ADS-B: Mandate inches closer

ADS-B uses satellites instead of ground-based radar to determine aircraft location, and is a key technology behind the FAA’s Next Generation Air Transportation System. It’s more accurate than current radar systems, and the inclusion of optional ADS-B In services can enhance safety by increasing pilot situational awareness.

The FAA has made it abundantly clear that the mandate will not change. “The [FAA] administrator has stated repeatedly that the mandate will not slip,” said Jim Marks, who leads the FAA’s ADS-B Focus Team, at Sun ‘n Fun in mid-April. Of course, aircraft that do not fly in ADS-B rule airspace—defined by FAR 91.225—are not required to equip. Aircraft without electrical systems, such as balloons and gliders, are exempt from the mandate.

Keep in mind that the ADS-B ground infrastructure—more than 634 ground stations—has been operational for more than four years. Without these ground stations, implementing the mandate would be difficult, but they’re up and running.

Many have speculated that avionics shop capability could become an issue as the mandate approaches. And an increasingly visible trend makes this appear more likely. At least half of aircraft owners, when equipping with ADS-B Out, are choosing to have additional avionics work done—ranging from installation of a new audio panel to a WAAS GPS navigator to, in some cases, a complete panel upgrade.

Data confirm this trend. In February, the Aircraft Electronics Association (AEA) released its 2017 year-end Avionics Market Report. Worldwide business and general aviation avionics sales for 2017 were more than $2.3 billion, up 2.9 percent over the previous year as reported by participating manufacturers. The increase reverses two straight years of declining sales and represents the first year-over-year sales increase since 2014.

Retrofit sales—defined as avionics installed after an aircraft was originally produced—were 58 percent of sales in 2017. AEA said this all-time high of more than $1.3 billion was more than 20 percent higher than the previous year. And ADS-B hardware is only a fraction of that total, according to AEA President Paula Derks.

“Many avionics shops are telling us that aircraft owners are electing to order full panel avionics upgrades rather than just the ADS-B equipment,” she said, adding that it will be interesting to see whether the retrofit market continues to grow as the ADS-B mandate draws closer.

During a regulatory session at AEA’s recent annual convention, Ric Peri—the association’s vice president of government and industry affairs—polled attending avionics shop representatives on this topic. By a show of hands, 80 percent of installs included upgrades to one or more other systems; 20 percent of installs were ADS-B Out compliance only. (Upgrades here include installation of optional ADS-B In capabilities.)

Talks with a couple of avionics shops confirm that the upgrade rate—versus just ADS-B Out compliance—is more than 50 percent.

Todd Adams is manager of Lancaster Avionics in Lancaster, Pennsylvania. The current backlog at his shop is about three months—shorter than it has been in the recent past. However, he has placed a number of orders for equipment that is not yet available, and if those installations all could be firmed up today, he said his schedule would be booked out about six months.

About half of those work orders are for ADS-B only. “But there is an interesting dynamic playing out in the industry right now,” Adams said, and it’s being driven by new products for certified aircraft, specifically new autopilots—including the non-TSOed TruTrak product—and the Garmin G5 electronic flight instrument.

Such products are encouraging owners to take a broader look at their aircraft and its capabilities. “The G5s have sparked a lot of conversations. That’s no surprise,” Adams said. “But the G5 has really increased my Aspen sales.” In many cases, he said, the installed cost of two G5s approaches that of an Aspen Pro—the certified version, not the recently announced, STCed Evolution E5 dual electronic flight instrument—and some customers are choosing the more capable, expandable solution.

The G5 won’t work with a TruTrak or Garmin GFC 600 autopilot, Adams noted, although it is compatible with Garmin’s GFC 500. “An Aspen is generally going to work with most other systems,” he added. “It’s becoming more of a specific thing. Choices made today could have an impact on future options.”

ADS-B conversations prompt some owners to install WAAS GPS navigators or new com radios. “The numbers end up speaking for themselves,” Adams said. “I think we’re going to see the 50/50 [ratio] going on for quite a while.”

At least one smaller shop reports a similar experience. In 2012 Josh Johnson opened a maintenance and flight training facility, Achievement Aviation, at Lakefield Airport in Celina, Ohio. He received Part 145 certification—in large part to install and certify ADS-B equipment—in July 2017. Since then he’s completed about 20 ADS-B installs—of which just half were for ADS-B only. The shop’s schedule is booked more than a month out.

“Of the ADS-B installs, on about 80 percent of them we’re doing something to bring ADS-B In. Very few are not doing something for ADS-B In,” Johnson said. “A lot of WAAS navigators are going in. Sometimes it’s an audio panel or a new intercom they’ve been wanting.” Avidyne and used Garmin GNS 430W navigators have been most popular at Achievement, where there’s also great interest in non-TSOed autopilots.

“We’re doing a lot of USB power ports. I didn’t think that would be a thing. But if you don’t have an installed power port, it’s hard to keep an iPad going for three or four hours.”

Johnson sees two distinct groups of customers. One accepts the mandate and is getting on board, while the other group is dragging its feet and hoping that it’s delayed. “It’s a massive divide,” he said.

Regardless of your opinion there, anything an owner adds to his or her aircraft in conjunction with an ADS-B installation will require more shop time—potentially making it more difficult for other owners to schedule ADS-B installations. If your aircraft needs to be ADS-B compliant by January 2020 and you haven’t begun a conversation with your avionics shop, call them now.AOPA

Email [email protected]