Avionics News May 2022 - 23

(TCCA) noted it would produce formal notices
of proposed amendment to be used in future
consultation and would engage industry
through all conventional forums including
through CARAC. "
To be clear, the AEA is not against
implementing ADS-B. In fact, the association
has supported ADS-B since the beginning.
However, there needs to be proper
consultation, then regulation put in place
and the time allotted to complete the proper
installations. Not only is there the issue of the
time needed to install the proper equipment,
but there is time needed to create the approved
installations. Another factor is that, for most
Canadian owners, they have already installed
a system that meets the U.S. requirements,
and these will not work with the space-based
system to be used by Nav Canada. Since there
is a considerable cost impact, the proper
regulatory review that includes the economic
impact analysis seems to be warranted.
The other impact not considered was
to foreign owners, in particular Canada's
neighbors in the U.S., who conduct thousands
of flights into Canada yearly. There seems
to be an assumption made (the same one
made in 2018/2019 on the first attempt at this
mandate) that this first phase will not affect
GA and the vast majority of aircraft already
have the required diversity system installed.
This is not true, as the only requirement to
have diversity at the moment is with TCAS
II requirements for aircraft with 30 or more
passengers.
After the Nav Canada announcement, the
TCCA was contacted to find out what was
happening. The information provided was that
a " reassessment " was made, and the first phase
of an ADS-B mandate could be completed
without a regulatory change. There may be a
change to AWM 551 to provide the standards
for acceptable equipment. The individuals
at the TCCA did not seem to be aware of the
discussions and decisions made in 2019.
Another piece of information that has
come out quietly is that Nav Canada may be
installing ground-based equipment in some
locations. This is due to the fact that the
space-based system needs support in hightraffic
areas, most likely at the busiest airports
in Canada, all of which are close to the U.S.
border. As you can see, there are many gaps in
this ADS-B mandate notification, and further
communication and discussions are needed.
To a certain degree, it appears this is a done
deal. However, the AEA, ATAC, AIAC and
others have jointly been in contact with the
TCCA and are attempting to put this on hold
(again) and encourage proper consultation.
Stay tuned.
South of the U.S. border, Mexico's ADS-B Out
mandate was delayed a year until Jan. 1, 2022, largely
due to supply chain issues with equipment. The country
has mandated the use of 1090 MHz Mode S extended
squitter transponders and has not yet agreed to extend
the mandate to allow 978 MHz UAT. The rules for
Mexico are similar to those in the U.S.
For other nations and their ADS-B requirements,
here's a brief synopsis.
In Australia, ADS-B is required for all IFR operations
at all flight levels over continental Australia, the Arafura
Sea, the Great Australian Bight and the Bass Strait.
ADS-B is mandated in Europe for all aircraft with
requirements applying only to IFR flights and only
for aircraft with a maximum takeoff weight of 5,700
kilograms or greater and/or max cruising true airspeed
greater than 250 knots. There is a transitional phase that
ends June 7, 2023, and an aircraft may be exempt from
the mandate based on certain exemptions. An excellent
resource is available with more details about the
European ADS-B requirements at https://ads-b-europe.eu.
The Civil Aviation Authority of New Zealand has
made ADS-B mandatory for all flights at or above
FL245 where transponder mandatory controlled
airspace exists. A second phase will begin Dec. 31,
2022, which will extend this requirement to the surface.
Elsewhere, check directly with the target nation, and
then check it again as some nations have changed their
effective dates. Or use a flight-planning service for
the latest information. Of course, start planning early;
requirements for advance notices vary from country to
country, and missing a deadline can produce delays or
fines. q
avionics news * may 2022 23
https://www.ads-b-europe.eu

Avionics News May 2022

Table of Contents for the Digital Edition of Avionics News May 2022

Avionics News May 2022 - Intro
Avionics News May 2022 - Cover1
Avionics News May 2022 - Cover2
Avionics News May 2022 - 1
Avionics News May 2022 - 2
Avionics News May 2022 - 3
Avionics News May 2022 - 4
Avionics News May 2022 - 5
Avionics News May 2022 - 6
Avionics News May 2022 - 7
Avionics News May 2022 - 8
Avionics News May 2022 - 9
Avionics News May 2022 - 10
Avionics News May 2022 - 11
Avionics News May 2022 - 12
Avionics News May 2022 - 13
Avionics News May 2022 - 14
Avionics News May 2022 - 15
Avionics News May 2022 - 16
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Avionics News May 2022 - 18
Avionics News May 2022 - 19
Avionics News May 2022 - 20
Avionics News May 2022 - 21
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Avionics News May 2022 - 23
Avionics News May 2022 - 24
Avionics News May 2022 - 25
Avionics News May 2022 - 26
Avionics News May 2022 - 27
Avionics News May 2022 - 28
Avionics News May 2022 - 29
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Avionics News May 2022 - 34
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Avionics News May 2022 - 37
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Avionics News May 2022 - 49
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Avionics News May 2022 - 53
Avionics News May 2022 - 54
Avionics News May 2022 - 55
Avionics News May 2022 - 56
Avionics News May 2022 - 57
Avionics News May 2022 - 58
Avionics News May 2022 - 59
Avionics News May 2022 - 60
Avionics News May 2022 - 61
Avionics News May 2022 - 62
Avionics News May 2022 - 63
Avionics News May 2022 - 64
Avionics News May 2022 - Cover3
Avionics News May 2022 - Cover4
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