What is it?

Automatic Dependent Surveillance-Broadcast (ADS-B) is a surveillance technology incorporating air and ground aspects that provide Air Traffic Control (ATC) with a more accurate picture of the aircraft's 3-dimensional position in the enroute, terminal, approach and surface environments.

ADS-B consists of two different services, ADS-B Out and ADS-B In. ADS-B Out periodically broadcasts information about each aircraft, including identification, position, altitude, velocity and more. ADS-B In is the reception by aircraft of Flight Information Services (FIS-B) and Traffic Information Services (TIS-B) data, and other ADS-B data from nearby aircraft.

Why do I need it?

ADS-B Out mandates are currently being planned and implemented worldwide, affecting almost all aircraft operators.

In the United States, this includes:

• Class A, B and C
• Class E airspace within the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface
• Class E airspace at and above 3,000 feet MSL over the Gulf of Mexico from the coastline of the United States out to 12 NM
• Around those airports identified in 14 CFR Part 91 Appendix D

In addition to the United States, many other countries such as Europe and Australia are planning their own ADS-B requirements.

What do I need?

An example of the minimum required equipment to support ADS-B Out for FAA approval includes:

• Extended Squitter Mode S Transponder
• System Failure Annunciations
• TSO-C146c Approved Flight Management System (FMS)

In FAR 91.227 published in August 2010, the FAA requires that ADS-B Out transmission or receiving equipment to be approved using either TSO-C154c (Universal Access Transceiver) or TSO-C166b (1090Mhz Extended Squitter Transponder). Extended Squitter Mode S Transponder equipment compliant with TSO-C166b will be required to operate in the Class A airspace in accordance with FAR 91.225, whereas Universal Access Transceiver (UAT) is designed for low altitude operations. FAA AC 20-165A covers the Airworthiness Approvals for ADS-B Out systems. The AC also covers both of the acceptable types of equipment mentioned.

TSO-C146 is not mandated by FAR 91.227, and some TSO-C129 GPS systems may be able to provide rule compliance performance. However, the rule is a Performance Based rule, and the most reliable way of meeting it without being affected by inadequate performance is by having a TSO-C146/C145 sensor.

When do I need it?

Mandated compliance to ADS-B technology is growing. Airworthiness agencies worldwide have issued rules and requirements pertaining to ADS-B equipage. In the United States, the FAA has strictly mandated ADS-B Out by January 1, 2020, unless you can obtain exemption to the rule from the FAA. This will require a compliance plan by the organization requesting the rule exemption, and can be very difficult to achieve. In other countries, ADS-B Out may be mandated even earlier than 2020.

According to the FAA, at the end of the 2014 fiscal year, only 10% of the general aviation fleet was equipped for ADS-B Out. That means that the longer you wait to install, the larger backlog you'll face as the deadline approaches. With the U.S. mandate less than 5 years away, now is the time to upgrade to have flexibility and avoid the installation traffic and increased downtime.

In addition to avoiding the pitfalls of procrastinating, installation of ADS-B Out already offers many benefits. The FAA now allows such aircraft to fly overwater routes over the Gulf of Mexico and off the U.S. East Coast. Benefits are also available over Canada's Hudson Bay area, and in many Asian countries ADS-B is already required in certain areas. In addition to increased coverage, aircraft that are currently equipped for ADS-B Out also realize improved situational awareness and safety, and reduced separation between aircraft.

United States

In 2010, the FAA issued a new rule contained in Title 14 of the Code of Federal Regulations (14 CFR) Part 91, §§ 91.225 and 91.227. This rule requires ADS-B Out performance when operating in designated classes of airspace within the NAS after January 1, 2020.

EUROCONTROL/EASA

AMC 20-24 mandates ADS-B Out in production in January 2015 and for entire European airspace (retrofit) by December 2017. ADS-B approval for non-radar coverage areas requires new transponder standard RTCA DO-260B. AMC 20-24 states DO-260A transponder is sufficient, however Universal Avionics has found that EASA may establish the certification baseline via CRI and require the DO-260B transponder regardless of the existing AMC 20-24. ADS-B in radar coverage areas can be accomplished with a DO-260A transponder.

Canada/Transport Canada

• Transport Canada Advisory Circular (AC) No. 700-009 Issue 2
• EASA AMC 20-24

Australia

• Guidance material: CAO 20.18, Amend Order No. 3, dated December 2009
• Mandates ADS-B Out for upper airspace (at or above FL290) in December 2013

Hong Kong

• Guidance material: Airworthiness Notice 102F, Issue 2, 28 February 2011
• Implement the use of ADS-B Out:
  • After 31 December 2013 for aircraft flying over PBN routes L642 or M771 between FL290 and FL410
  • After 31 December 2014 for aircraft flying within Hong Kong FIR between FL290 and FL410
• Must meet DO-260 (Version 0) requirements of ICAO Annex 10 and ICAO Doc 9871 Chapter 2, or DO-260A (Version 1) requirements of
  ICAO Doc 9871 Chapter 3
• Means of compliance per EASA AMC 20-24 or CASA CAO 20.18 Appendix XI

Singapore

• Guidance material: CAAS AIC 14, 28 December 2010
• Implement the use of ADS-B Out after 12 December 2013 within certain parts of the Singapore FIR (at or above FL290)
• Must meet EASA AMC 20-24 or CASA CAO 20.18 Appendix XI, otherwise must fly at <FL290

Other Asia Pacific Regulatory Agencies

• Expected to follow ADS-B Avionics Requirements template per APANPIRG Conclusion 21/39
• Template states: Must meet EASA AMC 20-24 or CASA CAO 20.18 Appendix XI

What is it?

The basic analogy for Controller-Pilot Data Link Communications (CPDLC) is having a text messaging system integrated into your aircraft Flight Management / Data Link System. This system transmits both canned responses, such as "wilco" to a requested altitude clearance or route change, or a free text message to the controller which would be very similar to the text messaging on your smartphone. The data link can be either satellite-based communication, or by VHF if you are within coverage of a ground transceiver.

Why do I need it?

Anyone who has flown in worldwide flight operations knows the difficulty of communication in remote areas. You have to deal with controllers who may not be as fluent in English as desired, communications may be poor in quality to the point of being unintelligible, or communications aren't available at all. CPDLC eliminates all of these issues with clear, concise text messages that are reliably transmitted.

What do I need?

Combined with Universal Avionics SBAS-FMS, the UniLink™ UL-800/801 Communications Management Unit (CMU) provides an opportunity to take full advantage of the benefits that advanced data link capabilities offer, like flight operations efficiency and reduced pilot workload.

The UniLink UL-800/801 CMU is a FANS 1/A+ capable system. It was also designed to be upgradeable to meet the Link 2000+ mandate. This function will be incorporated in an upcoming software upgrade, SCN 31.0, to the CMU, to coincide with the upcoming mandate.

When do I need it?

CPDLC is being used right now, offering operators significant benefits in their current operations.

FANS technology is being implemented in oceanic and domestic airspace around the world. Click here for a timeline of FANS mandates.

The EUROCONTROL Link 2000+ Programme mandates the European implementation of CPDLC. All current production aircraft are required to be capable of Link 2000+ compliance by 2015. Exemptions have been provided by EUROCONTROL for aircraft requiring retrofit. However, our best information indicates this has stopped and all aircraft will be required to comply by the end of 2015 (as of this writing).

What is it?

An LPV, or Localizer Performance with Vertical Guidance, approach is the highest precision GPS aviation instrument approach currently available without specialized aircrew training requirements. LPV approaches are designed to provide 16 meter horizontal accuracy and 20 meter vertical accuracy 95 percent of the time.

Why do I need it?

LPV approach procedures take advantage of the precision of SBAS GPS for both lateral and vertical guidance during the approach segment. LPV approach capability provides operators with ILS-like guidance down to near CAT I ILS minimums (as low as 200-feet with 1/2-mile visibility).

Use of these procedures alleviates airspace congestion, saves fuel and improves safety.

Calculate the payback period of an SBAS-FMS upgrade for your aircraft and find out how many flight hours, fuel and engine reserves you might save each year with performance improvements from SBAS LPV.

What do I need?

The Universal Avionics SBAS-FMS supports LPV approaches, meeting stringent internal monitoring requirements to provide guidance to any of the MDA levels available for Area Navigation (RNAV) (GPS) approach guidance.

The LP/LPV Monitor is required in single SBAS-FMS integrations when seeking compliance approval for LPV capability. It provides the cross-side monitoring function required for LPV approach approval. Levels of Service (LOS) annunciators are necessary when installing the LP/LPV Monitor.

When do I need it?

The number of LPV approaches is growing, especially in Europe. As of January 2015, there are 3,972 approaches authorized for LPV Level of Service (LOS). For access to new destinations served by LPV, operators should equip today.

The FAA does not have specific operational requirements to fly LPV approaches. So the only requirement to fly an LPV approach in the United States is an FAA approved SBAS-FMS installation.

The FAA does not require a Letter of Authorization (LOA) to fly LPV approaches within the United States since the FAA has filed for an exception to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs) regulating Performance Based Navigation (PBN) approaches. However, guidance for flying in other parts of the world, such as in Europe, is different, and those countries typically do require an LOA. LPV approach operations in Europe require carrying documentation to prove the aircraft and the crew meet the compliance standards of the particular country. This requirement differs from FAA requirements that do not require Part 91 operators to obtain approval for any PBN procedures, of which LPV approaches are one.

What is it?

Universal Avionics SBAS-FMS can contain four databases: Navigation, Pilot-Defined, Company Routes and Advanced Performance.

A self-contained worldwide navigation database (FMS SCN 801 and later) provides the FMS with information about nearly 2,000 waypoints, NAVAIDS and airports, and over 5,000 SIDs, STARs and approaches. A special helicopter database is available for helicopter operators.

The Pilot-Defined Database consists of all flight planning data created by the pilot. It providers operators with up to 200 stored pilot-created flight plan routes comprised of up to 98 route elements each, and up to 200 pilot-defined waypoints, 100 arrivals/100 departures, 100 approaches, 100 runways, 100 airports, 100 alignment points and 100 tactical waypoints. Up to 25 radar waypoints that are cleared at power-up can also be stored.

The Company Routes Database provides the operator with a maximum of 2,000 stored routes, 200 company waypoints and 100 company airports. Each route defined in the Company Routes Database can consist of up to 98 legs (route elements). Company Routes Database functionality was added in FMS SCN 601 (only supporting routes) and later added waypoints and airports in FMS SCN 604.

Developed by Universal Avionics and available for certain aircraft models from select OEMs, the Advanced Performance Database provides the flight crew with takeoff and landing data, including V-speeds and N1 settings. The operator inputs aircraft state information (flap settings, runway condition, etc.) along with verifying items such as altitude and temperature to enable the FMS to perform the performance calculations.

Why do I need it?

One of the key benefits of Universal Avionics SBAS-FMS is its large database memory.

Navigation Database update subscriptions are available in worldwide and regional coverage areas.

The Pilot-Defined Database saves substantial time and offers convenience by eliminating manual entry of new flight plans or waypoints on every trip. The Company Routes Database also eliminates the time required to enter the flight plan or waypoints for commonly flown routes.

Operators of the Advanced Performance Database are able to obtain climb/cruise and Take-Off and Landing Data (TOLD) for the aircraft. This reduces the amount of time to calculate and lookup the speeds and runway requirements for a vast array of possibilities for take-off and landing.

What do I need?

Universal Avionics SBAS-FMS can contain these databases.

Navigation database subscription service for all FMS SCN operators is available directly from Universal Avionics, or from Navtech for operators of FMS SCN 802/902 and later.

In addition, the Universal Flight Plan (UFP) PC software program is necessary to create the Company Routes Database.

When do I need it?

Operators rely on their navigation databases every day. Upgrade to Universal Avionics SBAS-FMS today and experience reliable subscription services. Put an end to database limitations.

What is it?

FlexPerf Trip Performance for Universal Avionics FMS and Multi-Missions Management System (MMMS) provides advanced fuel saving predictions for aircraft performance in Climb, Cruise and Descent phases of flight.

The heart of FlexPerf is a "flexible" intelligent design feature continuously recording actual aircraft fuel burn during every phase of flight. Using this data, FlexPerf applies improvements to the baseline aircraft performance data stored in the FMS/MMMS.

Why do I need it?

FlexPerf helps you achieve the most efficient fuel economy by advising the best climb, descent and speed commands for each flight phase.

Combined with Universal Avionics UniLink™ UL-800/801 Communications Management Unit (CMU), operators can gain preferred routing, providing a lower fuel burn and shorter station-to-station times, helping operators to gain efficiencies that save even more fuel, time and money.

What do I need?

FlexPerf is available in FMS Software Control Number (SCN) 1001 and MMMS SCN 1101 for Universal Avionics SBAS-FMS or MMMS.

When do I need it?

FlexPerf is now available for the SBAS-FMS and MMMS. For increased fuel optimization, operators should equip today.