AOPA Pilot Magazine - March 2020 - 98

P&E

ADS-B

an authorization to access ADS-B airspace
online, at least one hour but not more than
24 hours before your flight, using the FAA's
ADS-B Deviation Authorization Preflight
Tool, or ADAPT (see "ADS-B: ADAPTing
to 2020," November 2019 AOPA Pilot).
If you're happily flying along without an
authorization, and the controller tells you to
climb or make a turn that will take you into
ADS-B airspace-above 10,000 feet msl, for
example, or into a Mode C veil-it's OK to
accept the clearance or instruction. Simply
advise the controller, "I do not have ADS-B
Out and I do not have an airspace authorization." Unless the controller amends the
clearance or gives you other instructions,
you can fly into the ADS-B rule airspace and
be immune from a violation. Pilots cannot

handling with any subsequent ATC facilities along the remaining route of flight.
If your ADS-B has failed, you're on the
ground, and you need access to ADS-B rule
airspace, you'll need to request an authorization through ADAPT. However, for
operations outside of rule airspace, you can
treat the inoperative equipment just like a
failed transponder-placard it Inoperative
and comply with 91.225(g)(1), which is the
same as 91.215(d)(2). An ADAPT authorization only needs to be obtained in order to
enter rule airspace. "A couple of paragraphs
were added based on our comments," said
Rune Duke, AOPA senior director of airspace and air traffic. "One new section of
the AC specifically calls out what the FAA's
expectation is when ADS-B becomes inop-

Note that if you request a change or deviation
that takes your unequipped aircraft into ADS-B
airspace, you can face potential enforcement
action from the FAA.
initiate or request the clearance that will
lead to them flying into ADS-B airspace
unequipped.
Note that if you request a change or
deviation that takes your unequipped aircraft into ADS-B airspace, you can face
potential enforcement action from the FAA.
Same thing if you're shooting an instrument
approach in an unequipped aircraft, and the
procedure cuts through rule airspace-even
if the destination airport is outside of rule
airspace-it's a potential violation. There
are quite a few approaches where this could
happen, especially to airports located just
outside of Mode C veils.
MORE GUIDANCE

On December 31, 2019, the FAA released
an updated Advisory Circular 90-114B,
"Automatic Dependent SurveillanceBroadcast Operations." It helps to clarify
a number of ADS-B operational considerations, including failures of ADS-B Out
equipment in flight.
All airborne ADS-B failures will be
handled by the FAA facility where the failure occurs. The flight can continue to its
destination, and ATC will coordinate its
98 | AOPA PILOT March 2020

erative and it resolves the inconsistency
of language between the transponder and
ADS-B rules on this topic." That's section
4.3.1.4.
The advisory circular also includes
some important reminders about ADS-B
In, which is optional, and reminds pilots to
understand the proper use and limitations
of the equipment:
* Only use the traffic display to supplement
what can be seen out the window.
* Not all ground and airborne traffic will
appear on the traffic display.
* Unless initiated by the controller, pilots
should not use the call sign or aircraft
identification of observed traffic in radio
communications, as this could create confusion for both ATC and pilots monitoring
the frequency.
* In TCAS-equipped aircraft, ADS-B In
traffic display information does not change
existing procedures for response to any
TCAS advisory.
It reiterates instructions about formation flying, the only time the regulations
allow a GA operator to turn off ADS-B Out.
Per the Aeronautical Information Manual's
recently updated paragraph 4-1-20, if the

formation flight is receiving ATC services,
pilots can expect ATC to direct all nonlead aircraft to "stop squawk" and should
not do so until instructed. For VFR formation flights not receiving ATC services, ATC
directs that only the lead aircraft should
squawk the assigned beacon code (in this
case, 1200). All other aircraft should disable
transponder and ADS-B transmissions once
established within the formation.
1090 PRIVACY

For pilots and operators of aircraft equipped
with ADS-B Out using 1090 MHz Extended
Squitter (Mode S transponder) technology,
the FAA's program to provide real-time optout of ADS-B flight tracking went live in
January. U.S.-registered aircraft equipped
with 1090ES ADS-B Out, using a thirdparty call sign and flying in U.S. domestic
airspace, are eligible to participate in the
Privacy ICAO Address (PIA) program (see
"ADS-B: Privacy Moves Forward," February
2019 AOPA Pilot). PIA provides operators
with an alternate, temporary ICAO aircraft address that is not associated with
the owner in the Civil Aviation Registry,
increasing privacy of their operations.
A third-party call sign is required for
the operator to maintain privacy with
ATC communications. PIA-compatible
third-party call signs are available from
FlightPlan.com and ForeFlight. Any type
of aircraft is eligible for the FlightPlan.com
service, and the fee is $250 per year per aircraft whether piston- or turbine-powered.
The company says it can provide trackable, random, or blocked call signs. Any
ForeFlight customer with a Performance or
Business Performance subscription is eligible for an FFL call sign.
In this first phase, the FAA is providing the service directly; later this year, PIA
will transition to third-party service providers. "We support the FAA's PIA program,"
Duke said. "We believe international harmonization efforts with countries like
Canada should continue to facilitate a privacy framework for all of North America.
Work must also continue on a long-term
privacy solution for ADS-B and operator
data."
AOPA
EMAIL mike.collins@aopa.org
http://www.FlightPlan.com http://www.FlightPlan.com
AOPA Pilot Magazine - March 2020

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