Following our ADS-B webinar co-presented with Rotor & Wing International, we provide feedback
on the questions that went unanswered during that event.
The main purpose for the test flight is to test the avionics dynamically to assess the GPS performance during maneuvering.
Most NPEs are a result of improper avionics configuration or wiring during installation. Others are a result of component software compatibility, all of which could be detected with appropriate ground test equipment or flight check.
The FAA is working with the U.S. Defense Dept. and other federal, state and local agencies to address flight ID protocol.
The ADS-B Focus Team contacts owners via phone or email if able. A letter of finding is mailed to the address on the aircraft’s registration if we are unable to contact via phone or email.
We work through our international Flight Standards Office (AFS-50) to resolve non-U.S.-registered NPEs.
With a few exceptions, most NPEs will be treated as airworthiness issues and the ADS-B Focus Team will resolve them directly with the owner. Resolution of NPE aircraft for certificated operators will be coordinated through the principal inspectors.
This information can be found at https://www.faa.gov/nextgen/equipadsb/levels/.
Verification of proper configuration and performance can be accomplished using appropriate ground test equipment or check flight using the Public ADS-B Performance Report service at https://adsbperformance.faa.gov/PAPRRequest.aspx.
The manufacturer’s statement of compliance should include a reference to compliance of the equipment performance requirements specified in§91.227. See Notice 8900.362.
These are operations in which the aircraft transmit non-descript ADS-B information to prevent association of flight data to sensitive missions.
The FAA has not exempted any public or private entity from compliance to the rule.
The aircraft would not be permitted to operate in the airspace identified in Federal Aviation Regulations Part 91.225 without prior authorization from ATC.
There are no plans to mandate additional Mode S capabilities in the U.S.
All aircraft operating in U.S. airspace specified in FAR 91.225 after Jan. 1, 2020, will need to equip for the mandate. As with any FAA rule, exemption requests can be submitted for consideration.
This would depend on the scope of the DER’s agreement with the applicable Aircraft Certification Office oversight. Initial ADS-B systems (transmitter and GPS pairing) must be approved via TC or STC.
The ADS-B Focus Team uses a multi-faceted mitigation strategy to reduce installation errors, including outreach, direct owner/operator coordination, repair station remediation, aircraft condition notices and letter of finding issued to owner/operator.
There is no language in AC 20-165B that waives the requirement for any aircraft to not transmit the length/width code when it’s on the surface. Helicopters hover-taxi and are airborne while they’re taxiing around the airport. When they’re in that configuration, they’re not required to transmit the length/width code. However, no requirement in FAA policy or guidance permits helicopters to not transmit a length/width code when it’s appropriate.
Gary Harpster of Duncan Aviation told webinar attendees, “We need to know what kind of transponders are in the aircraft, full part numbers, we need to know what kind of FMSs are in the aircraft. Are they already WAAS receivers? If not, do you have WAAS GPS receivers in the aircraft? If it’s a Honeywell package, we need to know the RMUs. Are they RMU 850s? Are they RMU 855s? Then the RCZs, radios, we need to know the dash numbers of the RCZ radios. With that baseline information, we can generate a proposal as to what it’s going to take to get your aircraft compliant. If it’s a Collins-configured aircraft, we primarily need to know the existing transponder part number and then we know whether it’s a ProLine 4 or ProLine 21, etc. A few of those specific questions will help us put a proposal together and once we know that, we can estimate the downtime as well.”