Avionics News July 2014 - 18

INTERNATIONAL NEWS
Continued from page 17

ised a reasonable transition, offered cost-effective
solutions, and worked to make sure the ground
infrastructure was in place ... only to have their
efforts derailed by the back office whose individual
guidance, excessive micro-management and personal opinions compete with the overall objectives.
When you consider the nearly 160,000 aircraft
still needing ADS-B equipage as of today, this is not
a strategy for meeting the deadline and providing
safe, efficient and cost-effective installations.
Our members - both the manufacturers and the
repair stations - are sharing with us that there is
general mistrust of the FAA, and their decision-making ... or lack thereof.
Rumors are swirling that the mandate will be
extended, or new and cheaper technology will
miraculously be introduced at the very last moment.
All these rumors and mistruths create a very confused consumer.
Ironically, the very agency that is charged with
overseeing the safety and efficiency of our nation's
skies is the same agency causing this turmoil.
Several of our repair station members tell us that
their customers, the aircraft operators, have decided
to wait until the last minute to equip because they
assume the FAA will operate as usual - with delays
- and will have to extend the deadline to equip.
Again, industry has no faith in the leadership of the
FAA to actually stick to the mandate of Jan 1, 2020.
The FAA has a history of not implementing rules
on time. We cannot remember one avionics mandate in the last five decades that was implemented
without an extension. These extensions have created
a public perception that the FAA will, once again,
allow another exception, creating the potential for a
serious backlog as the 2020 deadline nears.
However, for those operators who have decided to
equip now, the FAA is still a constraint. For example, we have a member in Las Vegas who supports a
helicopter fleet operator wanting to equip a fleet of
90 helicopters. He currently has the correct ADS-B
equipment installed. But because his aircraft has
not been FAA "approved" for ADS-B operations, he
can't turn the system on.
For clarity, the navigation-transponder system
18

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july

2014

he is installing into this fleet has already been
approved by the FAA in thousands of airplanes, but
because this is a fleet of helicopters, the approvals
don't count.
So the penalty for this operator - who is willingly
following the law by equipping for ADS-B operations, is experiencing six months of costly administrative burden and an additional cost of approximately $30,000 in certification fees.
The constraint: they had to coordinate the approval with a two-person team at FAA Headquarters
in Washington who manage all ADS-B installations. Then, they had to get consensus from a single
engineer at the FAA Rotorcraft Directorate in Fort
Worth, Texas, even though there were no modifications to the aircraft.
Despite the fact that the FAA employs thousands
of very talented engineers, all 160,000-plus general
aviation aircraft needing an upgrade must pass
through a couple of project managers in Washington.
Since the ADS-B Out mandate first became a rule
in 2010, the AEA has been working with our constituents to educate them, inform them of progress,
and how to best comply with the mandate. The AEA
has promoted the recently announced financing
program, the NextGen GA Fund. The NextGen GA
Fund was designed to take advantage of the publicprivate partnership funding authorized by Congress
in the 2012 FAA Reauthorization Bill, to create an
incentive for operators of aircraft to take advantage
of low-interest, government-backed loans to buy the
necessary equipment in order to comply with the
mandate. While there may be an ongoing debate
regarding the fund, the lack of the FAA's willingness
to embrace the fund is a testimony to the cancer
that has wreaked havoc on the agency for the past
decade. The agency has a culture of "can't" rather
than a culture of "can do." The agency's employees
are so absorbed with finding why something cannot
be done, they have lost the aviator's vision of how
to accomplish the task in spite of the barriers and
challenges. The only cure for this type of corporate
disease is leadership! It will take strong leadership
to change the corporate culture from one that is satisfied with can't and move it toward one of defining
how to move beyond the barriers.
Yet, despite our efforts and those of our sister
trade associations, and industry itself, to promote



Avionics News July 2014

Table of Contents for the Digital Edition of Avionics News July 2014

Avionics News July 2014 - Intro
Avionics News July 2014 - Cover1
Avionics News July 2014 - Cover2
Avionics News July 2014 - 1
Avionics News July 2014 - 2
Avionics News July 2014 - 3
Avionics News July 2014 - 4
Avionics News July 2014 - 5
Avionics News July 2014 - 6
Avionics News July 2014 - 7
Avionics News July 2014 - 8
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Avionics News July 2014 - Cover3
Avionics News July 2014 - Cover4
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