Avionics News May 2013 - 38

EQUIPPING FOR INTERNATIONAL OPERATIONS
Continued from page 36

idea for international operations. It also doesn’t mean
ADS-B In equipment already installed in a customer’s
airplane will work, today, in another country’s airspace.
That’s because of the difference between the various standards (e.g., 1090 ES versus 978 UAT) being implemented
in the U.S. and elsewhere. Meanwhile, other forms of surveillance technologies may or may not be required, including a 406 MHz ELT or a Mode S transponder.
Perhaps the more visible of the two is the 406 MHz
ELT. It shouldn’t come as a surprise to any U.S. operator (or U.S.-based avionics shop, for that matter) to learn
that COSPAS-SARSAT, the international consortium
using satellites to monitor ELT and other emergency
transmitter signals, stopped listening to 121.5 MHz in
February 2009. Accordingly, many countries have adopted regulations stating their domestic-registered aircraft
must carry a 406 MHz ELT when one is required. Such
an ELT also may be required to include an internal GPS
receiver, not one merely linked to a GPS installed elsewhere in the airplane.
The FAA flatly states, “ICAO has stipulated that aircraft must have a 406 MHz ELT to fly internationally.”
Yet, the FAA then points out that Canada, the Bahamas
and many Caribbean nations have not yet implemented
406 MHz ELT requirements. In other words and depending on the country in which an operator wishes to fly,
an older 121.5 MHz-only ELT may still be legal if the
aircraft is registered in the U.S. It also may not be legal,
depending on who’s interpreting that country’s law.
But parsing the legality of a 121.5 MHz-only ELT in
international operations is a fool’s errand. In the U.S.,
operating without a 406 MHz ELT can be a calculated
risk, given the proliferation of cellphone coverage and
ongoing requirements for airborne aircraft to monitor
121.5 MHz when able. This makes the 121.5 MHz-only
ELT of marginally greater utility in the U.S. than in other
locations around the world. And the remote nature of
overwater operations, for example, plus spotty cellphone
coverage and the lack of 121.5 MHz monitoring capability, means a 406 MHz ELT is a sound investment. This
is where we also point out that a personal locator beacon
operating on 406 MHz will not comply with any country’s 406 MHz ELT requirement.
In addition to ADS-B and ELT considerations, transponder regulations may impact equipment decisions.
While Mode S transponders are not yet required in the
U.S. but can be an integral component of the ADS-B Out
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standard, EUROCONTROL once again is driving their
adoption. A recent regulation mandates Mode S beginning Jan. 8, 2015, for “new” aircraft and by Dec. 7, 2017,
for retrofits. Aircraft with a “minimum take-off mass
greater than 5,700 kg” (12,566 lbs.) and/or a maximum
cruise speed of greater than 250 KTAS are required to
carry a Mode S Enhanced Surveillance (EHS) transponder, while other aircraft may use one complying with the
Mode S Elementary Surveillance (ELS) standard.
Already, however, Mode S (ELS) transponders may
be required in EUROCONTROL’s Maastricht Upper
Area Control Centre, that airspace overlying Belgium,
Luxembourg, the Netherlands and northwest Germany
above FL245. Additionally, a Mode S (ELS) unit may be
required elsewhere in Germany, the Netherlands, France,
Switzerland, Austria, Italy Czechoslovakia, Hungary and
Romania, according to EUROCONTROL.

Putting It All Together
As we’ve attempted to highlight, the avionics customer planning to use his or her airplane for international
travel may face a steep learning curve when it comes to
equipping for a safe, no-surprises trip. Importantly, the
requirements outlined above always are subject to change.
Meanwhile, we haven’t touched on collision-avoidance or
terrain warning technologies necessary aboard relatively
heavy and/or turbine-powered airplanes.
It’s also important to note many countries publish a
detailed series of aeronautical publications, not unlike
the FAA’s Aeronautical Information Manual, as well as
their own notices to airmen. The FAA also maintains
links to various countries’ basic aviation publications via
its website, www.faa.gov, and many are routinely translated to English. And if in doubt about specific requirements, airspace or effective dates, be sure to check with
the Aircraft Electronics Association.
One of the attractive things for many in the avionics industry is the slick, sexy aircraft they get to work
on. Another attraction is knowing the product of your
training and skills is a major part of an active piece of
machinery, literally going places. While some of those
places may be rather mundane, some of them also may
be exotic and far-flung. That’s the nature of the business
– aircraft are portable, and can be flown almost anywhere at any time, if they’re properly equipped. While
the average avionics shop can’t assist with all aspects
of international operations, advising your customers on
equipping to meet regulatory and common-sense requirements can be one of those services that keep them coming back. q

http://www.faa.gov

Avionics News May 2013

Table of Contents for the Digital Edition of Avionics News May 2013