Avionics News May 2012 - 44

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GLOBAL COMPLICATIONS

though this will usually only be economically feasible for the largest operators. With the FAA’s acceptance of Iridium as an alternative, automatic position reporting may become available to light aircraft as well. This also is an area where technology is rapidly changing: Automatic surveillance technologies, such as ADS-B, are slated for introduction in many areas during the next few years, and some international destinations may implement ADS-B requirements earlier than the U.S. Australia, for example is mandating ADS-B equipment for all operators above 30,000 feet beginning late next year. It also is worth noting that while the FAA is supporting both 978 MHz UAT and 1090 MHz Mode S Extended Squitter, only the latter is planned by most other countries, with China a notable exception. OTHER REQUIREMENTS Areas with high-traffic density, including most European controlled airspace, may require operators to have specific traffic detection and avoidance equipment. Reduced vertical separation minimums, used on oceanic routes between 29,000 and 41,000 feet, require dual independent altimetry sources and an altitude alert system. TAWS may be required in some areas, particularly Europe, and some areas may require specific performance. For example, RNP-5 is required for IFR operations in European airspace. All jet operations in Europe require a flight data recorder. An FAA letter of

authorization and appropriate aircrew training are required for RVSM operations in U.S.-controlled airspace, and similar requirements exist in international airspace. Identifying and complying with the various administrative and legal requirements is beyond the scope of what we can cover here. Harry Driscoll, a consultant with wide experience in this area, suggested that avionics shops might find a new business opportunity by including letter of authorization application and submission in avionics installation/upgrade quotes, either doing the work themselves or subcontracting it. “Avionics shops usually leave it up to the owner/operator to seek out the local Flight Standards District Office or International Field Office and apply for the appropriate approval to use them,” Driscoll said. “If the owner/operator is familiar with the application forms, inspector job aids and approval criteria, things go well and the new LOA is issued in about 30 days. Unfortunately, most owner/operators are unaccustomed to dealing with the intricate and tedious process of preparing and submitting LOA applications. A novice operator could take months, after the installation, to get their LOA issued.” On the other hand, if a shop includes the necessary application and submission in their quote, “There can be a head start on the documentation gathering, preparing the FAA office and guiding the application through the process is easier,” Driscoll said. “Customers benefit from the immediate utility of the systems they purchased, and shops can delegate the LOA burden to a qualified consultant to assure customer satisfaction.” q

For More Information
• • • AC 91-70A - Oceanic and International Operations
www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2091-70A.pdf

• • •

Harry Driscoll & Associates
www.harrydriscoll.com

FAA International Flight Information Manual
www.faa.gov/air_traffic/publications/ifim/

International Business Aviation Council
www.ibac.org

Eurocontrol
www.eurocontrol.int

International Civil Aviation Association
www.icao.int

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http://www.harrydriscoll.com http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2091-70A.pdf http://www.faa.gov/air_traffic/publications/ifim/ http://www.ibac.org http://www.eurocontrol.int http://www.icao.int
Avionics News May 2012

Table of Contents for the Digital Edition of Avionics News May 2012
