Avionics News January 2021 - 56

ADS-B AFTER A YEAR
Continued from page 55

As one corporate air transport pilot told Avionics
News in early 2020, " So far the changeover has been
a big nothing-burger. The biggest difference so far has
been in the types of (instrument) approaches available
and the greater number of runway ends we use with
WAAS-supported (instrument) approaches. We're even
getting access to the occasional PBN approach, and
they take less time and mileage to use. "
PBN - that's the next step in the evolution of ADS-B
and WAAS GPS operations: performance-based
navigation.
PBN and RNAV procedures each depend on a
specific type of airborne equipment, just as some ILS
and non-precision instrument approaches might require
radar coverage or an NDB to be legal. This is another
area for which FAA preparations began years ago.
In 2013, the NBAA presented the Aeronautical
Charting Forum - a collection of user groups, operators
and FAA staff - a proposal asking the FAA to " chart all
equipment requirement notes in a single location " of an
instrument-approach procedure. The forum reached its
consensus in 2016, then the agency published the new
charting policy in FAA Order 8260.19H, effective July
20, 2017 - with implementation expected to begin in
August 2017.
The process began with only a few charts changed
over in the ensuing months, but beginning with the
March 29, 2018, chart cycle, virtually all new and
amended procedures included the new requirements
box. The box appears on an approach plate near the
top of the chart, above the briefing area, listing the
types of navigation equipment necessary to enter the
procedure and to fly any portion of the procedure.
And there was another charting change that came
along about the same time: charting of the PBN
navigation specification required to fly the procedure.
The area, called the equipment requirements box for
conventional procedures and the performance-based
navigation requirements box for RNAV procedures,
is the only area on the approach plate listing the
additional equipment or performance requirement
needed for the approach.
It needs to be understood that the change has no
bearing on equipment requirements or the procedure
- that is, it does not signify an increase or change
to the requirements for any procedure. Instead, this
56

avionics news

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january

2021

change merely reorganizes information to a consistent
location on approach plates.
While all this occurred, the FAA began integrating
RNAV segments into ILS, LOC, and GLS procedures
to maximize the benefits of procedure design and
efficiency that comes with RNAV.
Many ILS, LOC, or GLS procedures require RNAV
for at least one segment, such as the missed approach.
When applicable, the FAA notes the PBN requirements
for those segments. The notes below would be
appropriate if PBN is required for all other initial
approach segments of the procedure and/or the missed
approach.
Waivers for the noncompliant
By the time the ADS-B Out mandate became
effective - Jan. 1, 2020 - the FAA was already
prepared with a new policy for the inevitable requests
for airspace access from operators with aircraft not
yet in compliance with the May 2010 rule requiring
the change. The week before New Year's Day 2020,
the FAA reaffirmed its stance on the compliance date
and published a new policy to help the noncompliant
operators.
The policy? A type of waiver allowing approval
of flights by noncompliant aircraft. As we noted in
the April 2019 edition of this magazine, the FAA
intended the policy to serve as a stick wielded against
noncompliant general and business aviation operators.
No blanket deviation authorizations. No guarantees
of approval. And solely at the convenience of the
agency staff.
" Scheduled operators may request an authorization
to deviate from ADS-B Out equipage requirements, "
the FAA's addition to the Federal Registry reads.
" However, the rule requires an operator to make
an authorization request at least (one) hour before
each proposed operation to the ATC facility that has
jurisdiction over the airspace. "
While it may sound simple and easy, it seemed
unlikely to work that way in the real world. But so
far, so good. The procedure has been used mostly
to reposition aircraft to locations where ADS-B
installations can be done, and for other maintenance.
Approvals for routine operations remain discouraged,
but available.
And judging by input from corporate and
commercial pilots, the process works smoothly,
with the longest waits in areas with large Class B



Avionics News January 2021

Table of Contents for the Digital Edition of Avionics News January 2021

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Avionics News January 2021 - Intro
Avionics News January 2021 - No label
Avionics News January 2021 - Cover2
Avionics News January 2021 - 1
Avionics News January 2021 - 2
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Avionics News January 2021 - 4
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