I said it was an extract;
Here is 9.6 and 9.7 so we can all be at ease with the contents, which I note you have also used extracts from.
9.6 Airborne systems cost and funding
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.
CASA equipment surveys indicate that under the proposal outlined in this document,
Aviation Satellite Technology for
Policy Group Joint Consultation Paper Surveillance & Navigation
July 2007 Page 21
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-20144.
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.
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.
9.7 Cross-Industry Funding
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.
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.
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.
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:
• 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.
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.
Aviation Satellite Technology for
Policy Group Joint Consultation Paper Surveillance & Navigation
July 2007 Page 22
• 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.
Note: Airservices would observe strict privacy protocols in using and verifying
information provided for cross-industry funding purposes only.
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.
I am an Airservices customer, but don't pay enroute charges. Lets be as simplistic as we can. The Airservices customers they intend to fund this cross industry subsidy are mainly the Airlines.
My concern isn't sticking pins or having good luck. My concern is that I haven't seen anything from the Airlines. Have you.
I made the post to Dick hoping he could be in a better position to garner a response from Mr Dixon than I.
My question remains unanswered.