Airspace Users operating in EU airspace with airplanes of more than 5.7 tons maximum certified takeoff mass (MTOM) and maximum cruising true airspeed capability greater than 250 knots (KTAS) have been mandated by European Commission per Commission Implementing Regulation EU No 1207/2011 (SPI IR), amended by EU No 1028/2014 and EU 2017/386 to implement SPI IR compliant avionics, including ADS-B version 2 (according to EASA CS-ACNS and EUROCAE ED-102A) before June 7th 2020. The mandate applies to all GAT/IFR flights within the EU airspace, including operators whose state of registry is outside of the EU but operate into or across the EU airspace.
Peter wrote:
That’s a very interesting post, Guillaume, and thank you. So it sounds like France is not implementing it.
We have been using for many years in corsica (Ajaccio) where it makes sense (SSR coverage is poor due to geographical features of the island).
LFKJ VAC Charts AD 2 LFKJ TXT 04
AD equipment
Traffic surveillance equipment :
AD equipped with secondary surveillance radar (seeAD 1.0) and ADS-B.
But ADS-B carriage is not mandated as traffic load allows ATC to provide control service without it. ADS-B is implemented for ATC situational awarness only (for now).
It is also used in New Caledonia and French Polynesia
Basically, what am saying is that ADS-B is not implemented (or mandated as carriage equipement) for the sake of it.
It is carefully assessed and implemented where it makes sense (at least in France).
This site is very useful in showing the current ATC coverage areas as well as data on equipage status.
That’s an interesting map, and looking at the “circles” you can see that only a few sites are needed to do it (just 2 for the UK for example)
Presumably the ATC presentation must implement “fusion” – or can ATC see the data source?
Which regulation have airliners been complying with all those years?
From the AIP
The surveillance equipment used in Norwegian
airspace is: PSR (Primary Surveillance Radar), SSR
(Secondary Surveillance Radar), ADS-B
(Automatic Dependent Surveillance – Broadcast),
WAM (Wide Area Multilateration) and M-LAT
(Local Multilateration).
For small GA the requirement is Mode C, and it will never be anything else AFAIK. But since all new transponders are mode S, I guess a transition at some time will come.
ADS-B is required for all helicopter traffic in the North Sea.
AVINOR is decommissioning all PSR units. I think they will be gone by 2022. Only those of military value and the pure military ones will be left. WAM and M-LAT seems to be what they are aiming at, but who knows what will happen. It definitely is a mix of many things today.
The original EU regulation is from 2011 and required forward-fit (new aircraft to be compliant at build) from 2015, so you see lots of recent airliners that are compliant. Most business jets that I see going into/out of Farnborough are now appearing on my ADS-B IN display.
Peter wrote:
Doesn’t sound like ATC in Europe is using ADS-B…
There are some areas (e.g. parts of the North Sea at low levels) where ADS-B is mandated for all traffic, so some ATC must be using it.
Peter wrote:
I wonder why NATS do this PR. They have a monopoly of all this stuff in a given area so don’t need to impress anyone
They need to impress the current and future governments to discourage them from deciding to renationalise airspace.
And counter the airline industry lobbying blaming them for the delays and lack of capacity…
