ADS-B What is it? What it means to us 1

ADS-B aka Shooting at a moving target 2

What is ADS-B? Automatic Dependent Surveillance Broadcast ◦ Often pronounced “Adds Bee” A key component of NextGen Essentially it squawks your location for use by ATC or other aircraft ◦ A push system NOT the traditional interrogate and reply ◦ Aircraft can listen to this directly for traffic advisories or get it from a FAA rebroadcast ◦ A growing concern - it is unencrypted and can be spoofed It’s key components are: ◦ WAAS based GPS ◦ A 1090ES transponder OR a UAT It has been made unnecessarily complex by: ◦ Poor naming conventions ◦ A platinum plated spec ◦ A confusing array of options – PLUS the “mandate” 3

So, what is REQUIRED? January 1 st, 2020 you MUST have an acceptable ADS-B out system to fly in controlled airspace ◦ Think of it this way, in airspace you need a transponder today you will need ADS-B (Class A, B, C) ◦ Additionally required in class E airspace above 10,000 ft (not if <2500 AGL) ◦ Required in the Class Bravo Veil, even below controlled sectors There is a waiver for aircraft without electrical Systems 4

Terminology and functions  ADS-B Out (Req’ed) ◦ Identification ◦ Current position ◦ Altitude ◦ Velocity ◦ Direction ◦ More (see next slide) 5  ADS-B In (Optional) ◦ Traffic Information Services (TIS-B) ◦ Flight Information Services (FIS-B) ◦ Graphic display’s

It squawks lots of information AND it never shuts up! Length and Width of Aircraft (including height or offset of antennas) Latitude and Longitude Barometric Pressure Velocity TCAS Installation TCAS RA active ATC Services Mode 3/A code Flight ID (Call sign) Emergency IDENT 24-bit address Emitter Category CDTI Installation (cockpit Display of Traffic Info) Geometric Altitude 6 These all need to be configured correctly

Terminology  Xponder Solution ◦ 1090ES (TSO’ed) ◦ Mode S ◦ “Extended Squitter” ◦ Requires a certified WAAS Receiver (TSO’ed) ◦ Required in Class A ◦ An international solution ◦ Airlines and Jets will use ◦ Will not get FIS-B data (unless in equipped) 7  Universal Access Transceiver (UAT) ◦ 978 MHZ (TSO’ed) ◦ Satisfies ADS-B Out ◦ Traffic Information Services (TIS-B) ◦ Flight Information Services (FIS-B) ◦ US only solution ◦ GA solution mainly ◦ Other services to come

Experimental’s got some relief Recently the FAA announced ◦ Experimental aircraft only must meet the performance attributes of ADS-B ◦ They do not need to use TSO’ed/STC’ed equipment ◦ This is a HUGE cost advantage It opens a considerable expansion of options for us (Although SIL code = 0, SDA and “equivalent Performance” may be confusing) SIL = Source Integrity Level (SIL 2 = /Flight hour) SDA = System Design Assurance (Fault Detection essential) 8

Certified Aircraft did not - yet If you fly a certified plane you need to meet a platinum plated spec ◦ Certified WAAS receiver PLUS (UAT or 1090ES) ◦ STC/AML required and associated paperwork ◦ Seems to be pretty straight forward within the same family of products (eg Garmin or Avidyne) ◦ Dealers seem to be in control of distribution  Limits DIY options UAT is going to cost 4K now plus installation ◦ It may come down, it may not Certified Nav gear plus 1090ES is pricey 9

Non TSO’ed UAT Box: 10

TSO’ed UAT Box 11

Yet another… 12

Portable ADS-B IN is evolving Quickly 13 Portable Receivers Tablet Technology Battery Advances Enablers

A great strategy is to mix and match Examples: ◦ If you have certified Mode S and WAAS:  Then go 1090ES, inexpensive conversion  Consider a portable IN display ◦ If you have an experimental:  Buy a non TSO’ed Box  Many EFIS displays will connect to them  Consider a WiFi link to a tablet for display if not The permutations are endless ◦ Driven by current installed equipment and different vendors offerings 14

Don’t forget to ask for a “ ADS-B Aircraft Operation Compliance Report” Simple to get, ask via to: ◦ ◦ AEA and FSS reports a significant % of new installs not compliant  SIL code errors (ID’s unit certification)  Tail number  Errors in set up An easy way to prove: ◦ Installation integrity ◦ Performance to spec/mandate ◦ Equivalency for non certified aircraft 15

A real example: 16

A real example: 17

Continued: 18

Continued: 19

The Good news… We have 5 years Competition is heating up More innovation is certain Legislative relief is always possible ◦ Likely the only regulatory relief possibility More relaxation of the specification possible 20

The bad news… The registry tells us there are 170,000 GA planes to equip Estimates are that about 5% of the fleet converted to date The industry is not prepared to convert all at once Waiting is both a risk and an opportunity 21