Pilot's Guide to Avionics 2015-16 Edition - 32
ADS-B AROUND THE GLOBE
Continued from page 31
would have represented significant industry savings, but
agreement could not be reached before the deadline to
replace the radars came around."
Burzacott found agreement from Peter Flanagan of
Pacific Avionics in Bankstown, New South Wales. Said
Flanagan, " This was a very sad, lost opportunity and it
was 'canned' by a bunch of wealthy, influential owners who
did not understand what they were doing. It was a brilliant
scheme Greg (Dunstone) had come up with."
As the two explained the idea, Australia could have
paid for all the aircraft upgrades and still save the taxpayer $ 120 million.
" The savings would have come from not having to
upgrade en route radars and other nav aides," Flanagan
said. " It was a tragic loss to GA in this country."
As ADS-B Out stands now in Australia, most in the
avionics community credit Dunstone. Said Burzacott,
" Airservices Australia, in particular Greg Dunstone, has
been a key driver. They have attended many forums
from maintenance, commercial operational and private
operational promoting ADS-B. They have provided regular
updates on the fleet fit out status. They have facilitated
a lot of technical sessions and brochures and have also
been active in encouraging OEMs to get on board with this
technology. They really have done an exceptional job."
Added Flanagan, " Greg has been the pivotal reason for
ADS-B success in this country. He has worked tirelessly
to educate, mediate and promote ADS-B. They have also
assisted us enormously to resolve technical issues and
provide us with much needed information by liaising openly
with us and various OEMs. I think that flow of information
has been paramount in the success of ADS-B so far."
Nonetheless, pressures exist to delay the mandate. But
those pressures went nowhere, according to both Burzacott
and Flanagan. " One key avionics industry concern is
allowing an extension on any mandate as this encourages
operators to wait until the last minute to comply. There is
a building workload as the mandate date draws near, and
some may be disappointed."
All discouraged expectations of any dates sliding.
The first mandate went into effect on Dec. 12, 2013,
requiring IFR aircraft flying at or above FL290 be equipped
with ADS-B Out; all new additions to Australia's aircraft registry came under the requirement on Feb. 6, 2014. By Feb.
2, 2017, all IFR aircraft flying in Australia's airspace must be
fitted with ADS-B Out.
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Meanwhile, ADS-B brought the desired effect to Australia,
according to Flanagan, Burzacott and Dunstone.
" I can say that ADS-B has had a major impact on ATC in
Australia," Dunstone observed. " Controllers no longer have
to exercise as much procedural ATC across the continent
like they did in 2004. We have avoided the cost of lots of
additional radars that would have probably been required."
Dunstone also expressed pride in how Australia's aviation community " put away lots of petty differences, to agree
on a vision for surveillance post 2020."
He said, " The key was to discuss what we agreed
upon, rather than debate forever the items on which
A region busy with commercial, business and a
modicum of private general aviation traffic, ADS-B Out
requirements in Europe parallel somewhat the regulations in the U.S. While the ground systems around
Europe and how they function vary in different countries,
ADS-B Out underpins them all.
But European authorities initially opted for earlier
implementation - until problems surfaced that challenged
those original compliance dates - by Jan. 8, 2015, for
new-production aircraft and Dec. 7, 2017, for retrofit
For U.S. operators and the FAA staff behind the 2020
compliance date, this all might draw a small smile. In
August 2014, Europe announced a delay of its ADS-B
Out mandate for its airspace.
With that August announcement, the earliest ADS-B
out requirement in Europe becomes effective June 8,
2016, for new aircraft, and June 7, 2020, for retrofit.
Late last year, the authorities also pushed back the
compliance date for controller-pilot datalink communications, or CPDL. Opponents of the five-year deadline
delay worry that operators will delay complying until
they find themselves unable to schedule the work
because of a backlog - caused by the eleventh-hour
rush of people who waited.
But in both cases, technical issues related to development of approved systems for the more-complex panels
helped encourage the delays. The delays put Europe on
a schedule more closely aligned with the U.S.
" This takes pressure off the need to develop
upgrades and new-production systems at once and
gives us more time to do it right," confided one avionics executive. Capacity to perform the upgrades, as
well as equipment costs and issues with the ground