Creamie .... hmmm .... in my waters too
.. mind you, it would be hard to mandate after the event if they have accepted a cross industry funding arrangement is required to support mandating now .. whats the worst that could happen .. status quo .... Australia (government more specifically) would look like dills if that were the result!
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Some other issues of discussion
Re RPT (including regionals)
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JCP
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8.9 Air-to-air applications
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As well as providing a viable low cost alternative to traditional enroute surveillance, ADS-B implementation provides a foundation for air-to-air applications that can be conducted either independently or in complement with traditional ATC.
ADS-Breceivers and airborne ADS-B applications are currently in development around the world. Many of these applications, including ADS-B based merging and spacing and in-trail procedures, are seen as essential in addressing the airspace and air route congestion problems that are foreseen for many parts of the world. Widespread ADS-B OUT equipage sets the required environment for future operations based on electronically enhanced air-to-air surveillance. These future operations will help to ensure that airspace and airport efficiency (as well as safety) can be maintained despite traffic growth.
ADS-B has the potential to provide pilots with dramatically improved situational awareness that can be used for tactical decision making in addition to traffic avoidance. TCAS is unable to provide similar capability due to limitations of range, azimuth accuracy and displayed data. TCAS will remain a last line of defence collision avoidance tool.
ICAO is working on standards to enhance TCAS using ADS-B signals.
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9.6 Airborne systems cost and 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.
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Questions and Answers (JCP)
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2 Operational Implications for Aircraft Owners and Pilots
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Q: Will foreign aircraft operating Australia also be required to carry and use
ADS-B and GNSS avionics?
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A: Yes. The body that represents international airlines supports ADS-B and GNSS implementation. The International Air Transport Association (IATA) strongly supports the cost-effective early implementation of ADS-B.
IATA has noted several times that “IATA Member airlines have expressed their desire to use ADS-B at the earliest time.” IATA has supported ICAO work on ADS-B through the Asia Pacific Air Navigation Planning & Implementation Regional Group (APANPIRG) and has stated that they are supportive of ADS-B mandates from as early as 2010. They have also stated that any cost benefit studies for deployment of ADS-B out should ignore the cost of airliner avionics fitment, because the aircraft of their member airlines will be equipped as a matter of course, in order to meet a range of future applications.
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CBA
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Capital Costs
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The avionics costs refer to installation costs for
ADS-B OUT only (including GNSS components where required).
For large aircraft these are based on discussions with airlines in the preparation of the previous Access Economics cross-industry business case. For example, the avionics cost for aircraft between 12,000 and 20,000 kg is based on the numbers from the earlier business case as follows: avionics $25k, installation $2k, total STC costs $46.5k (rounded up to $50k and divided by number of aircraft for this round). For smaller aircraft, values are based on information obtained from industry.
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Aircraft Avionics
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It is assumed that
by 2012 half of all existing and planned new aircraft with MTOW above 20,000 kg are already fitted with ADS-B avionics, regardless of any mandatory requirements. The rest of these aircraft will need be progressively fitted with this equipment between 2009 and 2012.
For aircraft weighing between 5,700 kg and 20,000 kg, it is assumed that none are currently fitted with ADS-B avionics. However, all of these aircraft will be progressively outfitted between 2009 and 2012.
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Re:
TSO-C145a, TSO-C146a
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AC 21-45(0) MARCH 2007
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AIRWORTHINESS APPROVAL OF AIRBORNE AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST EQUIPMENT
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http://rrp.casa.gov.au/drafts/DRAFTa...5(00)_0703.pdf
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8.4 Positional data
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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.
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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.
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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.