The subsidy is firmly on the table ..... read the doc's .... ... it affects all of you no matter what you fly of fly-in as a pax.
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... these opportunities come around once in a lifetime
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Mod's Any chance of a sticky and a simple poll i.e.
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Q .Do you support:-
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- Scenario 1 (Status quo)
- Scenario 2 (Subsidy with 60% VFR fleet fitment)
- Scenario 3 (Subsidy with 90% VFR fleet fitment)
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Some relevant extracts below:-
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Transition to Satellite Technology for Navigation & Surveillance - Joint Consultation Paper
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http://www.casa.gov.au/newrules/airspace/jcp/jcp.pdf
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9.6 Airborne systems cost and funding
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The relative costs of legacy ground-based infrastructure and satellite technology provide an opportunity to support GA participation in the transition through provision of cross-industry funding to facilitate light aircraft equipage with approved avionics.
This could be managed as a cross-industry funding transfer via Airservices,
whereby enroute charges are maintained at today’s levels for a set period, and the additional funds that are not required to maintain or replace the asset base can be passed on to light aircraft owners in the form of cross-industry funding.
Provision of ADS-B OUT capability, including installation, is expected to cost less than $10,000 for a typical GA VFR aircraft. Provision of ADS-B OUT and ‘solemeans’ GNSS navigation, including installation, is expected to cost less than $15,000 for a typical GA IFR aircraft. Obviously costs will vary with the individual choice of avionics and complexity of installation in the particular aircraft, as will the value to the owner of replacing existing avionics made redundant by the new equipment.
It should be noted that these figures are based on relatively small quantities of avionics in the near term, and may not be representative of high-volume production costs.
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CASA equipment surveys indicate that under the proposal outlined in this document, approximately 7,000 light aircraft will be required to equip with ADS-B avionics by mid-2012, with an additional 4,000 aircraft equipped by mid-2014(note 4).
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Significant work has been done by the ASTRA ABIT5 on the concept of cross-industry funding to ensure light aircraft access to airspace where ADS-B avionics are required. A cut-off point of 5,700 kg MTOW was agreed, with any affected
Australian aircraft with an MTOW less than or equal to 5,700 kg eligible for the cross-industry funding.
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For more sophisticated aircraft, the costs increase relative to the scale of integration required and the size and type of operation of the aircraft. Many of the ADS-B related costs for large aircraft operators were quantified for ASTRA during the development of the ADS-B Cross Industry Business Case (which is available from
http://www.astra.aero6), and are still relevant.
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9.7 Cross-Industry Funding
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A key issue for all sectors of the aviation community will be the cost of ADS-B avionics. In the event that the proposed transition timing is agreed, and CASA issues a mandate for ADS-B avionics that would support decommissioning of enroute radars and navaids,
it is proposed that Airservices would facilitate a cross-industry funding arrangement.
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Essentially, Airservices’ customers would fund the acquisition and installation of approved avionics for light aircraft. This would not involve any additional charges to customers, and will be ‘revenue-neutral’ to Airservices.
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Airservices would draw upon the savings achieved through not replacing existing enroute radar and navigation aids until the avionics costs were covered. Once the avionics costs are met, the ongoing savings would be passed on to customers.
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The funding would provide avionics for aircraft with a MTOW less than or equal to 5,700 kg, and would be managed via a voucher system with the following characteristics:
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• A voucher would be issued after formal application was made by the aircraft owner along with a certified true copy of the maintenance release. The voucher would be redeemable when accompanied by evidence of permanent installation of acceptable avionics and provision of the avionics serial numbers.
• There would be no ‘new-for-old’ avionics exchange requirements, and any replaced equipment would remain the property of the owner.
• Vouchers would only be issued for airworthy aircraft on an Australian civil aircraft register, and no voucher would be issued for aircraft already equipped with acceptable avionics.
• A voucher with a maximum value of $15,000 would be issued for IFR aircraft to support the installation of ADS-B OUT avionics and TSO-C146 GNSS navigation equipment. IFR status will be determined from the aircraft’s latest maintenance release.
• A voucher with a maximum value of $10,000 would be issued for VFR aircraft to support the installation of ADS-B OUT avionics driven by a TSO-C145 GNSS engine.
• Vouchers would be valid for three years from date of issue and would not be issued for applications received after 30 December 2013.
• The maximum voucher values would decrease to $13,500 & $9,000 respectively (90% of their original value) for applications received between 1 July 2011 and 30 December 2013. This measure is to assist in spreading the installation workload to earlier dates.
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Note: Airservices would observe strict privacy protocols in using and verifying information provided for cross-industry funding purposes only.
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Cross industry funding vouchers would also be provided for aircraft with a MTOW greater than 5,700 kg, where the aircraft was solely used for charitable or humanitarian purposes
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4 Note that since the CASA equipment surveys were undertaken, the number of aircraft on the Civil Register has decreased by approximately 4% due to the Part 47 implementation process, therefore these numbers may be over-estimated.
5 ABIT includes representatives from Airservices, CASA, DOTARS, Defence, international airlines, domestic airlines, regional airlines, airports, general aviation, sports aviation, recreational aviation,
avionics manufacturers & installers, flying training, and search & rescue.
6 Note that ASTRA’s Cross Industry Business Case considered different time frames for a transition to satellite technology, and is therefore not relevant to this Joint Consultation Paper in its entirety.
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Project ATLAS - Cost Benefit Analysis - Access Economics
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http://www.casa.gov.au/newrules/airs...p/analysis.pdf
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Funding Mechanisms and Military Aviation Considerations
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An option that has been raised is a possible cross industry funding mechanism for GA fitment costs (for aircraft <=5,700 kg). This would affect the distribution of net benefits accruing to different stakeholders, but does not change the overall net benefit to the industry. As such, these distributional effects have not been modelled, pending a decision on this issue. That noted, the costs and impacts of cross industry funding can be readily gleaned from the aircraft fleet numbers in Table 4-6.
While the total fit-out cost of military aircraft to be compliant with Project ATLAS is estimated by the DoD at $90 million to $180 million, this cost is excluded from Access Economics’ analysis. The exclusion is because our understanding is that Project ATLAS is a civil aviation initiative. Only civilian aircraft are required to comply with civilian aviation rule making. DoD may elect to adopt ADS-B and GNSS if it sees a net benefit in doing so, but equally, DoD can choose not to adopt ADS-B and GNSS if it does not expect to see a net benefit. Our understanding is that some DoD aircraft are already being upgraded (eg with Mode S transponders) to comply with ATM technology in Europe and elsewhere.
In the event that equipage of DoD aircraft with ADS-B technology occurs on a different schedule from civilian equipage, civilian ATC can procedurally separate DoD aircraft from civilian aircraft on the occasions when non-compliant DoD aircraft need to traverse civilian airspace. There will also be some DoD operations that are necessarily exempt from civilian requirements, as is the case today.
Either way, it is important for DoD navigation and surveillance needs to be clearly separated from an industry-funded upgrade in civilian ATM technology, to avoid any situation where military ATM investments might be cost-shifted to the civilian aviation industry, or a situation where large benefits to thousands of civilian aircraft cannot be implemented because a few military aircraft are unable to comply.
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Some personal observations
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Three scenarios are exercised:-
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1. Status quo (replace radars and navaids) … no subsidy .. A,C and S TXPDR’s
2. ADS-B (phased withdrawal of some radars and navaids) …Subsidy … resulting in 60% VFR fleet fitment
3. ADS-B (phased withdrawal of all – 2 radars and non back-up navaids) … Subsidy ….resulting in 90% VFR fleet fitment
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COMPARISON OF NPV OF TOTAL CAPITAL EXPENDITURES ACROSS SCENARIOS
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Page 27 of the report is telling … scenario 3 has huge differential benefits for cost and safety!
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I strongly recommend everyone read these documents carefully … do not leave the ‘scenario’ decision to chance …. Fill in and send your feedback (page 35 of the JCP) closing date 31 Oct 07’ … it will not take that long to do … and is extremely important!
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This is one of the biggest opportunities this industry has ever had to embrace technology that will cost little for those who can least afford it, provide the alerting system RPT and IFR want, and deliver cost savings through infrastructure and ATS efficiencies.
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How to respond
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Please forward your response to DOTARS by 31 October 2007 by one of the following means:
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• Fax Attn: ADS-B Proposal (02) 6274 7804
• Post ADS-B Proposal, Office of Airspace Management,
Department of Transport and Regional Services
GPO Box 594
Canberra ACT 2601
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The Response Form is on Pages 35-38 in the JCP
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To print out those pages ….. Print pages 47 -50 (of the PDF Document) to your printer
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Or;
• Email
[email protected]
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DO NOT SIT ON YOUR HANDS ON THIS ……………. PLEASE
