requirements.

§ 91.225 Automatic Dependent Surveillance-Broadcast (ADS–B) Out equipment and use.

(a) After January 1, 2020, and unless otherwise authorized by ATC, no person may operate an aircraft in Class A
airspace unless the aircraft has equipment installed that—

(1) Meets the performance requirements in TSO–C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS–B) and Traffic Information Service-Broadcast (TIS–B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz); and
(2) Meets the requirements of § 91.227.
(b) After January 1, 2020, and unless otherwise authorized by ATC, no person may operate an aircraft below 18,000 feet MSL and in airspace described in paragraph (d) of this section unless the aircraft has equipment installed that—
(1) Meets the performance requirements in—
(i) TSO–C166b; or
(ii) TSO–C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS–B) Equipment Operating on the Frequency of 978 MHz;
(2) Meets the requirements of § 91.227.

From http://www.ecfr.gov/cgi-bin/text-idx?SI ... 7&rgn=div8

§91.227   Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment performance requirements.

(a) Definitions. For the purposes of this section:
ADS-B Out is a function of an aircraft's onboard avionics that periodically broadcasts the aircraft's state vector (3-dimensional position and 3-dimensional velocity) and other required information as described in this section.
Navigation Accuracy Category for Position (NACP) specifies the accuracy of a reported aircraft's position, as defined in TSO-C166b and TSO-C154c.
Navigation Accuracy Category for Velocity (NACV) specifies the accuracy of a reported aircraft's velocity, as defined in TSO-C166b and TSO-C154c.
Navigation Integrity Category (NIC) specifies an integrity containment radius around an aircraft's reported position, as defined in TSO-C166b and TSO-C154c.
Position Source refers to the equipment installed onboard an aircraft used to process and provide aircraft position (for example, latitude, longitude, and velocity) information.
Source Integrity Level (SIL) indicates the probability of the reported horizontal position exceeding the containment radius defined by the NIC on a per sample or per hour basis, as defined in TSO-C166b and TSO-C154c.
System Design Assurance (SDA) indicates the probability of an aircraft malfunction causing false or misleading information to be transmitted, as defined in TSO-C166b and TSO-C154c.
Total latency is the total time between when the position is measured and when the position is transmitted by the aircraft.
Uncompensated latency is the time for which the aircraft does not compensate for latency.

(b) 1090 MHz ES and UAT Broadcast Links and Power Requirements—
(1) Aircraft operating in Class A airspace must have equipment installed that meets the antenna and power output requirements of Class A1, A1S, A2, A3, B1S, or B1 equipment as defined in TSO-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz).
(2) Aircraft operating in airspace designated for ADS-B Out, but outside of Class A airspace, must have equipment installed that meets the antenna and output power requirements of either:
(i) Class A1, A1S, A2, A3, B1S, or B1 as defined in TSO-C166b; or
(ii) Class A1H, A1S, A2, A3, B1S, or B1 equipment as defined in TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on the Frequency of 978 MHz.
(c) ADS-B Out Performance Requirements for NAC P, NACV, NIC, SDA, and SIL—
(1) For aircraft broadcasting ADS-B Out as required under §91.225 (a) and (b)—
(i) The aircraft's NACP must be less than 0.05 nautical miles;
(ii) The aircraft's NACV must be less than 10 meters per second;
(iii) The aircraft's NIC must be less than 0.2 nautical miles;
(iv) The aircraft's SDA must be 2; and
(v) The aircraft's SIL must be 3.
(2) Changes in NACP, NACV, SDA, and SIL must be broadcast within 10 seconds.
(3) Changes in NIC must be broadcast within 12 seconds.
(d) Minimum Broadcast Message Element Set for ADS-B Out. Each aircraft must broadcast the following information, as defined in TSO-C166b or TSO-C154c. The pilot must enter information for message elements listed in paragraphs (d)(7) through (d)(10) of this section during the appropriate phase of flight.
(1) The length and width of the aircraft;
(2) An indication of the aircraft's latitude and longitude;
(3) An indication of the aircraft's barometric pressure altitude;
(4) An indication of the aircraft's velocity;
(5) An indication if TCAS II or ACAS is installed and operating in a mode that can generate resolution advisory alerts;
(6) If an operable TCAS II or ACAS is installed, an indication if a resolution advisory is in effect;
(7) An indication of the Mode 3/A transponder code specified by ATC;
(8) An indication of the aircraft's call sign that is submitted on the flight plan, or the aircraft's registration number, except when the pilot has not filed a flight plan, has not requested ATC services, and is using a TSO-C154c self-assigned temporary 24-bit address;
(9) An indication if the flightcrew has identified an emergency, radio communication failure, or unlawful interference;
(10) An indication of the aircraft's “IDENT” to ATC;
(11) An indication of the aircraft assigned ICAO 24-bit address, except when the pilot has not filed a flight plan, has not requested ATC services, and is using a TSO-C154c self-assigned temporary 24-bit address;
(12) An indication of the aircraft's emitter category;
(13) An indication of whether an ADS-B In capability is installed;
(14) An indication of the aircraft's geometric altitude;
(15) An indication of the Navigation Accuracy Category for Position (NACP);
(16) An indication of the Navigation Accuracy Category for Velocity (NACV);
(17) An indication of the Navigation Integrity Category (NIC);
(18) An indication of the System Design Assurance (SDA); and
(19) An indication of the Source Integrity Level (SIL).
(e) ADS-B Latency Requirements—
(1) The aircraft must transmit its geometric position no later than 2.0 seconds from the time of measurement of the position to the time of transmission.
(2) Within the 2.0 total latency allocation, a maximum of 0.6 seconds can be uncompensated latency. The aircraft must compensate for any latency above 0.6 seconds up to the maximum 2.0 seconds total by extrapolating the geometric position to the time of message transmission.
(3) The aircraft must transmit its position and velocity at least once per second while airborne or while moving on the airport surface.
(4) The aircraft must transmit its position at least once every 5 seconds while stationary on the airport surface.
(f) Equipment with an approved deviation. Operators with equipment installed with an approved deviation under §21.618 of this chapter also are in compliance with this section.
(g) Incorporation by Reference. The standards required in this section are incorporated by reference with the approval of the Director of the Office of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. All approved materials are available for inspection at the FAA's Office of Rulemaking (ARM-1), 800 Independence Avenue, SW., Washington, DC 20590 (telephone 202-267-9677), or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. This material is also available from the sources indicated in paragraphs (g)(1) and (g)(2) of this section.

(1) Copies of Technical Standard Order (TSO)-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz) (December 2, 2009) and TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on the Frequency of 978 MHz (December 2, 2009) may be obtained from the U.S. Department of Transportation, Subsequent Distribution Office, DOT Warehouse M30, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785; telephone (301) 322-5377. Copies of TSO -C166B and TSO-C154c are also available on the FAA's Web site, at http://www.faa.gov/aircraft/air_cert/design_approvals/tso/. Select the link “Search Technical Standard Orders.”

(2) Copies of Section 2, Equipment Performance Requirements and Test Procedures, of RTCA DO-260B, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services-Broadcast (TIS-B), December 2, 2009 (referenced in TSO-C166b) and Section 2, Equipment Performance Requirements and Test Procedures, of RTCA DO-282B, Minimum Operational Performance Standards for Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B), December 2, 2009 (referenced in TSO C-154c) may be obtained from RTCA, Inc., 1828 L Street, NW., Suite 805, Washington, DC 20036-5133, telephone 202-833-9339. Copies of RTCA DO-260B and RTCA DO-282B are also available on RTCA Inc.'s Web site, at http://www.rtca.org/onlinecart/allproducts.cfm.
[Doc. No. FAA-2007-29305, 75 FR 30194, May 28, 2010; Amdt. 91-314-A, 75 FR 37712, June 30, 2010; Amdt. 91-316, 75 FR 37712, June 30, 2010]