Avionics News December 2016 - 38

NO ADS-B OUT?

by the air-traffic management for that airspace. And the
phone call gaining access should include a four-digit
code for the pilot to give the controller upon initial
contact prior to entering the B or C airspace.
But it's done and it's done with great regularity.
It does, however, take time, a phone call or two and
the willingness to live with the restrictions set allowing
that access. Contacts at several FAA ATC facilities say
they expect the same system to work for aircraft lacking
ADS-B Out - but with the same types of limitations on
time and routing, both coming and going.
As different ATC facilities across the country work
these exemptions for noncompliant transponder aircraft
according to local conditions and agreements, expect
access to airports under the ring of a Class C or Class B
airport to also vary. In other words,
one size - one solution - won't fit all.

Continued from page 37

FL100, however, the aircraft must employ one of the two
ADS-B Out solutions - but not if (a) the aircraft is above
FL100 and (b) below 2,500 feet above the terrain. So
an aircraft crossing the Rocky Mountains with less than
2,500 feet of terrain clearance need not employ ADS-B
Out when above 10,000 feet msl. But climb above
FL180 and you need ADS-B Out of the 1090 ES variety
- period. Flight Level 180 - 18,000 feet above sea level
- marks the starting altitude for Class A airspace. Class A
airspace extends to Flight Level 600 - higher than most
aircraft can fly. Transponder requirements don't exist for
above 60,000 feet msl - but aircraft need to comply to
legally reach that altitude.
As noted before, these exclusions
leave a huge amount of America free
for the flying - exactly as it does today
Outside the U.S.
OPERATORS WHO
for Mode C and Mode S transponder
Much of the world's busiest
use. The ADS-B Out requirements
airspace either already requires
PLAN TO VENTURE
below FL100 mirror, exactly, the
ADS-B Out or will by the time the
BEYOND THE
current requirements for an altitudeU.S. hits its Jan. 1, 2020, deadline.
BORDERS OF THE U.S.
encoded Mode C transponder.
Conversely, much of the world doesn't
If you understand the current
- and won't. This is an area where
transponder requirements, just
the FAA's desire to deploy a lowersubstitute in your language
cost, higher-service option holds
"ADS-B Out" for "Mode-whatever
the potential to complicate access in
transponder" and you covered it. So
countries requiring ADS-B.
where does that leave the pilots of
Operators who plan to venture
noncompliant aircraft? Basically in
beyond the borders of the U.S. should
the same cockpit with those aircraft
plan on complying by installing a
currently noncompliant with today's
1090 ES-based ADS-B Out system.
transponder requirements.
No other country - repeat, none but
the U.S. - recognizes the UAT option.
Pilot, phone ATC
UAT exists as a legal way to comply only in the U.S.
Some pilots erroneously believe that noncompliant
That means operators who want to fly internationally to
aircraft are totally barred from Class C airspace - or from
countries embracing ADS-B Out must choose the 1090
airports within the Mode C veil of the 39 Class B zones.
ES-based approach.
According to the rule, they're wrong.
And there's another benefit of ADS-B unavailable
Communications are the key to accessing non-Class B
beyond U.S. borders: ADS-B In. The traffic and weather
airports within the Class B zones, as well as the Class C
services of ADS-B In are another only-in-the-U.S.
airports and other fields beneath the Class C footprint.
invention of the FAA.
In other words, call air traffic control and work out
So operators depending on ADS-B In for nearly live
the access conditions. That's how operators of aircraft
weather and traffic alerts should find another way to
without Mode C gain access today.
fulfill that need when outside the U.S. Fortunately, many
But here's where it can be tricky. The route out of
other subscription-based weather options exist, many of
and into the airspace within the Mode C veil may be
them satellite-based systems that electronic flight bag
restricted by ATC; the airspace authorities for a given
programs and tablet computers can receive.
Class B or Class C airspace may require movement
And when operators make their checks, they should
within a fixed time window - and on that route, specified
also determine whether the countries they plan to visit

SHOULD PLAN ON
COMPLYING BY
INSTALLING A 1090
ES-BASED ADS-B
OUT SYSTEM.

38

avionics news

*

december

2016



Table of Contents for the Digital Edition of Avionics News December 2016

No label
Avionics News December 2016 - Intro
Avionics News December 2016 - No label
Avionics News December 2016 - Cover2
Avionics News December 2016 - 1
Avionics News December 2016 - 2
Avionics News December 2016 - 3
Avionics News December 2016 - 4
Avionics News December 2016 - 5
Avionics News December 2016 - 6
Avionics News December 2016 - 7
Avionics News December 2016 - 8
Avionics News December 2016 - 9
Avionics News December 2016 - 10
Avionics News December 2016 - 11
Avionics News December 2016 - 12
Avionics News December 2016 - 13
Avionics News December 2016 - 14
Avionics News December 2016 - 15
Avionics News December 2016 - 16
Avionics News December 2016 - 17
Avionics News December 2016 - 18
Avionics News December 2016 - 19
Avionics News December 2016 - 20
Avionics News December 2016 - 21
Avionics News December 2016 - 22
Avionics News December 2016 - 23
Avionics News December 2016 - 24
Avionics News December 2016 - 25
Avionics News December 2016 - 26
Avionics News December 2016 - 27
Avionics News December 2016 - 28
Avionics News December 2016 - 29
Avionics News December 2016 - 30
Avionics News December 2016 - 31
Avionics News December 2016 - 32
Avionics News December 2016 - 33
Avionics News December 2016 - 34
Avionics News December 2016 - 35
Avionics News December 2016 - 36
Avionics News December 2016 - 37
Avionics News December 2016 - 38
Avionics News December 2016 - 39
Avionics News December 2016 - 40
Avionics News December 2016 - 41
Avionics News December 2016 - 42
Avionics News December 2016 - 43
Avionics News December 2016 - 44
Avionics News December 2016 - 45
Avionics News December 2016 - 46
Avionics News December 2016 - 47
Avionics News December 2016 - 48
Avionics News December 2016 - 49
Avionics News December 2016 - 50
Avionics News December 2016 - 51
Avionics News December 2016 - 52
Avionics News December 2016 - 53
Avionics News December 2016 - 54
Avionics News December 2016 - 55
Avionics News December 2016 - 56
Avionics News December 2016 - 57
Avionics News December 2016 - 58
Avionics News December 2016 - 59
Avionics News December 2016 - 60
Avionics News December 2016 - 61
Avionics News December 2016 - 62
Avionics News December 2016 - 63
Avionics News December 2016 - 64
Avionics News December 2016 - 65
Avionics News December 2016 - 66
Avionics News December 2016 - 67
Avionics News December 2016 - 68
Avionics News December 2016 - 69
Avionics News December 2016 - 70
Avionics News December 2016 - 71
Avionics News December 2016 - 72
Avionics News December 2016 - Cover3
Avionics News December 2016 - Cover4
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