Like so many things in life, that slide is technically correct, but potentially misleading in the context in which it has been posted. It would be more correct and less misleading if it showed that Australia (and other countries in Asia Pacific region) support DO 260, DO 260A and DO 260B - all three standards (Boeing's "versions 1, 2, 3") simultaneously.
There are plenty of compliant aircraft in each category right now. Through some very good engineering by Airservices Australia, all three standards work here - and are approved by CASA for airworthiness and ATC separation - now, today. Boeing may not yet have a DO 260B US compliant solution for its customers, hence the vertical line on the right running from "Boeing Retrofit" at the bottom.
As usual, discovering anything that anyone with half a brain could get from Google is one thing, care interpreting accurately what it means is entirely another! I call it "Critical Thinking".... a bit like when you read a POH!
There are many non-Boeing types flying, including Airbus, Bombardier, Lear, Beech, Gulfstream, Lockheed, Vans RV's and even
Cessna that are already compliant with the Australian rule and have no dependency on Boeing's retrofit solution. Some of these have DO 260A solutions that can be readily upgraded to DO 260B at a later date.
The Australian decision tree is very simple:
1. Does the aircraft fly at or above FL290?
2. If no, no action necessary until 2017.
3. If yes, is there airframe manufacturer data (SL, SB) for ADS-B?
4. If no, pursue an Australian EO.
5. If yes, is the design DO 260B, 260A or 260?
6. If more than one is available, choose the highest spec.
7. If DO 260A or DO 260 and the aircraft flies within US airspace, be prepared to upgrade to DO 260B before 2020.
8. If DO 260, ensure that the aircraft navigator outputs HPL.
9. If DO 260B, just install it and the aircraft will comply with the US 2020 rule NOW.
10. Whichever one you install, the aircraft will comply with the Australian rule with no further upgrades.
Also worth knowing is that the jump from DO 260A to DO 260B will not be significant. In many cases, it will be just software and/or paperwork.
The differences between DO 260, 260A and 260B were well covered in a regional ICAO paper back in 2012 -
http://www.icao.int/APAC/Meetings/20...%20DO-260B.pdf
Back to the original posters gripe:
Even if the aircraft never goes to the US, it still makes sense to upgrade it now to meet the rules in other Asia Pacific countries. Hong Kong, Singapore, Indonesia and Vietnam require 1090ES ADS-B within the next 12 months, either in their whole FIRs, or on certain airways, at and above FL290.
If you do the simple SL work now and are therefore ADS-B compliant, wouldn’t the jet be worth that much more and then some when you offer it for sale in the US?!?
Food for thought.
