Avionics News May 2022 - 22

GOING INTERNATIONAL WITH ADS-B
Continued from page 21
weather and traffic received by the EFB tablet computers.
The rub: the United States is, so far, the only nation
offering ADS-B using the 978 MHz band broadcasting
the traffic and weather data. So most pilots go without -
or choose the higher-priced alternative ADS-B In option:
a Mode S transponder receiving on the 1090 MHz band
with ES - extended squitter. So far, this alternative
has been the option of choice for virtually every other
country adopting ADS-B.
Any operator anticipating
international operations
may be best served to opt
for the 1090 MHz with
ES. That's what the FAA
requires for operations at
and above FL180, while
still letting operators go
with the international
standard even when
they seldom, if ever fly
internationally and/or fly
above FL180.
Preparing for
international ADS-B
What follows is a brief
overview of international
ADS-B requirements. Let's start with the United States'
nearest neighbors.
North of the U.S. border, Canada plans to move
traffic surveillance to ADS-B in the near future. The
1090 MHz band with ES is coming - with a twist. The
service will be satellite-based, which requires antenna
diversity to assure the aircraft can " see " the satellites
providing the guidance. So if travel to Canada is pending,
operators may likely consider one of the 1090 MHz ES
transponders capable of using two antennae, one on the
belly, one on the roof.
In mid-March, the Aircraft Electronics Association
issued a regulatory update to its members with the latest
on the Canadian ADS-B mandate. Compiled by Ric Peri,
AEA vice president of government and industry affairs,
along with Kevin Bruce, AEA regulatory consultant for
Canada, here's an excerpt of this critical update:
22 avionics news * may 2022
Start planning early;
requirements for
advance notices
vary from country to
country, and missing a
deadline can produce
delays or fines.
The discussion on the ADS-B mandate
in Canada has been somewhat quiet in the
last 2 ½ years. Since November 2019 when
Transport Canada Civil Aviation and Nav
Canada announced that the phased plan being
advertised at the time was being put on hold,
there has been little information provided or
communicated as to what will be happening.
The TCCA had written to Nav Canada stating
there were two factors that determined the
need to delay the ADS-B mandate. One was
that operators were informing the TCCA that
they would not be able to
meet the proposed timeline.
The other was that the
mandate could not be put
in place " until the proper
regulation is in place. " So,
it was a surprise to many
that in early February 2022,
Nav Canada announced
a new two-phase ADS-B
implementation program.
The first phase will be
for Class A and B airspace
as of Feb. 23, 2023. This
means it's for flight levels
about 12,500 feet and some
terminal control zones that
cover altitudes lower than
this. The second phase will be for Class C, D
and E airspace starting no earlier than 2026.
The timing of this phase will be determined
during further consultation.
The big surprise here is that, in all
communications with the TCCA since November
2019, the public has been told that no progress
has been made on this file and, in fact, was
told that due to COVID-19, this file was not
actively being worked. The TCCA had also
communicated that regulatory action would be
taking place and working groups were to be
formed. Specifically, in the last communication
in April 2021, the Aircraft Electronics
Association was informed that the TCCA was
just beginning to look at this again and " that
engagement of industry was important and
Avionics News May 2022

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