AOPA AUSTRALIA

RECENT AVIONICS DEVELOPMENTS FOR GA AIRCRAFT

ANDREW ANDERSEN

PRESIDENT

AIRCRAFT OWNERS AND PILOTS ASSOCIATION OF AUSTRALIA

•  Review avionics fitment requirements •  Outline advances in GA avionics •  Discuss factors to consider when upgrading your aircraft

•  Consider safety benefits and negatives

•  Provide an opportunity for questions and discussion.

OBJECTIVES

IMPORTANT: This presentation is provided for general information purposes only. Although various products are mentioned and depicted, neither AOPA nor the author endorse or recommend any particular product. As product specifications and details may change without notice, purchasers should seek independent advice from qualified persons and not solely rely on the general information given here.

FIRST, SOME BASICS

RECENT AVIONICS DEVELOPMENTS FOR GA

CNS / ATM

Communications Navigation Surveillance

Air Traffic Management

WHAT’S PBN? Performance Based Navigation

Satellite-based PBN does not need ground based navaids such as NDB, VOR or DME IFR, not VFR… more than this beyond today’s scope.

WHAT’S ADS-B?

Automatic Dependent Surveillance - Broadcast

WHAT’S ADS-B?

Transponder Antenna (usually installed on

lower fuselage

ADS-B 1090 ES Transponder(panel mount)

Approved GPS Position Data Source

(panel or remote mount)

Encoding Altimeter (panel mount) or Blind

Encoder (remote mount)

RS-232 or ARINC 429

RS-232, ARINC 429 or Gray Code

Optional Transponder Antenna (second installed on upper

fuselage if antenna diversity is required)

Optional Multi-Function Display

or Other CDTI Device for ADS-B

IN

Optional ADS-B IN Receiver / Traffic

Processor

Optional Traffic Detection & ADS-B IN Antenna(s) (1 or 2 on

lower / upper fuselage)

RS-232, ARINC 429 or Gray Code

ARINC 735or RS-232

RS-232 or ARINC 429

ADS-B OUT

Principal components of an ADS-B system in GA aircraft

ADS-B: 2 FREQUENCIES AND PROTOCOLS IN USA, 1 IN AUSTRALIA

✔ 1090ES – AUSTRALIA & “INTERNATIONAL” •  1090 MHz, Extended Squitter Mode S radar protocol •  Low operating and maintenance ground equipment costs •  Readily designed into Mode S radar transponder •  Chosen by Australia, internationally accepted and deployed,

including USA, where it is mandatory at & above 18,000 feet.

✗ UAT – UNITED STATES ONLY •  Universal Asynchronous Transceiver •  978MHz similar to mobile phone protocols •  Requires rebroadcast (“ADS-R”) transmitters at ADS-B

receiver sites – high operating and maintenance costs •  Aircraft transponder is still required •  Provides bandwidth for weather and traffic data in

addition to ADS functions •  Being deployed only in USA – available alternative

for operations below 18,000 feet only.

US ONLY: BEWARE OF CONFUSION!

AUSTRALIA

WHY SHOULD GA CARE ABOUT ADS-B?

Coverage at 10’000 feetRadar in Blue, ADS-B in Red, Planned ADS-B in Green

� Improve ADS-B Coverage and Communication (ACME) progressing to business case approval

� DO260B proposal to upgrade Ground stations received

Source: Airservices Australia

9,500 inbound to Ayers Rock, then Birdsville and Bourke

Ayers Rock circuit

Source: Airservices Australia

Orbit to hold prior to landing Broome: below 2,000 feet

Exmouth to Port Hedland and Broome: 5,500 and 7,500 feet

Source: Airservices Australia

THE NEW RULES

RECENT AVIONICS DEVELOPMENTS FOR GA

•  Performance Based Navigation (PBN) o  From February 2014: Newly registered IFR aircraft to have TSO C145a, 146a or C196

GNSS o  From February 2016: Existing IFR aircraft to have:

o  TSO C145a, 146a or C196 GNSS navigators, or o  TSO C129a navigators provided VOR or ADF alternate requirements can be met

(later ADS-B data source requirements also need to be satisfied). •  Transponders

o  From February 2014: New and replacement transponders installed in aircraft in Class A, C or E airspace, or above 10,000 feet in all airspace, to be Mode S and capable of ADS-B in future.

o  From February 2016: All aircraft operating at major airports where A-SMGCS is operating on the ground to be Mode S equipped (currently Melbourne, Sydney, Brisbane and Perth capital city airports only) – almost no effect on GA.

•  ADS-B o  From December 2013: ADS-B must be fitted for flight at or above FL 290 o  From February 2014: New and replacement transponders installed to be capable of

supporting ADS-B OUT in future; IFR aircraft placed on the Australian register to be equipped with ADS-B OUT

o  From February 2016: IFR aircraft operating in Classes A, C and E airspace 500nm to the north and east of Perth to be equipped with ADS-B OUT

o  From February 2017: IFR aircraft on the Australian register to be equipped with ADS-B OUT.

Reference: Civil Aviation Order 20.18 Amendment Instrument 2012 (No. 1)

NEW CNS RULES

•  ADS-B o  2020? ?Both VFR and IFR aircraft operating in Classes A, B, C, D and E

airspace to be equipped with ADS-B OUT? o  AOPA has indicated that it cannot accept mandatory requirements for VFR

until suitable and appropriately-priced products emerge.

•  Transponders o  ?Requirements for Class D airspace?

•  TCAS Version 7.1 Upgrades o  Not relevant to almost all GA operations

ONGOING DISCUSSIONS – AWARENESS ONLY

“AOPA is highly satisfied with CASA’s consultation on this matter. As noted in previous responses on this subject, the professional contributions of Brian Harris and Ian Mallett, particularly in the course of their involvement with ASTRA, is valued and appreciated by our Association.” AOPA Response to CASA NPRM 1105AS, March 2012

WHAT WILL I NEED AND WHEN FOR MY EXISTING AIRCRAFT?

•  Replacing Your Transponder? •  New and replacement transponders Mode S & ADS-B capable from February 2014

•  VFR in Class C, D or E? •  Mode S at YMML, YSSY, YBBN or YPPH by February 2016 •  More consultation expected (these are not rules at this time):

•  Mode C or S transponder for Class D (2014?) •  ADS-B OUT (2020?)

•  VFR in Class G below 10,000 feet ONLY? •  No current requirements •  But please, consider the safety benefits of installing a transponder now.

•  Night VFR? •  As above, but navaid closures will make GPS practically necessary for

most from 2016 •  IFR?

•  As above, plus: •  TSO C129A, C145 or C146 GPS by February 2016 •  ADS-B OUT by 2017 (2016 for much of WA).

THINKING OF A PANEL UPGRADE?

RECENT AVIONICS DEVELOPMENTS FOR GA

ULTIMATE RETROFIT REQUIREMENTS PLANNING WISH LIST

•  Communications •  High power VHF (16W) radios •  25 KHz frequencies 760 channel •  8.33 KHz frequencies 2280 channels •  HF radio •  Clearance voice recording

•  Navigation •  PBN Capability - TSO C145/146 A or

higher – possibly duplicated •  Remote magnetometer and HSI

functionality •  ILS, VOR, ADF, DME approaches •  Navigation map/topographical display •  Instrument approach/departure chart

display •  Synthetic vision

•  Surveillance •  Mode S/1090ES ADS-B OUT capable

transponder •  Traffic advisory system •  ADS-B IN traffic

•  Redundancy, Power & Instrumentation •  Separate stand-by attitude information •  Independent power source for stand-by AI •  PFD/MFD can be restarted in flight •  Air data presentation •  PFD/MFD reversionary mode •  PFD/MFD backup battery •  Engine monitoring & alerting

•  Systems Integration

•  HSI auto-slew and/or GPS steering •  ILS & GPS APV to glide slope coupling •  FLC and FD autopilot capability •  Autopilot altitude pre-select •  Aircraft checklists

What’s essential, desirable or simply nice-to-have for your operation?

UNDERLYING TECHNOLOGIES DRIVING AVIONICS DEVELOPMENT

•  MEMS (microelectromechanical systems) •  Able to replace most mechanical gyro products

•  NAVIGATION SATELLITES •  More of them, more reliable and more capable

•  ARINC 429 MESSAGE BASED BUS COMMUNICATIONS •  Higher speeds and more information than discretes or RS 232

•  TFT DISPLAYS (thin film transmitter, liquid crystal) •  High resolution, touch-screen

•  SOFTWARE ENGINEERING •  Upgradeability, quality and limitless functional capability

•  MICROPROCESSOR INTEGRATION (more for less) •  Less power, less heat, more reliable

•  DIGITAL TERRAIN DATA •  A model of the earth, not just a picture.

WHAT’S NEW? PFD AND MFD •  PFD - Primary Flight Display

•  Built on ADAHRS: Air Data/Attitude Heading and Reference System •  Mathematically combines digital information from multiple sources:

•  Inertial changes to the aircraft’s pitch, roll and yaw •  Static and dynamic air pressure for altitude and airspeed change •  Outside air temperature •  Magnetic heading

•  Uses redundant data for stabilisation; source differs by manufacturer •  Synthetic vision from digital terrain model •  Horizontal Situation Indicator (HSI) with configurable information overlays •  Multiple outputs available for traffic systems, weather, autopilots and similar.

•  MFD - Multifunction Flight Display •  Displays configurable multiple sets of flight information, often together:

•  Traffic (ACAS, ADS-B) •  Weather (airborne radar, sferics, ground radar services) •  Terrain (including EGPWS) •  Aeronautical data (waypoints, airways, facilities) •  Aeronautical charts (enroute, approach plates, airport diagrams) •  Aircraft information (flight plan, performance, …) •  Some systems support PFD reversion.

EXAMPLES

IMPORTANT THINGS TO KNOW WHEN BUYING A PFD

•  MEMS-based PFDs use external input(s) for stabilisation (Garmin G500/600 use GPS and magnetometer; Aspen Avionics use air data)

•  What happens to your PFD if the stabilisation input (GPS, pitot, magnetometer) fails? – this will be covered in the Flight Manual Supplement

•  Can the PFD be restarted in flight? •  Some systems only work with other products from the same vendor

•  For example, Garmin G500/600 cannot be connected to non-Garmin GPS, VOR or ILS

•  Some systems cannot display an ADF RMI course pointer •  Magnetometer sensors must be located free of magnetic fields

•  Combined magnetometer, OAT and GPS antenna (such as Aspen) can present a challenge.

•  Vacuum systems were originally specified for redundancy •  Backup attitude indicator mandatory with an electronic PFD mandatory.

It will probably be vacuum powered, so continue to maintain that system carefully •  Some systems include a backup battery. How’s your aircraft battery and alternator? •  Requirements to test standby power or backup battery are important and should be observed.

•  Some PFD products will make better use of your autopilot •  GPS Steering (GPSS) may be provided through the PFD to autopilot in

heading mode •  Autopilot attitude control signals can often be provided by the PFD.

•  Air data functions on PFD may be limited by GPS •  Actual wind display generally requires ARINC 429 GPS data.

WHICH MFD? •  MFD / GPS / NAV / COM /

Audio Panel / Transponder combination or integrated products

•  Paired MFD-PFD combination •  Stand-alone MFD using

position data from separate GPS

WHAT’S NEW? GPS / GNSS •  IFR GPS Standards

•  TSO C129A (approved 1996, cancelled October 2011) •  Approved for IFR Enroute, Terminal and Approach navigation (class A2 only) •  ILS/VOR/NDB approach alternate required •  RAIM integrity uses 5 satellites plus barometric aiding •  Generally, assume that Selective Availability (SA) is turned on •  Generally, does not produce required outputs for ADS-B integrity.

•  TSO C145 and C146 (a, b, c) (approved 2002, latest version “c” 2008) •  TSO C145 for GPS sensors to connect to a Flight Management System (FMS) •  TSO C146 for stand-alone GPS, such as Garmin 430W and 530W •  (Any version of TSO C145 or C146 will satisfy the new requirements) •  Approved for IFR Enroute, Terminal and Approach navigation •  Fault Detection and Exclusion (FDE), an enhanced form of RAIM, uses 6 satellites

for greater integrity •  No additional alternate requirements when FDE available •  Selective Availability (SA) aware •  Navigation solution functions do not need barometric connection •  Various improvements including consistent user interface •  Capable of producing outputs for ADS-B integrity.

•  Product announcements and readiness for delivery are different concepts

SOME NEW IFR GPS PRODUCTS

WHAT’S NEW? GPS / GNSS •  VFR GPS Products

•  TSO approval not required, but TSO provides some assurance that the product has been tested for aircraft conditions (handhelds are not TSO’d)

•  Panel mount or handheld? •  Any chance the aircraft will be used for IFR in future? •  Need for portability between aircraft? •  IFR regulatory changes will make used panel mounts available, but choose carefully –

purchasing from a recognised avionics shop might help. •  Latest handhelds have more functions than some IFR panel mounts

•  Don’t waste money (for example, XM Satellite weather, TIS traffic) •  Safety is a major issue here – especially:

•  Direct-to navigation near controlled/restricted airspace •  Head-down cockpit time •  Distractions caused by power cables, external antenna, loss of signal •  “Temporary” mounting hardware and securing unit in turbulence •  Reliance on VFR GPS for “de-facto” IFR, e.g. at night in poor weather •  GPS-derived HSI, instrumentation and instrument approach waypoints •  Expired inbuilt aeronautical data and charts.

•  Look for: •  Screen size and brightness •  Touchscreen •  Ease of use •  Battery life and replaceable pack •  Weight •  Australian charts •  Australia/Pacific aeronautical database.

SOME VFR GPS PRODUCTS

Garmin 696

Bendix King AV8OR

Airbox Aware

TRANSPONDERS •  Mode A: squawk code only, no selective interrogation •  Mode C: squawk code and altitude, no selective interrogation •  Mode S: aircraft identification, squawk code, altitude and optional flight

identification and flight parameters with selective interrogation •  New or replacement transponders must be Mode S and capable of

transmitting ADS-B from 2014 •  The new terminal (AMSTAR) & enroute (ERPP) radars being installed by

Airservices now are Mode S •  Mode S radars and WAMLAT work better with Mode S than Mode A/C •  Purchasing a transponder now should be carefully considered:

•  On one hand, you may be able to put off the mandatory requirements for a few years

•  On the other hand, Mode C now means later replacement for ADS-B •  The price gap is much less now than before •  Especially for IFR, ADS-B operational benefits are

available now, even at low altitudes, at many locations. •  ADS-B equipped US aircraft may have UAT, not 1090ES.

Mode S Extended Squitter (1090ES) is the protocol for ADS-B in Australia – do not be confused by/about UAT

TRANSPONDERS •  Buying a Mode S transponder now for a GA aircraft?

•  The only GA products that have been ADS-B approved so far are: •  Garmin GTX 330ES and 33ES connected to:

•  Garmin TSO C146 GNSS navigator using the serial interface •  Trig Avionics TT31 connected to:

•  Garmin TSO C146 GNSS navigator using the serial interface •  FreeFlight 1201 TSO C145 GNSS sensor.

•  Honeywell Bendix-King KT 73 outputs ADS-B only when connected to KLN 94 navigator (which is not SA Aware) and further approvals of that combination will not be given.

•  Trig Avionics TT22 and TT21 Mode S and ADS-B capable, well-priced and easy to install, but there are no approved ADS-B installations yet. TT22 includes an altitude encoder, making it ideal for many small aircraft.

•  Avidyne has announced AXP 340 and indicated it will accept Garmin, Avidyne, Freeflight and NexNav GPS inputs, but not yet available. (Freeflight and Nexnav GPS sensors do not provide stand-alone navigation functions, only positional data).

•  Similar for Dynon Skyview ADS-B Mode S transponder. •  Other manufacturers including Becker, Funkwerk and Garrecht have Mode S transponder

products with ADS-B capability, but their compatibility with acceptable GPS data sources is unknown.

•  Beware! differences between UAT (US only, below 18,000) and 1090ES. •  To CASA’s credit, Australian standards (ATSOs C1004a and

C1005a) were prepared for integrated ADS-B products but none have been produced (and would now not satisfy the Mode S transponder requirements).

WANT TO INSTALL ADS-B NOW? •  FIRST, talk to a knowledgeable/qualified avionics supplier •  Common problems:

•  Wrong product: bought UAT (not 1090ES) ADS-B in/from US supplier

•  ADS-B transmission does not include acceptable GPS integrity: •  Garmin GNSS is not at the appropriate software version to output the integrity.

Software version 3.20 or later required for GNS 430W. •  The Garmin ARINC interface is used. Garmin only output the integrity on the

serial interface. For GTX330ES / 430W to generate ADS-B properly, serial interface must be used.

•  SIL value set incorrectly. (GPS Integrity in Garmin terminology). Configure per Garmin ADS-B supplementary documentation. Typically 1E-5 Garmin 430W.

•  Incorrect flight ID entry: •  Garmin GTX330(ES) setup can make the transponder always output "ABC".

However it can also be setup to allow the pilot to enter the Flight ID if you ever use a callsign different to "ABC”

•  Flight ID (Callsign) must always exactly match what you put in Callsign field of the flight notification. Be careful - incorrect entry can result in transmitting "N" as the callsign. (“use tail number” selection)

•  Other configuration errors. Installer should test correct Flight ID transmission with transponder test set.

WONDERING WHETHER TO WAIT? •  New products are expected in years ahead:

•  Integrated GNSS / ADS-B: •  GNSS data source is the biggest cost element •  Garmin GDL 88 first such product for 1090ES (and UAT):

•  Includes TSO C145 navigator and ADS-B IN •  Connects to GTX 33ES or 330ES for ADS-B OUT

•  More expected from other manufacturers based on very small (credit card size) GNSS designs.

•  But, avionics are driven by US market with its 2020 and FAA requirements: •  You might be waiting a while!

•  Many IFR aircraft owners want a TSO C145/146 navigation system anyway to avoid alternate requirements: •  There are significant ADS-B benefits now, for

IFR in regional & remote areas away from the coast.

SOME GA MODE S TRANSPONDERS

TRANSPONDERS

•  Safety

•  Turn it on, every flight •  (and set the correct squawk code) (now that wasn’t so hard!)

•  If you have a Mode S transponder, please make certain that you are transmitting the correct Flight ID.

TRAFFIC SYSTEMS •  Optional, not mandatory equipment

•  Traffic Advisory Systems (TAS) not TCAS II specifications and most not certified to TCAS I

•  Active versus Passive •  Active: interrogates other A/C/S transponders, more expensive; certified to TSO C147 •  Passive: listens for other transponders (does not transmit); may limit usefulness outside

radar coverage, low cost, no TSO •  Installed units need suitable MFD for display

•  ARINC 735 is the standard, some allow RS 232 but with reduced maximum number of target aircraft •  Range and cost vary proportionately •  ADS-B IN compatibility

•  Only Garmin GTS 800-series, so far •  Avidyne future upgrades for $US 2,000 now •  Not known if future ADS-B applications such as Traffic Situation Awareness with Alerts (TSAA) will

be supported in current generation equipment •  HSI or other heading data source generally required •  Top and bottom antennas are usually required for reliable traffic detection •  Ground and approach mode functions may be useful •  Voice alerts available in many products •  Some systems have limitations, such as:

•  Requiring transponder and GPS also from same manufacturer •  Needing separate amplifier in addition to computer, antennas and display •  Needing serial altitude encoder (may not support Gray Code) •  Cabling, example 4 rather than 2 cables per antenna.

TRAFFIC SYSTEMS Garmin GTS 800

Zaon XRX (Portable)

Avidyne TAS 600

TRAFFIC SYSTEMS

•  Safety •  Use to sight, then visually avoid traffic

•  Intended for traffic alerting and awareness •  Not intended for traffic management or to replace ATC

•  Not the same as TCAS II Resolution Advisories •  Traffic Advisory System (TAS) will find the traffic (TA), but it

won’t tell you what to do (RA) •  In many places, watching the screen could make things

worse •  Pilot discipline is essential

•  Cannot detect aircraft with no transponder •  or where aircraft transponder is inoperable •  … or turned off

•  Rapid closure rates (on-coming jet) may provide little warning, less than 60 seconds, for units with less than 10 miles range

•  Passive systems cannot detect traffic unless other aircraft transponders have been interrogated (may be a problem outside radar coverage).

WHAT ELSE IS NEW? •  Engine Instrumentation

•  Some new products (Electronics International MVP-50P, JPI EDM 930, Auracle) designed to replace original engine instrumentation

•  Other engine monitoring products now available on LCD screens (such as JPI EDM 830).

•  Radios •  Very old 360-channel radios with 50KHz frequency spacing have only

50 ppm frequency tolerance and have been illegal in USA since 1997 (for example King KX 170A and KX 175)

•  These radios interfere with nearby frequencies now being allocated (that were never imagined when the radios were designed) and those still in service should be replaced as soon as possible

•  Europe is moving to 8.33KHz frequency spacing (2,280 channel) VHF communications radios, but there is no suggestion of Australian requirements yet.

•  406MHz ELT •  121.5/243 MHz ELTs should be decommissioned by now •  406 MHz requirements may be met by replacement or

compliant handheld PLB •  Make certain your ELT/PLB is registered with AMSA,

properly maintained and disposed of at life-end.

WHAT ELSE IS NEW? •  Autopilots

•  Many older autopilots can be connected to new avionics, even if only for heading guidance.

•  Some attitude-based autopilots used the air-driven Bendix-King KI-256 attitude indicator and flight director as their attitude reference source.

•  Some new PFDs can replace the air-driven KI-256 or the electric KI-254. •  Rate-based autopilots such as most S-Tec units and Bendix-King

KAP 140 need to retain the turn coordinator gyro for roll-rate signals. •  Avidyne has announced first new digital autopilot (DFC 90) for retrofit:

•  Fully digital and will work with both Avidyne and Aspen Avionics PFDs (but not Garmin)

•  Already available in Cirrus and Piper PA-46 Matrix and Mirage aircraft with Avidyne Entegra avionics

•  Many attractive features, including flight envelope protection, selectable rate of climb or descent, constant airspeed climbs and descents (“flight level change”), altitude preset, “straight and level” button.

•  Expected to be available for Cessna 182, Beech Bonanza and Beech Baron in next year or two.

WHAT ELSE IS NEW?

TKM Michel 760 channel VHF Communications radio (slide-in replacement for old Narco 11-series)

New Avidyne DFC 90 digital autopilot

Electronics International MVP-50P engine instrumentation replacement system

JPI 830 engine monitor

AUTOPILOT SAFETY •  Know how it works:

•  Attitude or rate-based •  Power source for gyros •  Vacuum system failure effects

•  What is the drill for an autopilot malfunction?

•  Ask yourself how to:

•  Turn it off in an emergency •  Initiate climbs and descents •  Level off •  Intercept a radial or GPS course

•  On instrument approaches?

•  Procedures •  Aircraft configuration (flaps, landing gear) •  Autopilot modes •  Limiting speeds

•  Does it control the aeroplane trim? •  Can it stall or over-speed the aeroplane?

•  Danger!

•  Controlling or trimming against the autopilot •  Relying on it to go where the pilot can’t.

AOPA NEEDS YOUR SUPPORT

RECENT AVIONICS DEVELOPMENTS FOR GA

AOPA strategy: •  Protect VFR aircraft owners in Class G airspace from unnecessary

mandatory ADS-B fitment rules until suitable avionics are available •  Ensure continued access for GA to IFR by sound PBN transition planning •  Influence not oppose: recognise benefits of 1090ES ADS-B especially to

airlines •  Seek ADS-B implementation for largest aircraft at higher altitudes first •  Highlight single vendor market dominance and true fitment costs •  Support sensible airline propositions (for example, WA iron triangle)

provided sound transition planning applies •  Support retention of existing transponder exemptions •  Encourage forward-fit replacement-fit rules, rather than sudden death for

existing fully-serviceable equipment •  Encourage voluntary take-up with GA-friendly applications and

VFR solutions (low cost devices, relaxed power and integrity standards).

AOPA’S ACTIVITY AT ASTRA

EXAMPLES - AOPA AT ASTRA ASTRA STWG/05_WP-01

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The Australian Strategic Air Traffic Management Group

Surveillance Technology Working Group

(STWG)

Issues for Fitment of ADS-B in General Aviation Aircraft

Version 1.14

Prepared by Andrew Andersen, AOPA

1. PURPOSE 1.1 A significant part of STWG’s work involves considering future requirements for the fitment

of ADS-B and other avionics in Australian aircraft. Any reasonable discussion about the implementation of ADS-B must consider the ability of the Australian general aviation sector to adopt the technology with confidence. If mandatory fitment requirements were introduced in any near-term timeframe, the general aviation sector would find that acquiring and installing ADS-B avionics, which comply with existing legislated standards, to be a difficult and expensive proposition.

1.2 This paper is intended to draw attention to the distinction that must be drawn between ADS-B concepts and strategy and the economic and practical difficulties that fitment in general aviation aircraft (VH-registered) currently presents. In the author’s experience, misunderstandings are rife among aircraft owners and other aviation sectors on the subject and an effective, balanced education program for all stakeholders would be beneficial.

1.3 AOPA considers that it is ASTRA’s role to advocate policies that are technically and commercially sound for the aviation industry as a whole, which includes general aviation. AOPA encourages ASTRA members to understand the costs and benefits that fall on all industry sectors when formulating industry advice. An important purpose of this paper is to communicate the widespread concern of the general aviation sector about the impact of future mandatory ADS-B requirements.

SUMMARY The fitment of ADS-B equipment in General Aviation aircraft poses a number of economic, technical and logistical challenges. This paper is intended to convey some of those for the information of Working Group members.

ASTRA IP05-01

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The Australian Strategic Air Traffic Management Group

5th ASTRA Council Meeting

Canberra, 20 May 2010

The Size of the General Aviation Sector and Industry Statistics

Prepared by Andrew Andersen, AOPA

1. Introduction 1.1 At the ASTRA Council of 24 February 2010, representatives were asked to develop their own statistics on the size of their sector of the Australian aviation industry. 1.2 There are no distinct statistics on the size of the AOPA constituency in comparison to organizations such as RAAus and ABAA. 1.3 The White Paper page 62 quotes IBISWorld that the industry "contributed $279.3M in gross domestic product and employed almost 3,000 people in 2008-09". 1.4 AOPA has exchanged correspondence with Jim Wolfe of DITRDLG regarding the validity of the statistics presented in the White Paper since the fourth ASTRA Council meeting. 2. Non-Scheduled Aircraft Operations and Maintenance 2.1 The current IBISWorld figures (2009) were checked against BTRE's "General Aviation: An Industry Overview" (2005) and significant discrepancies were identified. The 2003-4 figures (published in 2005), said to be taken from IBISWorld, describe the industry (all non-scheduled aircraft operations) as shown below.

SUMMARY ASTRA Council determined a need to better understand the composition of employees and the aircraft operated by the aviation sectors affiliated with ABAA, AOPA, ASAC and RA-Aus. This paper provides an estimate of the size of the General Aviation sector.

•  Massive technology change has occurred in GA avionics •  Ground-based navaid closures are inevitable •  Well-informed and careful consideration needed for avionics

investments, particularly transponder and GPS •  Australia is already ahead in several areas, including ADS-B, but way

behind on GPS augmentation for approaches with vertical guidance •  Misinformation abounds •  Avionics lifecycles will shorten •  Invest in platforms for the future, not just the cheapest alternatives

•  AOPA pursuing transition plans comparable to USA •  Plan financially and logistically early - don’t get caught •  Positive and cooperative outcomes are possible, but King Canute

alternative is not an option •  Total opposition = loss of influence => would cost us more •  Input from others involved in GA always welcome

•  AOPA has positively influenced ADS-B and PBN for GA.

CONCLUSION

QUESTIONS AND DISCUSSION

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