The FAA ADS-B mandate is not for “carriage”, but rather for activation/transmission including proven conformity.
The FAA is implementing ADS-B equipment nationwide as a replacement for existing Mode A/C radar, so the actual transmission of ADS-B is required for compliance, not just carriage. This is similar to the prerequisite of actual transmission of Mode A/C transponder output for entry to certain airspace classes today.
The US ADS-B mandate applies to airspace within the US only. Aircraft, regardless of country of registration will have to comply after Jan 1, 2020 to fly in the specified US airspace. It is not an N registry thing. It is a US airspace thing. Certain airspace will only permit equipped aircraft to enter that airspace.
chflyer wrote:
Here is an interesting product that would really make ADS-B Out implementation a no-brainer. Talk about low installation costs!!
skyBeacon
Now if they would only come out with a 1090 MHz version that could be used in Europe ….
Really clever! No price given yet for a certified version. $1500 for uncertified.
chflyer wrote:
The FAA is implementing ADS-B equipment nationwide as a replacement for existing Mode A/C radar, so the actual transmission of ADS-B is required for compliance, not just carriage. This is similar to the prerequisite of actual transmission of Mode A/C transponder output for entry to certain airspace classes today.
Not precisely. US is not requiring equipage unless the aircraft flies into one of the designated airspace areas. Radar is not being replaced. 100% of the primary radars will remain. 100% of the Class A airspace will be covered by Secondary radar, ATCRBS. There is not a mandate to use Mode S in the US, so mode A/C will still be supported and there will likely be more mode A/C transponders in the airspace than mode S at any point in time. There will be some reduction in the ATCRBS radars outside of major terminal areas. All Class B/C areas will retain their ATCRBS radars.The mandate is primarily to improve the surveillance capability of high performance traffic and in high density airspace. Controllers will see a fused target from all surveillance systems including ATCRBS, mode S, compliant ADS-B Out from both frequencies, and any other multilateration based systems. When ADS-B is not available in an area, due to GPS or ground equipment issues, the fall back will be to existing Radar systems with potentially increased spacing.
So if you don’t equip, where can you fly to in the US without being equipped? Answer, anywhere in class E below 10,000 MSL or in mountainous areas below 2500 AGL and outside of a Class B 30 NM mode C veil and not above a Class C/B area. In class D which is towered airports if they are not in Mode C veil. So that is 95%+ of the US airspace below 10,000 MSL/2500 AGL. IFR will not require ADS-B Out if you don’t fly into the mandated airspace. There are many private pilots who would not fly into the mandated airspace on a dare, with or without the mandate.
chflyer wrote:
Now if they would only come out with a 1090 MHz version that could be used in Europe
That would be a transponder. The 1090ES ADS-B Out systems can’t be stand alone in an aircraft.
Peter wrote:
(I changed the thread title to include the ELT, for a good measure )
They are different animals. 91.207 is a requirement for N registry aircraft. 91.225 is a US airspace equipage requirement.
denopa wrote:
Jason: the ambiguity (which, granted, trying to get the rebate, I am biased to perceive) is that 14 CFR §91.225 mentions some airspace (class A for exemple) without geographical limitations.
The applicability is specified in 91.1. 91.225 is not a state of registry issue, it is a US airspace issue.
chflyer wrote:
I’m not aware of any actual live test that was performed by the shop during the installation or what that test would be. I expect that a complete installation would need to have such a test, but I know of no in-air measurement that is done by any European agency. Perhaps someone on the forum knows more. My understanding is that an ADS-B Out installation in the USA only conforms to the mandate once the aircraft has been flown and an FAA report received confirming such conformance.
The conformance check in the US is not mandatory, it relates to the rebate. It is also a way that the pilot can determine compliance at any time. The US system continuously monitors the performance of all ADS-B Out systems and if your system is not conforming, you will be classified as an NPE (Non Performing Emitter) and your surveillance information will not be available to ATC. The effect will be that you will not gain admittance to the airspace. The FAA will send you a letter indicating your system is not conforming. In some cases, these letters are already being sent to aircraft that are equipped. So unlike a transponder that needs to be certified every 24 months, ADS-B is checked every flight and therefore does not have a recurring check requirement. So when your equipment was installed ICW the STC, the installer would have been required to check the transponder function and the setup according to the STC install manual. Garmin dealers can check compliance using the Garmin Pilot App which is provided to the dealers.
NCYankee wrote:
The 1090ES ADS-B Out systems can’t be stand alone in an aircraft.
What do you mean by standalone, that it needs a Mode S transponder & encoder? How is the skyBeacon ADS-B Out compliant without at least a Mode A/C separate Mode A/C transponder?
