Aviation uses many acronyms and shorthand expressions. One of the newest is “NextGen,” which refers to the FAA’s Next Generation Air Transportation System. NextGen is a wide-ranging transformation of the National Airspace System (NAS) from a ground-based radar air traffic control system to a satellite (GPS) based air traffic management system.
A key part of the program is equipping aircraft with Automatic Dependent Surveillance-Broadcast (ADS-B) avionics. Onboard equipage for ADS-B “Out” uses global positioning system (GPS) navigation to determine an aircraft’s position and then broadcasts it – along with the aircraft’s altitude, speed, heading, call sign, and type – to air traffic control and other aircraft. ADS-B “In” equipage takes the next step by allowing an aircraft to also receive area traffic information and use it in various applications, such as merging and spacing and surface movement management.
What is the difference between ADS-B Out and ADS-B In?
ADS-B Out is the ability to transmit a properly formatted ADS-B message from the aircraft to ground stations and other ADS-B equipped aircraft.
ADS-B In is the ability of the aircraft to receive information transmitted from ADS-B ground stations and other aircraft. ADS-B In is not mandated by the new rule. If an operator chooses to voluntarily equip their aircraft,
ADS-B In will also require the installation of a compatible display.
With the implementation of full ADS-B capability, aircraft operators, according to FAA, are expected to enjoy the following benefits:
- Improved visual acquisition to maintain separation in marginal weather;
- Reduced runway incursions and safer surface operations in low-visibility conditions;
- Enhanced visual approaches;
- Closely spaced parallel approaches;
- Reduced spacing on final approach;
- Reduced aircraft separation en-route; and
- Improved ATC services in non-radar airspace.
While that all sounds great, the natural reaction many pilots have is to ask, “More required equipment; what will that cost, and do I really need it?”
How will the new ADS-B Out rule affect me?
On January 1, 2020, when operating in the airspace designated in 14 CFR §91.225 (outlined below), you must be equipped with ADS-B Out avionics that meets the performance requirements of 14 CFR §91.227.
ADS-B Out Airspace:
- Class A, B, and C.
- Class E airspace within the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface.
- Class E airspace at and above 3,000 feet MSL over the Gulf of Mexico from the coastline of the United States out to 12 nautical miles
- Around airports identified in 14 CFR part 91, Appendix D.
- The ADS-B Out rule does not apply to any aircraft not originally certificated with an electrical system or that has not subsequently been certified with such a system installed, including balloons and gliders.
What equipment is required by the new rule?
The rule specifies ADS-B Out equipment certified to either Technical Standard Order (TSO) TSO-C154C (Universal Access Transceiver) or TSO-C166b (1090ES). Equipment certified to TSO-C166b will be required to operate in Class A airspace and equipment certified to either TSO can be used while operating in the designated airspace outside Class A.
When do I have to equip?
The rule (14CFR §91.225) requires ADS-B Out performance on January 1, 2020 when operating in designated airspace (14CFR §91.227). If you never fly into the ADS-B designated airspace, then there is no requirement to equip. However, implementation of the ADS-B ground infrastructure is already under way with full implementation of the system expected by the end of 2013. This implementation schedule allows early adopters of the technology to realize the benefits of the new system long before the mandate.
Do my current avionics meet the performance requirements of the rule?
Your avionics shop and equipment manufacturer can help you determine if your current equipment meets the performance requirements of the rule, and they can advise you on available options and any costs associated with needed upgrades. Likewise, they can advise you on the equipment needed for use with available ADS-B In services. Refer to Advisory Circular 20-165, for information about equipment certification and installation requirements.
What is the ADS-B In broadcast service?
ADS-B In services consists of the Flight Information Service-Broadcast (FIS-B) and the Traffic Information Service-Broadcast (TIS-B).
FIS-B provides a broad range of textual/graphical weather products and other flight relevant information to Universal Access Transceiver (UAT) data equipment users (FIS-B is not available on 1090ES) to enhance situational awareness. FIS-B includes the following:
- Aviation Routine Weather Reports (METARs)
- Non-Routine Aviation Weather Reports (SPECIs)
- Terminal Area Forecasts (TAFs) and their amendments
- NEXRAD (regional and CONUS) precipitation maps
- Notice to Airmen (NOTAM) Distant and Flight Data Center
- Airmen’s Meteorological Conditions (AIRMET)
- Significant Meteorological Conditions (SIGMET) and Convective SIGMET
- Status of Special Use Airspace (SUA)
- Temporary Flight Restrictions (TFRs)
- Winds and Temperatures Aloft
- Pilot Reports (PIREPS)
- TIS-B service status
TIS-B is an advisory-only service available to both 1090ES and UAT equipment users, which aids in the visual acquisition of surrounding transponder-based traffic to increase situational awareness.
I have traffic and weather advisory information now. How is ADS-B In broadcast services different?
The main difference is that the new ADS-B In broadcast services do not require subscription or usage fees. If you choose to equip, the available traffic, weather, andaeronautical information services can be used free of charge!
At this time it’s very hard to say how much it will cost to equip a typical GA aircraft. There are many variables and in Wisconsin if you never fly in or over Green Bay, Madison or Milwaukee, or above 10,000 feet MSL, you don’t need ADS-B equipment. With the FAA’s recent publication of the final rule outlining performance requirements for ADS-B Out, avionics manufacturers can proceed in developing and producing the equipment, which should bring costs down. At this time, the FAA is requiring ADS-B Out and transponders, meaning pilots will have to pay for and maintain two systems. The final rule does indicate that the FAA may, at some future date, consider whether transponders could eventually be removed.
The northwest part of the state, roughly from La Crosse to Hayward, has had limited radar coverage where ATC typically can’t see aircraft below 5,000 feet MSL. The Wisconsin Bureau of Aeronautics has been working with the FAA to ensure that the build-out of NextGen closes that hole, which should greatly improve safety and the efficient movement of aircraft on IFR flight plans.
