Click Here to View This Page on Production Frontend
Click Here to Export Node Content
Click Here to View Printer-Friendly Version (Raw Backend)
Note: front-end display has links to styled print versions.
Content Node ID: 398553
NBAA president and CEO Ed Bolen is continuing the association’s push to ensure the privacy of business aircraft operators from real-time flight-tracking as operators transition to ADS-B with the Jan. 1, 2020 deadline approaching. The association has been actively involved on that issue with the FAA’s Equip 2020 working group, which last week provided an update to the NextGen Advisory Council on the multi-pronged effort ongoing for the ADS-B transition.
Bolen encouraged the group to continue progress on an “opt-out” solution that would enable operators to obtain a 24-bit ICAO code. Under this option, NBAA explained, operators keep their permanent code tied to the N-number, but could use the secondary temporary code that is not tied to an N-number, shielding the identity of the aircraft from outside flight-tracking programs. Operators would have the ability to request the code at least once every 30 days, the association added.
NBAA said this program would address concerns associated with data transmitted by the aircraft. “While private ADS-B receivers could still detect an aircraft flying overhead, they would not see any information allowing them to match that aircraft to the owner listed in the FAA registry,” the association said.
“Everyone agrees that a person shouldn’t need to give up his or her security when boarding an airplane,” said Bolen. “We remain committed to working with the FAA and others to ensure that operators are given an ability to opt out from having their flights tracked in real-time, basically by anyone, anywhere in the world, who happens to have the appropriate equipment for doing so, and whose intentions may be unknown.”
The industry is awaiting the release of the policy regarding this approach, and the FAA must issue a procurement for a service provider to assign temporary call signs. Policy release had been targeted for September 30 but has been pushed out in part because of the government shutdown earlier this year.
As the U.S. aircraft fleet races to complete installations in advance of the 2020 deadline for ADS-B Out equipage, the FAA has been busy putting the final touches on a series of policies to facilitate the transition of airspace control via ADS-B. But still ahead is one key policy for business aviation: protecting the privacy of operators.
The FAA has progressed on a number of fronts, including issuing a policy for handling temporary degradation of GPS performance, an interim final rule on ADS-B requirements involving sensitive missions, and a notice on preflight flight responsibilities. Those followed an April release of a limited waiver policy for unequipped aircraft.
Opting Out
Progress is being made on the privacy issue as well with a potential “opt-out” solution in the offing. Although the release of a formal policy and other supporting steps still need to occur.
The issue has been paramount to NBAA, which has been collaborating with the FAA’s Equip 2020 working group on the op-out solution. During a recent Equip 2020 update before the NextGen Advisory Council, NBAA president and CEO Ed Bolen continued the association’s push on the op-out solution. “Everyone agrees that a person shouldn’t need to give up his or her security when boarding an airplane,” Bolen said in an article to members. “We remain committed to working with the FAA and others to ensure that operators are given an ability to opt out from having their flights tracked in real-time, basically by anyone, anywhere in the world, who happens to have the appropriate equipment for doing so, and whose intentions may be unknown.”
The opt-out option would enable operators to obtain a 24-bit ICAO code. Under this option, NBAA explained, operators keep their permanent code tied to the N-number, but could use the secondary temporary code that is not tied to an N-number, shielding the identity of the aircraft from outside flight-tracking programs. Operators would have the ability to request the code at least once every 30 days, the association added.
NBAA said this program would address concerns associated with data transmitted by the aircraft. “While private ADS-B receivers could still detect an aircraft flying overhead, they would not see any information allowing them to match that aircraft to the owner listed in the FAA registry,” the association said.
In addition to awaiting the release of the policy regarding this approach, the FAA must issue a procurement for a service provider to assign temporary call signs. Policy release had been targeted for September 30 but had been pushed out in part because of the government shutdown earlier this year. But Jens Hennig, v-p of operations for the General Aviation Manufacturers Association who provided the working group update, said, “We’ve done some tests. It works.”
In addition to the privacy policy, still ahead for the ADS-B transition is the facilitation of waivers for unequipped aircraft. This involves the development of a web-based tool (“Adapt") for requesting non-routine authorizations. That tool is anticipated to be in place by the end of the year.
Hennig emphasized, “2020 is not the end, but the beginning of the ADS-B program” and said much remains ahead, even after the mandate takes effect. This includes the de-commissioning of secondary surveillance radar. He believes that the FAA is making progress on a roadmap for that. It also includes the continuation of equipage, Hennig said, adding, “I still see us equipping into 2020 and maybe even 2021 as some of those operators realize the impact of not equipping.”
As for the transition itself, the number of installations continues to accelerate, with about 4,000 aircraft across the fleet now equipping monthly. The total number of properly installed general aviation aircraft topped 60,000 by the beginning of August. Lagging behind has been piston aircraft, but the majority of those that regularly fly in ADS-B airspace is believed equipped. The FAA researched the number of aircraft that seldom fly in such airspace and has estimated that to be in the 20,000-25,000 range. Helicopters also still have a much lower equipage rate (at 47 percent of the total fleet at the end of June, not taking into account idle helicopters or those that don’t fly in ADS-B airspace).
Looking ahead, the industry is further eying benefits of ADS-In and space-based ADS-B.