FAA Safety Briefing — January/February 2019

FAA Safety Briefing is the FAA safety policy voice of non-commercial general aviation.

The January/February 2019 issue of FAA Safety Briefing focuses on Automatic Dependent Surveillance-Broadcast (ADS-B) technology, a foundational component of FAA’s NextGen system for improving the safety and efficiency of the NAS. Building off our previous ADS-B focused issue in March/April 2017, articles here continue and expand the discussion about the safety and technology benefits of ADS-B, as well as provide important details and updates on the purchase, installation, and operation of ADS-B equipment.

Remember — the deadline to equip with ADS-B Out is January 1, 2020.

Features

7 Time to Move! Why ADS-B Matters by Susan Parson 9 The “In” Thing in Aviation Making the Most of Your ADS-B System Solution by John Croft 12 Clearing the Crypto-Fog Tips for Decoding and Deciding Among ADS-B Equipment Options by James Williams 16 Is My ADS-B Broadcasting Me? A Look at Non-Performing Emitters by Jennifer Caron 20 Sorry, Wrong Number A Fresh Look at Avoiding Call Sign Mismatch Issues by Tom Hoffmann 24 ADS-B Light Exploring ADS-B Out Options for Light-Sport and Experimental Aircraft by Tom Hoffmann 27 Show Me the $$ How to Get Your ADS-B Out Rebate by Paul Cianciolo

Departments

1 Jumpseat – an executive policy perspective 2 ATIS – GA news and current events 5 Aeromedical Advisory – a checkup on all things aeromedical 6 Condition Inspection – a look at specific medical conditions 19 Checklist – FAA resources and safety reminders 30 Drone Debrief – drone safety roundup 31 Nuts, Bolts, and Electrons – GA maintenance issues 33 Angle of Attack – GA safety strategies 34 Vertically Speaking – safety issues for rotorcraft pilots 35 Flight Forum – letters from the Safety Briefing mailbag 36 Postflight – an editor’s perspective Inside back cover FAA Faces – FAA employee profile

RIC K DOMINGO E X ECU T I V E DIREC TOR, F L IGH T S TA NDA RDS SER V ICE

Jumpseat

The Eleventh Hour

The ADS-B Equipage Deadline Approaches

Thirty years ago, I thought ten years was a really Second, the FAA has re-introduced an incentive long time. program that offers a $500 rebate to help owners of single-engine piston-powered fixed-wing GA aircraft Dean Kamen, Segway inventor equip with the required avionics. You can learn more By the time you read this column, it will be just a from the FAA’s webpages on ADS-B (see “Learn year before the deadline for equipping your airplane More”), and from this issue of FAA Safety Briefing .

with Automatic Dependent Surveillance-Broadcast Another possible barrier arises from the chal - Out (ADS-B Out) arrives. When the clock strikes lenge of choosing among the many ADS-B equip - 12:01 am on January 2, 2020, an aircraft without ment options. The Equip 2020 Team has developed ADS-B will be limited to where it can legally operate.

an extensive set of resources to help you figure out In many areas of the country, non-ADS-B-equipped what you need, and sort through the aircraft will effectively be grounded.

available options. In addition to the The FAA will not extend the 2020 information on the FAA website and No Extensions the informative ADS-B articles in this deadline for ADS-B equipage.

As stated in the final rule published in May 2010, issue of FAA Safety Briefing , you can all aircraft flying in designated controlled airspace — also get lots of help from aviation advocacy organiza - generally the same airspace where transponders are tion websites.

currently required — must be equipped with ADS-B Please consider the time it will take to acquire Out avionics after January 1, 2020. A decade does pro - and install the equipment you select. Installation vide a substantial lead time, and you may have thought lead time varies from place to place, but it will only that ten years was a really long time when the rule was increase as the deadline approaches.

published. It was a really long time — but the remain - der of the ten-year phase-in period is dwindling fast. So It’s All About Safety let me make a couple of important points right up front: The most important reason to act now is to gain First, if you have been thinking you have until the the safety benefits that motivated this mandate in end of 2020, please read the opening paragraph again.

the first place. ADS-B is transforming the nation’s By the start — not the end — of 2020, aircraft flying in airspace by providing more precision and reliability what we call “rule airspace” must have ADS-B Out.

than the current radar system, enhancing safety Only aircraft that always fly outside of “rule airspace,” and increasing situational awareness. Those who and aircraft without electrical systems, such as bal - have already equipped with the required ADS-B loons and gliders, are exempt from the mandate.

Out and some form of optional ADS-B In capability Second, the FAA is serious about this deadline.

give it rave reviews. Even if you don’t opt for ADS-B In case you are wondering or hoping, let me be very In capability, ADS-B Out still enhances safety by clear on this point: the FAA will not extend the 2020 making it easier for others to see and avoid you.

deadline for ADS-B equipage.

Please read the articles in this issue of the maga - zine. Check out the links below, as well as those pro - Time to Act vided in other articles. Make a plan, set a date, and get The FAA/industry Equip 2020 Team has worked your aircraft ready so you won’t get left on the ground.

hard to identify and resolve barriers to timely equipage.

Cost is a significant barrier for many GA aircraft Learn More owners, but there are many circumstances that can mitigate financial concerns. First, the avionics FAA Safety Briefing – March/April 2017 industry now offers a wide range of ADS-B equip - www.faa.gov/news/safety_briefing/2017/media/ MarApr2017.pdf ment options. Today’s avionics marketplace includes everything from bare bones boxes that just meet the FAA Equip ADS-B Webpage www.faa.gov/nextgen/equipadsb/ regulatory requirement to full Monty machines that offer astonishing capability. That means that there are now choices to fit every budget.

January/February 2019 FAA Safety Briefing 1

ATIS AV I AT ION NE WS ROUNDUP

Corrosion inspection frequency, corrosion NTSB Issues Safety Alert on Fuel Selectors identification, and especially corrosion treatment Pilots should check their fuel selectors carefully continues to be the responsibility of the operator.

to avoid operating their aircraft with worn fuel selec - These inspections should be accomplished per this tor components. Worn fuel selectors have led to fuel AC, the manufacturer’s recommendations, or the starvation and loss of engine power, resulting in seri - operator’s own maintenance program. The proce - ous and fatal injuries.

dures in this AC are an acceptable means, but not As fuel selectors wear, the fuel selector handles the only acceptable means, of corrosion treatment.

may become difficult or even impossible to turn. If The information in this AC is applicable to aircraft for a pilot applies too much force, the internal compo - which the manufacturer has not published corrosion nents can fracture and obstruct the fuel flow, result - control information. Where the airframe or engine ing in a total loss of engine power. In addition, worn manufacturer has published a recommended cor - detents could make it difficult for a pilot to properly rosion inspection schedule and treatment program, position the fuel selector to the desired tank. Posi - the applicable program must take precedence over tioning the fuel selector incorrectly to an empty the recommendation of this AC.

tank or in between tanks could ultimately starve the To download the AC, go to bit.ly/2K5tY28.

engine of fuel.

Since 2008, the NTSB has cited the fuel selec - PIREP Initiatives See the Light tor in 104 accidents; 63 of those accidents involved incorrect use/operation of the fuel selector, and 28 Pilot Reports (PIREPs) are an important compo - cited degraded function of the fuel selector.

nent of safe and efficient flight, and often, the only You can watch a video about this issue at real-time update to weather conditions for pilots, youtu.be/uLYVU7Z0Lzk and download the NTSB’s air traffic control (ATC) and the National Weather Safety Alert for more information at bit.ly/NTSBfuel. Service (NWS). The number of PIREPs received con - tinues to decline as part of the trend of fewer inflight contacts. However, PIREPs tend to rise during the winter months due to an increase in icing condi - tions, and turbulence and cloud layers, which are primary reasons to submit a PIREP.

NTSB recommendations resulted in several Flight Service improvements that make it easier for pilots to submit a PIREP. Because of the PIREP initiative, specialists only use read-back for accu - racy when there is uncertainty about information a pilot provides. In addition, specialists now request specific details pertinent to the current or forecast weather, shortening the time required to obtain a PIREP from pilots eager to return to ATC frequencies.

Inflight electronic PIREP submission gives pilots a simple way to prepare and send PIREPs from the cockpit without having to change frequencies or contact Flight Service. It works with an easy-to-use menu-based interface either on a mobile device or cockpit avionics, which allows word selection to Updated Data on Aircraft Corrosion describe the level of the weather experienced, and hitting send to transmit.

Advisory Circular (AC) 43-4B, Corrosion Control As suggested by the NTSB, vendors have modi - for Aircraft , was recently updated. The AC is a sum - fied platforms to accept PIREP submissions up to mary of the current available data regarding identi - five hours after occurrence, providing additional fication and treatment of corrosive attack on aircraft valuable data to fill in observation gaps for NWS structures and engine materials.

2 FAA Safety Briefing January/February 2019 forecast models and advisory products. Even PIREPs GA Fatal Accidents Decrease filed after landing are beneficial if the time and loca - In fiscal year 2018, the FAA met its target to reduce tion of the weather phenomena are accurate.

the general aviation fatal accident rate to no more than The FAA continues to find ways to educate pilots one fatal accident per 100,000 flight hours by 2018.

and improve the process using standardized plain language and new technology for transmission. As part of weather technology in the cockpit research, more than 100 pilots took part in a review of a PIREP submission tool in July at EAA AirVenture in Osh - kosh, Wisc., to provide feedback on a tablet device.

Pilots evaluated six potential features for electronic PIREP submission to determine ways to make them more likely to submit PIREPs. This exploratory study will analyze pilot feedback and identify what features may make it easier to submit electronic PIREPs.

NVGs May Not See the Light A new safety alert for operators (SAFO) was recently issued that emphasizes the importance of incorporating procedures for the avoidance of obsta - cles marked with LED obstruction lights during night vision goggle (NVG) operations into manuals and/or standard operating procedures (SOPs).

New FIRC Guidance and Recommendations Airplane and rotorcraft operators and pilots The FAA recently published an update to Advi - should familiarize themselves with the information sory Circular (AC) 61-83J, Nationally Scheduled, contained in this SAFO. In addition, operators and FAA-Approved Industry-Conducted Flight Instructor pilots are encouraged to report encounters with Refresher Course , also known as a FIRC. Among obstructions marked with non-NVG compatible LED the updates to the AC include two new required lighting systems, with pertinent information, to the core topics — Airman Certification Standards and Aviation Safety Reporting System at asrs.arc.nasa.gov.

accepting remote pilot and student pilot certificate To download the SAFO, go to bit.ly/nvg-safo.

Safety Enhancement Topics

January: Single-Pilot Resource Management February: Mountain Flying How to manage a crew of just you. Understanding the need for training and currency when flying in mountainous areas.

Please visit www.faa.gov/news/safety_briefing for more information on these and other topics.

January/February 2019 FAA Safety Briefing applications, as well as improved plain language U.S. Department recommendations for the preparation and approval of Transportation of training course outlines.

Federal Aviation To download the AC, go to go.usa.gov/xPNEf.

Administration Safety Alert Issued for Circuit Breakers ISSN: 1057-9648 FAA Safety Briefing A new safety alert for operators (SAFO) was January/February 2019 Volume 58/Number 1 recently issued that provides guidance to aircrews on the effective identification and manipulation of cir - Elaine L. Chao Secretary of Transportation Daniel K. Elwell Acting Administrator cuit breakers during abnormal and emergency situ - Ali Bahrami Associate Administrator for Aviation Safety ations. There have been several fatal accidents where Rick Domingo Executive Director, Flight Standards Service the pilot was unable to identify and pull a circuit Susan Parson Editor Tom Hoffmann Managing Editor breaker (typically the autopilot) during an abnormal James Williams Associate Editor / Photo Editor or emergency situation. This SAFO is being published Jennifer Caron Assistant Editor in response to an NTSB safety recommendation. Paul Cianciolo Associate Editor / Social Media John Mitrione Art Director To download the SAFO, go to bit.ly/2K9aGZR.

Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, pro - motes aviation safety by discussing current technical, regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft. Although based on current FAA policy and rule interpretations, all material is advisory or infor - mational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy of those involved.

The FAA does not officially endorse any goods, services, materials, or products of manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respective owners. All rights reserved.

The Office of Management and Budget has approved the use of public funds for print - ing FAA Safety Briefing .

CONTACT INFORMATION The magazine is available on the Internet at: http://www.faa.gov/news/safety_briefing Comments or questions should be directed to the staff by: ● ● Emailing: SafetyBriefing@faa.gov ● ● Writing: Editor, FAA Safety Briefing , Federal Aviation Administration, AFS-850, 800 Independence Avenue, SW, Washington, DC 20591 ● ● Calling: (202) 267-1100 ● ● Twitter: @FAASafetyBrief New AMT-Credit Course for Mechanics SUBSCRIPTION INFORMATION Dr. Bill Johnson, the FAA’s chief scientist for The Superintendent of Documents, U.S. Government Publishing Office, sells FAA maintenance human factors, has developed a web- Safety Briefing on subscription and mails up to four renewal notices.

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4 FAA Safety Briefing January/February 2019

MICH A E L BE R R Y, M .D.

F EDE R A L A IR SURGEON

Aeromedical Advisory

Making a List

“Doc, just give me a list of what medications I tions, as well as sleep aids, which has prolonged, can take and still fly.” I get this request on a regular performance-impairing effects. Printed warnings basis. However, addressing this request is more com - against use of the drug when driving or operating plicated than it might seem. The first question must dangerous machinery should always be a red flag.

always be: “Is it safe to fly with the medical condition Combinations and Complexity for which I am taking the medication?” Next, we Another reason producing a “pocket guide” must consider that there is not a single medication for airmen is so difficult is because of that is safe for everyone in all situations. The good the constant influx of so many new news is that we have made progress toward answer - “Doc, just give me a list of what medications entering the market.

ing this request where it makes sense.

medications I can take and still fly.” Many combination medications are In November 2017, we updated the FAA infor - also available, and one cannot always mation brochure, “Medications and Flying,” which assume that just because each individual drug may is available in print and online at be acceptable, that the combination of these drugs www.faa.gov/pilots/safety/pilotsafetybrochures .

would be. It is difficult to keep up with changes, This is a good starting point for pilots.

and nearly impossible to assure outdated lists are Do Not Issue — Do Not Fly consistently discarded. In an effort to stay current, We also added a chapter in the Guide for Avia - we have recently added a doctoral level pharmacist tion Medical Examiners (AME Guide) entitled, “Do to our headquarters staff.

Not Issue — Do Not Fly,” which lists some types In addition, we are often asked to consider a of medications that should never be taken while large number of new drugs for their aeromedical flying. Although written for AMEs, anyone can suitability. Usually we require the drug to be FDA access the AME Guide online. In the chapter, we approved and on the market for at least a year. We included guidelines for a wide array of commonly eventually approve most of these; however, the used drug categories such as diabetes and high underlying disease will often preclude the special blood pressure medications, allergy medications, issuance of a medical certificate.

antacids, anticoagulants (blood thinners), antide - When in doubt about medication use, your pressants, and sleep aids. This information may AME is a good source for advice. If you have a help guide your treating physician toward a more question, ask. That’s what AMEs are for. If the AME aeromedically-acceptable treatment when several can’t answer your question, your Regional Flight equally effective options exist. This information Surgeon should be able to provide more clarity.

should not be used as justification to select an Ultimately, if you feel like you shouldn’t be flying, inferior treatment. In other words, “Don’t treat the then you probably shouldn’t fly. We’ll give you as flying status.” many tools as we can, but safety is up to you as the From a practical standpoint, airmen usually pilot in command.

make personal decisions about over-the-counter medications rather than prescription medications.

For More Information: We are currently working with the General Aviation Do Not Issue — Do Not Fly: Joint Steering Committee (GAJSC) on a more pilot- www.faa.gov/about/office_org/headquarters_offices/ friendly version of the information in the AME avs/offices/aam/ame/guide/pharm/dni_dnf Guide. No matter what the list looks like, you must AME Guide: always read the product label. Diphenhydramine www.faa.gov/about/office_org/headquarters_offices/ (Benadryl) is a good example of a drug included avs/offices/aam/ame/guide in many combinations of cold and allergy medica - January/February 2019 FAA Safety Briefing 5

Condition Inspection L EO M . H AT T R UP, M .D.

Migraines

A migraine is a type of recurring headache that medicines, sudden changes in weather or environ - affects about 12-percent of Americans. They are ment, overexertion, tobacco, caffeine (or caffeine three times more common in women than men, withdrawal), and even certain foods. This is not an and they tend to run in families. Although migraines exhaustive list and triggers may vary from person to can occur at all ages, they are most common person. Identifying a trigger which can be avoided is between 30-39 years of age. Not all bad headaches beneficial to the individual and a favorable factor for are migraines, and not all migraines result in a bad medical certification. A diary recording food, activi - headache. But the pain can range from distracting to ties, and other pertinent events (weather, etc.) can be debilitating. In fact, migraines are identified as one helpful in this identification.

of the top 10 most disabling diseases. Migraines can There is no cure for migraines at present. If a trig - impair a pilot’s ability to fly, causing a serious safety ger is not identified or avoidable, treatment focuses risk due to rapid onset and potentially incapacitat - on symptom relief for the occasional migraine and ing symptoms. Some complicated migraines have preventive treatment for the more severe and/or fre - neurological aftereffects that can persist for hours to quent migraine. Different types of medicines used to days, or even be permanent. treat migraines include over the counter (OTC) pain Approximately three out of four people who relievers such as aspirin, Tylenol (acetaminophen), suffer from migraines get a warning 24-48 hours or Motrin (ibuprofen), as well as prescription medi - before the headache appears. This is the prodrome, cations such as the various triptan drugs. Additional and there are medications (triptans) that can be medications are used in the ER or Urgent Care to taken during the prodrome to end the migraine. treat associated symptoms such as nausea or vomit - Migraines can be divided into two major types: ing. In some cases, severe headaches may be given those with, and those without, aura, a more distinct narcotics. For all medication use, there is a minimum warning sensation. About one-quarter of migraine grounding period before you can fly again. Regard - cases are associated with an aura and are sometimes less of the medication used, the headache and other referred to as classic migraines. Aurae include visual symptoms should be completely resolved before you (the most common and include blank spots or shim - return to flying. In addition, for most triptans, you are mering lights in the visual field), auditory, and other grounded for 24 hours (talk to your AME about your sensory disturbances as well as motor symptoms. specific medication): 24 hours for Zofran (ondanse - Less common manifestations include difficulty with tron); 36 hours for metoclopramide (Reglan); and speaking, abnormal sensation, numbness or muscle 96 hours for Phenergan (promethazine). Migraines weakness on one side of the body, a tingling sensa - severe enough to require the use of injectable medi - tion in the hands or face, and confusion. The aurae cations or narcotics are not acceptable for the CACI usually begin between 10 and 60 minutes before the (conditions AMEs can issue) program. For migraine headache, but can be coincident. The headache typi - prevention, both calcium channel blockers and beta- cally lasts an hour or less, but can be incapacitating. blockers are permissible.

Clearly, either the aura or the headache can impair a All migraines are disqualifying and require FAA pilot’s ability to maintain control of an aircraft. While clearance. However, many of these migraines can some aura may occur without a subsequent head - be cleared by your AME if specific criteria outlined ache, the safety concern remains. in the CACI are met. For the remainder, a special Migraines without aura are called common issuance is frequently possible after appropriate migraines and are the more prevalent variant. medical management.

Common migraines can occur without warning and are usually on one side of the head. They are associ - Leo M. Hattrup, M.D., received a bachelor’s degree from Wichita State ated with nausea, confusion, blurred vision, mood University, a master’s in public health from Harvard University, and a doctor - changes, fatigue, and increased sensitivity to light, ate from Vanderbilt University. He is retired from the Air Force in which he sound, or noise.

spent the majority of his career in aerospace medicine. He is board certified A number of factors can trigger a migraine, in aerospace and occupational medicine. He is a certificated flight instructor including stress, bright flashing lights, loud noises, and enjoys flying airplanes, helicopters, and gliders.

6 FAA Safety Briefing January/February 2019

S U S A N PA R S O N

Time to Move!

Why ADS-B Matters

Photo courtesy of US Air Force The world hates change, yet it is the only thing that ogy for NextGen, the FAA’s term for the diverse set of has brought progress. technologies and procedures to move the method of

“

managing our National Airspace System (NAS) from Charles Kettering today’s ground-based radar to satellite-based GPS ver heard of “status quo bias?” It is something I technology.

stumbled across during the process of writing Bias or Progress?

E for this issue. Wikipedia describes it as “an emo -

tional bias ; a preference for the current state of Our dilemma is that we hate change and love it at affairs” in which the status quo is the baseline, and the same time; what we really want is for things to any change therefrom is perceived as a loss.

” remain the same but get better.

When money is involved, as it is in anything Sydney J. Harris related to aviation, the emotional bias for the status Change before you have to.

quo is probably even greater. As an airplane owner Jack Welch through a flying club, I get it. But just as necessity is

”

the mother of invention, inevitability is the driver of It’s a funny thing. Since aviation is one of the acceptance. That reality is that starting on January 1, most dynamic industries on the planet, you’d think 2020, Title 14 Code of Federal Regulations (14 CFR) that those of us in aviation should be more open to section 91.225 and 14 CFR section 91.227 stipulate adopting and assimilating technological changes that your aircraft must be equipped with ADS-B Out such as ADS-B. If you are among those still fighting in order to operate in some controlled airspace (typi - status quo bias when it comes to ADS-B, it might cally where a transponder is required).

help to remember that everything now familiar was ADS-B is an awkward acronym for an even more once “new.” It wasn’t that long ago that pilots accus - awkwardly (albeit accurately) named technology. It tomed to navigating with the Non-Directional Beacon sounds abstract from the outset, and I confess that (NDB) and Automatic Direction Finder (ADF) were my initial exposure to puzzling terms like “UAT” and grousing about the quirks and complexities of Very “extended squitter” was painful. As you probably High Frequency Omni-directional Range (VOR) tech - know, though, ADS-B is the foundational technol - January/February 2019 FAA Safety Briefing 7 Airspace where ADS-B Out will be required after January 1, 2020.

nology. Today, of course, VOR navigation is literally technology. As with any technology, the more you losing ground to satellite-based GPS navigation. learn about ADS-B, the less you fear and the more you Once you have accepted the inevitability of want its benefits. That’s why we have devoted the first ADS-B, the next step is to get acquainted with this 2019 issue of FAA Safety Briefing to help you get more comfortable not only with the requirements and the technology, but also with the many options you now have and the FAA resources available at no cost. Topics Starting January 1, 2020, you must be equipped with ADS-B we cover in this issue include a review of ADS-B ben - Out to fly in most controlled airspace: efits, an updated look at equipment options, applica - Airspace Altitude tions for the LSA and experimental markets, and how to find the online approved equipment list.

A All If you already have equipped with ADS-B — B Generally, from surface to 10,000ft mean sea level thank you for that! — there is still plenty of informa - (MSL) including the airspace from portions of tion in this issue that you can use. We’ll take a look at Class Bravo that extend beyond the Mode C veil up challenges such as “non-performing emitters” and to 10,000 feet MSL (i.e.- SEA, CLE, PHX) ways to avoid the dreaded “call sign mismatch,” as well as resources for checking that your equipment is C Generally, from surface up to 4,000ft MSL includ - transmitting as it should.

ing the airspace above the lateral boundary up to So join us for this “countdown to ADS-B” issue 10,000ft MSL of FAA Safety Briefing. We’ll be addressing this E Above 10,000ft MSL over the 48 states and DC, topic throughout 2019, and we’ll be interested to excluding airspace at and below 2,500ft AGL hear of your experiences in acquiring and using this important piece of progress toward a higher level of Over the Gulf of Mexico at and above 3,000 feet MSL within 12 nm of the coastline of the United States aviation safety.

Airspace within 30 nautical miles (Mode C veil) at all Class B Susan Parson ( susan.parson@faa.gov or @avi8rix for Twitter fans) is editor locations from the surface up to 10,000 feet MSL of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is an active general aviation pilot and flight instructor.

8 FAA Safety Briefing January/February 2019

J O H N C R O F T

The

"In" Thing

in Aviation Safety

Making the Most of Your ADS-B System Solution

ilots and operators of all stripes who are equip - approaches, while my co-owner buddies were pro - ping with ADS-B Out face the same question: viding the safety pilot services from the other seats.

P Should I pay the extra money for ADS-B In? Given the nice weekend weather, the beach area As a co-owner of a 1977 Piper Archer with two was buzzing with general aviation aircraft. While other pilots, our answer to that question, when we my safety pilots were ensuring adequate separation, purchased an ADS-B system, was “Yes.” The decision based initially on the ADS-B position then visually, was largely based on intuition rather than hard facts: I had the traffic right there on my approach chart on Wouldn’t having traffic and weather at our disposal the iPad, boosting my comfort level, and confirming be a boost to situational awareness and safety? yet again the decision to equip.

For us, purchasing an ADS-B system was a While the extra money was not a showstopper necessity since we live and fly inside the Mode C for us, the choice for others can be more difficult and veil around the Washington, DC area, where ADS-B require some deep analytics.

Out will be required by January 1, 2020. Though not We’re All In required to install ADS-B In, the “In” portion of the Andrew Walton, Director of Safety for Liberty ADS-B system only increased the purchase price by University’s School of Aeronautics, used a cost- about $500 because we planned to use our portable benefit analysis, rather than intuition, to convince tablets and smart phones to display the traffic and his employer to support the purchase of ADS-B In for weather information. This pushed the fully installed its fleet of 25 aircraft. The extra cost was significant ADS-B system to about $6,000. We had previously — $5,000 over the purchase and installation costs been using a portable ADS-B In unit, but were con - of the ADS-B Out system for each of the school’s cerned about gaps in traffic coverage — the devices Cessna 172s and twin-engine Piper Seminoles .

only receive traffic information when an ADS-B Out Walton analyzed several ADS-B In equipped aircraft is in the vicinity.

offerings, some that were lower cost, Coming up with an extra $500 when an old air - Because we had ADS-B, we were but favored sticking with their origi - craft needs so many other upgrades was painful, but nal avionics provider. “We wanted a able to see the traffic coming and take we had a strong feeling that the full package would solution that would show the traffic evasive action that had we not taken, pay off in better situational awareness and safety.

on the multi-function display,” said would have led to a close call.

That intuition was right. Based on the traffic Walton. “That way we didn’t have to and weather intelligence ADS-B Out and In has install another box and the ADS-B In information provided us over the past 12 months, the extra $500 would be seamless for our instructors and students.” was well worth it.

Money was not initially a factor in Walton’s think - On a sunny Sunday afternoon at the Cape ing. In 2012, he systematically surveyed the risks for May airport in New Jersey, I was reminded of that the University’s flight training operation as part of a wisdom. I was under the hood practicing instrument January/February 2019 FAA Safety Briefing 9 the break-even point for justifying the added cost of ADS-B In would be reached in just under three years per aircraft. The University determined that the investment was sound and allocated money to buy the ADS-B In equipment along with ADS-B Out. His team started adding the feature in spring 2016 and took about a year to install it in all aircraft.

“We could have installed just ADS-B Out for less cost, but we reasoned that the safety benefits of a system that would tell you ‘Traffic! Two o’clock. Two Miles. Same Altitude,’ would more than justify the cost,” said Walton. “If it avoids one mid-air collision, Liberty University flight school’s Director of Safety Andrew Walton discusses you’ve paid for it, easily,” he said.

strategic heading options with Liberty flight instructor, Gabrielle Disanza, The flight school previously had used the Traffic during a training flight around the crowded Lynchburg, Virginia area.

Information Service (TIS) available with its installed avionics, but Walton said the TIS traffic callouts were based on local radar and did not make audio Safety Management System evaluation, studying more announcements of the traffic’s location, distance, than a decade of flight training accident statistics and altitude. He said there were also dead zones from National Transportation Safety Board (NTSB) in the radar coverage, a shortcoming largely elimi - records. He determined that the highest fatality risk nated with ADS-B.

for flight training operations was loss of control (LOC), The free weather available on the 978 MHz UAT followed by mid-air collisions. To address LOC, the link also helped with boosting safety for its twin- University retooled its stall training and invested in engine aircraft. Walton said the University was also angle-of-attack sensors for all of its aircraft.

able to substitute the XM weather subscription it had To reduce the chance of a mid-air collision, the purchased for its Seminoles with FIS-B, using the flight school embarked on several low- and high- savings to help purchase flight envelope protection technology solutions. They worked with the nearby software to aid in LOC prevention.

Roanoke TRACON to set up assigned call signs and Evidence of ADS-B benefits at the flight school transponder codes, arranging for practically every is mounting. “We have had various safety reports of Liberty flight to be under positive ATC contact for traffic conflicts where instructors or students have every training flight. Training flights also take place said, ‘Because we had ADS-B, we were able to see in assigned sectors, which are coordinated by flight the traffic coming and take evasive action that had school dispatchers and pilots. Liberty has 50 flight we not taken, would have led to a close call.’” instructors training about 200 students in any given One of Liberty’s flight instructors, Gabrielle Dis - semester. Its aircraft typically fly 50 times per day, anza, was quick to appreciate the automatic audio accumulating about 14,000 training hours per year.

callouts of the position and altitude of nearby traffic On the technology front, ADS-B In promised to when she is busy instructing. Before coming to Lynch - provide even more help to pilots through traffic and burg, Disanza earned her ratings in very basic aircraft weather information. But could an economic case be flying out of relatively rural airports in New Jersey.

made? Walton used the NTSB crash data, along with “Traffic avoidance was strictly ‘See and Avoid,’” she FAA estimates of flight training hours nationwide, to said. “Down here, where there is training taking place determine a fatal mid-air risk per flight hour. Over 16 hours a day — a constant coming and going of air - the study period, Walton estimated that eight of craft — I absolutely couldn’t imagine flying without it.” the 24 fatal mid-airs could have been prevented by All “In” a Day’s Work having ADS-B In.

Out in Akron, Ohio, a flight department operat - Based on the U.S. Department of Transportation ing a wholly different kind of animal — an airship (DOT) methodologies, the cost savings in averting — took the ADS-B In plunge early on as a strategic those eight crashes (that would have killed approxi - move. Michael Dougherty, chief pilot for Goodyear mately 14.4 instructors and students), boiled down Airship Operations, said when the company was to just under $4 per flight hour. Since each of Lib - working with Germany’s airship builder, Zeppelin, erty’s aircraft fly approximately 600 hours per year, 10 FAA Safety Briefing January/February 2019 on the cockpit design for its three new airships seven years ago, long-term choices had to be made, or pay the price later.

Goodyear, which uses its semi-rigid airships to provide TV coverage above sports events and to travel the country promoting the company brand, knew it had to install ADS-B Out for the 2020 man - date because of where it flies, but it had to take a ADS-B is a prominent feature in the cockpits of all three of Goodyear’s gamble that ADS-B In would be worth the extra new Zeppelin airships. Here, chief pilot Michael Dougherty prepares for investment. “Once we build an airship, it’s really a flight from the company’s base in Akron, Ohio. ADS-B In traffic can be difficult to go back and change the certification for seen in the top right display.

a major modification on the avionics,” said Dough - erty. “So we wanted to make sure all the tools that we thought we would need down the road would be included at the start.” ADS-B In was one of those “Since the pilot’s primary function is still to tools, and it has paid off already.

aviate, navigate, communicate, the audible alerts Goodyear’s three Zeppelin NT airships, one each from ADS-B are really helpful,” Dougherty said.

based in Southern California, Florida, and Akron, “That’s one of our biggest benefits from ADS-B In Ohio, provide TV coverage for events throughout the — enhanced situational awareness and helping the country. When traveling between venues and occa - pilot maintain a safe environment under high work - sionally going back to Akron for maintenance, the load and busy airspace.” airships often transition through very busy airspace We’re “In” Business at low altitudes.

The positive impressions that Dougherty, When traveling to events in the New York City Walton, Disanza, and I have are not at all unique area, the airships might fly up and down the hectic when it comes to ADS-B testimonials. In seeking out Hudson River corridor, or for games in Los Angeles, opinions from pilots and operators, I have largely the busy low-altitude VFR helicopter routes that found two camps — those who have equipped and allow general aviation traffic to navigate across the will no longer fly without it; and those who have not city without disrupting commercial traffic. “We can equipped and do not yet know what they are missing.

be flying the corridor with four helicopters and an This is not to say ADS-B is a cure-all for the mid- aircraft towing a banner,” said Dougherty. “ADS-B is air collision threat.

a check and balance on the pilot’s eyes being outside “ADS-B is another layer in the safety net, but the cockpit and the possibility that air traffic control - we have to guard against complacency,” noted lers may be too busy to call out traffic.” Walton. That’s even more relevant in Lynchburg, As with other ADS-B In users, the 13 Goodyear which is outside the airspace where ADS-B Out pilots (Dougherty as chief pilot and four pilots at is required (below 10,000 feet). “Because we’re each regional location) give high marks to the aural not within the Mode C veil, there are pilots flying alerting features that avionics or software provid - around with no electrical systems. There are birds; ers typically include with ADS-B In applications.

there are drones. There are aircraft that might have “It alerts you when you have a lot of other things the transponder turned off.” going on, which we often do,” said Dougherty. “We But as a new layer in the overall flight safety net, can fly single-pilot TV events where we have a pilot Walton said ADS-B is “really, really nice to have.” in the cockpit and a camera operator in the back I concur.

of the gondola.” Communications is complicated.

Dougherty said pilots sometimes have to sort out simultaneous directions from the TV director (on John Croft is an FAA-certified flight instructor and a writer/editor in the NextGen Updates and Messaging Branch. Croft uses ADS-B in the Piper the ground), the camera operator at the back of the Archer he co-owns with two other pilots, and he regularly flies a small team gondola, and air traffic control.

of FAA communicators to talk to pilots and other stakeholders about ADS-B.

January/February 2019 FAA Safety Briefing 11

Photo courtesy of ForeFlight J A M E S W I L L I A M S

Clearing the Crypto-Fog

Tips for Decoding and Deciding Among ADS-B Equipment Options

The Sentry ADS-B In receiver is one option that allows you to add TIS-B and FIS-B information to an ADS-B Out only solution.

ick. Tock. Tick. Tock. The clock is ticking and, transit time of the radio wave from the antenna to by the time you read this article, you will have the object and back limits the radar in terms of range T less than a year to get your aircraft ready to meet and update times. In general terms, the faster a radar the FAA’s ADS-B Out mandate. I’ve been watching antenna turns, the faster it updates, but at the expense this process unfold since the beginning. It’s been of a shorter effective range. Therefore, every radar an interesting ride. Since I joined the FAA in 2006, I system is inherently a compromise between range have seen the ADS-B Out mandate go from concept and update interval. No amount of technology can to a proposed rulemaking to final rule (that in less solve that problem. The speed of light appears to be than a year), and then into effect. I remember vividly a limitation across the universe. It limits space travel, in May 2010 thinking that 2020 was such a long way radar, and communications. Radar also becomes less off. Not anymore! It’s here, so let’s get down to what accurate over distance due to angular spread.

you really care about: how do you comply? ADS-B doesn’t have these problems. Each user broadcasts a highly accurate position signal every When the Speed of Light Just Isn’t Fast Enough second, one that is not dependent on a radar inter - Most people don’t know a whole lot about radar rogation to update everyone involved, including the and, frankly, why should they? So you might have FAA. How does ADS-B do that? It’s that “B,” which nodded off when you read some of the initial “radar stands for Broadcast. Having each aircraft determine is an aging technology” pitches for ADS-B. A more and then broadcast its own location eliminates the compelling point is the inherent limitations of radar, directionality of radar.

most of which can be explained with simple physics Let’s Talk Tech and geometry. Radar works by transmitting radio waves and then receiving the reflected return of those There are essentially three components neces - waves. Those radio waves travel at the speed of light. sary to make the ADS-B system work, and this is While that sounds really fast in terms of our where your equipment needs come in. To keep it normal understanding of travel speeds, it’s actually simple, ADS-B requires three things: a source of posi - a significant limitation. That’s because the receiver tion information, a transmitter, and a receiver. Tech - has to “wait” ever so slightly for the return, so the nically speaking, you really only need the first two 12 FAA Safety Briefing January/February 2019 components to satisfy the FAA ADS-B Out mandate, but the absence of a receiver deprives you of the sys - tem’s full benefits. Most pilots would probably agree that most of the benefits to users come from ADS-B In. But first let’s look at the required technology.

We’ll start with the easiest part, the position source. This is required no matter what, even if you opt only for the required ADS-B Out. FAA recommends a Wide Area Augmentation System (WAAS) GPS. Many popular products from companies like Garmin, Avi - dyne, Aspen, FreeFlight, and Bendix King meet (or can be upgraded to meet) WAAS standards. If you don’t have a WAAS GPS and don’t think that adding one is in the cards — they can be quite expensive — all hope is not lost. Some of the ADS-B solutions either include Diagram courtesy of Garmin an internal WAAS position source or can be purchased An example of a 978 MHz UAT installation that with an optional internal WAAS position source.

combines with an existing transponder.

The next piece of equipment is an ADS-B Out transmitter. This is a radio that functions like your transponder. Instead of waiting for a radar inter - What’s the Frequency Kenneth?

rogation, though, it automatically broadcasts your One of the biggest questions when looking at location and other specified information to ADS-B ADS-B is 978 or 1090 — megahertz (MHz) that is.

ground stations and other properly equipped aircraft As part of the ADS-B rule, the FAA allowed two dif - at one-second intervals.

ferent ways to meet the ADS-B Out requirement if The final piece of equipment is optional. An you always fly below 18,000 feet MSL. One was a 978 ADS-B In receiver allows you to take advantage of MHz Universal Access Transceiver (UAT) and the all the ADS-B Out information from other aircraft, other is the 1090 MHz Extended Squitter (ES).

in addition to that from the FAA. It also allows you Originally, UAT was envisioned to be the GA to receive subscription-free weather information solution for ADS-B. UAT is still a perfectly acceptable via Flight Information Service-Broadcast (FIS-B), solution for anyone who flies below with one important caveat that we’ll cover later. The 18,000 feet MSL and within the United additional situational awareness and free weather By the time you read this article, States. UAT operates in addition to your make the incremental investment in ADS-B In well you will have less than a year to existing Mode C transponder (which worth considering.

is still required in 2020), essentially get your aircraft ready to meet the While I’ve described these items as three sepa - adding ADS-B to your current set up.

FAA’s ADS-B Out mandate.

rate pieces of equipment, they are often sold and Some UAT systems have the advantage sometimes even packaged as a single unit. I’ve sepa - of being slightly less expensive for the hardware, rated them to illustrate the flexibility you have in tai - although the Aircraft Owners and Pilots Association loring an ADS-B solution to your particular situation.

(AOPA) notes that they are sometimes more expen - Maybe you have an approved WAAS GPS already and sive to install. UAT might be the “easiest” solution to don’t want ADS-B In. In that case, a simple ADS-B add to an existing setup.

Out unit would probably be most effective. If you UAT at 978 MHz is also the exclusive home of don’t have any modern avionics and want to go all FIS-B information. But there are some drawbacks.

in, you might elect for a full ADS-B Out and In unit The biggest issue is that UAT is currently supported along with a brand new WAAS navigator. Maybe you only in the United States, meaning that any interna - want both ADS-B Out and In, but don’t have WAAS tional flight requiring ADS-B is off the table. Another and don’t want to write a check for a fancy new navi - potential issue is that you have to maintain your gator. No problem. Simply select an approved Out/ existing Mode C transponder. If you need to add a In unit with integrated WAAS. The point is, no matter new Mode C transponder for some reason, the UAT how unique your situation, there is likely a solution option may be less economical than the 1090 option.

out there that will meet your needs.

January/February 2019 FAA Safety Briefing 13

Do I need to Equip?

So let’s talk about 1090 “extended squitter” (1090ES), which is an enhancement of the Mode S NO Does your aircraft have an transponder. Mode S transponders already squit, ADS-B not required electrical system?

Typically but 1090ES sends more information. In case you are ballons, gliders wondering about the somewhat funny word, “squit” is essentially the opposite of a squawk, meaning that YES it sends information automatically rather than wait - ing for a radar interrogation. The information from Do you operate your aircraft above 10,000 feet MSL?

1090ES is identical to that which UAT sends, but it goes at 1090 MHz rather than 978 MHz.

In addition to being the accepted international YES standard and being required above 18,000 feet MSL in the United States, 1090ES also replaces your exist - NO If you operate your aircraft above 10,000 feet ing transponder. This means that one box will meet MSL do you remain below 2,500 feet AGL?

both the ADS-B and transponder requirement. The major drawback with 1090ES, aside from cost, is that NO YES a 1090ES ADS-B In system doesn’t receive FIS-B.

We’ll talk about some fixes for that later. But other than cost and FIS-B compatibility, 1090ES makes a YES Do you operate your aircraft in or ADS-B Required strong case for better operational flexibility, simplic - above Class B Airspace? Call sign must match* ity, and potentially even resale value.

I Challenge you to a Dual NO With some customers torn between the pros and cons of each ADS-B Out option, manufacturers YES Do you operate your aircraft in or ADS-B Required created an interesting solution. Enter the dual band above Class C Airspace? Call sign must match* receiver. From a technical perspective, this is the “ideal” solution. The dual band units generally have NO a 1090 ES transponder integrated with an ADS-B-In system that receives both 1090 MHz and 978 MHz.

This choice gives the pilot the operational advan - Do you operate your aircraft in tages of 1090ES Out, but with the benefit of 978 MHz YES Class E Airspace above 3000 ADS-B Required ADS-B In, namely FIS-B. Another benefit is having feet MSL over the Gulf of Mexico Call sign must match* ADS-B In on both 1090/978 MHz, which means that within 12 NM of the US coastline?

your aircraft can receive traffic information directly from both bands. A single band receiver, whether 1090 or 978, only receives traffic information from NO aircraft on the same band directly from the aircraft.

Full traffic information would still be provided, but Do you operate your aircraft it would depend on having the information rebroad - YES within the Mode C veil (30 NM ADS-B Required cast from FAA ground stations. This isn’t a huge radius of any airport listed in Call sign must match* benefit, but it’s something to keep in mind if you fly appendix D to part 91)?

outside FAA ground station coverage on a regular basis. 1090ES Out transponders also meet Mode C/S NO requirements anywhere in the world.

Embracing a Split Strategy ADS-B not required While a dual band receiver might be the “techni - cally ideal” solution, it might not be the most finan - cially appealing one. In that case, you might opt to * Do you use a temporary unique call sign?

adopt what I’ll call a split strategy. The FAA is only Call sign and ADS-B transmitter must match.

requiring ADS-B Out. To meet the legal requirement, 14 FAA Safety Briefing January/February 2019 Photo courtesy of Garmin The Garmin GTX-330ES is an example of a 1090 MHz Extended Squitter.

you can install an ADS-B Out system, 1090ES or UAT. • AOPA- ADS-B Technologies: www.aopa.org/ These systems are generally cheaper than a dual go-fly/aircraft-and-ownership/ads-b band or single band Out/In system. Installing ADS-B • Garmin: ads-b.garmin.com/en-US/ Out meets the mandate but doesn’t get you FIS-B or • Avidyne: www.avidyne.com/index.asp any traffic information. To handle ADS-B In, there • Bendix King: www.bendixking.com/en/pages/ are a number of portable systems that allow you to get-ads-b-2020-compliant add ADS-B In to your other cockpit devices like tab - • FreeFlight Systems: www.freeflightsystems.com lets or portable GPS systems. Many of these systems /general-aviation are even dual band receivers. While they don’t inte - grate into your avionics and are generally limited to • L3 Lynx: www.l-3lynx.com displaying on portable devices, they do provide a low • uAvionix: https:uavionix.com cost, no installation option to pilots who want to add • Appareo: www.appareo.com/aviation ADS-B In to an ADS-B Out only installation. You can • Scout: https://flywithscout.com also add this option later on if you desire.

Finding the Best Path James Williams is FAA Safety Briefing’s associate editor and photo editor.

The clock is running and, as we have stressed, the He is also a pilot and ground instructor.

FAA is not going to stop the clock or add extra time.

The market has responded, and ADS-B options are plentiful. They range widely in price and capability from units that meet the standard and nothing more, to those with a host of features beyond the basics.

Since price and capability are not always highly correlated, a bit of research is in order.

A good place to start is the FAA’s Equip ADS-B Photo courtesy of Avidyne page: www.faa.gov/nextgen/equipadsb. You can search and see what options are available for your particular aircraft, and that may help narrow your choices. Next, look for an avionics shop with experience installing ADS-B equipment. They can provide options and estimated costs. They can also tell you which options are most popular given your aircraft and needs. This is a great way to benefit from the experience of thousands of pilots who have traveled down this path before you. You are best positioned to find your best path, but it doesn’t have to be a solitary struggle.

The Avidyne AXP-322 is a remote mounted 1090 MHz Extended ADS-B Solutions: Content disclaimer: Products Squitter that can be controlled and services mentioned, and/or external, non-FAA through other cockpit systems links within, do not constitute official endorsement on like the pictured IFD 550.

behalf of the FAA.

January/February 2019 FAA Safety Briefing 15

J E N N I F E R C A R O N ne of the radios in my friend’s Cessna is a bit tricky. Every now and then it’ll give us some

O trouble, but all it takes is a quick check to make

sure the jacks are fully plugged in, and we’re good

Is My ADS-B

to go. We never experienced any loss of communi - cations — that is until one day when we heard the words, “carrier only, no voice” coming from air traffic control. My equally befuddled flying partner and

Broadcasting Me?

I quickly learned the meaning of this phrase: the tower knew we were transmitting, but they could not hear us. There was no modulation, or voice, broadcasting from our end. Looking back on our

A Look at Non-Performing Emitters

experience, I realize that this was the day I discov - ered — the hard way — what it means to have a non- performing emitter.

An emitter is a device that is designed to broad - cast. Your radio is an emitter, and so is your ADS-B Out system. Your ADS-B Out is made to periodically emit/ broadcast specific information about your aircraft to air traffic control and other aircraft around you.

According to 14 CFR, section 91.227, which defines the equipment performance requirements for an ADS-B system, your ADS-B Out must broad - cast your aircraft’s position, velocity, the contain - ment radius around your aircraft (the navigation integrity category or NIC), and several other identifi - able parameters that convey your aircraft’s location while on the ground and in the air.

If your ADS-B Out is not transmitting the required location data about your aircraft, it is not performing in compliance with the rule and is con - sidered to be a non-performing emitter, or NPE. An NPE can result from equipment that doesn’t meet the performance standards or, more commonly, by an error induced during installation. (See the Nuts, Bolts, and Electrons column in this issue for more information on how your repair shop can avoid ADS-B installation errors).

Houston, We Have a Problem Not unlike the “no voice” radio problem I talked about earlier, if you are flying in an NPE condition, An ADS-B ground station antenna.

your ADS-B system is not communicating correctly to air traffic control (ATC) or other aircraft around 16 FAA Safety Briefing January/February 2019 you. For example, your system could be transmitting the wrong ICAO code, or the wrong aircraft category — describing your aircraft as a rotorcraft instead of a light fixed-wing aircraft, for example.

A more common, and vexing problem, is when barometric altitude is not included in the ADS-B message, then ATC and other aircraft might not know how high you are flying. This is not hazard - ously misleading information, but failing to broad - cast barometric altitude is a safety risk.

In the most critical of cases, your system could be transmitting hazardously misleading informa - tion, with your aircraft “lying” about its position in the air or on the ground. Obvious issues here involve ATC or other aircraft reacting to traffic information from your system that just isn’t accurate. Pilots could maneuver incorrectly to avoid where they think you are, possibly causing an accident.

The FAA is constantly monitoring for critical NPEs that are “lying” about the aircraft’s positioning.

Although the FAA does not come across these critical Sample ADS-B Out PAPR Report cases very often, they immediately notify the owner/ operator when they do.

A Successful Failure Keep in mind that NPEs are not always iden - The Facts tified by ATC. Your transponder may appear to “From January 1, 2018, to October 1, 2018, we be working just fine. It’s transmitting out to the had close to 15,000 aircraft that were newly equipped ground stations, and your broadcasted informa - with ADS-B Out. Out of these 15,000, we only had 98 tion is delivered to ATC for NPEs,” said James Marks, ADS-B Team Lead in the separation services. But the FAA’s Flight Standards Service. “What that tells me is If your ADS-B Out is not transmitting the system does not always give that most of the NPEs we have now are installations required location data about your aircraft, the controller any insight into that occurred two or more years ago, prior to the it is not performing in compliance with how well your ADS-B is per - 2016-2017 FAA rebate program.” the rule and is considered to be a non- forming or if all information Marks explains that the 2016-2017 FAA pro - performing emitter, or NPE.

elements comply with the gram, which offered a $500 rebate to help owners requirements of the ADS-B of certain GA aircraft equip with ADS-B Out, was rule. You should not count on ATC letting you instrumental in reducing the number of new NPEs.

know if you have an issue.

“One of the requirements for the rebate program Likewise, your ADS-B system does not always was that you had to fly and verify that your instal - display a caution or warning light in the cockpit lation was good before you could receive your $500 to tell you if you’re flying in an NPE condition.

check, effectively reducing the overall rate of NPEs Just because everything is greenlight ready on resulting from installation errors,” Marks explained.

your screen, it doesn’t mean that you don’t have a “So the quality of recent installations is much better problem, and it doesn’t confirm that your system is than it used to be,” he added.

transmitting the correct data.

The FAA renewed the ADS-B Rebate Program for “The self-checking abilities within the equip - 2018-2019. The program runs for one year from its ment are limited. A fault light will only come on October 11, 2018 start date, or until all rebates have under a handful of circumstances, usually related to been claimed, so act soon. It’s not only a great way an equipment failure of some kind. Anything short to offset your costs, but the rebate process can also of that, then the pilot is probably not even aware work to guarantee that your ADS-B installation will that there’s an issue,” says Marks.

be error free. A link to the ADS-B rebate page is in the “Learn More” section below.

January/February 2019 FAA Safety Briefing 17 transmitted during a flight to monitor your ADS-B PAPR to the Rescue system’s performance against the requirements spec - The easiest way to check ified by the rule,” says Marks, “and there are compli - your ADS-B system to ensure ance thresholds embedded in the APM. For example, that you are not flying in an your ADS-B has to transmit a navigation integrity NPE condition is to run a PAPR category, or NIC, that is equal to or greater than seven report after any flight. PAPR, to be in compliance. If it transmits anything less than or Public ADS-B Performance seven, at any time during your flight, the APM will Report, is a quick, easy, and flag those messages as non-compliant and when free way to check your ADS-B enough non-compliant messages accumulate, the system, and as many times operation will be flagged as a potential NPE.” as you’d like. Fifteen to 30 When the APM flags an aircraft as an NPE, it minutes after a flight, go to ADS-B ground testing equipment stores the data, which is continuously monitored and adsbperformance.faa.gov/ can be useful to catch problems analyzed by the FAA’s ADS-B Focus Team (AFT) via PAPRRequest.aspx to request before a test flight.

the avionics trend analysis tool, created by Marks, to a PAPR report. It only takes a notify the team if an aircraft has operated at any time few minutes to get the report by email. Remem - in an NPE condition. “Our team of aviation safety ber that flying near the surface or at the fringe of inspectors reviews this data to verify whether or not ADS-B coverage areas may negatively impact the the aircraft is indeed operating with an NPE. There metrics provided in your PAPR Report.

is always a human review of that data to validate the Please do yourself a favor and run a PAPR report.

accuracy of what the system tells us,” explains Marks.

It will effectively identify any erroneous information If your ADS-B is determined to be operating in that your equipment broadcasts. You can take the an NPE condition, a member of the AFT will contact report straight to your avionics installer to help iden - the owner/operator by phone, email, or certified tify and rectify any issues.

mail to provide notification of the avionics issues Prevention Before the Cure and coordinate corrective action.

The FAA strongly recommends that you run a “What’s great about the APM is that we have a PAPR after installation of your ADS-B equipment and performance-based tool that generates ADS-B reports annually thereafter. It is not mandatory to run a PAPR available to the public on-demand, to help determine report; however, regular requests for a PAPR will if their ADS-B is working correctly and complies with confirm whether or not your system is performing in the rule,” says Marks. He stresses that pilots will ben - compliance with the rule, and it will give you a heads efit from regular use of the PAPR system.

up if your system is being red flagged as an NPE.

Bottom Line Mission Control The best way to check if your ADS-B system is Fortunately, there’s a device inside the FAA transmitting the correct information about your ADS-B ground system called the ADS-B Performance aircraft, and to ensure it is not operating in an NPE Monitor (APM). The APM is designed to automatically condition, is to run a PAPR report today. It’s available check your ADS-B system for performance issues, online, it’s free, and you get the results in 15 minutes.

red-flagging any NPE results or other non-compliance It’s such a great tool to help keep you safe in the air concerns. It works by capturing all broadcast infor - and on the ground. Why not give it a try now?

mation from your aircraft, including all operations within PAPR, or Public ADS-B Performance Jennifer Caron is an assistant editor for FAA Safety Briefing . She is a certi - FAA ADS-B coverage from taxi fied technical writer-editor, and is currently pursuing a Sport Pilot Certificate. Report, is a quick, easy, and free to takeoff to landing automati - way to check your ADS-B system as cally, and every time you fly.

many times as you’d like.

Learn More After your flight ends, the data collected by the APM during that operation is used to 2018-2019 FAA ADS-B Rebate Program perform a compliance assessment and generate a cor - www.faa.gov/nextgen/equipadsb/rebate/ responding PAPR.

Public ADS-B Performance Report (PAPR) User’s Guide “The APM completes around fifty different indi - adsbperformance.faa.gov/PAPRUsersGuide.pdf vidual compliance checks on each ADS-B message 18 FAA Safety Briefing January/February 2019

Checklist

SUS A N PA R SON

Equipping without Tripping

Resources to Guide You on ADS-B Selection

So many roads. So many detours. So many Using these free resources will help you narrow choices. So many mistakes. the set of choices to a more manageable number. If your situation is akin to that of my Cessna 182 flying Sarah Jessica Parker club, budgetary considerations Actress Sarah Jessica Parker might have been will further narrow the list.

If the ADS-B equipage decision has thinking about her famous TV character’s passion Beyond that, you might find you in the throes of analysis paralysis, for shoes, but the quip goes to a more serious point.

it helpful to make a list of the perusing the FAA website’s pages on this In his 2004 book called The Paradox of Choice , psy - characteristics or features that topic could help you narrow the range of chologist Barry Schwartz addressed the idea that the you really do or don’t want, an overwhelming abundance of choices in a culture options that meet your needs.

exercise that will winnow the list that prizes perfection can lead to “analysis paralysis” still more. It might be a pretty and stress. As the book summary notes, “choice easy decision after that. If, however, you find yourself overload can make you question the decisions you dithering over the last two or three possibilities, just make before you even make them, it can set you up remember that the likelihood of a “perfect” selection for unrealistically high expectations, and it can make is probably similar to the likelihood of the “perfect” you blame yourself for any and all failures.” Fortu - flight we all hope someday to achieve. As long as nately, Schwartz goes on to offer eleven practical your choice meets the requirement of the mandate steps on how to limit choices to a more manageable and checks the boxes you consider most important, — and less stressful — number.

you can call it good, get it done, and enjoy the ben - Schwartz’s book is now on my personal read - efits of this technology.

ing list, and you might also find it helpful. But if the ADS-B equipage decision has you in the throes of Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of analysis paralysis, perusing a few of the FAA website’s FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

pages on this topic could be helpful to your needs.

The landing page on the FAA website’s ADS-B portal illustrates the scope of the FAA’s ever-increas - Learn More ing trove of useful information on equipping to meet the requirements of the ADS-B Out mandate. One Equip ADS-B of the first links you’ll find is a decision flow chart www.faa.gov/nextgen/equipadsb/ to help you determine whether you need to equip, ADS-B FAQs which is also on page 14 of this issue. The next link www.faa.gov/nextgen/equipadsb/resources/faq goes to an overview of the rule itself. The third will ADS-B Resources be of particular help to those working through the www.faa.gov/nextgen/equipadsb/resources large set of choices, because it allows you to view a ADS-B Equipment list of FAA-certified equipment for ADS-B, as well as www.faa.gov/nextgen/equipadsb/installation/ to search the FAA’s database for ADS-B compliant equipment/ equipment. This database also gives you the option of searching for equipment specific to the make and model of your aircraft.

January/February 2019 FAA Safety Briefing 19

T O M H O F F M A N N

Sorry, Wrong Number

A Fresh Look at Avoiding Call Sign Mismatch Issues

extGen is the FAA-led modernization of our section 91.227(d)(8). The result of a mismatch, espe - nation’s air transportation system that aims cially in a busy sector, can lead to significant opera - N to improve aircraft separation standards and tional difficulties for ATC, including distraction and provide better safety to pilots and passengers. For a increased workload.

change of this size and magnitude to be successful For example, were a CSMM to occur with the requires NextGen’s various interconnected pro - alerting function activated, a blinking CSMM alert grams, systems, and procedures — each with their would appear on either the controller’s or the ATC own moving parts and pieces — to flow together supervisor’s screen (depending on which platform is seamlessly and work in harmony. It’s a tall order, used) and require immediate action. FAA’s Order JO but one that the FAA has been assiduously working 7110.65, the chief guidance document for ATC pro - towards for well over a decade, with several critical cedures and phraseology, would require ATC to issue milestones in its rearview mirror. the following statement following a CSMM: One of the unexpected “blips on the radar” with (Aircraft ID) YOUR ADS−B CALL SIGN DOES regard to integration efforts for ADS-B — a corner - NOT MATCH YOUR FLIGHT PLAN CALL SIGN.

stone technology for NextGen — has been an issue Because of the current frequency of CSMMs, with aircraft identification inconsistencies, dubbed the FAA has had to disable the feature that allows a call sign mismatch (CSMM). This issue occurs for flight ID matching. This step dilutes the system’s any time the aircraft identification listed in a flight integrity and can affect a controller’s ability to detect plan does not exactly match the ADS-B transmitted a potential conflict. But it’s not just controllers who identification. You may recall a previous article on are affected by CSMMs.

the topic in our March/April 2017 issue, “What’s in a “ADS-B In is negatively affected by incorrect FLT Name? How to Avoid a Call Sign Mismatch,” which IDs [call signs], which at a minimum impairs a pilot’s outlined the issue and explored a few mitigation situational awareness,” says Kerri Strnad, an Air Traf - options to help prevent a CSMM. The intent here is fic Specialist with the FAA’s En Route Standards and to re-acquaint you with the issue and provide some Procedures Division. “It is imperative that operators important procedural changes and policy updates set the correct call sign into their ADS-B, exactly that are helping to resolve these mismatches. matching their flight plan aircraft identification.” Your Call (Sign) is Important to Us ... You’ve Got the Wrong Number, Please Dial Again Let’s start by reviewing why this issue matters.

Simply stated, the call sign that an aircraft is broad - In the previous CSMM article, we discussed how most GA pilots are not typically affected by casting needs to match what an air traffic controller sees on the scope. The requirement for your ADS-B this issue since the N-number they use as their call unit to transmit your aircraft identification is stated sign is almost always the same number entered in Title 14 Code of Federal Regulations (14 CFR) into their ADS-B system. Recent data confirms this 20 FAA Safety Briefing January/February 2019 is still the case. As long as your ADS-B Out system is properly installed and configured to match your registration or N-number, you’re good to go. How - ever, sometimes GA operators are simply unaware they have a mismatch, which is often the result of the installer “fat-fingering” the registration number into the ADS-B unit. But don’t worry, there’s an easy way to check that.

The FAA’s Public ADS-B Performance Report (PAPR) tool, at adsbperformance.faa.gov/PAPRRe - quest.aspx can verify that your system is configured properly. Simply fly in an area of ADS-B coverage and then submit a request. PAPR reports are typi - cally 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 defi - ciencies with your ADS-B transmitter. If you suspect a typo is the cause of a CSMM, your repair shop should be able to help correct it. If the aircraft identification input on your unit can be manually configured, you should be able to update it yourself.

Beyond the “Call” of Duty The more pervasive problem with CSMM lies with operators who use specialized call signs that differ from the aircraft’s registration number, like an Air Ambulance flight. By using a pilot-programmable ADS-B unit, an operator can easily sync the ADS-B call sign with the flight plan call sign to avoid a CSMM.

However, some ADS-B transmitters do not have a pilot changeable call sign feature, and many air ambulance operators change their call sign depending on the need for priority handling. This sticking point has Here’s an example of how MEDEVAC is now required some creative thinking to resolve.

used during a flight using a local call sign: FAA System Operations Security handles call sign policy and is the nexus between call signs • NO PRIORITY: and ADS-B equipment. Working with members For radio transmissions, use “MID-ATLANTIC Three;” when filing a flight plan, file as MA3.

of the air ambulance community, the FAA drafted new language in Advisory Circular (AC) 120-26M, • PRIORITY HANDLING REQUESTED: Assignment of Aircraft Call Signs and Associated For radio transmissions, use “MEDEVAC Telephonies , to resolve this issue. There were dif - MID-ATLANTIC Three;” when filing a flight fering understandings in the community regarding plan, file as MA3.

the use of N-numbers, local call signs, and prior - While this policy change allows air ambulance ity handling. Section 2.4 from the AC addresses operators without programmable ADS-B units to still priority handling for civilian air ambulance flights, receive priority handling, using a radio transmission clarifying that when the pilot states “MEDEVAC” to make this request does not automatically commu - before its FAA-authorized call sign or N-number, nicate this special status to controllers downstream ATC will provide priority handling in accordance from where the flight is operating. The National Air with FAA Order JO 7110.65, no exceptions. For any Traffic Controllers Association (NATCA) and the MEDEVAC flight, there is no additional flight plan FAA are currently looking at possible solutions to filing requirement, such as entering “MEDEVAC” in this problem, which include exploiting data from the the remarks section.

January/February 2019 FAA Safety Briefing 21 remarks section (Field 18) from the ICAO Flight Plan to convey a MEDEVAC status to other controllers.

Three Tips to Help Prevent a CSMM We’ll follow up on their progress in a future issue.

• Get a PAPR report after install and at AC 120-26M also provides additional clarity on regular intervals.

programmable ADS-B equipment and strongly rec - • Take the time to carefully enter your ADS-B ommends it for anyone using new or existing FAA- call sign when using a programmable unit, authorized call signs (ICAO Three-letter Identifier, or better yet, integrate the procedure into U.S. special, or local) in the NAS. However, if an air - your preflight checklist.

craft operator does not • Seek out some training on the features of have a pilot program - your ADS-B unit, including how to program One of the unexpected “blips on the radar” mable ADS-B transpon - your call sign.

with regard to integration efforts for der, the FAA-authorized ADS-B — a cornerstone technology for call sign may be used by having a mechanic or NextGen — has been an issue with aircraft corrected right away,” says Kenney. “But obviously as other qualified person identification inconsistencies, dubbed a call we get more and more new aircraft to equip, we have preset the call sign in sign mismatch (CSMM).

to keep the pressure on since we’ll have more folks the ADS-B equipment using the system.” before flight. Otherwise, the pilot must use the According to Kenney, there are several minor aircraft registration number as the aircraft identifica - and easily preventable mistakes that can lead to a tion when filing a flight plan and for use during radio CSMM. “Maybe the technician forgot to put the N communications.

in front of the registration number or mistakenly To sum up, if the pilot is able to ensure that entered a serial number during the ADS-B instal - the local or other FAA-authorized call sign is pro - lation,” he says. “Or perhaps the pilot hasn’t been grammed into the ADS-B equipment before flight, properly trained on the unit, or simply forgot to enter the pilot can continue to use that FAA-authorized the right call sign.” call sign. If the pilot is unable to do so, use of the To help prevent these mistakes, Kenney advo - N-number is required.

cates getting familiar with your ADS-B system and Answering the Call getting training on its features. Check to see if it has a pilot-programmable call sign and if that feature was In our 2017 CSMM article, we reported a monthly snapshot of about 44,000 flights with mismatch activated during the installation. If it is programma - ble, be sure to integrate the call sign update task into events in the lower 48 states, with general aviation your normal preflight checklist so it’s not forgotten.

(GA) accounting for about 30-percent of that number.

Finally, and as we mentioned earlier, be sure to As of October 2018, that total number of CSMMs has been reduced to just less than 17,000. GA operators run an ADS-B Performance Report, or PAPR request, after installation and at regular intervals thereafter not using call signs dropped by almost half to only to ensure everything is working properly. “You might 16-percent of the total. When you discount non-oper - want to consider a PAPR request when it comes ator related CSMMs caused by technical and proce - dural errors, that number drops to 14,000 events. This time for your annual,” says Kenney. “Then if there’s a problem, you can hand it to your mechanic and they change accounts for slightly more than 1-percent of can handle it during the inspection.” the total number of flights for aircraft with ADS-B, Have any questions, comments or feedback on the down from a previous rate of 4.5-percent.

“I think we’re making a lot of progress, but we ADS-B Call Sign Mismatch issue? Send us an email at 9-AWA-AVS-ADS-Programs-AFS@FAA.gov .

still have a ways to go,” says Jim Kenney, an aviation safety inspector with the FAA’s Flight Technolo - gies and Procedures Division in Flight Standards.

Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a com - Kenney, who is on the frontline of the CSMM issue, mercial pilot and holds an A&P certificate.

is leading an effort to help educate everyone from GA pilots to air carrier pilots on the need to properly Learn More align the aircraft identification they transmit. “Most Choosing Equipment with Changeable Call Signs people have been very understanding and they get it www.faa.gov/nextgen/equipadsb/installation/ call_sign/ 22 FAA Safety Briefing January/February 2019

Photo couresty of Garmin T O M H O F F M A N N

Light

AD S- B

Exploring ADS-B Out Options for Light-Sport and Experimental Aircraft

f you are the owner of a light-sport or experimental C166b), or for Universal Access Transceiver (UAT) aircraft, you’re probably aware that your aircraft 978 MHz equipment (TSO-C154c).

I can use uncertified ADS-B Out equipment to meet This is important because, unless specifically the impending 2020 mandate. This option can cer - authorized by ATC, uncertified ADS-B transmitters tainly make things easier in some respects, but there that do not meet the performance requirements of are some important details that you’ll want to con - an ADS-B Out TSO are not permitted to operate in sider to ensure your equipment meets the require - airspace requiring ADS-B Out after January 1, 2020.

ments of the new airspace rule. Air Traffic Control (ATC) would not use the data from transmitters that do not meet most of the Equipment Check performance requirements listed in the regulations For starters, if you are considering using uncerti - for ADS-B Out performance (Title 14 Code of Federal fied ADS-B Out equipment, check your airworthi - Regulations (14 CFR) section 91.227). This means ness certificate. You can install uncertified ADS-B ATC cannot provide flight-following services or sepa - Out systems only on amateur-built aircraft and light- ration services to these aircraft.

sport aircraft with an experimental airworthiness To qualify non-TSO equipment as compliant for certificate, as well as on special light-sport aircraft operations in ADS-B airspace, the avionics manufac - (with some restrictions on the installation end). Any turer must provide a statement of compliance that type-certificated aircraft must use FAA-approved indicates the equipment — when installed in accor - ADS-B Out equipment and obtain installation certi - dance with the installation instructions — complies fication. Keep in mind that even if you are able to use with all requirements of 14 CFR section 91.227, and an uncertified ADS-B Out system, it must still meet with the performance requirements of the appropri - the performance requirements of the FAA Technical ate TSO. Manufacturers of uncertified ADS-B Out Standard Order for 1090 MHz equipment (TSO- equipment are expected to perform the appropriate January/February 2019 FAA Safety Briefing 23 engineering efforts to ensure their systems meet the required specifications. They should also be able to Important Tip!

provide product support to include design changes, Retain the ADS-B Out installation instruc - equipment modifications (or instructions for per - tions from the equipment supplier, including forming them), and revisions to the installation, the statement of compliance, in the aircraft operating, and maintenance instructions.

records to support the equipment’s compliance with the regulatory requirements. This will also Installation Check help in resolving any in-service issues that Along with a statement of compliance, owners might crop up.

equipping with non-TSO systems should also obtain installation instructions from the applicable avionics manufacturer. These manufacturers should consider experimental LSA special airworthiness certificate the guidance in AC 20-165, Airworthiness Approval and install the ADS-B Out as an alteration under the of Automatic Dependent Surveillance - Broadcast provision of the experimental LSA operating limita - OUT Systems when creating installation instructions.

tions. Another option for those “orphaned” LSA For special light-sport aircraft (SLSA) owners, aircraft is to find a viable entity, such as another man - the installation of any ADS-B Out equipment ufacturer, type club, user group, or other interested (certified or non-certified) must be performed in party, to provide the continued airworthiness support accordance with an applicable consensus standard needed to be able to install the ADS-B Out system and and authorized by the aircraft’s manufacturer. This maintain the SLSA airworthiness certificate.

installation authorization has presented a challenge Another consideration for both LSA and experi - for some LSA owners whose aircraft manufacturer mental aircraft owners is choosing and installing either went out of business or decided not to support a position source for their ADS-B system. For GPS and approve an ADS-B Out installation process.

equipment, you may install an uncertified GPS on As a workaround to either of these situations, amateur-built and light-sport aircraft with experi - the LSA owner/operator may continue to operate the mental airworthiness certificates, but it must meet aircraft without ADS-B Out in allowable airspace, or the performance requirements of a GPS TSO. Posi - exchange the SLSA airworthiness certificate for an tion sources that do not meet the performance 24 FAA Safety Briefing January/February 2019 requirements of a GPS TSO will not comply with 14 CFR section 91.227 and will not be permitted to Keep TABS on ADS-B operate in airspace requiring ADS-B Out.

If you own a glider, Although the list is limited to TSO-certified balloon, or an aircraft that ADS-B products, you can search on the FAA’s website was not originally cer - for equipment options at www.faa.gov/nextgen/ tificated with an electrical equipadsb/installation/equipment.

system, your aircraft is likely exempt from carry - Operation Check ing a transponder or ADS-B The FAA continuously monitors compliance to Out equipment while operat - the ADS-B Out equipment performance require - ing in the NAS. This provision ments. As of November 1, 2018, the total number of was made in consideration of LSA and experimental aircraft that were equipped the limited or non-existent power with ADS-B Out was 6,139, but 1,637 of those air - sources found in these aircraft.

craft had systems with non-performing emitters However, there are equipment options available that can still allow these air - (i.e., systems that did not meet the performance craft to be “seen” by other NAS users.

requirements). While that number is beginning to The intent of a Traffic Awareness Beacon decrease, the best way to get off and stay off that list System (TABS) is to increase safety within the is to perform a Public ADS-B Performance Report NAS by encouraging the voluntary equipage (PAPR) request. A PAPR request will verify the per - of a low-cost, compact, easy-to-install device formance of your ADS-B Out system and identify any that will allow other properly equipped aircraft equipment non-compliance conditions. The FAA to track and display the TABS aircraft. Aircraft encourages operators to perform a PAPR request equipped with ADS-B In capability (as defined after ADS-B system installation and at least annu - in TSO-C154c, TSO-C166b, and TSO-C195b), ally thereafter. You can perform a PAPR request free as well as certain Traffic Collision Avoidance at any time by going to adsbperformance.faa.gov/ Systems, will be able see aircraft using a TABS PAPRRequest.aspx.

device.

It’s important to note that TABS is not a rule-compliant solution for entry into ADS-B Out Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a com - rule airspace and that equipment broadcasting mercial pilot and holds an A&P certificate.

with TABS will not appear as a target to an ATC controller. For more information, see the TABS Learn More TSO here: https://go.usa.gov/xPPPy.

FAA Advisory Circular AC 90-114A, ADS-B Operations www.faa.gov/documentLibrary/media/Advisory_ Circular/AC_90-114A_CHG_1.pdf January/February 2019 FAA Safety Briefing 25 26 FAA Safety Briefing January/February 2019

PAU L C I A N C I O L O

Show

Me

the

How to Get Your ADS-B Out Rebate

s you probably know by now, starting in 2020 all If you own a fixed-wing, single-engine piston aircraft flying in airspace where a transponder aircraft that requires an onboard human pilot and A is required today will need to be equipped with was first registered before January 1, 2016, then you compliant Automatic Dependent Surveillance– are eligible for the current rebate program. However, Broadcast (ADS-B) Out technology. As an incentive owners of multiple eligible aircraft may apply for to equip now, the FAA relaunched its $500 rebate only one rebate. Rebates are not available for aircraft program that makes $4.9 million available for 9,792 already equipped, or where the FAA has already paid ADS-B Out installations. or committed to upgrade. The program will run until If you want to learn more about this incentive October 11, 2019, or until the funds for all the remain - program, then read on. Last time this rebate was ing rebates are exhausted, whichever comes first.

made available, a little more than 10,000 were paid.

AVAILABLE NOW LEARN MORE

Decide: Select equipment for purchase; schedule installation

Reserve: Reserve your rebate; receive Rebate Reservation Code

Install: Install your ADS-B equipment

Fly in ADS-B airspace to validate equipment performance; Fly and Validate:

receive Incentive Code

Claim: Use Rebate Reservation Code and Incentive Code to claim your rebate

January/February 2019 FAA Safety Briefing 27 Reserve Install Decide Fly and Validate Since the rebate program is aimed at a segment of The ADS-B rebate program has allotted 60 days the general aviation (GA) community, only certified after the scheduled installation date to fly, validate, Reserve Claim Technical Standard Order (TSO) Version 2 equipment and claim the rebate. This allows you to resolve is eligible. The FAA maintains unforeseen issues with the installation or avion - a list that is updated monthly ics. If the rebate is not claimed within 60 days of Install As an incentive to equip now, the FAA of eligible equipment at the initial scheduled installation date, the rebate relaunched its $500 rebate program bit.ly/equipADSB. However, reservation will be voided. If this happens, you may Fly and Validate avionics manufacturers will apply for a new rebate reservation code, but there that makes $4.9 million available for have the latest status of TSO is no guarantee that another rebate reservation will 9,792 ADS-B Out installations.

certification for their ADS-B be available.

Claim Version 2 systems. If you ever operate your aircraft This step in the rebate process is what causes using a call sign other than your N-number, be sure to many rebates to go unclaimed. You do not need to select an ADS-B transmitter with a pilot-changeable make a special flight for the rebate. You can use one call sign feature. of your routine flights to claim your rebate, as long as Discuss your plans with a certified installer to it meets the criteria of the program.

ensure it will work correctly in your airplane. Once you The FAA provides an automated tool to assist schedule your appointment to install the TSO-certified aircraft owners, operators, and avionics shops in Decide avionics, you are ready to reserve your rebate. validating the performance of ADS-B Out equip - ment installed on aircraft. It’s called a Public Reserve ADS-B Performance Report (PAPR), and it will confirm if the ADS-B installed equipment is work - When you are within 90 days of the scheduled ing properly. In order to request a PAPR report, ADS-B Out installation date, reserve your rebate Install you will need to fly your airplane in the airspace online at bit.ly/reserveADSB. You will need to check defined in 14 CFR 91.225 for a minimum of 30 all the boxes about eligibility to proceed to the rebate consecutive minutes, with at least 10 aggregate reservation form. You will then need to provide Fly and Validate minutes of maneuvering (see sections 4.3.2.3- your aircraft tail number using its properly formed 4.3.2.6 of AC-20-165B for more information).

N-number as found in the FAA Civil Aircraft Registry.

This validation flight can be completed any time Claim Do not enter spaces or dashes.

you are flying in airspace where a transponder Next, you will need to review the tail number, is required today. If you are unsure about your airplane manufacture date, airplane model, aircraft local airspace, go to bit.ly/ADSBairspace for more type, name of owner, and address of owner. To be sure information. There is also a handy KMZ file for information is correct beforehand, check the FAA’s download from this site that can be uploaded to aircraft registry at registry.faa.gov/aircraftinquiry.

Google Earth.

Then, select your ADS-B link, select your transmitter Minimize flight time near or at the fringe of ADS-B from the list, and enter the scheduled install date — coverage areas because it may negatively impact the the selected date can only be in the future. Enter your metrics provided in your PAPR validation report.

email address, and check the “I’m not a robot” box.

Decide After you have flown through ADS-B rule airspace, Once these steps are completed, a rebate reser - you need to request a PAPR. Go to bit.ly/validateADSB vation code will be generated. Later, you will need and enter the following information: date of your the exact code including the “RR” and dashes (e.g., Reserve flight entered as the date recorded in Zulu (UTC+0) RR-1234-1234) for your rebate claim.

time at the start of the flight; your N-number; an email address to send your report to; the configuration of the Install ADS-B Out equipment and GPS source installed on Aircraft owners who have an aircraft with a your aircraft; and the equipment installer. A notes area standard airworthiness certificate, e.g., part 23, 25, is included if you do not find your specific equipment.

Fly and Validate 27, and 29, may have the ADS-B equipment installed Successful PAPR processing depends on the by a repair station or an appropriately-licensed air - accuracy of the information provided. All fields frame and powerplant (A&P) mechanic.

Claim should be completed and verified prior to submit - ting your request.

28 FAA Safety Briefing January/February 2019 Using the above information, the tool will search We know that some owners of GA aircraft may through its inventory of past aircraft operations for a be particularly price sensitive and therefore may flight meeting the selections. If a flight with matching Decide be postponing their installations. With more than identification can be located on the requested date, 100,000 GA aircraft likely to require ADS-B Out, a PAPR and General Aviation Incentive Require - there is a near-term need to accelerate equipage in Reserve ments Status (GAIRS) report will be emailed within order to ensure that pilots, manufacturers, and retail 30 minutes. The GAIRS report will indicate either a facilities have adequate time and capacity to equip “pass” or “fail” for the GA rebate program. Once the aircraft in a timely and efficient manner.

Install report indicates “pass,” it will include an incentive While $500 will only cover a portion of your total code. This incentive code will be required to claim cost for ADS-B Out, a survey of aircraft owners found the rebate. If you do not receive these reports, check that getting costs below $2,000, which is an approxi - Fly and Validate your spam or junk email folders. mate minimum cost to equip, would encourage many price-sensitive owners to equip now. The FAA Claim chose $500 as an amount that would get the price to that more-attractive range, while maximizing the If you are still within 60 days of the installation total number of rebates available. So if you want to date that’s recorded on your rebate reservation, you see the money, then reserve your rebate now!

can go to bit.ly/claimADSB to claim your rebate.

You will need your rebate reservation, email address Paul Cianciolo is an associate editor and the social media lead for FAA used during reservation, and incentive code from the Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member GAIRS to file the online claim form.

and volunteer public affairs officer with Civil Air Patrol.

If you need help at any time, send an email to ADSBRebateHelp@faa.gov.

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Drone Debrief E M A NUE L C R U Z

Drones, Remote ID, and ADS-B

While ADS-B has been transforming traditional FAA continues to work through the recommended aviation, you may be asking yourself — how will it analysis on ADS-B in UAS. But what’s probably interact with drones? It’s a fair question. And one more of interest to traditional aviators, especially that’s been discussed regularly since the FAA first GA pilots, is how remote identification will support issued its regulations on the civil use of drones. their safety. The FAA has made it clear that one of the In March 2017, at a Senate hearing on reasons for remote identification requirements is to unmanned aircraft, Senator Tammy Duckworth support the ability for law enforcement and security asked Earl Lawrence, the executive director of the agencies to be able to respond to potential threats.

FAA’s Unmanned Aircraft Systems Integration Office But as Senator Duckworth suggested, the aim for at the time — “Why wouldn’t we require ADS-B Out transmitting an identification is also to support on [larger drones]?” She further noted that drones, safety in the National Airspace System.

even smaller drones such as quadcopters, should It comes down to managing the airspace. To have the capacity of continuously emitting an iden - mitigate potential collisions between drones and tification code. It’s a concern that was born out of manned aircraft, the FAA is driving the development her own experience of almost colliding with a drone of an unmanned traffic management system (UTM).

while piloting a manned airplane. It’s a concern that In the same way that traffic is managed on the ground many pilots, including general aviation (GA) pilots, by way of roads, traffic lights, license plates, signs, have shared with the FAA. At the time, the FAA had onboard navigation, and other capabilities, UTM been collaborating with a wide array of industry will be a suite of capabilities to UAS traffic in the air.

members to plan an aviation rulemaking committee Remote identification, as noted by current Executive (ARC) on that specific subject. Director of the FAA’s UAS Integration Office Jay Merkle The remote identification and tracking ARC at the 2018 UAS Symposium, would be designed on was formed on May 4, 2017. It was chartered to those principles of UTM. It’ll be a capability among provide the FAA with recommendations on pos - the suite of UTM services to manage the airspace.

sible approaches to remote identification, includ - The FAA continues its efforts with UTM, remote ing available technologies, shortfalls in available identification, and its assessments of ADS-B. A rule - standards, and on how remote identification may making effort is targeting publication of a proposal be implemented. Throughout the summer of 2017, by the summer of 2019. Additionally, Congress the committee met multiple times to discuss these included UTM and remote identification in its recent issues, and ADS-B was a regular discussion point for reauthorization to the FAA. There’s still much work the committee. But the report noted that there was to do, but you can be sure there will be continued concern for congestion on the 1090 MHz frequency engagement with the public as these initiatives associated with ADS-B and that “existing studies develop and, as we enable new UAS operations, suggest that this frequency is nearing capacity limits safety will be our priority.

in certain high density airspace areas (e.g., the Los Angeles Basin).” So while the ARC included ADS-B Emanuel Cruz is the manager of the Safety and Operations Branch in the in its recommendation for technological solutions FAA’s Office of Unmanned Aircraft Systems.

to remote identification, it recommended that any proposal for using ADS-B frequencies be analyzed Learn More for the impact on the performance of current and Read the ARC report at future secondary surveillance radar (SSR), airborne go.usa.gov/xPS6s collision avoidance systems (ACAS), and ADS-B.

The transcripts of the hearing are available at Ultimately, in the ARC’s recommendation to the go.usa.gov/xPS66 FAA, ADS-B was just one of multiple technological solutions proposed by the ARC on remotely identify - See the UTM Architecture presented at the March 2018 UAS Symposium at ing unmanned aircraft systems (UAS).

go.usa.gov/xPS6t How ADS-B is going to fit into the concept of remote identification is certainly an interest, and the 30 FAA Safety Briefing January/February 2019

JE NNIF E R C A R ON

Nuts, Bolts, and Electrons

Correct Data — The Key to ADS-B Accuracy

When it comes to ensuring the proper set up of 2. Verify the Flight Identification an ADS-B system, the number one, most important Like a Mode S transponder, the ADS-B system thing to do is to verify that the system configuration transmits the aircraft’s flight identification (FLT ID), data is correct . The second most important thing to or aircraft call sign, so ATC and other aircraft with do is to verify that the system configuration data is ADS-B-In systems can identify the aircraft. This correct, and the third? You guessed it. Verify that the field must match the call sign filed in system configuration data is correct!

your flight plan. It is the responsibility The aircraft identification data entry task is the The aircraft identification data of the installer to enter the FLT ID cor - most important step during the installation of the entry task is the most important rectly in an ADS-B system that does ADS-B system. Why? Correct ADS-B setup requires not allow the FLT ID to be changed by step during the installation of the the installed ADS-B system to accurately identify the the pilot. Unless the ADS-B unit con - ADS-B system.

aircraft to air traffic control (ATC) and other aircraft tains a pilot-programmable call sign in the airspace.

feature, the owner often cannot make It is the responsibility of the avionics installer changes to, or reconfigure, the system setup once to verify the data configured in the ADS-B system the repair shop releases the aircraft.

following installation. According to James Marks, FLT ID errors are ususally the result of configu - ADS-B Team Lead in the FAA’s Flight Standards ration mistakes. If a FLT ID is not entered, it results Service, “too many ADS-B-equipped aircraft are not in the “Missing FLT ID” or “No FLT ID” readout, fully compliant with the performance requirements another common cause of ADS-B set up error. To for the equipment, and the majority of these ADS-B avoid errors, check the configuration summary page compliance failures result from improper configura - and verify that the FLT ID exactly matches the air - tion of the equipment.” craft registration number or an FAA-authorized call Three of the most common errors that we sign if requested by the operator.

regularly see are: transmission of a wrong emitter 3. Verify the ICAO Code category, an incorrect flight identification (aircraft “Fat fingering” input of the 24-bit ICAO code is call sign), and transmission of a wrong ICAO code,” another common ADS-B setup error. In most cases, Marks explains. These common errors can be easily the ADS-B manufacturer ships the equipment with avoided by making sure that the system is set up a factory default ICAO code. The installer must correctly during the aircraft identification data change the factory default ICAO code to match the entry process.

aircraft’s FAA-assigned ICAO code (also known as 1. Verify the Emitter Category the “Mode S address”).

The ADS-B system transmits the emitter cat - Checking for the presence of an ICAO code egory, or aircraft category, to describe the weight during a ground check is not sufficient. Marks class of the aircraft. This information must accurately advises avionics equipment installers to “carefully portray the aircraft as light, small, large, rotorcraft, review the configuration summary, or maintenance glider, etc., for a correct set up of the ADS-B system.

page, to make sure that the Mode S/24-bit ICAO Most GA aircraft are in category 1 for light fixed- code you entered exactly matches the code assigned wing aircraft (less than 15,500 lbs. maximum takeoff to that aircraft by the FAA, to allow proper ATC iden - weight), or category 2 for small fixed-wing aircraft tification and tracking.” (between 15,500 lbs. and 75,000 lbs. maximum take - Some manufacturers have developed fail-safes off weight).

that prevent system activation until the installer Check the configuration summary or mainte - enters a new ICAO code. Still, “several aircraft are nance page to locate the aircraft’s emitter category flying today with the pre-assigned default ICAO information. Verify that the emitter category is cor - factory codes,” says Marks. The bottom line: it is rect for the maximum takeoff weight of the aircraft.

the installer’s responsibility to make sure that the See FAA Advisory Circular 20-165B, section 3.2.3.4, transmitted ICAO code exactly matches the aircraft’s for more details.

FAA-assigned ICAO code. There is often no way for January/February 2019 FAA Safety Briefing 31 Three Tips to Help Ensure a Successful ADS-B Out Install: 1. Verify the Emitter Category 2. Verify the Flight Identification Sample PAPR report identifying parameters, highlighted 3. Verify the ICAO Code in red, where the ADS-B Out system failed to meet performance requirements.

the aircraft owner to access the ADS-B set up system adsbperformance.faa.gov/PAPRRequest.aspx , to make this correction. fill out the required information, and submit the request. The PAPR service sends an email with all Finally — Test the System the configuration and performance details of the After configuration, it is essential to test the ADS-B Out equipment installed on the aircraft. Any ADS-B system. Most ADS-B equipment manufactur - equipment configuration or performance errors will ers provide checkout tools that an installer can use to show up in highlighted red, and if the report isn’t edit and view the system configuration. “The config - flagged red, you’re all set. Any areas of the report uration summary page verifies the data configured in highlighted in red should be addressed and verified the avionics, but it is not an actual test of the system,” by requesting a PAPR following the next flight.

explains Marks. You need to perform both a ground The integrity and accuracy of the ADS-B equip - check and a post-flight check to validate the system ment itself is determined by the manufacturer.

configuration and its performance.

However, it is your job as the avionics installer The ADS-B system ground check verifies what to make sure that the ADS-B system hardware is is being broadcast by the equipment. Some avion - installed and configured correctly, including having ics installation shops have ramp test equipment the appropriate component software loads to enable or other system interface tools on hand to display the equipment to meet regulatory performance data transmitted by the ADS-B unit. This equipment standards. Use these techniques to keep your ADS-B allows technicians to verify that all parameters are installs error free.

configured correctly prior to the first flight after the installation. Additionally, your shop can confirm a Jennifer Caron is an assistant editor for FAA Safety Briefing . She is a certi - successful installation following the first flight by fied technical writer-editor, and is currently pursuing a Sport Pilot Certificate.

requesting an FAA ADS-B performance report.

After the owner completes the post-installation validation flight in airspace with ADS-B coverage, the owner and installer should request an equip - Learn More ment performance report using the FAA’s Public Visit the FAA’s Equip ADS-B Installation site at ADS-B Performance Report Request (PAPR) ser - http://go.usa.gov/x9m5e vice. Visit the FAA’s PAPR request website at 32 FAA Safety Briefing January/February 2019

T OM HOF F M A NN

Angle of Attack

Mitigating Mid-airs

Balancing Biology with Technology To Help You “See and Avoid”

We all know the strengths and weaknesses of our A personal connection to a mid-air collision over aircraft, including the inevitability that what might be Warrenton, Virginia in 2012 was the motivation for a clear advantage for one can be a complete detriment Aviation Adventures Flight School owner Bob Hepp for another. Nowhere is this distinction more evident to equip nearly all of his fleet of 45 aircraft with both than in maintaining visual separation from other ADS-B Out and In. The accident, which involved one aircraft, aka, see-and-avoid. The near polar opposite of Hepp’s chief instructors, made him realize just blind spots found on many high and low wing GA how inadequate see-and-avoid by itself was, as well aircraft have all too often been a leading cause in mid- as the need to get more traffic information into the air or near mid-air collisions. Although Cessna and cockpit. “If anybody’s operating an aircraft in a high- Piper owners may vehemently argue why each of their traffic area, I really can’t understand why they would respective models offers superior collision avoidance, not want to get ADS-B In when they’re just meeting it really boils down to pilot know-how more than the mandate of ADS-B Out.” You can see a video of having any kind of built-in design advantage. Hepp’s comments at youtu.be/zoiArdxTjvI .

Pilots actually have several techniques and tools While ADS-B technology can be a game-changer at their disposal during flight to avoid a mid-air, such when it comes to improving situational awareness, as communication, clearing procedures, and visual pilots also need to be wary of spending too much scanning techniques. But any pilot knows that these time on displays rather than their outside environ - techniques all have limitations and that even the ment. FAA Advisory Circular (AC) 90-48D warns most skilled and diligent pilot is still susceptible to pilots about maintaining this sort of vigilance. The an unseen aircraft encounter. That’s where technol - AC states that traffic information equipment does ogy can help, particularly Automatic Dependent not relieve a pilot of the responsibility to see and Surveillance-Broadcast (ADS-B) technology. ADS-B avoid other aircraft, and that managing distractions has greatly improved situational awareness for GA caused by the use of technology in the cockpit is operators. With ADS-B, each aircraft broadcasts critical to the safety of the flight.

its own GPS position along with other information In addition, the NTSB Safety Alert also reminds including heading, ground track, groundspeed, and us that “unless your system is also capable of provid - altitude (ADS-B Out). With its counterpart system ing resolution advisories, visual acquisition of and installed (ADS-B In), avionics have the ability to separation from traffic is your primary means of col - receive and process those data signals and present a lision avoidance (when weather conditions allow).” visual display of that traffic to the pilot. So to make sure your technology is complemented Realizing the great potential technology like by the proper biology, please review AC 90-48D. It ADS-B has to help enhance the visual depiction of has plenty of tips on how to flex those Mark Ones traffic, the National Transportation Safety Board and keep your visual acuity in tiptop shape.

(NTSB) issued a Safety Alert titled “Prevent Midair Collisions: Don’t Depend on Vision Alone,” available Learn More at www.ntsb.gov/safety/safety-alerts/Documents/ FAA Advisory Circular 90-48D, Pilot’s Role in Collision SA_058.pdf . The Alert highlights some of the recent Avoidance mid-air collision accidents the agency has investi - go.usa.gov/x96NU gated and which it believes that cockpit traffic dis - How to Avoid a Mid-Air Collision, FAA Safety Team play technology, like ADS-B (In), could have helped publication to prevent. The Alert also advises pilots to become www.faasafety.gov/gslac/ALC/libview_normal.

familiar with any new equipment they use for colli - aspx?id=6851 sion avoidance and fully understand its limitations.

FAA Video: ADS-B and General Aviation “High-density traffic around airports can make inter - https://youtu.be/saEdkbq0ZT8 preting a traffic display challenging due to display clutter, false traffic alerts, and system limitations,” the report states.

January/February 2019 FAA Safety Briefing 33

Vertically Speaking GE NE T R A INOR

Going All “Out”

Here in Texas, where the Rotorcraft Standards If overflying Class C airspace, you also must have staff is based, we like to talk in plain English (with a ADS-B Out for up to 10,000 feet MSL within the lat - few embellishments tossed in). Now, I understand eral boundary of the Class C airspace.

that with the Automatic Dependent Surveillance- If you plan to fly at or above 10,000 feet MSL, Broadcast (ADS-B) Out installation deadline excluding the airspace at or below 2,500 feet above approaching January 1, 2020, you might have a few the surface, you must use an ADS-B Out system questions and concerns. Well, bless your heart. within the 48 contiguous states and the District We’re going to try to give you an easy-to-under - of Columbia. Generally, this means you need the stand primer regarding the new rules. So keep your system if you fly above 10,000 feet MSL, except if saddle oiled as we begin the trail ride through the you’re near a mountain. An ADS-B Out system is not corn maze of federal regulations. required when flying in Class E airspace between Here are some of the most important rules for terrain and 2,500 feet above that terrain.

ADS-B — a system that uses satellite-based position - You also must use an ADS-B Out system at and ing to improve situational awareness for both pilots above 3,000 feet MSL over the Gulf of Mexico from and air traffic controllers. Effective January 1, 2020, the U.S. coastline out to 12 nautical miles.

your helicopter must have an ADS-B Out system if So, unless you only plan to fly your helicopter you’re going to fly in: low in a remote, rural area, well away from the busi - est airports, plan on getting ADS-B Out installed by • Class A, B, and C airspace.

January 1, 2020.

• Class E airspace within the 48 contiguous So why the need for ADS-B?

states and the District of Columbia at and ADS-B uses satellite-based positioning tech - above 10,000 feet MSL, excluding the airspace nology to provide three-dimensional information at and below 2,500 feet above the surface.

(latitude, longitude, altitude) about a helicopter’s • Class E airspace at and above 3,000 feet MSL position for ATC to use. Since it is broadcast, prop - over the Gulf of Mexico from the coastline of erly equipped ADS-B In aircraft can display the the United States out to 12 nautical miles.

position, altitude, and direction of nearby ADS-B • Within 30 nautical miles of the airports Out aircraft in the cockpit. This capability offers an identified in 14 CFR part 91, Appendix D unprecedented level of traffic situational awareness (Mode C Veil).

— particularly useful for helicopters operating in congested airspace.

What does all this mean? “Class A airspace” ADS-B can also provide coverage in remote, is airspace at or above 18,000 feet mean sea level mountainous areas since receiving antennas can be (MSL). Few helicopters fly this high, so we’ll mosey placed on top of mountains and can detect signals on down to the other airspace classes and rules.

from aircraft below.

For example, if you plan to fly within 30 nautical Radar looks out, not down, and has a limited miles (Mode C Veil) of any airport listed in Appendix ability to track low flying aircraft, such as helicopters.

D, you will need to use an ADS-B system up to 10,000 Large parts of the Gulf of Mexico lack radar cover - feet MSL. Suffice it to say, you cannot fly a helicopter age, making it a prime candidate for ADS-B. Despite in the general area of major airports, known as Class radar’s limitations, it will continue to be used as a B airports, without an ADS-B Out system. If you fly back-up system for ADS-B in the busiest airspace.

near smaller, air-traffic-controlled airports, known If you need more information, visit: as Class C airports, when approach control and the www.faa.gov/nextgen/equipadsb/resources/faq .

airport control tower for that airport are operating, Happy flying!

then you will need ADS-B Out for about five miles from the airport.

Gene Trainor is a technical writer/editor for the Rotorcraft Standards Branch in Fort Worth, Texas.

34 FAA Safety Briefing January/February 2019

Flight Forum

Loving the Fundamentals I love the article [Thinking for Two, Managing Instructional Risk in the Jul/Aug 2018 issue] and the direction!! Understanding why and risk man -

EQUIP NOW!

agement ... two vital, yet underappreciated and faa.gov/go/equipadsb employed skills. I also like the Fundamentals of Instructing, yay!

12 Months Left to — Kawehi

DON’T

make the ADS-B Out

Hi Kawehi, thanks for your email. We are happy 12

Deadline!

GET

to hear that you found it useful. Happy reading!

LEFT

IN THE

Casablanca Theming Starting January 1, 2020, you must Your Jul/Aug 2018 article using the theme from be equipped with ADS-B Out to Casablanca was very effective in driving (flying) fly in most controlled airspace.

HANGAR

home key elements of our pilot errors. I [like] your sense of humor while still making important points.

Keep up the good work!

Q: What is the difference between ADS-B

By January 1, 2020, you must be

— Bill Out and ADS-B In?

equipped with ADS-B Out to

Hi Bill, thanks for the feedback — happy you A: ADS-B Out refers to an aircraft broadcasting fly in most controlled airspace.

enjoyed the article and the issue. The team had a lot of its position and other information. ADS-B In refers fun with it.

to an aircraft directly receiving the ADS-B Out

Experience a new level of

broadcasts as well as messages from the ground Cessna On Our Minds network such as TIS-B and FIS-B. Only ADS-B situational awareness: Cessna Pilots Association really appreciates Out is mandated by the ADS-B Out rule. For G Weather G TFRs you including us in [the feature article, The Space information on installation and certification, refer G Traffic G NOTAMs Between Strategy and Tactics, in the Sep/Oct 2018 to AC 20-165B at go.usa.gov/xQKs7 for ADS-B Out issue]. This is a great publication that I read every and AC 20-172B at go.usa.gov/xQKs6 for ADS-B In.

month.

See and be seen.

Q: When will ADS-B services be available in — Kris, Cessna Pilots Association my area?

#ADSB Here’s some feedback we received A: ADS-B services are already available across FOR MORE INFO VISIT the U.S. including Hawaii, Alaska, Guam, San on Facebook about two of our articles faa.gov/go/equipadsb Juan, and the Gulf of Mexico. A coverage map is featured in the Jul/Aug 2018 issue.

available at From the article, Maybe Not Today ... — Avoid - faa.gov/nextgen/programs/adsb/coverageMap/.

ing the Perils (and Regrets) of VFR into IMC , by EQUIP NOW!

faa.gov/go/equipadsb guest writer Sabrina Woods: There needs to be more instrument training Let us hear from you! Send your comments, suggestions, and questions to SafetyBriefing@faa.gov or use a associated with the private pilot certificate … train - smartphone QR reader to go “VFR-direct” to our mailbox.

ing is key.

You can also reach us on Twitter @FAASafetyBrief or on — Byron Facebook facebook.com/FAA.

From the article, Not an Easy Day to Forget — We may edit letters for style and/or length. Due to our Remembering Fuel Management Before It’s Too Late , publishing schedule, responses may not appear for several by James Williams: issues. While we do not print anonymous letters, we will withhold Fuel up for primary destination, backup des - names or send personal replies upon tination, plus one hour — minimum (per a pilot I request. If you have a concern with used to work with).

an immediate FAA operational issue, — Robert contact your local Flight Standards Office or air traffic facility.

January/February 2019 FAA Safety Briefing 35

Postflight SUS A N PA R SON

It. Just. Works.

“Where is he?” Out and enable non-certified ADS-B In weather and A few months ago, I was in the right seat of my traffic data for everyone in the club with a tablet and flying club’s Cessna 182 Skylane conducting an a ForeFlight subscription.

instrument proficiency check for a fellow member So we can boast (pilots do that, right?) that we of our flying club. The pilot was under the hood, of made the move to ADS-B relatively early (okay, six course, and she was focused on entering the course years from the date of the rule, but more than three reversal procedure turn at an airport we often use full years before the deadline).

for instrument approach procedure work. Since the It’s a Beehive!

airport is convenient to our home base, and because The certified part of our ADS-B solution makes it has a number of different approaches on offer, it’s a our airplane compliant with the ADS-B Out rule, popular location for the sort of work we were doing.

and we are certainly relieved to have a reliable tran - The Back Story sponder. However, the addition of the non-certified As you might remember from the Pilot Report ADS-B In data, especially traffic, quickly became (PIREP) I offered in our first ADS-B focused issue “the” benefit. We always knew there were a lot of air - of FAA Safety Briefing (March/April 2017), there planes in the sky around our home base, but ADS-B was never a question of whether our club would In traffic data has provided jaw-dropping confirma - install ADS-B Out equipment. Our home base loca - tion of that fact.

tion inside the Washington, D.C. On the day of the instrument approach prac - Tri-Area Class B and Special Flight tice I described at the beginning, the ADS-B In Rules Area made that a true go/ data showed my colleague and me that we had Our certified ADS-B Out solution no-go decision. The issues we company. The tag on the tablet target told us it was makes our airplane compliant debated were the same “what” another Cessna, and we even had the tail number.

with the rule, but the non-certified and “when” that our fellow owners But never once did we hear the pilot make any posi - ADS-B In data, especially traffic, face. To recap, we initially took a tions reports or other transmissions. Even with both quickly became “the” benefit.

watch-and-wait approach, figur - of us searching the sky where ADS-B In said our ing — correctly — that manufacturers would provide “bogey” should be, never once did we see it with more options at lower prices as the 2020 equipage our own eyes.

deadline drew closer. That strategy also enabled us to To make matters more challenging, the other save money toward the eventual ADS-B acquisition pilot appeared oblivious to our presence notwith - and installation costs. standing the radio calls we made. As we weren’t keen We concluded pretty quickly that the certified on either unbriefed formation or (worse) swapping ADS-B Out and In boxes were beyond our budget. paint, my friend and I decided that discretion was Even if finances had allowed, we surmised that the the better part of valor. We broke off the approach, ever-quickening pace of new technology might flew to a safe distance, and rejoined after our all-but- render a “full Monty” device obsolete almost as soon invisible friend had landed.

as it could be installed. Consequently, we narrowed I don’t know what might have actually hap - the scope of our search to certified ADS-B Out solu - pened that day without ADS-B, but both of us real - tions and decided to use a bring-your-own-device ized what could have happened. Now more than approach to ADS-B In. ever, I wonder how we ever got along without the An aging equipment issue helped us further assistance of ADS-B information. Once you have it, I narrow the field. In our uniquely complex home think you will agree.

airspace, a properly functioning transponder really matters. Since our balky existing transponder was Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and in need of replacement, we confined our options to a Special Assistant in the FAA’s Flight Standards Service. She is an active transponder-based ADS-B solutions. We eventually general aviation pilot and flight instructor.

selected a device that would provide certified ADS-B 36 FAA Safety Briefing January/February 2019

PAU L C I A N C I O L O

FAA Faces

Paul Von Hoene

Aviation Safety Inspector, Flight Technologies and Procedures Division Dependent Surveillance–Broadcast (ADS-B), Electronic Flight Bags (EFB), Traffic Alert and Collision Avoidance Systems (TCAS), and Airborne Collision Avoidance Systems (ACAS-X).

Paul’s office was also involved with bringing six new weather products for upload to Flight Information Services – Broadcast (FIS-B) for ADS-B In users — lightning strikes, turbulence, icing forecasts, cloud tops, graphical Airmen’s Meteorological Information (AIRMET), and Center Weather Advisories.

However, with new technology comes the risk of over reliance on that technology. When used properly, these advances have the potential to improve general aviation (GA) safety. Pilots need Flying has always been an interest for Paul Von to understand the capabilities and limitations of the Hoene. When he was offered a chance to fly with the system they are using.

Navy right out of college, he took it.

“Safety depends on a lot of fundamentals, As a Naval aviator, Paul got to fly the Sikorsky understanding your systems, adherence to sound SH-3 Sea King , the Bell UH-1N Twin Huey , and the procedures, and just looking out the window,” Paul Sikorsky SH-60F Seahawk . His assignments included explains. “The latest, newest things tend to get atten - several aircraft carriers, amphibious assault ships, tion, but they must be used properly.” and a destroyer where he spent a combined 22 One such example is the use of ADS-B. With years in the Navy and Navy Reserve. When he left ADS-B Out, you are increasing your opportunity to be active duty, Paul became an airline pilot. He flew seen by the growing number of ADS-B In equipped eight years with the regional air carrier Comair and aircraft. Air Traffic Control (ATC) is able to provide another eight years with Northwest Airlines.

services in more airspace, and controllers can “For family reasons, I decided to look for aviation pick up aircraft in some areas where radar cannot.

opportunities outside the airline business,” Paul said.

However, if you only use ADS-B In, you don’t get the “Then I found my way to the FAA’s Flight Technolo - full benefit you would receive when you also have the gies and Procedures Division, where I am now.” mandatory ADS-B Out on your aircraft. If you have The division works to improve flight operations, a 978 MHz receiver, you also get subscription-free flight standardization, and aviation safety within the weather and other aeronautical information. That’s a United States and in international airspace as part of lot of value for the cost.

the Next Generation Air Transportation System, or When everyone in the national airspace system NextGen. NextGen is the FAA-led modernization of (NAS) is on the same page — and equipped with America’s air transportation system to make flying ADS-B Out when required — we can all feel a little even safer, more efficient, and more predictable.

safer knowing that technology is being used for the “Our office is involved in programs that touch greater good.

flight operations, aircraft, airspace, airports, and flight procedures,” notes Paul. “We’re involved in just about every new technology in the NAS.” Paul Cianciolo is an associate editor and the social media lead for FAA Some of these new technology programs involve Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member aviation weather, data communications, Automatic and volunteer public affairs officer with Civil Air Patrol.

U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

Washington, D.C. 20591 FORWARDING SERVICE REQUESTED Official Business Penalty for Private Use $300 faa.gov/news/safety_briefing

faa.gov/news/safety_briefing @FAASafetyBrief

Look Who’s Reading

FAA Safety Briefing

Air Show and

Race Pilot

Michael Goulian

takes FAA

Safety Briefing

for a “spin” .