Avionics News February 2013 - 17

FREQUENTLY ASKED QUESTIONS

CANADA

News & Regulatory Updates

United States
ADS-B Installation
The following information is from the Federal
Aviation Administration’s frequently asked
questions website.

QUESTION:

What is uncompensated latency?

ANSWER:

Uncompensated latency is any delay in the time
lapse between calculating the aircraft position and
broadcasting that information that cannot be compensated in the avionics by extrapolating the position information of the target.

QUESTION:

If I am using UAT, do I need to change the
Mode C transponder?

ANSWER:

Not specifically because of UAT, but you may
need to as a result of interface or compatibility issues to ensure the same altitude encoder data is
provided to both the transponder and ADS-B Out
avionics. Check with the avionics manufacturer.

Note: The AEA offers “Frequently Asked Questions” to
foster greater understanding of the aviation regulations and the rules governing the industry. The AEA
strives to ensure FAQs are as accurate as possible
at the time of publication; however, rules change.
Therefore information received from an AEA FAQ
should be verified before being relied upon. This information is not meant to serve as legal advice. If you
have particular legal questions, they should be directed to an attorney. The AEA disclaims any warranty for
the accuracy of the information provided.

AEA Provides Input to Transport
Canada Review of Proposed
Regulations

Transport Canada Civil Aviation is conducting a
review of all outstanding notices of proposed amendments to the Canadian Aviation Regulations. During the
past few years, a backlog of NPAs has been accumulating in the regulatory approval system, resulting in many
proposed regulations that have been superseded by later
proposals, or may not be necessary under the current
regulatory environment.
The Aircraft Electronics Association has commented
to TCCA on the following proposals under review.

Safety Management Systems

NPA 2004-049 was raised in 2004, for implementation of safety management systems into all aircraft
maintenance organizations in Canada. Since then,
TCCA has limited regulation of SMS to AMOs that perform work on aircraft in CAR Part VII commercial air
service. The AEA has submitted the following position:
1. SMS has been identified by the International
Civil Aviation Organization as being applicable to
commercial air carrier operations only. Therefore,
AMOs not performing work on aircraft in commercial air service are not identified by ICAO as a
candidate for implementation of SMS.
2. AMO operations on noncommercial aircraft are
governed by the existing CAR 573 and standards,
which provide explicit procedures for maintenance
of products and their return to service. These procedures are required to be performed within a quality
assurance process that provides adequate oversight
of quality and identifies areas of nonconformance.
3. Most of the elements of SMS are already contained in the required CAR 573 quality assurance
system, and the AEA sees no additional benefit
to aviation safety of implementing another safety
oversight system.
Continued on following page

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Avionics News February 2013

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