Avionics News September 2017 - 31

S T O R Y B Y T O M H O F F M A N N ,
M A N A G I N G E D I T O R O F F A A S A F E T Y B R I E F I N G

Names matter
ADS-B is the principal workhorse behind the Federal
Aviation Administration's new GPS-based surveillance
system that aims to improve aircraft separation standards
and provide better safety to pilots and passengers. This
more accurate system naturally requires more precise
data including the aircraft's identification. The aircraft's
identification can be the aircraft name (approved call sign)
or FAA registration number. A large number of operational
inconsistencies with ADS-B Out so far result from a naming
problem, or call sign mismatch. This issue occurs any time
the aircraft identification listed in a flight plan does not
exactly match the ADS-B transmitted identification. The
requirement for ADS-B to transmit the aircraft identification
is stated in Title 14 Code of Federal Regulations section
91.227(d)(8).
Having these two IDs match might seem
simple, but in real-world aviation operations,
naming conventions aren't always as
straightforward as you would expect. Adding
to that is the complexity of a new technology
and getting used to all the new procedures it
requires. It's worth noting that a CSMM can
lead to significant operational difficulties for
air traffic controllers, including distraction and
increased workload, so it is important to be
aware and fully understand these issues.
The good news is that for most general aviation flyers,
CSMM shouldn't be an issue. Whew! The problem stems
more from operators who use specialized call signs, like an
Air Ambulance flight (more on that later). For the average
GA pilot however, the N-number is always the call sign.
So, if you own your own aircraft and your ADS-B Out
system was properly installed and configured to ensure your
registration or N-number mirrors what your ADS-B unit is
transmitting, you're good to go.
The best way to verify this is to check your system with
the FAA's Public ADS-B Performance Report tool at
https://adsbperformance.faa.gov/PAPRRequest.aspx.

Simply fly in an area of ADS-B coverage and then submit
a request. PAPR reports are typically delivered within
30 minutes and can verify if your system's call sign is
matched properly with your aircraft as well as detect any
other operational deficiencies with your ADS-B transmitter.
Some CSMM issues are caused by a simple typo when the
technician is first configuring the ADS-B unit. If that's the
case, the repair shop should be able to help correct it. If
the aircraft identification input on the unit can be manually
configured, you may be able to update it yourself.
A tale of two signs
Where the CSMM issue tends to be more frequent is
with operators who use specialized call signs during a
flight that differ from the aircraft's registration number.

The majority of operational inconsistencies with
ADS-B Out involve a call sign mismatch issue. This
problem occurs any time the aircraft identification
listed in a flight plan does not exactly match the
ADS-B transmitted aircraft identification.

These could be used to help designate specialty operations
like the previously mentioned Air Ambulance life flights
or air taxi operators (either of which may also require
a modified N-number), or with volunteer humanitarian
flights that involve transporting hospital patients, veterans
or pets. For example, one of the more common special call
signs, "Compassion," is used by the many public benefit
flying groups that make up the Air Care Alliance (e.g.,
Angel Flight, Pilots N Paws, etc.). These call signs help
expedite and improve pilot-ATC communications, signify
to ATC the type of operation or mission being conducted,
Continued on following page
avionics news

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september

2017

31
https://adsbperformance.faa.gov/PAPRRequest.aspx
Table of Contents for the Digital Edition of Avionics News September 2017
