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Notice of Final Rule Making
(Including Consolidated Summary of Responses and Disposition of Comments to NPRM 0601AS)
Carriage and Use of ADS-B
Avionics
Amendments to Civil Aviation Orders (CAOs) 20.18, 82.1, 82.3 and 82.5
Readers should note that this Notice of Final Rule Making (NFRM) contains the consolidated summary of responses, CASA’s comments and the disposition of comments to NPRM 0601AS. The NFRM also outlines CASA’s intended legislative changes and finalises the public consultation process in respect of the NPRM .
Only under extreme or unusual circumstances will CASA consider views or arguments opposing the views expressed in this NFRM.
Issued as part of the process of public consultation
by CASA's Regulatory Development Management Branch
Document NFRM 0601AS – April 2007
Foreword
Consultation on standards for ADS-B
CASA published a Notice of Proposed Rule Making – NPRM 0601AS – Carriage and Use of ADS-B Avionics, Proposed Amendments to Civil Aviation Orders 20.18, 82.1,
82.3 and 82.5, on 17 November 2006.
The NPRM sought the responses of the aviation community and interested stakeholders to proposed regulatory and non-regulatory initiatives by CASA aimed at ensuring that the use of ADS-B enhances the safety and efficiency of aviation in Australia.
The CAO amendments proposed in the NPRM included operational and technical standards for the further voluntary fitment of ADS-B equipment in Australian aircraft, and in foreign-registered aircraft operating into Australia.
By the closing date of 19 January 2007, a total of eighteen (18) responses to the NPRM were received from a range of industry organisations and individuals.
Context of this NFRM
This NFRM:
x Summarises the respondents and their positions on the key issues;
x sets out the comments made by the respondents;
x presents CASA’s evaluation of each comment received, together with the consequent
disposition of the final CAO amendments and guidance material;
x gives an explanation of the changes resulting from the consultation; and
x presents the final CAO Amendment Schedules.
As shown in the tables and charts in the body of this NFRM, most of the respondents supported the CASA proposals published in the NPRM. The comments received were of assistance to CASA in fine-tuning its proposals. CASA will now proceed with making the final rules (as amendments to the Civil Aviation Orders) and publishing a final version of the guidance material (Advisory Circular) as presented in this NFRM.
CASA would like to thank respondents to the NPRM for taking the time and effort to provide CASA with their views and comments on the carriage and use of ADS-B equipment. The input of respondents is appreciated and valued in our regulatory development process.
Rob Wight Acting General Manager Air Transport Operations Group
19 April 2007
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Contents
Abbreviations .................................................................................... 5
Final Rule Making .............................................................................. 7
1.
Background ........................................................................................... 7
2.
Purpose ................................................................................................. 8
3.
Analysis of Comments .......................................................................... 8
4.
Regulatory Changes and Impact............................................................ 11
5.
Implementation and Review .................................................................. 12
Annex A – Consolidated Summary of Comments received, CASA’s Response and Disposition to NPRM 0601AS – Carriage and Use of ADS-B Avionics .............................................................. A1
Annex B – Final Amendment Schedules – Civil Aviation Orders (CAOs) .................................................................................... B1
Annex C – Guidance Material – Draft Advisory Circular 21-45(0)
– Airworthiness Approval of Airborne Automatic Dependent Surveillance-Broadcast (ADS-B) equipment ................................... C1
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Abbreviations
The meanings of the abbreviations that appear in this NFRM are:
AC Advisory Circular ADS-B Automatic Dependent Surveillance - Broadcast AIP Aeronautical Information Publication ATM Air Traffic Management ATS Air Traffic Services ATSO Australian Technical Standard Order CAO Civil Aviation Orders CAR Civil Aviation Regulations (1988) CASA Civil Aviation Safety Authority CDTI Cockpit Display of Traffic Information DME Distance Measuring Equipment ES Extended Squitter FAA Federal Aviation Administration (of the USA) FMS Flight Management System GA General Aviation GNSS Global Navigation Satellite System GPS Global Positioning System HFOM Horizontal Figure of Merit HPL Horizontal Protection Limit ICAO International Civil Aviation Organization IFR Instrument Flight Rules NAV Navigation NIC Navigational Integrity Category NPRM Notice of Proposed Rule Making NFRM Notice of Final Rule Making NUC Navigational Uncertainty Category RAIM Receiver Autonomous Integrity Monitoring RPT Regular Public Transport SA Selective Availability (of GPS) SARP Standards and Recommended Practices (of ICAO) SCC Standards Consultative Committee SOR Summary of Responses (to an NPRM) SSR Secondary Surveillance Radar TCAS Traffic Alert and Collision Avoidance System TSO Technical Standard Order (of the FAA) UAT Universal Access Transmitter VDL VHF Data Link WAAS Wide Area Augmentation System (of the USA)
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Final Rule Making
1. Background
1.1 NPRM 0601AS was published by CASA on 17 November 2006. The NPRM invited public comments on the regulatory proposals relating to the carriage and use of ADS-B avionics in Australia.
1.2 The objectives that the NPRM aimed to bring about were an improvement in ATM system safety and associated economic benefits for all airspace users through facilitation of ADS-B services in Australia; and to provide clear, simple and practical standards and regulatory requirements for the carriage and use of ADS-B avionics. The key proposed changes were the promulgation of operational and technical standards to ensure the safe use of the ADS-B technology.
1.3 The proposals did not require mandatory fitment of ADS-B equipment in Australian registered or foreign registered aircraft.
Present position regarding technical standards for ADS-B and for GNSS navigation position data.
1.4 The following technical information is included to provide a background to some of the comments (Comments 3, 4 and 7 in particular which appear at Annex A to this NFRM) submitted by respondents on the technical standards and CASA’s responses to those comments.
1.5 ICAO has established SARPs for ADS-B in Amendment 77 to Annex 10. These standards essentially define the protocols of the signals-in-space and the functionality to ensure global interoperability. The RTCA Inc. of the USA has specified the ADS-B avionics standards in their documents DO-260 and the later version, DO-260A. The FAA’s TSO-C166 and TSO-C166a are based on RTCA DO-260 and 260A respectively. The ATSOs for ADS-B are also based on the DO-260 and DO-260A standards. The major difference of note from Australia’s perspective between DO-260 and DO-260A is that DO-260 provides an output positional data quality parameter termed NUC while DO-260A provides for a positional data integrity value termed NIC. DO-260A also has improvements related to ADS-B IN capabilities.
1.6 There are no major changes between DO-260 and DO-260A relevant to ADS-B OUT. In fact, DO-260A recognises the existence of DO-260 as DO-260A version 0. A few message formats have changed but receivers can readily operate with DO-260 or DO-260A.
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
1.7 The source of ADS-B transmitted positional data is essentially GNSS although the ADS-B standards allow for equivalent performance systems. Current IFR certified GNSS receivers suitable for ADS-B position data output a value termed Horizontal Protection Limit (HPL) which ensures with extremely high probability (10E-7) that the reported position is within the HPL. The HPL value is calculated by the GNSS receiver based on the ability of the receiver to detect a “bad” ranging signal from the satellites in view. GNSS receivers also output a value termed HFOM, which is the expected accuracy of the positional data assuming that all satellites in view are operating correctly.
1.8 DO-260 stipulates that the transmitted NUC value is to be based on HPL if HPL is available as an output from the aircraft’s GNSS receiver. However, DO-260 allows the transmitted NUC to be based on HFOM if HPL is not provided. The weakness with HFOM is that it does not protect from satellite ranging errors. DO-260A requires that the NIC value is derived from HPL and does not allow that exception. If NUC is based on HPL, then DO-260 and DO-260A standard avionics are essentially similar regarding positional integrity.
1.9 Airservices Australia is currently installing ADS-B ground stations for operational use with a 5 NM air traffic separation standard. Its ground stations can receive and process both DO-260 and DO-260A transmissions. DO-260 aircraft avionics are only considered adequate if the transponder is provided with HPL and that is used to compute the NUC value. The guidance material (AC 21-45) that supports the final rule in this NFRM provides that ADS-B transmissions are to be to DO-260 with HPL, or to DO-260A standard.
2. Purpose
2.1 The purpose of this NFRM is to provide a consolidation of all comments received on the NPRM, with CASA’s evaluation and response to each of the comments. The final disposition of the regulatory and supporting material in respect to each comment is given.
2.2 This NFRM also notifies the form of the intended final rules (CAOs) and final guidance material (AC 21-45).
3. Analysis of Comments
3.1 CASA received a total of eighteen (18) responses to the NPRM. All responses received have been considered. See Annex A to this NFRM for the consolidated Summary of Comments, with CASA’s responses to these comments and the final disposition of those comments in the final rule CAOs.
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3.2 The respondents who consented to the publishing of their name are shown below:
Organisations
Terry Wesley-Smith representing RAAA
Stephen Lansell representing RFDS WA
Michael Vaughan representing AFAP
Lewis Benham representing QANTAS
Jim Davis representing REX
Elizabeth Pasztor representing Boeing Commercial Airplanes Seattle
David Holt representing AIPA
Melinda Evans representing Airservices Australia
Individuals
Mick Muller James Cieplak
Kevin Haase Gareth Davey
Scotty Fairbairn Ed Hawthorn
Peter Marosszeky Andrew Andersen
Oliver Brock Nick Strange
3.3 The disposition of responses against the three key issues follows and the percentages are shown for these in figures 1 to 3 below.
Key Issue 1 – Use of ADS-B equipment (operational requirements)
Not acceptable unless changed
Disposition of Responses No. of Responses
Acceptable without change 12
Acceptable but would be improved if changed 3
Not acceptable but would be acceptable if changed 3
Not acceptable under any circumstances 0
Not stated 0
Total = 18
Figure 1
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Key Issue 2 – Carriage of ADS-B equipment (technical requirements)
Disposition of Responses No. of Responses
Not stated
1
Total = 18
Figure 3
Key Issue 3 – Carriage and Use of ADS-B equipment – applicability to foreign aircraft
Not stated
Disposition of Responses No. of Responses
Acceptable without change 12
Acceptable but would be improved if changed 1
Not acceptable but would be acceptable if changed 0
Not acceptable under any circumstances 0
Not stated 5
Total = 18
Figure 3
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Comments
3.4 The distribution of comments, grouped against a comment topic, is shown in figure 4 below.
COMMENT TOPIC
Figure 4 - Distribution of Comments
4. Regulatory changes and impact
4.1 The final amendments to the regulatory and supporting documentation are shown at the Annexes to this NFRM, as follows:
x Final amendments to CAO 20.18 – refer to Annex B
x Final amendments to CAO 82.1 – refer to Annex C
x Final amendments to CAO 82.3 – refer to Annex D
x Final amendments to CAO 82.5 – refer to Annex E
x Final guidance material AC 21-45(0) – refer to Annex F
4.2 The impact of the regulatory changes will be to establish operational and technical standards for aircraft fitment of ADS-B avionics in Australia. Fitment is voluntary; however those aircraft operators who decide to equip their aircraft with ADS-
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
B will gain with safety enhancement and by the provision of improved ATM services. The standards together with the guidance material will enable aircraft operators to proceed with avionics purchase and aircraft fitments in the knowledge that installations that comply with the standards will satisfy Australian requirements and ensure inter-operability with the ADS-B ground stations now being rolled out by Airservices Australia and used for ATM.
5. Implementation and Review
5.4 The final CAO Amendment Schedules will be forwarded to CASA’s Director of Aviation Safety and Chief Executive Officer for approval and making. The amendments will be issued under a CASA Miscellaneous Legislative Instrument signed by the CEO. The instrument will be posted to the CASA Website at http://casa.gov.au/rules/index.htm. The amendment/miscellaneous legislative instrument will be announced on the CASA website at http://casa.gov.au/rules/changes/index.htm and subscribers to the ‘Recent legislative changes’ site will be notified by Email. The amendments will be effective from the date the instrument is signed.
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Annex A
Consolidated Summary of Comments received, CASA’s Response and Disposition to NPRM 0601AS – Carriage and Use of ADS-B Avionics
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Comments relating to the proposals for Carriage
and Use of ADS-B Avionics (issued under NPRM 0601AS)
How comments have been administered
Where comments are the same or substantially similar, they have been amalgamated into a single response. Where comments have an obvious action that can be applied to them, the actions have been documented in the response and disposition. Some comments state an opinion which by its nature is difficult to incorporate into meaningful change to the proposed regulation. Where this is the case, CASA has noted the comments. Some comments have been edited for readability and presentation purposes.
The following comments substantially reflect the consultation process.
COMMENT 1: VOLUNTARY FITMENT OF ADS-B AVIONICS
Respondents supported the proposal in the NPRM for voluntary fitment of ADS-B avionics to Australian registered aircraft and to foreign-registered aircraft operating into Australia.
Several respondents stated that it is clear that the potential benefit of ADS-B will only be realised once ADS-B fitment is eventually mandated.
Two respondents submitted that CASA should await the decision on enroute radar replacement and the development of a new generation of ADS-B technology before making rules for Australian fitment.
One respondent stated that the provision of CDTI in RPT aircraft will enhance the safety of fare paying passengers using regional air transport and mandatory fitment of ADS-B OUT equipment is inevitable in time. The respondent supported the statement in the NPRM that the potential benefits for lower level airspace users will only come once the carriage and use of the equipment is mandated.
Another respondent commented that the proposal for voluntary use of ADS-B is acceptable while CASR Part 91 has not been made, but a rule for the fitment of at least ADS-B OUT equipment, providing a sufficient transition time for fitment, should be included in that Part when it is issued by CASA.
CASA’s response
The NPRM proposal for voluntary fitment of ADS-B equipment to Australian and foreign-registered aircraft was supported by all respondents.
Aircraft that have compliant ADS-B equipment fitted and operating will benefit from improved ATM system safety outside radar coverage, and economic savings derived from increased airspace capacity in controlled airspace.
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
The adoption of consistent, aligned technical standards for ADS-B equipment by regulators both here and overseas will encourage avionics manufacturers to design and produce equipment suitable for the different aviation sectors.
While a number of respondents made comments concerning possible mandatory fitment of ADS-B equipment, that issue is outside the scope of the proposals in the NPRM. Mandatory ADS-B avionics fitment will not be considered by CASA until such time that Airservices Australia makes a final decision on the replacement of its enroute radar systems.
Disposition
The final rules in CAO 20.18, CAO 82.1, CAO 82.3 and CAO 82.5 provide for the voluntary fitment of ADS-B avionics to specified standards in Australian registered aircraft and foreign-registered aircraft operating into Australia.
COMMENT 2: USE OF ADS-B EQUIPMENT – PILOT ACTIVATION and DEACTIVATION OF ADS-B TRANSMISSIONS
The NPRM proposed a requirement that ADS-B equipment must allow the pilot to activate and deactivate it during flight.
Several respondents stated that the proposed need for pilot deactivation of the ADS-B equipment in flight would also deactivate the aircraft transponder, thus affecting its detection by the traffic collision avoidance system of other aircraft. It was argued that the examples of the necessity for deactivation given in the NPRM relate only to certain emergencies where the equipment would in any case be shut down as part of standard emergency procedures for electrical load and/or bus shedding.
An airline respondent stated that it is not possible on any existing aircraft transponder equipment to disable only the ADS-B function, and to introduce such a function would cost about $20,000 to $40,000 per airline aircraft. The respondent added that if the requirement is to remove electrical power from the transponder completely as seems to be implied in the NPRM, then that is not possible on some airline aircraft types. The respondent added that if the requirement as proposed to ‘deactivate the ADS-B transmitting equipment’ is met by selecting the operational transponder to standby mode, then this needs to be made clear in the CAO.
An airline aircraft manufacturer stated that transponder-based ADS-B equipment on its current aircraft does not provide a dynamic capability to inhibit ADS-B transmissions. The only existing means for pilot deactivation of ADS-B broadcasts is to shut the transponder off or revert to standby mode. That means of inhibiting ADS-B broadcasts is not recommended in non-radar airspace as the TCAS will not be functional. Active control of the ADS-B function by the pilot is undesirable from a cost standpoint and ill-advised from a safety standpoint. It was recommended that the requirement be deleted and, if necessary, an appropriate filtering function of the received data included in the ground ATS facility.
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CASA’s response
It is definitely not CASA’s intention to have rules that necessitate expensive modifications or re-equipment of current aircraft systems for the stated purpose of ADS-B activation and deactivation.
The requirement that ADS-B equipment must be designed to allow the pilot to activate or deactivate it during flight will be met by the pilot having a cockpit control to select the ADS-B ES transponder(s) or ADS-B OUT equipment to on, and to standby or off, or to disable the navigation source data.
There may be situations where this is necessary as a result of GNSS position source equipment or ADS-B equipment malfunction causing the transmission of information that is hazardous to other aircraft. Although it is possible for the ground ATS system to quarantine or discard such faulty ADS-B transmissions if detected, air-to-air transmission of erroneous ADS-B data remains a safety issue. In the event of such occurrences, where detected ATC would advise the pilot to deactivate the transmission, as is the present case when ATC detects invalid SSR Mode C transponder replies.
Disposition
A note has been included in the final rule CAO 20.18 after paragraph 4 of Appendix XI as follows:
“Note: The requirement at 4(a) is satisfied if there is a cockpit control to enable the pilot to turn the ADS-B transmission equipment on and off.”
A similar entry will be included in the ADS-B guidance material – Advisory Circular AC 21-45.
COMMENT 3: THE PROPOSED TECHNICAL STANDARDS FOR ADS-B AVIONICS – The year 2012 requirement for TSO-C145a/146a compliance
Most respondents did not negatively comment on the 28 June 2012 date for compliance with TSO-C145a/146a. However, several respondents raised specific questions or concerns.
An airline commented that it understood that the accuracy and reliability of position reports was provided by GPS receivers meeting TSO-C145a or TSO-C146a, but the date of 28 June 2012 for compliance with those TSOs would place an excessive burden on operators for expensive equipment upgrades of existing aircraft having receivers that do not meet those TSOs. Upgrading existing airline aircraft that are equipped with three non-TSO-C145a/146a receivers would cost in excess of $100,000 per aircraft. The effect of the compliance date in the NPRM will be counter-productive to the up-take of ADS-B in Australia; it will drive operators to deactivate the Extended Squitter function rather than face such expensive upgrades. An acceptable rule would be to make the TSO-C145a/146a requirement for forward fit only for aircraft newly delivered after a certain date.
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
An airline aircraft manufacturer stated that the specification for the use of GPS equipment certified to TSO-C145a/146a standards by the year 2012 should be replaced with performance based requirements for the ADS-B navigation source equipment. For example, technical requirements for availability and continuity of the navigation source should be specified. In that context, TSO-C145a/146a equipment should be listed as only one possible means of compliance. Performance based requirements are necessary since there are several alternative means feasible for achieving equivalent or better availability in the next-generation ADS-B systems. The designs can accomplish the requirements without reference to GPS WAAS capability as sited in the TSOs. For example, one means of achieving equivalent availability in Australian airspace is to use RAIM algorithms that account for the current status of SA. Equipment without WAAS capability can, and in some cases does, use those algorithms and would achieve essentially equivalent performance to TSO-C145a/146a equipment in Australian airspace. It is anticipated that US policy with respect to maintenance of the GPS constellation will change, such that the nominal constellation will include 30 or 32 satellites. In this case, existing equipment certified under TSO-C129a could potentially provide the functional availability needed for non-radar airspace. Another means of meeting NAV source availability requirements is to use a backup NAV source, such as FMS position data compliant with the STP MOPS (DO-302) as a backup to GPS in the event of RAIM based service interruptions. The respondent recommended that the proposed requirement should be revised to state or reference the performance requirements for NAV source equipment, and that Appendix XI to CAO 20.18 should list the means of meeting those requirements, including but not limited to, the cited TSOs.
An individual respondent commented that consideration should be given to accepting TSO-C129a GNSS receivers for ADS-B purposes, particularly as satellite availability is generally good these days over Australia. In the event of a RAIM warning, the FMS with its IRS, DME, etc., inputs would provide sufficient navigation integrity in the short term. Also many large transport aircraft are currently fitted with TSO-C129a receivers and allowing that would be financially beneficial.
Another individual respondent commented that the successful Bundaberg trial undertaken by Airservices Australia was conducted with a significant number of participating aircraft that used the TSO-C129a certified KLN 94 as the data source and questioned why that has been excluded. He added that the 2012 date is apparently arbitrary as no justification of the basis of that date is given.
CASA’s response
The June 2012 timing represents CASA’s best assessment of the stage when TSO-C145a/146a compliant GNSS equipment will have become the basic standard provided by avionics manufacturers for GNSS equipment fitment to IFR aircraft. The timing also provides a substantial lead-in period for aircraft equipage.
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The objective that CASA sought when establishing a standard for navigation position data equipage was to provide for state-of-the- art performance levels for the availability and integrity of such data when ADS-B becomes widely used in Australian airspace for ATS separation purposes. CASA accepts the above arguments that other avionics fitments/solutions available both now and in the future may provide for similar levels of availability, continuity and integrity for ADS-B position source data. There may also be future GNSS equipment standards issued by aviation authorities that have at least equivalence to that of TSO-C145a/146a. It is for that reason CAO 20.18 together with the guidance material in Advisory Circular AC 21-45 provide the basis for CASA to assess the suitability of any other equivalent equipments/solutions, including FMS based systems that have existing GNSS equipment to TSO-C129 standard. The guidance material in AC 21-45 will list those other systems which have been accepted by CASA as having equivalence, and that listing will be kept up to date.
CASA does not consider it to be necessary or practical to include performance standards which encompass all possible means of equivalent compliance in the regulatory material. Rather, it will retain the process whereby an aircraft operator may refer to the guidance material to determine compliance, or alternatively the operator may contact CASA to apply for individual approval of other equipment or systems. That is the reason the final rule CAO includes a clause that permits CASA to accept other standards for the geographical position transmitted by the ADS-B equipment. The approach is in accordance with CASA’s regulatory development policy for non-prescriptive, outcome-based rules.
Disposition
The final rule retains the TSO-C145a/146a standard for compliance by 28 June 2012, or for CASA to approve other acceptable equipment standards; see final rule CAO 20.18 Appendix IX paragraph 2.
COMMENT 4: THE PROPOSED TECHNICAL STANDARDS FOR ADS-B AVIONICS – Certification of DO 260/DO-260A extended squitter equipment, etc.
An airline aircraft manufacturer and a private individual advised that TSO-C166 will shortly be replaced by TSO-C166a which will apply to DO-260A equipment and not DO-260 equipment. The manufacturer commented that the FAA has publicly stated that TSO-C166 is obsolete and will shortly be replaced with a revised version, TSO-C166a. However, TSO-C166a only applies to DO-260A equipment and all reference to DO-260 has been removed in the revised version. Certification of DO-260 ADS-B equipment may require CASA to reissue an appropriately modified version of TSO-C166 as an Australian TSO, or alternatively, to list compliance with another standard, such as the EASA/JAA standard to be published in early 2007. It was recommended that the NPRM be modified to include TSO-C166a in paragraph 1 of Appendix XI to CAO 24.18; and that a different more appropriate certification basis for DO-260 equipment (other than TSO-C166) be considered.
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
A respondent stated that aircraft GNSS receivers have common technical standards (TSOs) but user controls and operation is not standardised; each manufacturer has a different approach. For ADS-B, standards for equipment should cover not only the performance but also the ergonomics of operation.
An individual stated that the inclusion of “another system acceptable to CASA” would allow CASA to approve other ADS-B systems without reference to any standard whatsoever. This can lead to undesirable consequences including Australian-only approvals of sub-standard designs and preferential treatment. This type of arbitrary discretion should not be permitted by a regulator. CASA should either state the standards it will apply in approving other systems or remove the paragraphs from the CAO.
CASA’s response
CASA has closely considered the standards in TSO-C166 and TSO-C166a and has concluded that, for Australian operational use, both TSO-C166 and TSO-C166a are acceptable standards. See technical explanatory material in the Background section (section 1 of the main body of this NFRM).
It is possible that there will be other equivalent ADS-B avionics equipment standards which will also be acceptable to CASA, for example the corresponding EASA/JAA standard which it is understood will be issued shortly. This is the reason why CASA has included a clause within the CAO to be able to approve other ADS-B transponder standards without having to go through a protracted regulatory change process for every new, equivalent ADS-B standard that is established throughout the world.
CASA considers it to be impractical and prescriptive for it to establish regulatory based performance standards which cover all possible present and future developments. Outcome-based regulation needs to provide for CASA to be responsive to technical developments without having to go through a protracted process of legislative rule amendments.
As with the standards for navigation source equipment, the guidance material in AC 21-45 will include an up-to-date listing of equivalent acceptable standards for ADS-B avionics.
Disposition
In the final rule CAO 20.18:
x
Paragraph 9B.2 has been reworded as follows:
“9B.2(a) ADS-B transmitting equipment carried by an aircraft for operational use in Australia must comply with Appendix XI.
9B.2(b) Non-compliant ADS-B transmitting equipment carried by an aircraft must be deactivated whilst the aircraft is within Australia.”
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x Sub-paragraph 1(a) of Appendix XI (that specified “TSO-C166 as in force on 20 September 2004”) has been retained as a standard. A new sub-paragraph 1(b) has been added as follows: “TSO-C166a as in force on 21 December 2006”. Accordingly, both TSO-C166 and TSO-C166a are acceptable standards for ADS-B transmitting equipment.
x Paragraph 1(d) of Appendix XI has been retained to allow for CASA to approve other standards for ADS-B transmitting equipment that are acceptable to CASA for operational use in Australia.
COMMENT 5: DEFINITION OF ADS-B IN DRAFT CAO 20.18 AMENDMENT
An organisation submitted that in subsection 9B of the proposed CAO 20.18 amendment, there is no explicit definition of the applicability of Appendix XI. “ADS-B” appears to be self-defined leaving a legal loophole and the entire CAO amendment ineffective. The CAO just states “ADS-B transmitting equipment” without any specific definition of what that means, other than an implication in Appendix XI that ADS-B equipment is equipment that meets TSO-C166. If that is the case then any equipment that does not meet TSO-C166, regardless of whether the extended squitter is active or not, is not obligated to meet the CAO requirement, i.e. TSO-C166. This could be improved by possible inclusion of “1090 MHz Extended Squitter” as the definition of ADS-B with an appropriate definition of 1090 MHz ES also included, overcoming the doubt on applicability of the rule.
CASA’s response
The advice of CASA’s legal staff is that it is not necessary to further define the meaning of the abbreviation “ADS-B” for the purposes of the final rule. The provision in paragraphs 9B.2 and 9B.3 of the final rule is that any equipment constituting ADS-B transmitting equipment that is carried by an aircraft must meet the Appendix XI standards or be deactivated while the aircraft is within Australia.
Disposition
It has not been considered necessary to add to or change to the definition of “ADS-B” in the final rule CAO.
COMMENT 6: MANDATORY ACTIVATION OF ADS-B TRANSMITTERS BY PILOTS
A pilot representative organisation stated that the rules should provide for mandatory activation of any ADS-B equipment fitted to an aircraft, as a routine pilot requirement. There is no provision for that in the regulatory and advisory material. AIP ENR 1.1 paragraph 72.1 only recommends activation. It is acknowledged that mandatory activation is achieved by effect of current transponder activation rules on the available avionics that combine SSR transponder and ADS-B controls. However, the NPRM presents an opportunity to make the rules robust for any future avionics that have separate SSR and ADS-B controls.
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
CASA’s response
Mandatory carriage and use of ADS-B equipment was outside the scope of the NPRM. The situation is therefore basically covered by current AIP implementations in regard to the transponder activation requirement. The suggestion by the respondent for AIP instructions on ADS-B activation will be considered once the en-route radar replacement decision is made by Airservices Australia.
Disposition
Existing AIP ENR 1.1 section 72.1 is considered to be an appropriate instruction to pilots in the situation of voluntary fitment of ADS-B equipment.
COMMENT 7: ISSUES RELEVANT TO ADS-B FITMENT TO GENERAL AVIATION SECTOR AIRCRAFT – CASA choice of 1090 MHz Extended Squitter over UAT and VDL Mode 4, etc.
A respondent raised a number of issues specifically relevant to the fitment of ADS-B equipment in General Aviation aircraft. Those issues that are not covered in the previous comments are itemised hereunder:
x 7.1 The NPRM should have explained why the 1090 MHz ES system had been chosen in preference to UAT or Mode 4 VDL and also explained CASA’s justification for specifying TSO-C166 as its standard. CASA should have sought public comments before adopting 1090 MHz ES in preference to the other systems. The NPRM does not adequately explain the fact that international approaches to ADS-B are far from aligned.
x 7.2 The major issue facing GA in relation to ADS-B is the availability and price of equipment. There are no transponders suitable for general aviation aircraft presently available that are certified to the standards required by the proposed rule. CASA should explicitly state what standards it intends to allow and if it intends to accept certification to JTSO-2C112a. If not, CASA should explain there are no transponder products currently available for general aviation.
x 7.3 If information is available which shows that TSO-C145a/146a equipment will be procurable from multiple vendors at prices consistent with, or less than, those currently associated with TSO-C129a avionics at some definite point in future, then CASA should devise a transition plan based on two dates. The first would be the date after which no more TSO-C129a equipment can be connected to ADS-B for the first time. The second would be the date by which the use of TSO-C129a equipment to supply positional data to ADS-B must cease. To accommodate economic and practical lifetimes for already-installed equipment, the first date should be no less than four years in future and the second should be no less than ten years after the first date.
Page A10 Document NFRM 0601AS
Notice of Final Rule Making
x 7.4 Almost all the GNSS systems currently installed in IFR GA aircraft in Australia comply with TSO-C129a, not TSO-C145a/146a. For most GNSS-equipped GA aircraft, and especially recently-manufactured ones, being forced to replace existing TSO-C129a GNSS systems with ones that comply with TSO C145a/146a will involve major, expensive changes to instrument panels, radio racks and wiring harnesses because only one manufacturer has a system that can readily be installed. This would be an unnecessary and significant burden for owners of Cessna, Piper and Beech aircraft built in the last decade fitted with relatively new Honeywell/Bendix King avionics.
CASA’s response
7.1 1090 MHz ES has been established by ICAO as one of the international standards for ADS-B. Other standards for UAT and VDL Mode 4 have also been issued by ICAO. As with many other international standards for civil aviation, it is the prerogative of member states to select the standard of technology that it considers most beneficial for its particular situation taking into account international aviation inter-operability requirements.
The Asia-Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG) of ICAO’s Asia-Pacific Regional Office has recommended that states in the Asia-Pacific region adopt 1090 MHz ES as the standard for interoperability and ICAO Asia-Pacific member states have stated that they will develop their ADS-B systems in accordance with that recommendation. These states include Singapore, Indonesia, Thailand, and China. For Australia, interoperability within South-East Asia is of the utmost importance to the safe and efficient management of international air transport traffic.
1090 MHz ES has been also selected as its ADS-B standard by the FAA USA, Transport Canada, and Eurocontrol. UAT will not be the basic data-link in the USA.
Since 2003, CASA has distributed information and consulted widely on the carriage and use of ADS-B. CASA has briefed the industry–based Standards Consultative Committee and its Airspace Users Sub-committee, and presented a number of working papers to the ASTRA ADS-B Implementation Team (ABIT), a joint industry/government forum established to address technical and operational issues surrounding ADS-B implementation and to coordinate the efforts of stakeholders.
CASA also directly sought the views of the Australian aviation industry before adopting 1090 MHz ES by issuing Discussion Paper DP0401AS in December 2004 for public comment and also urged the industry to provide its views. The outcome of that public consultation was published in September 2005 as a Summary of Responses to the Discussion Paper. The DP and SoR may be viewed on the CASA website.
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
CASA and most of the aviation industry stakeholders consider that Australia’s adoption of 1090 MHz ES technology as its ADS-B standard ensures the greatest level of international harmonisation.
7.2 CASA is aware that there is at least one ADS-B equipment suitable for GA aircraft fitment that is currently available. It is likely that the issuing of ADS-B standards by Australia and the regulatory authorities in North America and Europe will encourage manufacturers to develop products suitable for GA aircraft fitment in the next few years.
7.3 and 7.4 CASA considers that the comments at 7.3 and 7.4 are outside the scope of the legislative change proposal that it put forward in that the fitment of ADS-B equipment is voluntary. Should aircraft operators have the concerns that this respondent has voiced, they may decide not to fit their aircraft at this particular stage. However, fitment of ADS-B will provide a significant safety benefit to IFR aircraft operators – greatly expanded ATS surveillance services in non-radar airspace areas as the ADS-B stations are rolled out by Airservices Australia.
Disposition
It has not been necessary to alter the final rule in response to these comments.
Page A12 Document NFRM 0601AS
Annex B
Final Amendment Schedules – Civil Aviation Orders (CAOs)
x Civil Aviation Order (CAO) 20.18 x Civil Aviation Order (CAO) 82.1 x Civil Aviation Order (CAO) 82.3 x Civil Aviation Order (CAO) 82.5
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
INTENTIONALLY LEFT BLANK
Page B2 Document NFRM 0601AS
I, WILLIAM BRUCE BYRON, Director of Aviation Safety, on behalf of CASA, make this instrument under subregulation 207 of the Civil Aviation Regulations 1988 (CAR 1988).
Bruce Byron Director of Aviation Safety and Chief Executive Officer
[Date]
Civil Aviation Order 20.18 Amendment Order (No.X) 2007
1 Name of instrument
This instrument is Civil Aviation Order 20.18 Amendment Order (No.X) 2007.
2 Commencement
This instrument commences on the day after it is registered.
3 Amendment of Civil Aviation Order 20.18
Schedule 1 amends Civil Aviation Order 20.18.
Schedule 1 Amendment
[1] After subsection 9A
insert
9B Directions relating to carriage and use of automatic dependent surveillance — broadcast equipment
9B.1 In this subsection and Appendix XI: ADS-B means automatic dependent surveillance — broadcast. aircraft address means a unique 24-bit aircraft address code assigned to an
aircraft in accordance with Annex 10 to the Chicago Convention. approved equipment configuration means the requirements:
(a) set out in Appendix XI; or
Page 1 of 3 pages
(b) approved in writing by CASA and published from time to time in an Advisory Circular.
Note Equipment configurations approved by CASA are published in Appendix D of Advisory Circular 21-45.
9B.2 ADS-B transmitting equipment carried by an aircraft for operational use in Australia must comply with an approved equipment configuration.
9B.3 If ADS-B transmitting equipment carried by an aircraft does not comply with an approved equipment configuration, it must be deactivated before flight in Australia.
9B.4 ADS-B transmitting equipment carried by an aircraft for operational use in Australia must transmit:
(a)
a flight identification that corresponds exactly to the aircraft identification mentioned on the flight notification filed with ATS for the flight; or
(b)
if no flight notification is filed for the flight — a flight identification that is:
(i)
for an aircraft registered in the Australian Civil Aircraft Register and operating wholly within Australian territory — the aircraft’s registration mark; or
(ii)
for an Australian aircraft registered by a recreational aircraft administrative organisation — in accordance with the organisation’s operations manual; or
(iii) in any other case — the aircraft’s nationality or common mark and registration mark without any hyphen included; or
(c)
another flight identification directed or approved by ATC.
[2] After Appendix X
insert
Appendix XI ADS-B transmitting equipment
1 ADS-B transmitting equipment must meet:
(a)
TSO-C166 as in force on 20 September 2004; or
(b)
TSO-C166a as in force on 21 December 2006; or
(c)
ATSO-C1004 as in force on 2 October 2003; or
(d)
ATSO-C1005 as in force on 22 December 2004; or
(e)
another standard acceptable to CASA.
2 On and after 28 June 2012, the geographical position transmitted by the
equipment must be determined by:
(a) a GNSS receiver that meets TSO-C145a or TSO-C146a as in force on 19 September 2002; or
(b) another system acceptable to CASA for this purpose. 3 The pressure altitude transmitted by the equipment must be determined by:
Page 2 of 3 pages
(a)
a barometric encoder that meets:
(i)
TSO-C88a as in force on 18 August 1983; or
(ii)
ETSO-C88a as in force on 24 October 2003; or
(b)
another system acceptable to CASA for this purpose.
The equipment must:
(a)
allow the pilot to activate and deactivate it during flight; and
(b)
transmit the current aircraft address.
Note The requirement in paragraph 4 (a) is met if the equipment has a cockpit control that enables the pilot to turn the ADS-B transmissions on and off.
Page 3 of 3 pages
I, WILLIAM BRUCE BYRON, Director of Aviation Safety, on behalf of CASA, make this instrument under paragraph 28BA (1) (b) of the Civil Aviation Act 1988.
Bruce Byron Director of Aviation Safety and Chief Executive Officer
[Date]
Civil Aviation Order 82.1 Amendment Order (No.X) 2007
1 Name of instrument
This instrument is Civil Aviation Order 82.1 Amendment Order (No.X) 2007.
2 Commencement
This instrument commences on the day after it is registered.
3 Amendment of Civil Aviation Order 82.1
Schedule 1 amends Civil Aviation Order 82.1.
Schedule 1 Amendment
[1] After paragraph 5.7
insert
5.8 An operator must ensure that an aircraft operated in charter operations or aerial work operations that carries and uses automatic dependent surveillance – broadcast equipment must do so in accordance with subsection 9B of Civil Aviation Order 20.18.
Page 1 of 1 pages
I, WILLIAM BRUCE BYRON, Director of Aviation Safety, on behalf of CASA, make this instrument under paragraph 28BA (1) (b) of the Civil Aviation Act 1988.
Bruce Byron Director of Aviation Safety and Chief Executive Officer
[Date]
Civil Aviation Order 82.3 Amendment Order (No.X) 2007
1 Name of instrument
This instrument is Civil Aviation Order 82.3 Amendment Order (No.X) 2007.
2 Commencement
This instrument commences on the day after it is registered.
3 Amendment of Civil Aviation Order 82.3
Schedule 1 amends Civil Aviation Order 82.3.
Schedule 1 Amendment
[1] After paragraph 10.7
insert
10.8 An operator must ensure that an aircraft operated in regular public transport operations that carries and uses automatic dependent surveillance – broadcast equipment must do so in accordance with subsection 9B of Civil Aviation Order
20.18.
Page 1 of 1 pages
I, WILLIAM BRUCE BYRON, Director of Aviation Safety, on behalf of CASA, make this instrument under paragraph 28BA (1) (b) of the Civil Aviation Act 1988.
Bruce Byron Director of Aviation Safety and Chief Executive Officer
[Date]
Civil Aviation Order 82.5 Amendment Order (No.X) 2007
1 Name of instrument
This instrument is Civil Aviation Order 82.5 Amendment Order (No.X) 2007.
2 Commencement
This instrument commences on the day after it is registered.
3 Amendment of Civil Aviation Order 82.5
Schedule 1 amends Civil Aviation Order 82.5.
Schedule 1 Amendment
[1] After paragraph 10.7
insert
10.8 An operator must ensure that an aircraft operated in regular public transport operations that carries and uses automatic dependent surveillance – broadcast equipment must do so in accordance with subsection 9B of Civil Aviation Order
20.18.
Page 1 of 1 pages
Annex C
Guidance Material –
Draft Advisory Circular 21-45(0) – Airworthiness
Approval of Airborne Automatic Dependent
Surveillance-Broadcast (ADS-B) equipment
Carriage and Use of Notice of Final Rule Making ADS-B Avionics
INTENTIONALLY LEFT BLANK
Page C2 Document NFRM 0601AS
APRIL 2007
AC 21-45(0)
AIRWORTHINESS APPROVAL OF AIRBORNE
AUTOMATIC DEPENDENT SURVEILLANCE
BROADCAST EQUIPMENT
CONTENTS
1.
References 1
2.
Purpose 1
3.
Status of this AC 1
4.
Definitions and Acronyms 2
5.
Background 3
6.
Applicability 3
7.
Related Australian Reading Materials 4
8.
Functional Requirement 4
9.
Design, Development and Approval of Aircraft Modifications 8 Appendix A 11 References 11 Appendix B 13 ADS-B OUT Data 13 Appendix C 14 Self Evaluation Checklist 14
Appendix D 15 Approved Equipment 15
1. REFERENCES
Refer to Appendix A to this AC.
2.  URPOSE
This AC is intended to define the airborne component of the 1090 Megahertz Extended Squitter Automatic Dependent Surveillance Broadcast (ADS-B) data link for use in Australia, and provide guidance and advice for the airworthiness approval of aircraft equipment proposed to support that use.
3. STATUS OF THIS AC
This is the first AC to be written on this matter.
Advisory Circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the only means, of complying with the Regulations, or to explain certain regulatory requirements by providing informative, interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
11 April 2007
4. DEFINITIONS AND ACRONYMS
AC CASA Advisory Circular
ADS-B Automatic Dependent Surveillance - Broadcast
AEEC Airlines Electronic Engineering Committee
AFM Aircraft Flight Manual
ARINC Aeronautical Radio, Inc
ATC Air Traffic Control
ATSO Australian Technical Standard Order
BARO Barometric sourced data
EASA European Aviation Safety Agency
ETSO EASA Technical Standard Order
EUROCAE European Organisation for Civil Aviation Equipment
FAA Federal Aviation Administration (of the United States)
GNSS Global Navigation Satellite System
GPS Global Positioning System
HAE Height Above Ellipsoid
HFOM Horizontal Figure of Merit
HIL Horizontal Integrity Limit
HPL Horizontal Protection Limit
IATA International Air Transport Association
ICAO International Civil Aviation Organization
JAA Joint Aviation Authority of Europe
JTSO JAA Technical Standard Order
MASPS Minimum Aviation System Performance Standards
MEL Minimum Equipment List
MMR Multi Mode Receiver
MODE S Mode Select (a transponder format to allow discrete interrogation and data link capability/ selective interrogation mode of SSR
MOPS Minimum Operational Performance Standards
MSL Mean Sea Level
NAC Navigation Accuracy Category
NACP Navigation Accuracy Category for Position
NIC Navigation Integrity Category
11 April 2007
AC 21-45(0): Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment
NUC Navigation Uncertainty Category
POH Pilot’s Operating Handbook
RAIM Receiver Autonomous Integrity Monitoring
RTCA RTCA, Inc (formerly Radio Technical Committee for Aeronautics)
SIL Surveillance Integrity Level
SPI Special Position Identification
SSR Secondary Surveillance Radar
TSOA FAA Technical Standard Order Authorisation
TSO FAA Technical Standard Order
5. BACKGROUND
5.1 ADS-B is a surveillance application that periodically transmits aircraft parameters, such as identification, pressure altitude, position and position integrity, via a broadcast data link that is available to any receiver, either airborne or ground-based, within range of the transmitter.
5.2 ADS-B information is broadcast without any knowledge of which users may be receiving it and without the expectation of an acknowledgement or reply.
5.3 As an automatic system, ADS-B requires no flight crew or controller action for the information to be transmitted. The surveillance-type information broadcast is dependent on the aircraft’s navigation system and the broadcast capability of the source emitter.
5.4 An ADS-B “out” system consists of the following components:
(a)
a transmitting subsystem that includes message generation and transmission functions at the source aircraft; and
(b)
the data link broadcast medium.
5.5
The sources of the transmitted information, as well as the user applications, are not considered to be part of the ADS-B system, but their performance needs to be considered when defining overall ADS-B system performance.
6.
APPLICABILITY
6.1 This AC is applicable to all Australian aircraft and visiting foreign aircraft wishing to transmit ADS-B information in Australia.
11 April 2007
7. RELATED AUSTRALIAN READING MATERIALS
.
AC 21-15(0) Supplementary Type Certificate - Certification
.
AC 21-36(0) Global Navigation Satellite System (GNSS) Equipment: Airworthiness Guidelines
.
AC 21-601(0) Australian Technical Standard Order Authorisation
.
ATSO-C1004 Airborne Mode A/C Transponder Equipment with Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) Transmit Only Equipment
.
ATSO-C1005 Airborne Stand-Alone Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) Transmission Capability
Note 1: Appendix A to this AC contains a list of ADS-B documentation references.
Note 2: Visit the CASA website www.casa.gov.au/rules/1998casr for access to the ACs.
8. FUNCTIONAL REQUIREMENT
8.1 ADS-B Avionics
8.1.1 For an aircraft to be ADS-B capable, it requires:
.
appropriate data sources, and
.
an ADS-B transmitter to broadcast the data in a predetermined standard format.
8.2 ADS-B Transmitter
8.2.1 The ADS-B transmitter needs to comply with the minimum performance standards detailed in RTCA Document DO-260A Para 2.2.
8.2.2 For ADS-B data to be universally usable, it needs to be transmitted in the formats and characteristics defined in the following standards:
.
ICAO Annex 10, Amendment 77;
.
RTCA/DO-260; or
.
RTCA/DO-260A.
8.2.3 To be useable for ATC surveillance in a “radar like” manner, ADS-B transmitters must transmit the following minimum data set:
.
Position (in extended squitter surface position message and in extended squitter airborne position message);
.
Position Integrity Information (e.g. NUC, NIC etc, value transmitted in the “TYPE” code in extended squitter surface position message and in extended squitter airborne position message);
.
Pressure Altitude (in extended squitter airborne position message, GNSS height may also be transmitted in this message when barometric altitude is not available);
.
Identity (in extended squitter identity and category message); and
.
Version Number, SIL and NACP in aircraft operational status message, if the avionics equipment is RTCA/DO-260A compliant.
11 April 2007
AC 21-45(0): Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment
8.2.4 To provide a more comprehensive data set to other stations, transmission of the following data is highly desirable, as it is used by the Australian ATC system:
.
SPI Indication (in Surveillance Status Subfield of ADS-B airborne position messages);
.
Emergency Flag (in Surveillance Status Subfield of ADS-B airborne position messages);
.
Emergency Priority Status Information (may be broadcast in Extended Squitter Aircraft Status Message, RTCA/DO-260 or RTCA/DO-260A, or the Target State and Status Message RTCA/DO-260A);
.
Velocity Information (Extended Squitter Velocity Message or Surface Position Message);
.
GNSS height (GNSS Altitude Difference From Barometric Altitude in Extended Squitter Velocity Message); and
.
Vertical rate (in Extended Squitter Velocity Message).
Note: Transmission of SSR ATC 4 digit octal Mode A code in ADS-B messages is not required. It may however, be transmitted in “Test messages” in accordance with RTCA/DO-260A.
8.2.5 Additional ADS-B data, defined in ICAO Annex 10, Amendment 77 or RTCA/DO-260 or RTCA/DO-260A, may also be transmitted.
8.2.6 Equipment marked as compliant with ATSO-C1004, ATSO-C1005, TSO-C166, or TSO C166a, are considered capable of transmitting data described above in the correct formats.
8.2.7 Transponders marked as compliant with the following standards:
.
AEEC – ARINC 718A;
.
TSO C112;
.
ED73B;
.
JTSO-2C112a; or
. ETSO-2C112a
may be capable of transmitting this information in the correct formats. Functional testing of the installation would be required to confirm compliance.
8.2.8 ADS-B transmitters should also be compliant with the following :
.
For transmitters that also operate as ATC transponders:
-ATSO-C1004 (Type G1 only);
-ATSO-1C74c;
-TSO-C112 and compliant with RTCA/DO-181C; or
-EUROCAE ED73B or RTCA/DO-181C.
.
Non-transponder ADS-B transmitters:
-ATSO-C1005.
11 April 2007
8.2.9 RTCA/DO-260 compliant ADS-B transmitters use the Horizontal Protection Limit/Horizontal Integrity Limit (HPL/HIL) data from the GNSS receiver as the highest priority data source for determination of Navigation Uncertainty Category (NUC).
For RTCA/DO-260 compliant transmitters, ADS-B transmitters may use the Horizontal Figure of Merit (HFOM) data from the GNSS receiver during periods of HPL non-availability due to operational reasons (e.g. satellite geometry, etc).
For RTCA/DO-260A compliant transmitters, HPL is used for determination of Navigation Integrity Category (NIC) and HFOM is used for determination of Navigation Accuracy Category (NAC).
8.2.10 It is desirable that the flight crew are able to disable the ADS-B function on instruction from ATC without disabling the operation of the ATC transponder function.
8.2.11 Transmitter antenna installation needs to comply with guidance for installation of ATC transponders to ensure satisfactory functioning.
8.3 ADS-B data sources (Mandatory)
8.3.1 The following section describes the minimum data necessary for ADS-B transmitters to function in the ATC environment (for more detailed requirements including references see Appendix B to this AC). Each category is essential to ensure the message being transmitted has all the relevant data necessary to enable separation to be calculated. Failure to comply may render the prospective operator unable to obtain the benefits of ADS-B separation.
8.4 Positional data
8.4.1 Accurate positional data is essential for the ADS-B system to operate in a “radar like manner” and be the basis for the allocation of separation between aircraft. Valid GNSS data input provides an acceptable accuracy and integrity for separation purposes with the delivery of position information at a periodic interval of less than or equal to 1 second.
8.4.2 GNSS equipment compliant with TSO-C145a, TSO-C146a or an equivalent standard acceptable to CASA are suitable for use with ADS-B.
8.4.3 Particular navigation packages that do not have a TSOA, but can be demonstrated to achieve the accuracy and integrity values required, may be acceptable to CASA. In assessing the suitability of GNSS avionics that do not have a TSO-C145a/146a authorisation, CASA may consider the system differences to the standards documented in RTCA/DO-229C (or later version), with particular regard to the following criteria:
.
The system’s capability of delivering position information with a periodic interval of at least one second; and
.
The system can continuously output the HPL value to the ADS-B transmitter or notify the pilot of an interruption due to availability issues (RAIM); and
.
If the system is intended primarily as a pilot navigation system with positional information being provided to the ADS-B system, it needs to meet the requirements of AC 21-36(0); and
.
The system takes advantage of GPS selective availability being set to zero.
11 April 2007
AC 21-45(0): Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment
8.5 Positional integrity data
8.5.1 HPL integrity data needs to be provided to the ADS-B transmitter from the GNSS receiver on the same interface as the positional data. This data is typically available as ARINC429 label 130.
8.5.2 HFOM data shall be provided to the transponder on the same interface as the HPL data. HFOM typically uses ARINC429 label 247.
A RTCA/DO-260A compliant installation will use the HFOM value to calculate NAC.
In some cases, such as during rare periods of inadequate satellites, HPL may not be delivered to the interface. In this case, a RTCA/DO-260 compliant installation may use the HFOM value to generate NUC during the period of HPL non-availability.
8.5.3 In the case of RTCA/DO-260A compliant installations, the SIL is intended to reflect the integrity of the navigation source of the position information broadcast. Where position integrity is based on HPL and the SIL cannot be unambiguously determined and set dynamically, the value should be set to 2. During periods where HPL is not available, the NIC should be set to 0 (zero), and the NAC should reflect the accuracy of the broadcast position.
8.6 Pressure altitude
8.6.1 Pressure altitude provided to transponders is to be in accordance with existing requirements for ATC transponders. It is preferable that 25 foot altitude encoding is used. This data is typically available on ARINC429 label 203.
8.7 Identity
8.7.1 Identity information is to be provided to the transponder so that the information is identical to the filed flight plan. This information may be provided from:
.
a flight management system;
.
a pilot control panel; or
.
for aircraft which always operates with the same flight identity (e.g. using registration as a callsign), it may be programmed into equipment at installation.
8.8 ADS-B data sources (Desirable)
8.8.1 GNSS altitude. GNSS altitude should be provided from an approved GNSS receiver to the ADS-B transmitter. Typically this data is available as GNSS Height (HAE) ARINC429 label 370 or GNSS Alt (MSL) ARINC429 label 076.
8.8.2 Vertical rate (GNSS or Barometric). Vertical rate may be provided from either a GNSS receiver or from a pressure source:
.
GNSS vertical rate should be provided from an approved GNSS receiver, and is typically available as ARINC429 label 165, or
.
Barometric vertical rate. Barometric (BARO) vertical rate is typically available as ARINC429 label 212.
Note: The most accurate source should be used.
8.8.3 Velocity Information. Ground speed from an approved GNSS receiver in the form of East/West Velocity and North/South Velocity should be provided. This would be typically available as ARINC429 label 174.
11 April 2007
8.8.4 SPI Indication. For ATC transponders, the SPI capability is integrated into the transponder functionality and is controlled from the transponder control panel. For non transponder implementations, a discrete input or a control panel may be provided to trigger the SPI indication.
8.8.5
Emergency indicator. For ATC transponders the emergency declaration capability is integrated into the transponder functionality and is controlled from the transponder control panel. For non transponder implementations a discrete input or a control panel may be provided to trigger the emergency and/or to indicate the type of emergency.
9.
DESIGN, DEVELOPMENT AND APPROVAL OF AIRCRAFT MODIFICATIONS
9.1 Compliance
9.1.1 When utilising this guidance material for the approval of an ADS-B installation, in accordance with Regulation 35 of CAR 1988 or a Supplemental Type Certificate under CASR Subpart 21.E, the following need to be considered:
.
The applicant will need to submit, to CASA, a compliance statement that shows how
the criteria of this guidance material has been satisfied, together with evidence resulting
from the activities described in this section.
.
Compliance with the airworthiness requirements for intended function and safety may be demonstrated by equipment qualification, safety analysis of the interface between the ADS-B equipment and data sources, equipment cooling verification and ground tests. To support the approval application, design data will need to be submitted showing that the requirements for ADS-B operation have been complied with.
.
The safety analysis of the interface between the ADS-B system and its data sources should show no unwanted interaction under normal or fault conditions.
9.1.2 FAA AC 120-86 provides additional guidance by providing general information and acceptable methods of compliance for the certification, airworthiness, and operational approval of certain aircraft surveillance systems and selected associated aviation applications.
9.1.3 A self-evaluation checklist to assist in determining compliance is included at Appendix C to this AC.
9.2 Ramp Test
9.2.1 The functionality for ADS-B “out” application may be demonstrated by ground testing, using ramp test equipment where appropriate, that verifies:
.
system operation;
.
the aircraft derived data in the transmitted messages including integrity data; and
.
functioning of system fault detectors if any fitted.
9.3 Equivalent Installations
9.3.1 A current list of approved equipment can be found at Appendix D.
9.4 Flight Manual
9.4.1 The Aircraft Flight Manual (AFM) or the Pilot’s Operating Handbook (POH), whichever is applicable, should provide at least the following information:
11 April 2007
.
A statement that the transponder system(s) complies with the criteria of ICAO Annex 10 Amendment 77 regarding extended squitter and any necessary procedures for expected operations (e.g. the need to enter Flight ID) for use with ATC.
9.5 Minimum Equipment List (MEL)
9.5.1 The MEL should indicate that ADS-B OUT is not mandatory (at this time).
9.6 Maintenance
9.6.1 Maintenance tests should include a periodic verification check of aircraft ADS-B data including the ICAO 24 bit aircraft address (colloquially known as the 24-bit Mode S address) using suitable ramp test equipment. A check of the ICAO 24 bit aircraft address should be made in the event of a change of the registration mark of the aircraft (this is especially necessary following change in State of registration) or whenever a transponder is replaced.
9.6.2 Where possible, maintenance tests should check the correct functioning of system fault detectors (if any).
9.6.3 The maximum period between ADS-B maintenance tests of the ADS-B transmitter should be the same as for ATC transponders and all transponders fitted to the aircraft should be checked.
9.7 Crew Operating Instructions
9.7.1 Crew Operating Instructions for the ADS-B system should emphasise the need to use the ICAO-defined format for entry of the Aircraft Identification or Registration mark as applicable to the flight. The shortened format commonly used by airlines (a format used by International Air Transport Association (IATA)) is not compatible with the ground systems of the air traffic services.
James Coyne Acting General Manager Manufacturing, Certification and New Technologies Office
11 April 2007
AC 21-45(0): Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment
Intentionally Blank
AC 21-45(0): Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment
APPENDIX A
REFERENCES
AUSTRALIAN
Source Title Reference Version Date
CASA Certification and airworthiness requirements for aircraft and parts CASR Part 21 December 2005
Approval of design of modification or repair Regulation 35 of CAR 1988 December 2005
Supplemental Type Certificate - Certification AC 21-15 (0) August 1999
Global Navigation Satellite System (GNSS) Equipment: Airworthiness Guidelines AC 21-36 (0) April 2005
Australian Technical Standard Order Authorisation AC 21-601 (0) July 2005
Airborne Mode A/C Transponder Equipment with Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) Transmit Only Equipment ATSO-C1004 October 2003
Airborne Stand-Alone Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) Transmission Capability ATSO-C1005 December 2004
INTERNATIONAL
Source Title Reference Version Date
ICAO Aeronautical Communications (Digital Data Communication Systems) Annex 10 Volume III Amdt. 77 July 2002
Aeronautical Communications (Surveillance Radar and Collision Avoidance Systems) Annex 10 Volume IV Amdt. 77 July 2000
Manual of the Secondary Surveillance Radar System (SSR) Doc 9684 AN/951 Third Edition 2004
Procedures for Air Traffic Services - Air Traffic Management (PANS-ATM) Doc 4444 Amdt 4 24 November 2005
EUROCAE / RTCA Guidelines for Approval of the Provision and Use of Air Traffic Services Supported by data communications EUROCAE ED 78A, or December 2000
RTCA/DO-264 December 2000
MASPS for Required Navigation Performance (RNP) Area Navigation EUROCAE ED-75B or December 2003
RTCA/DO-236B October 2003
MASPS for ADS-B RTCA/DO-242A June 2002
MOPS for 1090MHz for ADS-B EUROCAE ED-102, or November 2000
RTCA/DO-260/260A September 2000/ April 2003
Minimum Operational Performance Specification for Secondary Surveillance Radar Mode S Transponders EUROCAE ED-73B January 2003
Minimum Aviation System Performance RTCA/DO-289 September 2003
AC 21-45(0): Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment
Standards for Aircraft Surveillance Applications (ASA)
Minimum Operational Performance Specification for Air Traffic Control Radar Beacon System/ Mode Select (ATCRBS/Mode S) Airborne Equipment RTCA/DO-181C June 2001
Minimum Aviation System Performance Standards for Survelliance Transmit Processing (STP) RTCA/DO/302 December 2006
Safety, Performance and Inter-operability Requirements Document for the ADS-B Non-Radar-Airspace (NRA) Applications RTCA/DO/303 December 2006
FAA Technical Standard Order for Mode S Extended Squitter Note: This standard of transponder does not provide the full functionality required. However, the RTCA/Document has been updated to DO-181C that defines an acceptable standard. It is expected that the FAA TSO will be updated TSO-C112 (Based on RTCA/DO-181) February 1986
Extended Squitter Automatic Dependent Surveillance - Broadcast (ADS-B) and Traffic Information Service - Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz) TSO-C166 TSO-C166a September 2004 December 2006
Guidelines for Design Approval of Aircraft Data communications AC 20-140 August 1999
Aircraft Surveillance Systems and Applications AC 120-86 September 2005
EASA/JAA Minimum Operational Performance Specification for SSR Mode S Transponders. (Adopts Eurocae ED-73A). Note: This JTSO is being updated to version B based on EUROCAE document ED-73B. ETSO-2C112a, formerly JTSO-2C112a 24 October 2003
AC 21-45(0): Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment
APPENDIX B
ADS-B OUT DATA
Table 1: Required Characteristics of Mandatory ADS-B “Out” Data
Item Parameter Range Minimum Resolution Accuracy Limits Maximum Data Age at Transmission Remarks ADS-B transmitter specification
1 Identity/Call Sign 8 characters N/A N/A 60 seconds ICAO Annex 10, Vol IV, para 3.1.2.9
2 Position Any latitude and longitude on earth - 2 seconds ICAO Annex 10, Vol IV, para 3.1.2.8.6.6 and Vol III, Part I, App to Chap 5 para 2.3.2.3
3 Pressure -1000 ft to 100 ft As the 2 seconds ICAO Annex 10, Vol IV, para
Altitude maximum (Gillham’s installed 3.1.2.6.5.4 referenced to 1013.25
certificated code) or 25 sensor hPa and Vol III, Part I, App to Chap
altitude of ft as 5 para 2.3.2.4
aircraft plus 5000 provided by the
ft source
4 Integrity Value Value 0-9 1 N/A 2 seconds ICAO Annex 10, Vol III, Part I, App to Chap 5 para 2.3.1
Table 2: Required Characteristics of Desirable ADS-B “Out” Data
1 SPI Indication
2 Emergency Flag
3 Emergency Type Indicator
4 Velocity Information - - 2 seconds ICAO Annex 10, Vol IV, para 3.1.2.8.6.6 and Vol III, Part I, App to Chap 5 para 2.3.5
5 GNSS Height
6 Vertical rate (GNSS/BARO)
APPENDIX C
SELF EVALUATION CHECKLIST
ADS-B Transmitter Manufacturer & Model number
GNSS positional source Manufacturer & Model number
GNSS receiver TSO TSO C145a/ TSO C146a / Other
If not TSO C145a or TSO C146a compliant x Not required until June 2012, refer CAO 20.18. Confirm supports Fault Detection Exclusion (FDE) x Confirm outputs HPL or HIL x Is BARO aiding provided to GNSS receiver?
Transmitter Message formats compliant with (Circle one) x ICAO Annex 10, Amendment 77; or x DO-260; or x DO-260A or TSO C166
Transmitter characteristics compliant with (Circle one) x ATSO-C1004 (Type G1 only); or x ATSO-1C74c x TSO-C112 and compliant with DO-181c; or x ETSO-2C11;2 or x ED73B or DO-181 x ATSO-C1005
HPL is provided to ADS-B transmitter on same interface as GNSS positional data and tested YES/NO
Suitable barometric encoder (pressure altitude) data provided to transmitter and tested? YES/NO
Uses aircrafts own ATC transponder antenna? YES/NO
If not using the aircrafts own ATC antenna, has antenna been mounted in accord with transponder mounting rules? YES/NO
Flight ID source installed and tested? (Circle one) Programmed/ pilot entry panel/ Flight Management System interface
Optional data supported and tested (Circle those verified) SPI indication Emergency flag Ground track / Ground speed velocity vector Emergency type indicator GNSS height GNSS vertical rate BARO vertical rate
APPENDIX D
APPROVED EQUIPMENT
The current list of approved equipment can be found at the following website address:
http://casa.gov.au/rules/1998casr/021/021c45eqptlist.pdf
Notice of Final Rule Making
(Including the Consolidated Summary of Responses and
Disposition of Comments to NPRM 0601AS)
Carriage and Use of ADS-B
Avionics
Amendments to Civil Aviation Orders (CAOs) 20.18, 82.1, 82.3 and 82.5
Document NFRM 0601AS
Copies of this Notice of Final Rule Making 0601AS can be obtained by one of the following means from:
Regulatory Documentation Coordinator
Post (no stamp required) Reply Paid 2005
Standards Administration & Support Branch
Civil Aviation Safety Authority
Canberra ACT 2601, Australia
E-mail nprmADSB@casa.gov.au
Telephone 1800 687 342 (for the cost of a local call)
international +61 2 6217 1520
Fax 1800 653 897
international +61 2 6217 1691
Additional information is available from:
Brian Harris, Project Manager
Post (no stamp required) Reply Paid 2005
Airways and Aerodromes Branch
Civil Aviation Safety Authority
Canberra ACT 2601, Australia
E-mail brian.harris@casa.gov.au
Telephone 02 6217 1808 or 131 757 (for the cost of a local call)
international +61 2 6217 1808
Fax 02 6217 1700
international +61 2 6217 1700
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