International ADS-B requirements?

[stevenclin]

Starting to contemplate what type of ADS-B out solution to pursue for my plane, which has a maximum ceiling of 17,500.

Because of that limitation, it seems that I would be legal in the US with either a 978 MHz UAT or the 1090 MHz "ES" solution, correct?

However, we do make the occasional flight to Canada and the Bahamas. While I haven't seen any press about those countries mandating ADS-B out, I'm sure it will happen eventually. Even if it's 5 or 10 years after the US mandate, it would be nice to future-proof the avionics and install something that would be usable in those countries as well.

From what I have seen, most international mandates will require 1090 for all aircraft - but most of what I've seen has been talking about Europe.

So.... does anyone know of any reputable sources describing whether a 978 MHz UAT will be acceptable for use in Canada and Bahamas? Or any dates/specifics about mandated ADS-B out in those countries?

Thanks!!
Steve Lin

 

[Jim Logajan]

No ADS-B requirement by NAV Canada current or planned for normal GA ops as far as I can tell:

http://www.navcanada.ca/EN/products-and-services/Pages/on-board-operational-initiatives-ads-b.aspx

http://www.faa.gov/other_visit/avia...afety/info/all_infos/media/2013/InFO13009.pdf

Canada

• There is no part of Canadian airspace that currently requires ADS-B capabilities, nor are there any known proposals to change this. Those flights that are registered with NAV CANADA and properly equipped can receive a higher level of service in the Hudson Bay ADS-B coverage area, as well as areas in and around Southern Greenland.

From: http://www.universalweather.com/blog/2013/09/ads-b-requirements-coming-into-effect/

 

[Jim Logajan]

What's the advantage of going with 978 for "out"?

978 "out" would need to be cheaper then 1090 for most domestic fliers to see any advantage. The FAA FAQs on this, I think, manages to make a claim in one FAQ question (I highlighted it in red) that it manages to undermine in the very next FAQ question because it doesn't properly distinguish that the "in" and "out" bands do not need to be paired (except for avionics complexity):Please explain the differences between the Universal Access Transceiver (978 MHz) and the 1090ES. What are the advantages and disadvantages of each?

There are advantages and disadvantages to each. Aircraft that fly internationally and aircraft that require TCAS (Traffic Collision Avoidance System) are already operating with Mode S transponders and many have older versions of ADS-B Out on 1090ES MHz. Aircraft flying in Class A airspace must operate on the 1090ES MHz frequency. General aviation users who choose the UAT (978 MHz) link may take advantage of the ADS-B traffic, weather, and aeronautical services that are transmitted on the UAT frequency at no charge but must retain their current ATCRBS transponder. Mode S, 1090-ES users can operate in all airspace, but cannot receive FIS-B services.

Can 1090ES be installed for ADS-B Out and UAT for ADS-B In?

This represents a configuration that is feasible and permitted by the FAA. However, market options may limit the current availability of these type configurations. The UAT-receive feature can provide for the reception of both TIS-B and FIS-B services for traffic information as well as aeronautical and NAS-status data. The FAA ground system supports providing TIS-B and FIS-B services to these aircraft, and to any aircraft that may be equipped with dual-receive capability. Operators wishing to equip with these configurations should consult with avionics manufacturers on their offerings, including required equipment certifications from the FAA's Aircraft Certification office that exist or are planned in the future.
From: http://www.faa.gov/nextgen/implementation/programs/adsb/faq/#23