Europe
- An EASA rule (AMC20-24) is in place for non-radar
airspace (NRA)
- Equipage currently optional; it applies only
to aircraft participating in the Pioneer Program
in pocket areas (e.g., Kiruna, Dutch North Sea
coast, Azores, Alghero, Pescara, Rhodes, Larnaca,
and Trabzon).
- Both TSO-C129(AR) and TSO-C145(AR) are acceptable
as position sensors.
- Initial Rule for high traffic density radar airspace
(RAD) should be available in 2010.
- EUROCAE has released a version of the 1090 MHz
ADS-B MOPS that’s equivalent to RTCA/DO-260B;
i.e., ED-102A.
- ETSO-C166a now available for certification of
1090 MHz ADS-B. ETSO-C166b referencing ED-102A expected
to replace it.
- A Draft Implementing Rule (SPI IR) for fixed
wing and transport-type state aircraft with MTOW
> 5,700 kg or Maximum Cruising Speed TAS >
250 kts stipulates:
- ADS-B Out equipage to EHS standard for new
civil aircraft after 1 Jan 2012;
- ADS-B Out equipage to EHS standard for existing
civil aircraft by 4 February 2015; (unless locally
mandated otherwise, or ceasing operation by
2017);
- State aircraft equipage with ADS-B Out by
1 Jan 2017 (unless locally mandated otherwise,
or ceasing operation by 2020);
- For small and slow aircraft (MTOW <= 5,700
kg and Maximum Cruising Speed TAS <= 250
kts), local regulations can be applied to stipulate
ADS-B Out equipage, with same dates of applicability
as for heavier or faster aircraft.
- Going forward, EASA will require compliance with
DO-260B MOPS for avionics approval
- At a minimum, SA Aware GNSS will be recommended
for compliance. The timing of the Galileo GNSS
and existing radar coverage may impact the GNSS
requirement. At least through 2025, one of two
SSR layers (which is typical for high density
radar-controlled airspace) will be replaced
by ADS-B surveillance, possibly making GNSS
reliability less of an issue than in other parts
of the world.
USA
- On 2 December 2009 RTCA published two new Minimum
Operational Performance Standards (MOPS): DO-260B,
for ADS-B and TIS-B using datalink 1090 MHz and
applicable to all altitudes, and DO-282B, for Universal
Access Transceiver (UAT) ADS-B using datalink 978
MHz and applicable to altitudes up to 24,000 feet.
Released concurrently by the FAA and referencing
them are TSO-C166b and TSO-C154c, respectively.
- The previous revision of each TSO can be used
for TC and STC qualifications during a transition
period.
- Existing NPRM stipulates a GPS WAAS positional
reference required for all ADS-B applications.
- GOMEX IFR helicopter ADS-B equipage:
- Voluntary equipage recommended currently
to avoid procedural separation.
- Mandatory equipage starting in 2020.
- Final ADS-B rule publication is expected in May
2010. Likely changes to the NPRM include:
- Preferred performance in accordance with
TSO-C166b or TSO-C154c (UAT) rather than previous
revisions.
- Requires all aircraft in Class A airspace
(starting at 18,000 ft) to use the 1090 MHz
datalink for transmission.
- Class E airspace at or below 2,500 ft AGL
need not follow ADS-B standards.
- Antenna Diversity not required in all ADS-B
mandated airspace for every aircraft type.
- Navigation Accuracy Category for position
(NACp) reduced from <= 30 meters (NACp >=
9) to <= 0.05 NM (NACp >= 8).
- Navigation Accuracy Category for velocity
(NACv) >= 1 (i.e., Horizontal Velocity Error
< 10 m/s).
- Navigation Integrity Category (NIC) reduced
from <= 0.1 NM (NIC >= 8) to <= 0.2
NM (NIC >= 7)
- Draft specification for ADS-B on ground vehicles
was released in March 2009. Calls for:
- NACp >= 9
- NACv >= 1
- NIC >= 7
- Four key sites designated for ADS-B “critical
services” have achieved Initial Operational
Capability (IOC):
- Louisville TRACON facility
- Houston ARTCC
- Philadelphia TRACON
- Anchorage Center (includes coverage of Juneau)
- FAA intends to define a strategy for ADS-B In
by 2012.
Canada
- As cited in Advisory Circular 700-009 dealing
with ADS-B, EASA’s AMC 20-24 has been adopted
by Transport Canada as the basis for avionics certification
for initial ADS-B Out use on routes over Hudson
Bay (NRA).
- Hudson Bay ADS-B is now operational, and the
airspace will be exclusionary when enough aircraft
comply with AMC 20-24. Once 80% equipage is attained,
only equipped aircraft will be allowed to use routes
at fuel-efficient FL350 - FL400 with 5-mile separation.
Others will fly lower or higher with procedureal
separation (~80 miles in trail).
- ADS-B coverage is being introduced to Canada’s
northeastern coast, enabling aircraft surveillance
to 250 miles east of Greenland along the North Atlantic
track system. Coverage is expected to be operational
in November 2010.
Australia
- Lower Airspace: No mandate, but preferential
clearances provided in non-radar airspace by Airservices
Australia.
- Upper Airspace (FL 290 and above): Starting 12
Dec 2013, CASA-compliant ADS-B equipage is mandatory
and must transmit continuously. Also, if ADS-B Out
equipment is used anywhere in Australia optionally,
it must be compliant and operated continuously.
- ADS-B fitment is currently voluntary. If ADS-B
equipment does not comply with a CASA-approved equipment
configuration, it must be deactivated before flight
in Australian airspace or set to transmit only a
value of 0 for NUCp or NIC.
- ADS-B equipment must meet a version of TSO-C166
and its MOPS, DO-260(AR), ATSO-C1004, ATSO-C1005,
or an equivalent standard acceptable to CASA
- For an aircraft manufactured before 28 June 2012,
the positional source must be an IFR-capable GNSS
receiver that complies with TSO-C145(AR) or TSO-C146(AR),
TSO-C196, TSO-C129/C129a if possessing FDE, or another
equivalent system authorized by CASA.
- For an aircraft manufactured on or after 28 June
2012, the positional source must be an IFR-capable
GNSS receiver that complies with TSO-C145(AR) or
TSO-C146(AR), TSO-C196, TSO-C129/C129a if possessing
FDE and it’s computation of HPL accounts for
the absence of SA, or another equivalent system
authorized by CASA.
India
- Targeting 2015 for having ADS-B
available to supplement radar coverage of its continental
and adjacent oceanic airspace (over Bay of Bengal
and Arabian Sea).
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