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CASA 61/14 – Direction – use of ADS-B in foreign aircraft engaged in private operations
1CASA 61/14 – Direction – use of ADS-B in foreign aircraft engaged in private operations
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CASA 61/14 – Direction – use of ADS-B in foreign aircraft engaged in private operations
(as amended)
made under subregulation 209 (1) of the Civil Aviation Regulations 1988 and subsection 33 (3) of the Acts Interpretation Act 1901.
This compilation was prepared on 16 July 2020 taking into account amendments up to CASA 25/20 — Direction — use of ADS-B in foreign aircraft engaged in private operations Amendment Instrument 2020 (No. 1). It is a compilation of CASA 61/14 – Direction – use of ADS-B in foreign aircraft engaged in private operations as amended and in force on 11 June 2020.
Prepared by the Advisory and Drafting Branch, Legal, International & Regulatory Affairs Division, Civil Aviation Safety Authority, Canberra.
Compilation No. 2.
3 Definitions
3The definitions in Schedule 1 also apply for Schedules 1A, 2, 3 4 and 5.
4 Direction
I direct that each operator, and each pilot in command, of a foreign aircraft engaged in private operations flying into or out of Australian territory, or operating in Australian territory (a foreign aircraft), must comply with the condition mentioned in section 5.
5 Condition
5It is a condition for operations under CAR and CASR that a foreign aircraft must conform to the requirements of the applicable Schedules in this instrument.
Schedule 1 Directions relating to carriage and use of automatic dependent surveillance – broadcast equipment
1 In this Schedule, and in Schedules 1AA, 1A, 2, 3, 4 and 5:
14 CFR 91.225 means regulation 91.225 of the United States Title 14 Code of Federal Regulations (CFR) titled Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment and use, as in force from time to time.
ADS-B means automatic dependent surveillance – broadcast.
ADS-B test flight means a flight to prove ADS-B transmitting equipment that is newly installed on the aircraft undertaking the flight.
aircraft means a foreign aircraft.
aircraft address means a unique code of 24 binary bits assigned to an aircraft by or under the authority of an NAA for the purpose of air-to-ground communication, navigation and surveillance.
AMSL means above mean sea level.
approved equipment configuration for ADS-B transmitting equipment means an equipment configuration that:
(a) meets the conditions for approval set out in Schedules 2, 3, 4 or 5, as applicable; or
(b) is approved in writing by CASA.
ATC means air traffic control.
CASR means the Civil Aviation Safety Regulations 1998.
Certain light sport, experimental and other aircraft means any of the following:
(a) a light sport aircraft for which a special certificate of airworthiness has been issued and is in force under regulation 21.186 of CASR;
(b) a light sport aircraft for which an experimental certificate has been issued and is in force under paragraph 21.191 (j) or (k) of CASR;
(c) any other aircraft for which an experimental certificate has been issued and is in force under paragraph 21.191 (g) or (h) of CASR;
(d) an aircraft for which an experimental certificate has been issued and is in force under subregulation 21.190 (1) of CASR;
(e) an aircraft to which any of the following Civil Aviation Orders (CAOs) applies:
CAO 95.4, 95.4.1, 95.8, 95.10, 95.12, 95.12.1, 95.32, 95.53, 95.54 or 95.55;
(f) a Part 103 aircraft within the meaning of regulation 103.005 of CASR.
Note Part 103 of CASR commences on 25 March 2021 (see regulation 2 of the Civil Aviation Legislation Amendment (Parts 103, 105 and 131) Regulations 2019). Paragraph (f) is permitted by subsection 98 (5D) of the Civil Aviation Act 1998.
Class A TABS means TABS functionality relating to transponder function, altitude source function, and ADS‑B OUT function, in accordance with (E)TSO‑C199, as in force from time to time.
Class B TABS means TABS functionality relating to position source function, in accordance with (E)TSO‑C199, as in force from time to time.
Class B TABS position source device means a device with a Class B TABS functionality.
EASA means the European Aviation Safety Agency.
EASA AMC 20-24 means Annex II to ED Decision 2008/004/R titled Certification Considerations for the Enhanced ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHz Extended Squitter, dated 2 May 2008, of EASA, or a later version as in force from time to time.
EASA CS‑ACNS means Annex I to ED Decision 2013/031/R titled Certification Specifications and Acceptable Means of Compliance for Airborne Communications, Navigation and Surveillance CS-ACNS, dated 17 December 2013, or a later version as in force from time to time.
EHS DAPs means enhanced surveillance downlink of aircraft parameters.
ETSO means European Technical Standard Order of the EASA.
FAA means the Federal Aviation Administration of the United States.
FDE means Fault Detection and Exclusion, a feature of a GNSS receiver that excludes faulty satellites from position computation.
FL 290 means flight level 290.
Note Flight level 290 is defined in subregulation 2 (1) of CAR 1988.
foreign aircraft means a foreign aircraft engaged in private operations in Australian territory.
GNSS means the Global Navigation Satellite System installed in an aircraft to continually compute the position of the aircraft by use of the GPS.
GPS means the Global Positioning System.
HPL means the Horizontal Protection Level of the GNSS position of an aircraft as an output of the GNSS receiver or system.
IFR has the same meaning as I.F.R. and stands for instrument flight rules.
integrated TABS device means a device with integrated Class A TABS and Class B TABS functionality.
Mode A is a transponder function that transmits a 4-digit octal identification code for an aircraft when interrogated by an SSR, the code having been assigned to the aircraft by ATC for the relevant flight sector.
Mode A code is the 4-digit octal identification code transmitted by a Mode A transponder function.
Mode C is a transponder function that transmits a 4-digit octal code for an aircraft’s pressure altitude when interrogated by an SSR.
Mode C code is the 4-digit octal identification code transmitted by a Mode C transponder function.
Mode S is a monopulse radar interrogation technique that improves the accuracy of the azimuth and range information of an aircraft, and uses a unique aircraft address to selectively call individual aircraft.
NACp means Navigation Accuracy Category for Position as specified in paragraph 2.2.3.2.7.1.3.8 of RTCA/DO‑260B.
NAA has the same meaning as in regulation 1.004 of the Civil Aviation Safety Regulations 1998.
Note “NAA, for a country other than Australia, means:
(a) the national airworthiness authority of the country; or
(b) EASA, in relation to any function or task that EASA carries out on behalf of the country.”
NIC means Navigation Integrity Category as specified in paragraph 2.2.3.2.3.3 of RTCA/DO-260B.
NUCp means Navigation Uncertainty Category – Position as specified in paragraph 2.2.8.1.5 of RTCA/DO-260.
RTCA/DO-229D means document RTCA/DO-229D titled Minimum Operational Performance Standards for Global Positioning System/Wide Area Augmentation System Airborne Equipment, dated 13 December 2006, of the RTCA Inc. of Washington D.C., USA (RTCA Inc.).
RTCA/DO-260 means RTCA Inc. document RTCA/DO-260 titled Minimum Operational Performance Standards for 1090 MHz Automatic Dependent Surveillance – Broadcast, dated 13 September 2000.
RTCA/DO‑260B means RTCA Inc. document RTCA DO‑260B titled Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) and Traffic Information Services – Broadcast (TIS-B), dated 2 December 2009, unless a later version as in force from time to time is expressly referred to.
SA means Selective Availability, and is a function of the GPS that has the effect of degrading the accuracy of the computed GPS position of a GNSS-equipped aircraft.
SDA means System Design Assurance as specified in section 2.2.3.2.7.2.4.6 of RTCA/DO‑260B.
SIL means Source Integrity Level as specified in paragraph 2.2.3.2.7.1.3.10 of RTCA/DO‑260B.
SSR means a secondary surveillance radar system that is used by ATC to detect an aircraft equipped with a radar transponder.
TABS means traffic awareness beacon system.
TSO means Technical Standard Order of the FAA.
Note NAA is defined in regulation 1.4 of the Civil Aviation Safety Regulations 1998.
UK CAP 1391 means Civil Aviation Authority of the United Kingdom document number CAP 1391 titled Electronic conspicuity devices, 2nd edition, dated April 2018, or a later edition as in force from time to time.
VFR has the same meaning as V.F.R. and stands for visual flight rules.
3Subject to clause 12, if an aircraft carries ADS‑B transmitting equipment for operational use in Australian territory:
(a) the equipment must comply with an approved equipment configuration under Schedule 2, 3, 4 or 5 in accordance with the Application provisions of the Schedule; and
(b) for Schedule 5, any administrative standard included in the schedule must be complied with.
4When serviceable ADS‑B transmitting equipment is operated in Australian territory, the equipment must transmit:
(a) the current aircraft address; and
(b) a flight identification that:
(i) corresponds exactly to the aircraft identification mentioned on the flight notification filed with ATC for the flight; or
(ii) if a flight notification is not filed for the flight — is the aircraft’s registration mark; or
(iii) is directed or approved by ATC.
5If an aircraft in flight carries serviceable ADS‑B transmitting equipment, the equipment must be operated:
(a) for equipment that complies with an approved equipment configuration set out in Schedule 2 — continuously during the flight in all airspace and at all altitudes, unless the pilot is directed or approved otherwise by ATC; and
(b) for equipment that complies with the approved equipment configuration set out in Schedule 3, 4 or 5 — continuously during the flight, within the airspace and within the altitude limits specified for the flight in the applicable Schedule, unless the pilot is directed or approved otherwise by ATC.
6Subject to clause 7, if an aircraft carries ADS‑B transmitting equipment which does not comply with an approved equipment configuration, the aircraft must not fly in Australian territory unless the equipment is:
(a) deactivated; or
(b) set to transmit only a value of zero for the NUCp, NACp, NIC or SIL.
Note It is considered equivalent to deactivation if NUCp, NACp, NIC or SIL is set to continually transmit only a value of zero.
7The ADS‑B transmitting equipment need not be deactivated for paragraph 6 if the aircraft is undertaking an ADS‑B test flight in VMC in airspace below FL290.
8An aircraft that is operated:
(a) in an IFR operation; or
(b) in any operation at or above FL290;
must carry serviceable ADS‑B transmitting equipment that complies with the approved equipment configuration set out in Schedule 2.
9If an aircraft is operated in a VFR operation below FL290:
(a) it may carry serviceable ADS-B transmitting equipment (the equipment); and
(b) if it carries the equipment — the equipment must comply with the approved equipment configuration set out in Schedule 2, 3, 4 or 5.
10Clause 8 does not apply to an aircraft if:
(a) the aircraft owner, operator or pilot has written authorisation from CASA for the operation of the aircraft without the ADS-B transmitting equipment; or
(b) the equipment is unserviceable for a flight, and each of the following applies:
(i) the flight takes place within 3 days of the discovery of the unserviceability;
(ii) at least 1 of the following applies for the flight:
(A) flight with unserviceable equipment has been approved by CASA, in writing, subject to such conditions as CASA specifies;
(B) the unserviceability is a permissible unserviceability set out in the minimum equipment list as approved by the NAA of the State of registration of the aircraft;
(iii) before it commences, ATC clears the flight despite the unserviceability.
11Unless otherwise approved in writing by CASA, ADS‑B transmitting equipment carried on an aircraft must allow the pilot to activate and deactivate transmission during flight.
Note This requirement is met if the ADS-B transmitting equipment has a cockpit control that enables the pilot to turn ADS-B transmissions on and off.
12A requirement under Schedule 2, 3 or 4 that an approved equipment configuration for ADS‑B transmitting equipment be authorised in accordance with a specific TSO or ETSO does not apply to the ADS‑B transmitting equipment carried on certain light sport, experimental and other aircraft provided that:
(a) the equipment configuration that is carried provides the pilot, other aircraft and ATC with the same transponder and surveillance capability as would be provided if the equipment were expressly authorised in accordance with the specific TSO or ETSO; and
(b) the pilot or the operator has a statement of conformance (however described) from the equipment manufacturer stating the particular standard or standards of the TSO or ETSO with which the equipment conforms.
Schedule 1AA Instructions — SSR transponder equipment
1For subregulation 174A (1) of CAR, this clause specifies the SSR transponder equipment that must be carried on certain aircraft before they undertake a VFR flight.
2A serviceable Mode A and Mode C SSR transponder must be carried on an aircraft that:
(a) was manufactured before 6 February 2014; and
(b) has not been modified by having its transponder installation replaced on or after that date; and
(c) operates under the VFR and within ATC radar coverage, in Class A airspace below FL290, in Class B airspace, or in Class C airspace.
Note Carriage of a Mode A and Mode C transponder does not remove the requirement to obtain CASA approval to operate in Class A airspace: see subregulation 99AA (3) of CAR.
3Clause 2 does not apply if the aircraft carries serviceable Mode S transponder that meets the standards set out in in Schedule 1A.
4A serviceable Mode A and Mode C SSR transponder must be carried on an aircraft that:
(a) was manufactured before 6 February 2014; and
(b) has not been modified by having its transponder installation replaced on or after that date; and
(c) has an engine-driven electrical system capable of continuously powering a transponder; and
(d) operates under the VFR in Class E airspace, or above 10 000 ft AMSL in Class G airspace.
5Clause 4 does not apply if the aircraft carries:
(a) a serviceable Mode S transponder that meets the standards set out in in Schedule 1A; or
(b) a serviceable integrated TABS device that meets the standards set out in Schedule 4.
Note Civil Aviation Order 20.18 Amendment Instrument 2020 (No. 1) repealed instrument CASA 316/98 which contained the previous instructions under subregulation 174A (1) of CAR in relation to carriage of transponders
Schedule 1A Standards for Mode S transponder equipment
1If the aircraft carries Mode S transponder equipment (the equipment), the equipment must meet the standards set out in this Schedule.
2The equipment must be of a type that is authorised by:
(a) the FAA, in accordance with TSO-C112 as in force on 5 February 1986, or a later version as in force from time to time; or
(b) EASA, in accordance with ETSO-C112a as in force on 24 October 2003, or a later version as in force from time to time; or
(c) CASA, in accordance with an instrument of approval of the type.
Note CASA Advisory Circular 21-46 provides guidelines on Mode S transponder equipment.
3The aircraft address entered into the equipment must exactly correspond to the aircraft address assigned to the aircraft by the NAA of the State of registration of the aircraft.
4The equipment must transmit each of the following when interrogated on the manoeuvring area of an aerodrome or in flight:
(a) the aircraft address;
(b) the Mode A code;
(c) the Mode C code;
(d) subject to clause 6, the aircraft flight identification in accordance with clause 5.
5The aircraft flight identification must:
(a) if a flight notification is filed with ATC for the flight — correspond exactly with the aircraft identification mentioned on the flight notification; or
(b) if no flight notification is filed with ATC for the flight — be the aircraft’s nationality and registration mark; or
(c) be another flight identification directed or approved for use by ATC.
6Mode S transponder transmission of the aircraft flight identification is optional for any aircraft that was first registered in its State of registration before 9 February 2012 (an older aircraft). However, if an older aircraft is equipped to transmit, and transmits, an aircraft flight identification then that aircraft flight identification, must be in accordance with clause 5.
7If the equipment transmits any Mode S EHS DAPs, the transmitted DAPs must comply with the standards set out in paragraph 3.1.2.10.5.2.3 and Table 3-10 of Volume IV, Surveillance and Collision Avoidance Systems, of Annex 10 of the Chicago Convention.
Note 1 Paragraph 3.1.2.10.5.2.3 includes 3.1.2.10.5.2.3.1, 3.1.2.10.5.2.3.2 and 3.1.2.10.5.2.3.3.
Note 2 Australian Mode S SSR are EHS DAPs-capable, and operational use of EHS DAPS is to be introduced in Australia. Implementation of Mode S EHS DAPs transmissions that are not in accordance with the ICAO standards may be misleading to ATC. Operators need to ensure that correct parameters are being transmitted.
8If the equipment is carried in an aircraft first registered in its State of registration on or after 9 February 2012:
(a) having a certificated maximum take-off weight above 5 700 kg; or
(b) that is capable of normal operation at a maximum cruising true air speed above 250 knots;
the equipment’s receiving and transmitting antennae must:
(c) be located in the upper and lower fuselage; and
(d) operate in diversity, as specified in paragraphs 3.1.2.10.4 to 3.1.2.10.4.5 (inclusive) of Volume IV, Surveillance and Collision Avoidance Systems, of Annex 10 of the Chicago Convention.
Note Paragraph 3.1.2.10.4.2.1 is recommendatory only.
9Subject to clause10, if Mode S transponder equipment incorporates ADS‑B functionality, the equipment must comply with the applicable approved equipment configuration required under Schedule 1 for ADS‑B transmitting equipment.
10For clauses 2 and 9, a requirement that the equipment be authorised in accordance with a specific TSO or ETSO does not apply to Mode S transponder equipment carried on certain light sport, experimental and other aircraft provided that:
(a) the equipment configuration that is carried provides the pilot, other aircraft and ATC with the same transponder and surveillance capability as would be provided if the equipment were expressly authorised in accordance with the specific TSO or ETSO; and
(b) the pilot or the operator has a statement of conformance (however described) from the equipment manufacturer stating the particular standard or standards of the TSO or ETSO with which the equipment conforms.
Part A — ADS-B transmitting equipment — approval and application
Approved equipment configuration — IFR and VFR flight
1Subject to this Part, an equipment configuration for ADS-B transmitting equipment is approved if it complies with the standards specified in Part B or Part C of this Schedule.
Application
2ADS‑B transmitting equipment carried on an aircraft in an IFR flight has an approved equipment configuration if, and only if, it complies with the standards in Part B or Part C of this Schedule.
Note No other Schedule applies to the equipment in an IFR flight.
3ADS‑B transmitting equipment carried on an aircraft in any operation at or above FL290 has an approved equipment configuration if, and only if, it complies with the standards in Part B or Part C of this Schedule.
Note No other Schedule applies to the equipment in an operation above FL290.
4ADS‑B transmitting equipment carried on an aircraft, in a flight that is not an IFR flight or any flight at or above FL290, has an approved equipment configuration if it complies with the standards in Part B or Part C of this Schedule.
Note For example, ADS‑B transmitting equipment carried on an aircraft in a VFR flight below FL290 would have an approved equipment configuration if it complied with the standards in Part B or Part C of this Schedule. However, another Schedule may apply to the equipment in the VFR flight.
Part B
ADS-B transmitting equipment — standard for approval
2 ADS-B transmitting equipment must be of a type that:
(a) is authorised by the FAA in accordance with TSO-C166 as in force on 20 September 2004, or a later version as in force from time to time; or
(b) meets the following requirements:
(i) the type must be accepted by CASA as meeting the specifications in RTCA/DO‑260 dated 13 September 2000, or a later version as in force from time to time;
(ii) the type must utilise HPL at all times HPL is available; or
(c) is otherwise authorised, in writing, by CASA for the purposes of subsection 9B of Civil Aviation Order 20.18 as being equivalent to one of the foregoing types.
GNSS position source equipment — standard for aircraft manufactured on or after 8 December 2016
3 For an aircraft manufactured on or after 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver of a type that is authorised by the FAA in accordance with TSO‑C145a or TSO-C146a as in force on 19 September 2002, or a later version as in force from time to time; or
(b) a GNSS receiver of a type that is authorised by the FAA in accordance with TSO‑C196 as in force on 9 September 2009, or a later version as in force from time to time; or
(c) a GNSS receiver or system which meets the following requirements:
(i) is certified by an NAA for use in flight under the I.F.R.;
(ii) has included in its specification and operation the following:
(A) FDE, computed in accordance with the definition at paragraph 1.7.3 of RTCA/DO-229D;
(B) the output function HPL, computed in accordance with the definition at paragraph 1.7.2 of RTCA/DO-229D;
(C) functionality that, for the purpose of HPL computation, accounts for the absence of the SA of the GPS in accordance with paragraph 1.8.1.1 of RTCA/DO-229D; or
(d) another equivalent system authorised in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 3, namely, those certified to TSO‑C145a or TSO‑C146a, or later versions, or those manufactured to comply with TSO-C196.
GNSS position source equipment — standard for aircraft manufactured before 8 December 2016
4 For an aircraft manufactured before 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver or system that complies with the requirements of clause 3, other than sub‑subparagraph 3 (c) (ii) (C) which is optional; or
(b) an equivalent GNSS receiver or system that has been approved in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 4, namely, those certified to TSO‑C145a or TSO‑C146a, or later versions, or those manufactured to comply with TSO-C196. Some later versions of GNSS receivers certified to TSO-C129 may also meet the requirements, i.e. those having FDE and HPL features incorporated.
Altitude source equipment — standard
5 The pressure altitude transmitted by the ADS-B transmitting equipment must be determined by:
(a) a barometric encoder of a type that is authorised by:
(i) the FAA in accordance with TSO-C88a as in force on 18 August 1983, or a later version as in force from time to time; or
(ii) EASA in accordance with ETSO-C88a as in force on 24 October 2003, or a later version as in force from time to time; or
(b) another equivalent system authorised in writing by CASA.
Part C
Alternative approved equipment configuration — standard for aircraft manufactured on or after 8 December 2016
7For an aircraft manufactured on or after 8 December 2016, an equipment configuration is approved if:
(a) it has been approved or accepted by:
(i) the NAA of a recognised country, as meeting the standards of EASA AMC 20‑24 or EASA CS‑ACNS; or
(ii) the FAA, as meeting the standards of 14 CFR 91.225 for 1090 Megahertz (MHz) Extended Squitter ADS-B; and
(b) the aircraft flight manual attests to the approval or acceptance; and
(c) the GNSS receiver or system complies with the requirements of clause 3 in Part B.
Alternative approved equipment configuration — standard for aircraft manufactured before 8 December 2016
8For an aircraft manufactured before 8 December 2016, an equipment configuration is approved if:
(a) it has been approved or accepted by:
(i) EASA as meeting the standards of EASA AMC 20‑24; or
(ii) the FAA as meeting the standards of 14 CFR 91.225 for 1090 Megahertz (MHz) Extended Squitter ADS‑B; and
(b) the aircraft flight manual attests to the approval or acceptance; and
(c) the GNSS receiver or system complies with the requirements of clause 4 in Part B.
Schedule 3 — Approved equipment configuration — Mode S transponder with Class B TABS position source device — VFR flight below FL290 only
Part A — ADS-B transmitting equipment — approval and application
Approved equipment configuration — Mode S transponder with Class B TABS position source device
1Subject to this Part, an equipment configuration for ADS‑B transmitting equipment is approved if it is a Mode S transponder with Class B TABS position source device that complies with the standards specified in Part B of this Schedule.
Application
2A Mode S transponder with Class B TABS position source device carried on an aircraft has an approved equipment configuration if it complies with:
(a) the standards in Part B of this Schedule; and
(b) the conditions set out in clauses 3 and 4.
Note Another Schedule may apply to the equipment in a VFR flight.
3For paragraph 2 (b), a Mode S transponder with Class B TABS position source device may only be operated in VFR flight below FL290.
4For paragraph 2 (b), if a Mode S transponder with Class B TABS position source device transmits a SIL value of less than 2, the aircraft must not enter controlled airspace in which:
(a) aircraft are required to carry serviceable ADS‑B transmitting equipment that complies with an approved equipment configuration in accordance with Schedule 2; or
(b) VFR aircraft are required to carry ADS-B transmitting equipment.
Note Carriage of a Mode S transponder with Class B TABS position source device does not remove the requirement to obtain ATC clearance to operate in Class B or C airspace. Nor does it remove the requirement to obtain CASA approval to operate in Class A airspace – see subregulation 99AA (3) of CAR.
Part B — Standards for a Mode S transponder with Class B TABS position source device
Mode S transponder — standard
1The Mode S transponder must be of a type that:
(a) is authorised in accordance with (E)TSO-C166B, as in force from time to time; or
(b) approved in writing by CASA as meeting the specifications in RTCA/DO‑260B, whether dated 2 December 2009, or a later version as in force from time to time; or
(c) is authorised in writing by CASA as being equivalent to a device mentioned in paragraph (a) or (b).
2When required to be operated, the Mode S transponder must transmit NACp, NIC, SIL and SDA values in accordance with the authorised capability of the GNSS position source.
GNSS position source equipment
3The geographical position transmitted by the Mode S transponder must be determined by:
(a) a Class B TABS position source device that is authorised in accordance with (E)TSO‑C199, as in force from time to time; or
(b) another source that is authorised in writing by CASA as being equivalent to a source mentioned in paragraph (a).
Altitude source equipment — standard
4The pressure altitude transmitted by the Mode S transponder must be determined by:
(a) a barometric encoder of a type that is authorised in accordance with (E)TSO-C88a, as in force from time to time; or
(b) another system that is authorised in writing by CASA as being equivalent to a barometric encoder mentioned in paragraph (a).
1Subject to this Part, an equipment configuration for ADS-B transmitting equipment is approved if it is an integrated TABS device that complies with the standards specified in Part B of this Schedule.
Application
2An integrated TABS device carried on an aircraft has an approved equipment configuration if it complies with:
(a) the standards in Part B of this Schedule; and
(b) the conditions set out in clause 3.
Note Another Schedule may apply to the equipment in a VFR flight.
3For paragraph 2 (b) an integrated TABS device may only be operated in transmitting mode:
(a) in VFR flight below FL290; and
(b) in Class D, Class E or Class G airspace.
Note An integrated TABS device is not a substitute for mandatory carriage of a transponder in relevant airspace, except in Class E airspace, or in Class G airspace above 10 000 ft: see Schedule 1AA, paragraph 5 (b).
Part B — Standards for an integrated TABS device
1An integrated TABS device must meet the technical specifications in (E)TSO‑C199, as in force from time to time, that are for a device with integrated Class A TABS and Class B TABS functionality.
2An integrated TABS device must transmit a SIL value of 1.
3Subject to clause 4, an integrated TABS device must be authorised by the relevant NAA of the equipment manufacturer as meeting the standards mentioned in clauses 1 and 2.
4Clause 3 does not apply to an integrated TABS device carried on certain light sport, experimental and other aircraft provided that the TABS device that is carried:
(a) provides the pilot, other aircraft and ATC with the same transponder and surveillance capability as would be provided if an integrated TABS device were expressly authorised by the relevant NAA; and
(b) the pilot has a statement of compliance (or however described) from the equipment manufacturer certifying that the equipment otherwise meets the standards mentioned in clauses 1 and 2.
Part A — ADS-B transmitting equipment — approval and application
Approved equipment configuration — EC device
1Subject to this Part, an equipment configuration for ADS‑B transmitting equipment is approved if it is an electronic conspicuity device (an EC device) that complies with the standards specified in Part B of this Schedule.
Note Only EC devices that meet all of the requirements of this Schedule are EC devices for the purposes of this Schedule.
Application
2An EC device carried on an aircraft has an approved equipment configuration if it complies with:
(a) the standards in Part B of this Schedule; and
(b) the conditions set out in clause 3.
Note Another Schedule may apply to the equipment in a VFR flight.
3For paragraph 2 (b), an EC device must not be operated in transmitting mode:
(a) in VFR flight at or above FL290; or
(b) concurrently with a Mode S transponder that is also transmitting ADS-B.
Note An EC device may be operated concurrently with a Mode A/C, or a Mode S transponder (other than one that is transmitting ADS‑B) but it is not a substitute for mandatory carriage of a transponder in relevant airspace.
Part B — Standards for an EC device
1Subject to clauses 3 and 4, an EC device must meet the technical specifications in UK CAP 1391.
2An EC device must use a Class B TABS position source that complies with the performance standards specified in (E)TSO-C199, as in force from time to time.
3An EC device must:
(a) be capable of transmitting a SIL value of 1, in accordance with the standards in UK CAP 1391 for an EC device that uses a Class B TABS position source; and
(b) transmit that SIL value of 1.
4Despite the standards in UK CAP 1391, an EC device must:
(a) meet the requirements described in paragraph 2.2.3.2.7.2.4.6 of RTCA/DO‑260B for transmitting an SDA of 1; and
(b) transmit an SDA value of 1.
5An EC device must use a barometric encoder for altitude information.
6An EC device must be mounted in accordance with the manufacturer’s instructions.
7An EC device, when mounted in accordance with the manufacturer’s instructions, must not:
(a) interfere with aircraft controls; or
(b) otherwise affect the safe operation of the aircraft.
8The following administrative standards for an EC device must be complied with:
Note See paragraph 3 (b) in Schedule 1.
(a) an EC device must have a statement of compliance (however described) from the EC device manufacturer certifying that the device meets the requirements mentioned in clauses 1 to 5 (a declaration of capability and conformance to the requirements in clauses 1 to 5 or a declaration);
(b) the pilot in command of an aircraft that uses an EC device must carry the declaration, or a copy of it, on board the aircraft;
(c) an EC device model must not be operated in a transmit mode anywhere in Australia unless it is listed on the CASA website as an EC device model for which the manufacturer has made a valid declaration.
Notes to CASA 61/14 – Direction – use of ADS-B in foreign aircraft engaged in private operations
Note 1
Note: CASA 61/14 – Direction – use of ADS-B in foreign aircraft engaged in private operations (in force under under subregulation 209 (1) of the Civil Aviation Regulations 1988 and subsection 33 (3) of the Acts Interpretation Act 1901) as shown in this compilation is amended as indicated in the tables below.
Note: > Note: Table of instruments
Title
Date of FRLregistration
Date ofcommencement
Application, saving ortransitional provisions
CASA 61/14Direction – use of ADS-B inforeign aircraft engaged inprivate operations
21 May 2014 (see F2014L00586)
22 May 2014
—
Civil Aviation Legislation Amdt and Repeal (ATSOs) Instrument 2017
30 November 2017(see F2017L01553)
30 November 2017
—
CASA 25/20 — Direction — use of ADS-B in foreign aircraft engaged in private operations Amendment Instrument 2020 (No. 1)