Airservices’ Western Australian ADS-B Mandate
Irish Sea
My "cut & paste" about OneSky came from the ASA site. The jury is out as to whether OneSky will deliver these and other benefits. Clearly a single FIR is a benefit in terms of data exchange (CHG, and CFL issues) and remove a number of boundary restrictions when it comes to UPRs.
I was trying to point out to Dick Smith that OneSky in itself won't stop the delivery of the type of services he is seeking. He is peddling a false-hood (in relation to OneSky).
Sunny SA,
Do you really believe what you said about OneSKY or have you just become another employee of Marie's.
A billon dollars and no real controller can tell me a business benefit (I think that is what Airservices call it).
The airlines have been waiting for (and promised) years for UPRs or Free Routing as it is called in Europe....what in OneSKY will be different to TAAATS eurocat?
The Irish
Do you really believe what you said about OneSKY or have you just become another employee of Marie's.
A billon dollars and no real controller can tell me a business benefit (I think that is what Airservices call it).
The airlines have been waiting for (and promised) years for UPRs or Free Routing as it is called in Europe....what in OneSKY will be different to TAAATS eurocat?
The Irish
I was trying to point out to Dick Smith that OneSky in itself won't stop the delivery of the type of services he is seeking. He is peddling a false-hood (in relation to OneSky).
Last edited by sunnySA; 27th Aug 2015 at 07:21. Reason: clarity
YBNK has five to six RPT services a day. ZL, JQ and VA. The same level of services as AV. Cannot find stats for all movements within the area.
Dick, it could well be BNK is beyond a Unicom and class E?
Dick, it could well be BNK is beyond a Unicom and class E?
Beyond class E meaning what? 5 to 6 movements even happening all at once means maximum 18 minutes delay. Obviously those movements happen over many hours. The average in a worst case scenario is less than 40 seconds. That is around the world's best practice that the US and Euro Control throw out a whole heap of stats about.
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Read this for your answers, Plaz.:
https://www.casa.gov.au/sites/g/file...lina_byron.pdf
Tower and ARFF are both a WOFTAM at Ballina. The ARFF will get to play cards all day and the Tower will get to play all day minus 20-30 minutes
https://www.casa.gov.au/sites/g/file...lina_byron.pdf
Tower and ARFF are both a WOFTAM at Ballina. The ARFF will get to play cards all day and the Tower will get to play all day minus 20-30 minutes
From the above document.
Recommendations
The following recommendations are made in light of this review of supplementary information and further data analysis. These recommendations supersede those made in the Aeronautical Study of Ballina Byron Gateway report, dated May 2013:
1. The operator of Ballina aerodrome should implement a CA/GRS before the end of June 2016.
2. CASA should continue to monitor movement numbers at Ballina with a view to designating Ballina as a controlled aerodrome as soon as the risk to traffic warrants it.
3. Airservices should consider implementing an Aerodrome Flight Information Service, replacing any CA/GRS, as a precursor to the provision of air traffic control should it be required in the future.
4. Airservices, in consultation with industry, should submit an airspace change proposal to introduce Class E airspace below the Class C airspace in the vicinity of Ballina.
5. The Ballina Airport User Group should discuss separating Evans Head from the Ballina/Lismore CTAF and provide comments at the next NSW and South Queensland RAPAC meetings. Stakeholders should note the considerations identified in this review.
6. Should Evans Head not be permanently separated from the Ballina/Lismore CTAF the organisers of the Great Eastern Fly-In should request a discrete CTAF for the events’ hours of operation.
7. The organisers of the Great Eastern Fly-In should request a routine NOTAM be raised for the duration of each event to notify airspace users of the increased activity in the area.
8. The Ballina aerodrome operator should publish the location of the grass helicopter training areas to the north and south of runway 06/24 in the ERSA.
9. The Ballina aerodrome operator, in consultation with industry, should document opposite direction helicopter circuits (left hand runway 06 and right hand runway 24) in the ERSA preferably before the end of 2015.
The following recommendations are made in light of this review of supplementary information and further data analysis. These recommendations supersede those made in the Aeronautical Study of Ballina Byron Gateway report, dated May 2013:
1. The operator of Ballina aerodrome should implement a CA/GRS before the end of June 2016.
2. CASA should continue to monitor movement numbers at Ballina with a view to designating Ballina as a controlled aerodrome as soon as the risk to traffic warrants it.
3. Airservices should consider implementing an Aerodrome Flight Information Service, replacing any CA/GRS, as a precursor to the provision of air traffic control should it be required in the future.
4. Airservices, in consultation with industry, should submit an airspace change proposal to introduce Class E airspace below the Class C airspace in the vicinity of Ballina.
5. The Ballina Airport User Group should discuss separating Evans Head from the Ballina/Lismore CTAF and provide comments at the next NSW and South Queensland RAPAC meetings. Stakeholders should note the considerations identified in this review.
6. Should Evans Head not be permanently separated from the Ballina/Lismore CTAF the organisers of the Great Eastern Fly-In should request a discrete CTAF for the events’ hours of operation.
7. The organisers of the Great Eastern Fly-In should request a routine NOTAM be raised for the duration of each event to notify airspace users of the increased activity in the area.
8. The Ballina aerodrome operator should publish the location of the grass helicopter training areas to the north and south of runway 06/24 in the ERSA.
9. The Ballina aerodrome operator, in consultation with industry, should document opposite direction helicopter circuits (left hand runway 06 and right hand runway 24) in the ERSA preferably before the end of 2015.
Last edited by sunnySA; 27th Aug 2015 at 14:46. Reason: editorial
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ADSB in Aust.
The following is the text of a letter provided after a recent RAPAC meeting, which may assist in this discussion. (Names removed)
UNCLASSIFIED
Dear ACT RAPAC attendees - Please see information below from Airservices regarding ADS-B units as discussed at last week’s meeting.
A copy of the email below will be attached the Meeting Minutes.
Subject: ACT RAPAC 27AUG15 - Airservices Action response [SEC=UNCLASSIFIED]
As a follow up to ACT RAPAC, I have provided some information below on the action I received during my Airservices update on ADS-B (Agenda item 6.3): RAPAC Convenor, would like to understand the methodology behind why the Australian ADS-B mandate is limited to 1090-ES and why aircraft owners can’t simply install any ADS-B avionics that are currently available in the American market.
The following explains the Australian adoption of 1090MHz ES (Extended Squitter) and why UAT will not be adopted:
ADS-B in the USA
• The USA’s FAA has adopted a dual system using both 1090MHz and Universal Access Transceiver (UAT).
• The FAA has adopted 1090MHz for all flight levels, and UAT only for operations below 18,000 feet.
• UAT supports two-way links, and the FAA provides additional services on the uplink including TIS-B, ADS-R and FIS-B, for weather and aeronautical information.
• Dual 1090/UAT systems have not been adopted in Australia or any other country.
Why can't we use UAT in Australia?
• In Australia, air traffic infrastructure is funded by the aviation industry, including airlines and general aviation.
• No stakeholders are willing to fund the high cost of dual-link supporting infrastructure (combination of 1090MHz ES and UAT) and so there are no UAT based ADS-B ground stations in Australia.
• UAT equipment cannot be used in aircraft in Australia.
Will ADS-B provide weather information in Australia?
• There are no plans to uplink weather data on an ADS-B link in Australia.
• No stakeholders are willing to fund the necessary supporting infrastructure.
• Other methods of obtaining weather and operational relevant information is being widely adopted through smart device applications such as Ozrunways and Avplan, amongst others.
The following provides information on the purchase of ADS-B avionics:
Can I buy an ADS-B transponder and GPS from the USA? Will it work here?
• Yes, provided you buy only Mode S, Extended Squitter (1090ES) equipment that complies with the required Technical Standard Orders (TSOs).
• Remember that the USA provides TIS, TIS-B, FIS-B, ADS-R, and UAT services, which are not supported in Australia.
• Operation of UAT equipment is not frequency-licensed in Australia and therefore not permitted; and UAT transmissions cannot be detected by ATC.
• Do not forget that equipment purchased in the USA must be installed in an Australian aircraft by a licensed and appropriately rated LAME and that CAR 21M design approval may be required.
• In many cases, owners find that the expected savings from purchasing overseas are outweighed by the added complexity of purchasing equipment and arranging approvals and installation separately.
Additional information:
The following is a link to the Airservices ADS-B FAQs which may be of interest to ACT RAPAC members:
http://www.airservicesaustralia.com/...1-11-MAY15.pdf
Aircraft operators are also reminded that they can contact the Airservices ADS-B hotline on 1800 844 487 should they have additional questions.
Kind Regards,
Aviation Relations Manager
Corporate and Industry Affairs
25 Constitution Ave, Canberra ACT 2601
Dear ACT RAPAC attendees - Please see information below from Airservices regarding ADS-B units as discussed at last week’s meeting.
A copy of the email below will be attached the Meeting Minutes.
Subject: ACT RAPAC 27AUG15 - Airservices Action response [SEC=UNCLASSIFIED]
As a follow up to ACT RAPAC, I have provided some information below on the action I received during my Airservices update on ADS-B (Agenda item 6.3): RAPAC Convenor, would like to understand the methodology behind why the Australian ADS-B mandate is limited to 1090-ES and why aircraft owners can’t simply install any ADS-B avionics that are currently available in the American market.
The following explains the Australian adoption of 1090MHz ES (Extended Squitter) and why UAT will not be adopted:
ADS-B in the USA
• The USA’s FAA has adopted a dual system using both 1090MHz and Universal Access Transceiver (UAT).
• The FAA has adopted 1090MHz for all flight levels, and UAT only for operations below 18,000 feet.
• UAT supports two-way links, and the FAA provides additional services on the uplink including TIS-B, ADS-R and FIS-B, for weather and aeronautical information.
• Dual 1090/UAT systems have not been adopted in Australia or any other country.
Why can't we use UAT in Australia?
• In Australia, air traffic infrastructure is funded by the aviation industry, including airlines and general aviation.
• No stakeholders are willing to fund the high cost of dual-link supporting infrastructure (combination of 1090MHz ES and UAT) and so there are no UAT based ADS-B ground stations in Australia.
• UAT equipment cannot be used in aircraft in Australia.
Will ADS-B provide weather information in Australia?
• There are no plans to uplink weather data on an ADS-B link in Australia.
• No stakeholders are willing to fund the necessary supporting infrastructure.
• Other methods of obtaining weather and operational relevant information is being widely adopted through smart device applications such as Ozrunways and Avplan, amongst others.
The following provides information on the purchase of ADS-B avionics:
Can I buy an ADS-B transponder and GPS from the USA? Will it work here?
• Yes, provided you buy only Mode S, Extended Squitter (1090ES) equipment that complies with the required Technical Standard Orders (TSOs).
• Remember that the USA provides TIS, TIS-B, FIS-B, ADS-R, and UAT services, which are not supported in Australia.
• Operation of UAT equipment is not frequency-licensed in Australia and therefore not permitted; and UAT transmissions cannot be detected by ATC.
• Do not forget that equipment purchased in the USA must be installed in an Australian aircraft by a licensed and appropriately rated LAME and that CAR 21M design approval may be required.
• In many cases, owners find that the expected savings from purchasing overseas are outweighed by the added complexity of purchasing equipment and arranging approvals and installation separately.
Additional information:
The following is a link to the Airservices ADS-B FAQs which may be of interest to ACT RAPAC members:
http://www.airservicesaustralia.com/...1-11-MAY15.pdf
Aircraft operators are also reminded that they can contact the Airservices ADS-B hotline on 1800 844 487 should they have additional questions.
Kind Regards,
Aviation Relations Manager
Corporate and Industry Affairs
25 Constitution Ave, Canberra ACT 2601
