AOPA Pilot Magazine - January 2012 - 94

AVIONICS
managers as greater responsibility for aircraft separation shifts to pilots with sophisticated avionics that allow them to follow other aircraft at fixed intervals. Such a profound change may not be possible when different aircraft have disparate and non-certified avionics equipment and capabilities. The ARC suggested the FAA keep exploring and testing ADS-B In and “demonstrate to the satisfaction of the user community that equipage benefits are both achievable and operationally implementable in a cost-effective manner.” Bill Stone, avionics product manager at Garmin International, said many firms are likely producing FAA-certified ADS-B Out products now that the specs have been set. “The final rule for ADS-B Out invoked fresh standards,” he said. “It generally

ers to show traffic and weather. The ARC also suggests making ADS-B In features such as traffic and weather available to GA pilots immediately—even those who don’t yet transmit ADS-B Out signals. “Allowing the GA community to take advantage of the situational awareness benefits of traffic and weather to the cockpit without having to transmit will showcase the significant benefits of ADS-B technology,” the report said. “It will also encourage GA operators to make the investment needed to ultimately equip with rule-compliant ADS-B Out displays.” That recommendation is at odds with the FAA’s current position, which requires that aircraft must be “clients” of the system by transmitting ADS-B Out signals on an approved device before receiving full ADS-B In benefits. Avionics manufacturers also say they are concerned that allow-

“Allowing the GA community to take advantage of the situational awareness benefits of traffic and weather to the cockpit without having to transmit will showcase the significant benefits of ADS-B technology.”
takes a few years to bring a certified product to market, so these are going to be interesting times.” The construction of the ADS-B infrastructure that sends weather and traffic information to aircraft capable of receiving it is largely in place and full U.S. coverage is expected in 2013. Currently, the system works well throughout the East, West, and Gulf coasts, but some significant gaps exist in the middle of the country. The costs of complying with the ADS-B Out requirements and getting the benefits of ADS-B In are still uncertain, but the ARC report estimates aircraft owners would have to pay between $6,000 and $12,000 per airplane for a panel-mounted ADS-B In display (not including ADS-B Out). “The business case would be marginal,” the report said, “because hull values of many existing GA aircraft may not justify the additional investment.” Additional costs for ADS-B In drop to about $2,000 to $4,000, however, for the 74,000 GA aircraft already equipped with MFDs and noncertified displays, and even less for pilots using tablet computAOPA PILOT •

ing aircraft owners to purchase ADS-B In gear without first investing in FAA-certified ADS-B Out signals will make the entire system less reliable and slow sales of ADS-B Out hardware for years. FreeFlight Systems recently received FAA TSO approval for its ADS-B Out product, which sells for about $4,000. The company is seeking an FAA TSO for its RANGR ADS-B transceiver. FreeFlight says its ADS-B In product will be capable of displaying weather and traffic information on a variety of FAAcertified MFDs—as well as iPads and other tablets. “It’s going to be a great benefit for everyone when pilots can see each other in real time and avoid bad weather,” said Jessica Power, FreeFlight marketing director. “It’s about increasing safety and awareness for everyone, and doing it in a way that provides the most flexibility in terms of the way pilots choose to display this critical information.” Email the author at dave.hirschman@ aopa.org.

94 • JANUARY

2012
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AOPA Pilot Magazine - January 2012

Table of Contents for the Digital Edition of AOPA Pilot Magazine - January 2012
