Mode S ........... The saga continues
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Mode S ........... The saga continues
It would appear to have slipped somewhat even further,
See
CAA Announces Next Steps in Mode S Implementation
Date: 22 May 2007The Civil Aviation Authority (CAA) announced today how it intends to expand the use of SSR Mode S in the UK.
It believes that a more gradual expansion than initially planned of the new technology over an extended period will enhance safety by improving the technical interaction between disparate airspace users without the need for a wholesale expansion of controlled airspace. This follows the consideration of some 3,000 responses to last year’s Partial Regulatory Impact Assessment and further discussions with representatives of GA associations, NATS and the MOD.
The CAA is now proposing the following implementation phases:
Phase One
The existing requirements for aircraft to carry and operate a transponder would remain unchanged. However, with effect from 31 March 2008 the technical means of compliance would be SSR Mode S instead of the ageing Mode A/C technology.
To gain access to the current mandatory carriage airspace, all aircraft will need to be upgraded to Mode S from this date. However, there will be a four year transition period from 31 March 2008 during which upgrades of existing transponders can be completed. All new installations of SSR equipment, or where new aircraft are being brought into service with an SSR transponder already installed, will have to be Mode S compliant after 31 March 2008. No further public consultation on this phase will take place.
Phase Two
The CAA intends to conduct further public consultation on its policy aim to expand the requirement to carry and operate SSR transponders. This consultation will seek views on the following proposals:
· For all VFR flights conducted within controlled airspace to be equipped with SSR Mode S transponders.
· On a regulatory framework for the establishment of notified ‘Transponder Mandatory Zones’ (TMZs) within specific portions of uncontrolled airspace. The intention of TMZs would be to mitigate specific risks but with the minimum impact on uncontrolled airspace.
· For all international flights conducted by powered aircraft to operate with SSR Mode S
· The removal from the Air Navigation Order of the exemption for gliders from transponder carriage requirements.
With the exception of TMZs, operations in Class G airspace below Flight Level 100 would be unaffected by Phase Two, and the use of Letters of Agreement (LOA) and airspace reservations would continue to be available in specific circumstances. The proposed implementation date for this phase will be 31 March 2009, with a three year transition period to provide time for operators to install the necessary SSR Mode S capability.
John Arscott, Director of Airspace Policy, said: “A strategy to safely increase interoperability over time represents the best way to meet the future demands of all airspace users. The increased carriage of Mode S transponders is a significant step towards airspace safety and meeting this objective.”
Future Implementation Phases
It is envisaged that the phased implementation will proceed beyond Phase Two with the aim of expanding SSR transponder carriage throughout all UK airspace and, where technically feasible, to all aircraft as user demand and airspace arrangements require. However, depending on the timescales, the means of compliance for these additional phases will need to take into account new technologies and the need to be consistent with emerging European policy. Additional phases would also be subject to further separate consultation.
Funding
The CAA is investigating funding opportunities to support its policy proposals. These include encouraging an industry partnership for the development of a Low Power SSR Transponder (LPST). It is also investigating funding to offset institutional costs, such as certification, which could potentially benefit all affected operators.
Further consultation
A Full Regulatory Impact Assessment (RIA) and proposed amendments to the Air Navigation Order for Phase One will be submitted to Government for consideration by Autumn 2007. It is expected that the public consultation on the proposals for Phase Two will start towards the end of 2007 and will take place over 16 weeks and take account of the Christmas holiday. The consultation documentation for Phase Two will be produced in conjunction with inputs and support from user group associations, and the consultation period will be supported by a number of regional presentations.
Further details of the development of these policy proposals will be posted on the Mode S Homepage of the CAA website at www.caa.co.uk/modes as they become available. Specific enquiries can be emailed to [email protected]
For further press information contact Chris Mason on 0207 453 6026.
Notes to Editors
In 2003 the Government White Paper on ‘The Future of Air Transport’ set out an approach for the development of air travel in the UK over the next 30 years. The White Paper acknowledged that air travel is essential to the UK economy and continued national prosperity. However, there has been a five-fold increase in air travel over the last three decades and this trend is forecast to continue. The expected growth in air traffic – an expected increase of 50 per cent within UK airspace by 2025 - presents significant challenges in terms of protection to the environment, accommodating increased traffic levels within the air traffic system and maintaining the UK’s world-leading aviation safety record.
The White Paper also acknowledged that for any additional airport capacity to be used, it would need to be matched by a corresponding increase in airspace capacity in the UK. The CAA considers that increased commercial demand and environmental pressures can be managed through the redesign of airspace and the introduction of new air traffic systems.
The CAA considers that a key enabler to meet these challenges is new radar technology that will adequately cope with more flights and improve interoperability between aircraft. Consequently, the CAA conducted a public consultation in June 2006 on proposals to improve the interoperability of aircraft in UK airspace which sought responses on two main issues:
· The expansion of SSR Mode S as the means of compliance for transponder carriage. This consultation raised a considerable level of interest and many concerns within the General Aviation Community; and
· a proposed extension of the volume of airspace in which Secondary Surveillance Radar (SSR) transponder carriage was mandatory.
The current transponder requirements are set out in Article 20(2) Schedule 5 to the Air Navigation Order 2005.
Future timetable:
Phase 1
Autumn 2007: CAA submission of Phase 1 Proposals to Government
March 2008: Proposed Implementation date for the Phase 1 proposals
March 2012: End of the proposed transition period for Phase 1
Phase 2
Summer 2007: Informal stakeholder workshops on the Phase 2 proposals
End 2007: Public consultation on the Phase 2 proposals commences for 16 weeks
Autumn 2008: CAA submission of Phase 2 Proposals to Government
March 2009: Proposed Implementation date for Phase 2 proposals
March 2012: End of the proposed transition period for Phase 2
See
CAA Announces Next Steps in Mode S Implementation
Date: 22 May 2007The Civil Aviation Authority (CAA) announced today how it intends to expand the use of SSR Mode S in the UK.It believes that a more gradual expansion than initially planned of the new technology over an extended period will enhance safety by improving the technical interaction between disparate airspace users without the need for a wholesale expansion of controlled airspace. This follows the consideration of some 3,000 responses to last year’s Partial Regulatory Impact Assessment and further discussions with representatives of GA associations, NATS and the MOD.
The CAA is now proposing the following implementation phases:
Phase One
The existing requirements for aircraft to carry and operate a transponder would remain unchanged. However, with effect from 31 March 2008 the technical means of compliance would be SSR Mode S instead of the ageing Mode A/C technology.
To gain access to the current mandatory carriage airspace, all aircraft will need to be upgraded to Mode S from this date. However, there will be a four year transition period from 31 March 2008 during which upgrades of existing transponders can be completed. All new installations of SSR equipment, or where new aircraft are being brought into service with an SSR transponder already installed, will have to be Mode S compliant after 31 March 2008. No further public consultation on this phase will take place.
Phase Two
The CAA intends to conduct further public consultation on its policy aim to expand the requirement to carry and operate SSR transponders. This consultation will seek views on the following proposals:
· For all VFR flights conducted within controlled airspace to be equipped with SSR Mode S transponders.
· On a regulatory framework for the establishment of notified ‘Transponder Mandatory Zones’ (TMZs) within specific portions of uncontrolled airspace. The intention of TMZs would be to mitigate specific risks but with the minimum impact on uncontrolled airspace.
· For all international flights conducted by powered aircraft to operate with SSR Mode S
· The removal from the Air Navigation Order of the exemption for gliders from transponder carriage requirements.
With the exception of TMZs, operations in Class G airspace below Flight Level 100 would be unaffected by Phase Two, and the use of Letters of Agreement (LOA) and airspace reservations would continue to be available in specific circumstances. The proposed implementation date for this phase will be 31 March 2009, with a three year transition period to provide time for operators to install the necessary SSR Mode S capability.
John Arscott, Director of Airspace Policy, said: “A strategy to safely increase interoperability over time represents the best way to meet the future demands of all airspace users. The increased carriage of Mode S transponders is a significant step towards airspace safety and meeting this objective.”
Future Implementation Phases
It is envisaged that the phased implementation will proceed beyond Phase Two with the aim of expanding SSR transponder carriage throughout all UK airspace and, where technically feasible, to all aircraft as user demand and airspace arrangements require. However, depending on the timescales, the means of compliance for these additional phases will need to take into account new technologies and the need to be consistent with emerging European policy. Additional phases would also be subject to further separate consultation.
Funding
The CAA is investigating funding opportunities to support its policy proposals. These include encouraging an industry partnership for the development of a Low Power SSR Transponder (LPST). It is also investigating funding to offset institutional costs, such as certification, which could potentially benefit all affected operators.
Further consultation
A Full Regulatory Impact Assessment (RIA) and proposed amendments to the Air Navigation Order for Phase One will be submitted to Government for consideration by Autumn 2007. It is expected that the public consultation on the proposals for Phase Two will start towards the end of 2007 and will take place over 16 weeks and take account of the Christmas holiday. The consultation documentation for Phase Two will be produced in conjunction with inputs and support from user group associations, and the consultation period will be supported by a number of regional presentations.
Further details of the development of these policy proposals will be posted on the Mode S Homepage of the CAA website at www.caa.co.uk/modes as they become available. Specific enquiries can be emailed to [email protected]
For further press information contact Chris Mason on 0207 453 6026.
Notes to Editors
In 2003 the Government White Paper on ‘The Future of Air Transport’ set out an approach for the development of air travel in the UK over the next 30 years. The White Paper acknowledged that air travel is essential to the UK economy and continued national prosperity. However, there has been a five-fold increase in air travel over the last three decades and this trend is forecast to continue. The expected growth in air traffic – an expected increase of 50 per cent within UK airspace by 2025 - presents significant challenges in terms of protection to the environment, accommodating increased traffic levels within the air traffic system and maintaining the UK’s world-leading aviation safety record.
The White Paper also acknowledged that for any additional airport capacity to be used, it would need to be matched by a corresponding increase in airspace capacity in the UK. The CAA considers that increased commercial demand and environmental pressures can be managed through the redesign of airspace and the introduction of new air traffic systems.
The CAA considers that a key enabler to meet these challenges is new radar technology that will adequately cope with more flights and improve interoperability between aircraft. Consequently, the CAA conducted a public consultation in June 2006 on proposals to improve the interoperability of aircraft in UK airspace which sought responses on two main issues:
· The expansion of SSR Mode S as the means of compliance for transponder carriage. This consultation raised a considerable level of interest and many concerns within the General Aviation Community; and
· a proposed extension of the volume of airspace in which Secondary Surveillance Radar (SSR) transponder carriage was mandatory.
The current transponder requirements are set out in Article 20(2) Schedule 5 to the Air Navigation Order 2005.
Future timetable:
Phase 1
Autumn 2007: CAA submission of Phase 1 Proposals to Government
March 2008: Proposed Implementation date for the Phase 1 proposals
March 2012: End of the proposed transition period for Phase 1
Phase 2
Summer 2007: Informal stakeholder workshops on the Phase 2 proposals
End 2007: Public consultation on the Phase 2 proposals commences for 16 weeks
Autumn 2008: CAA submission of Phase 2 Proposals to Government
March 2009: Proposed Implementation date for Phase 2 proposals
March 2012: End of the proposed transition period for Phase 2
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Did you get an email direct from the CAA about this?
I did - and they kindly attached the email addresses of a further 2559 pilots to the header. So everyone now has the CAA distribution list on their PC's..
If you start getting lots of spam you know who to blame.
I did - and they kindly attached the email addresses of a further 2559 pilots to the header. So everyone now has the CAA distribution list on their PC's..
If you start getting lots of spam you know who to blame.
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No I didn't phew........
I do think they are shooting themsleves in the feet back peddling over issues like this....... I also think the Mode S fit to everthing is ill concieved and ill thought out as well. I still think the system will crash or be totally swamped big time when everyone and his dog turns them on.
The problem being the next time they try to bring out a mandatory fitment of an item such as the "Mk5 Thrungbucket" for what of a better name, every man and his dog that have already done the circuit and leapt over the course over installing Mode S at considerable expense early on will simply say......
The CAA will backtrack on this too, so I will leave it to the last moment and not fit my required "Thrungbucket" as that will also fall by the wayside for several more years......... precedent set, and a lack of confidence in the CAA's grand scheme of things...
I also think that fitting the likes of the Trig Mode S unit which was a direct slot in replacement for the King mode C unit should of been handled better...
Charging someone £500 for "mod" that consists of plug and play was never going to get the band rolling, surely a reduced fee of say £100 for such a fit, if complied with before XYZ date would have been an incentive for people to uptake the idea and install Mode S earlier......
I do think they are shooting themsleves in the feet back peddling over issues like this....... I also think the Mode S fit to everthing is ill concieved and ill thought out as well. I still think the system will crash or be totally swamped big time when everyone and his dog turns them on.
The problem being the next time they try to bring out a mandatory fitment of an item such as the "Mk5 Thrungbucket" for what of a better name, every man and his dog that have already done the circuit and leapt over the course over installing Mode S at considerable expense early on will simply say......
The CAA will backtrack on this too, so I will leave it to the last moment and not fit my required "Thrungbucket" as that will also fall by the wayside for several more years......... precedent set, and a lack of confidence in the CAA's grand scheme of things...
I also think that fitting the likes of the Trig Mode S unit which was a direct slot in replacement for the King mode C unit should of been handled better...
Charging someone £500 for "mod" that consists of plug and play was never going to get the band rolling, surely a reduced fee of say £100 for such a fit, if complied with before XYZ date would have been an incentive for people to uptake the idea and install Mode S earlier......
How to pay for it?
Setting aside for a moment the Technical questions about mode S, there is a cost issue which needs to be out in the open. Who is going to pay for the installations? Presumably, one starts with the owners of the plane. However, quotes for it seem to be very expensive. Who else might pay?
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The owner I am afraid............ but i can see it becoming a none event in some quarters
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Originally Posted by nutloose
Charging someone £500 for "mod" that consists of plug and play was never going to get the band rolling, surely a reduced fee of say £100 for such a fit
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Assuming you fly an existing aircraft VFR then you will not have to pay anything until 31 March 2012. The phase 2 consultations will be fun, but expect more compromise for VFR. It should not cost most of us anything for many years.
Rod1
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Originally Posted by Rod1
Assuming you fly an existing aircraft VFR then you will not have to pay anything until 31 March 2012. The phase 2 consultations will be fun, but expect more compromise for VFR. It should not cost most of us anything for many years.
Rod1
Rod1
If you do, and want to fly outside the circuit, a Mode-S transponder is a sensible thing to buy now, even though the PFA will pretend it isn't.
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rustle
“sensible” is not a word with is readily associated with the CAA’s approach to mode s, but they are listening, and they are responding to treatment. I fly under the LTMA so who knows I might see you around.
Rod1
“sensible” is not a word with is readily associated with the CAA’s approach to mode s, but they are listening, and they are responding to treatment. I fly under the LTMA so who knows I might see you around.
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As to who will pay, there is a sort of hint in CAA stuff that the introduction of UAV's and their need to "sense and avoid" with at least as good collision avoidance as humans in VFR, may result in some money from the UAV purveyors.
Personally, I will believe it only when I see it.
And none of that addresses the fact that many gliders and light a/c can't fit a power-hungry thing for weight, power or space reasons - ICAO still have not approved a lower powered option, much as the CAA say they are pursuing it, and even if they do the battery and unit still have to get into tight cockpits.
Chris N.
Personally, I will believe it only when I see it.
And none of that addresses the fact that many gliders and light a/c can't fit a power-hungry thing for weight, power or space reasons - ICAO still have not approved a lower powered option, much as the CAA say they are pursuing it, and even if they do the battery and unit still have to get into tight cockpits.
Chris N.
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Chris is right.
The most irritating thing the CAA have been saying is that they are taking a leading role in the development of a low-price/low-powered Mode S.
When you ask just what they are doing about it, they have to admit they are able to do very little, and are leaving it to the market. BUT, by introducing the mandate, they are creating the market.
There is still little sign of the sub-£1000 Mode S that is the aim of the Mode S team and the limiting factor for them to implement full Mode S carriage.
Oh, and watch out for a little nasty in the Mode S document - there may be out-of-phase intoduction of Mode S for international flights.
The most irritating thing the CAA have been saying is that they are taking a leading role in the development of a low-price/low-powered Mode S.
When you ask just what they are doing about it, they have to admit they are able to do very little, and are leaving it to the market. BUT, by introducing the mandate, they are creating the market.
There is still little sign of the sub-£1000 Mode S that is the aim of the Mode S team and the limiting factor for them to implement full Mode S carriage.
Oh, and watch out for a little nasty in the Mode S document - there may be out-of-phase intoduction of Mode S for international flights.
