Avionics News May 2015 - 21

But European authorities initially opted for earlier
implementation - until problems surfaced that
challenged those original compliance dates - by Jan. 8,
2015, for new-production aircraft and Dec. 7, 2017, for
retrofit installations.
For U.S. operators and the FAA staff behind the 2020
compliance date, this all might draw a small smile. In
August 2014, Europe announced a delay of its ADS-B
Out mandate for its airspace.
With that August announcement, the earliest ADS-B
out requirement in Europe becomes effective June 8,
2016, for new aircraft, and June 7, 2020, for retrofit.
Late last year, the authorities also pushed back
the compliance date for controller-pilot datalink
communications, or CPDL. Opponents of the fiveyear deadline delay worry that operators will delay
complying until they find themselves unable to
schedule the work because of a backlog - caused by the
eleventh-hour rush of people who waited.
But in both cases, technical issues related to
development of approved systems for the more-complex
panels helped encourage the delays. The delays put
Europe on a schedule more closely aligned with the
U.S.
"This takes pressure off the need to develop upgrades
and new-production systems at once and gives us more
time to do it right," confided one avionics executive.
Capacity to perform the upgrades, as well as equipment
costs and issues with the ground systems, all combined
to make the delay a smart move, according to others.
It's an issue in the U.S. and was in Australia,
arguably the first nation to require and implement
ADS-B in an active traffic environment.
Canada
Starting in January 2009, ADS-B finally gave
surveillance coverage to 250,000 square nautical miles
of airspace over Hudson Bay in Northern Canada. Flights
between Europe and North America are the predominant
users of this airspace, with some traffic bound for Asia,
among them flights using the defined polar tracks.
While not needed specifically for precision approach
management and surveillance, ADS-B works for ATC
on a tactical level, allowing reduced separation between
compliant aircraft on an opportunity basis.
This means each aircraft will have the appropriate
protected airspace around it applied based on its
capability. The subsequent step for NAV CANADA is to
segregate airspace vertically.

Elsewhere in Asia: A mixed bag of ADS-B
requirements amid vast gaps
As the world's nations and airspace authorities
proceed with their trek toward a more-modern air-trafficmanagement system, different regions are taking different
approaches. Here are a few, courtesy of Universal Weather.
Hong Kong
Phase 1: only applies to airways L642 and M771 from
FL290 and above.
Phase 2: all of Hong Kong airspace from FL290 and above.
Both phases are in effect: Phase 1 as of Dec. 12, 2013;
Phase 2 as of Dec. 31, 2014.
Singapore
Phase 1 - required on the following airway segments
from FL290 and above:
* L642, ENREP-ESPOB
* M771, DOLOX-DUDIS
* N891, ENREP-IGARI
* M753, ENREP-IPRIX
* L644, MABLI-DUDIS
* N892, MABLI-MELAS
* R208, UPRON-IGAR
Phase 2 - required on the following airway segment from
FL 290 and above:
* M904, ENREP-TIDAR
Both phases are in effect: Phase 1 as of Dec. 12, 2013;
Phase 2 as of Dec. 31, 2014.
Vietnam
Required on the following airways from FL290 and
above, in effect as of Dec. 12, 2013:
* L625
* M771
* N892
* L642
* M765
* M768
* N500
* L628
Taiwan
Phase 1: only applies to airways B576 & B591 at and
above FL290.
Phase 2: all of Taiwan airspace from FL290 and above.
Both phases are in effect: Phase 1 as of Dec. 12, 2013;
Phase 2 as of Dec. 31, 2014.
Continued on page 64
avionics news

may

2015

Avionics News May 2015

Table of Contents for the Digital Edition of Avionics News May 2015