Europe Moves ADS-B Requirements
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Europe Moves ADS-B Requirements
I note in the March 2015 issue of Aviation International News it is stated that Europe has revised the dates for retrofitting of ADS-B equipment to 2020 – to comply with that of the USA. This sounds sensible and it looks as if the industry is properly consulted in Europe.
Maybe?
Jaba,
Have you actually flown in the US, and understand the system.
For GA VFR traffic, it is not dependent on radar, I never cease to be amazed at the deliberate misconceptions in Australia, most recently to justify ADS-B.
Tootle pip!!
Have you actually flown in the US, and understand the system.
For GA VFR traffic, it is not dependent on radar, I never cease to be amazed at the deliberate misconceptions in Australia, most recently to justify ADS-B.
Tootle pip!!
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Originally Posted by LeadSled
For GA VFR traffic, it is not dependent on radar, I never cease to be amazed at the deliberate misconceptions in Australia, most recently to justify ADS-B.
Hempy,
I suggest you go back to some of the previous threads on ADS-B, it has all been done to death.
What experience do you have of light aircraft VFR in the US?
In general, VFR outside a towered airfield, there is no requirement to have or maintain contact with any ATC facility, by whatever name, and the airspace that requires a transponder (and in future, an ADS-B of either variety) are substantially less than Australia, remembering that, outside in/under Class B most airspace is E, except for Class C or D towers.
I also suggest that you look carefully at who FAA provides separation from whom, that may provide you with a clue as to the way they use their system.
The main Australian misconception, enthusiastically fostered by one pilot union, is that the whole FAA system is as it is because of radar coverage everywhere to the ground in the lower 48. Simply not true.
Otherwise it is all in the FAA AIM.
Tootle pip!!
I suggest you go back to some of the previous threads on ADS-B, it has all been done to death.
What experience do you have of light aircraft VFR in the US?
In general, VFR outside a towered airfield, there is no requirement to have or maintain contact with any ATC facility, by whatever name, and the airspace that requires a transponder (and in future, an ADS-B of either variety) are substantially less than Australia, remembering that, outside in/under Class B most airspace is E, except for Class C or D towers.
I also suggest that you look carefully at who FAA provides separation from whom, that may provide you with a clue as to the way they use their system.
The main Australian misconception, enthusiastically fostered by one pilot union, is that the whole FAA system is as it is because of radar coverage everywhere to the ground in the lower 48. Simply not true.
Otherwise it is all in the FAA AIM.
Tootle pip!!
The only thing I can find is the delay of the mandate for CPDLC.
http://http://www.ainonline.com/avia...talink-mandate
Nothing on ADS-B...
Noting, there wasn't a need for fitment under 12500lbs and under 250kts. Still mandate for modeS.
http://http://www.ainonline.com/avia...talink-mandate
Nothing on ADS-B...
Noting, there wasn't a need for fitment under 12500lbs and under 250kts. Still mandate for modeS.
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In general, VFR outside a towered airfield, there is no requirement to have or maintain contact with any ATC facility, by whatever name, and the airspace that requires a transponder (and in future, an ADS-B of either variety) are substantially less than Australia, remembering that, outside in/under Class B most airspace is E, except for Class C or D towers.
I also suggest that you look carefully at who FAA provides separation from whom, that may provide you with a clue as to the way they use their system.
I also suggest that you look carefully at who FAA provides separation from whom, that may provide you with a clue as to the way they use their system.
Hempy,
I really do suggest you have a look at the FAA AIM and acquaint yourself with amongst other things, FAA transponder requirement. Don't take my word for it, get the facts direct. Or the below, if you want the legal words.
14 CFR 91.215 - ATC transponder and altitude reporting equipment and use.
See also: <http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2090-114.pdf> particularly Page 8
Simplified, FAA does not provide separation between VFR/VFR or VFR/IFR in E, but may, in a capacity available basis only, provide traffic advisories.
Just go and read it up yourself, in this day and age of the internet, it is so easy.
Clue: Before "alphabet soup" airspace designations, E in US was called "VFR Exempt".
Tootle pip!!
FAA ADS-B mandate --- only aircraft that currently need Mode A/C transponders will require ADS-B by 2020.
I really do suggest you have a look at the FAA AIM and acquaint yourself with amongst other things, FAA transponder requirement. Don't take my word for it, get the facts direct. Or the below, if you want the legal words.
14 CFR 91.215 - ATC transponder and altitude reporting equipment and use.
See also: <http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2090-114.pdf> particularly Page 8
Simplified, FAA does not provide separation between VFR/VFR or VFR/IFR in E, but may, in a capacity available basis only, provide traffic advisories.
Just go and read it up yourself, in this day and age of the internet, it is so easy.
Clue: Before "alphabet soup" airspace designations, E in US was called "VFR Exempt".
Tootle pip!!
FAA ADS-B mandate --- only aircraft that currently need Mode A/C transponders will require ADS-B by 2020.
Last edited by LeadSled; 27th Mar 2015 at 14:30.
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Originally Posted by Leadsled
Simplified, FAA does not provide separation between VFR/VFR or VFR/IFR in E, but may, in a capacity available basis only, provide traffic advisories.
AIP ENR 1.4-8 in case you needed a refresher..
I note in the March 2015 issue of Aviation International News it is stated that Europe has revised the dates for retrofitting of ADS-B equipment to 2020 – to comply with that of the USA.
The biggest issue for airlines was meeting the Do260B requirements which means rewiring transponders.
Probably like the USA, they have a bit more radar. Maybe?
You are aware of the Australian system, aren't you?
If you can't work out the differences for yourself, I can't help you --- have a look at the references I posted, then consider what aircraft/operations the Australian mandate applies to.
The highest utilization ADS airspace in the world I think is between USA and Europe where there is little radar coverage.
Tootle pip!!
