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How Duncan Aviation Can Help Duncan Aviation has ADS-B Out upgrade options available for operators at facilities located throughout the United States. We are able to help operators right now in their choice of location and schedule. One of the main things operators need to keep in mind is that in addition to having ADS-B capable equipment installed in their aircraft, the FAA requires that equipment be tested and certified through an STC or major alteration approval utilizing an STC approved Transponder-GPS pairing.

Duncan Aviation holds or has access to more than 37 different ADS-B STCs on various aircraft. The company is authorized by Rockwell Collins to perform and certify upgrades to the TDR-94 and TDR-94D transponders. And Duncan Aviation assisted ACSS in the development of the NXT-700 transponder AML STC to replace existing MST-67A transponders, which are now available and in stock.

Installations can be performed at Duncan Aviation’s three main full-service locations in Battle C reek, Michigan, Lincoln, Nebraska, and Provo, Utah, as well as at more than 20 satellite avionics facilities and work-away stations located at high-traffic corporate jet airports throughout the United States.

U.S. business aircraft still need to be equipped with ADS-B Out!

EVERY MONTH from now until

"We locked in time for February 2017 at the Duncan Aviation Battle Creek, Michigan, facility to get our ADS-B upgrades for our 560XL,” says Ed Hillman, Director of Maintenance for two Citations. “We fly 400 hours each year, so the 560XL is needed almost daily for flying.

Everyone in the industry seems to be putting off the upgrades, and, in our opinion, there’ll be a rush of operators trying to get their aircraft in compliance at the last minute, and there won’t be hangar space or enough qualified technicians available.”

www.DuncanAviation.aero/adsb

“That deadline is coming fast, and we can’t afford to have our aircraft AOG,” says Ed Hillman.

AOG

DEALING WITH SCHEDULING CONFLICTS

AIRCRAFT VALUE

PAYING HIGHER PRICES

Why NOW is the Time to Complete the ADS-B Mandate

MYTH #1: There is Plenty of Time

MYTH #3: The Prices Will Drop

The business aviation industry has been talking about the upcoming mandate for ADS-B Out avionics equipment for years.

Many operators have been reluctant to complete the requirement early. Yet the leaders in the FAA, GAMA, NATA and NBAA say operators need to be complying NOW. The reality is there are at least 6,000 business class aircraft in the United States that still need to equip their aircraft for ADS-B Out. They have until December 31, 2019, to do this or they won’t be flying inside Class A, B or C airspace. In fact, they run the risk of being AOG and not being able to fulfill their mission for their companies and flight departments.

Aircraft owners who wait to equip will most likely face scheduling pressure and higher installation costs. Duncan Aviation has capacity now.

Still not convinced? Let’s look at the four myths operators state for waiting to upgrade, and why those excuses could lead to trouble come January 1, 2020.

January 1, 2020 is a long ways off, but if you look at previous FAA mandates, most recently the push for RVSM, the industry will experience huge capacity issues that you don’t want to get caught up in.

Business aircraft operators in the United States have less than 36 months remaining to equip the entire fleet with ADS-B Out avionics equipment.

That means 167 aircraft need to be upgraded EVERY MONTH from now until the mandate.

If you wait too long, you will be in a situation where the installation prices will be more, based on simple supply and demand, and you run the risk of not being able to complete the work at the most qualified shop. By scheduling now, you will see better pricing and will be able to schedule the upgrade to fit your flight requirements and calendar.

This is an interesting thought, and we have heard many customers state this. If you resort to common sense, though, when was the last time you saw prices fall for something that was required and limited in number. It is our sincere belief that as the mandate approaches, prices will increase. We hate to see customers pay more because they procrastinated.

At the EAA AirVenture Air Show in Oshkosh, Wisconsin, FAA Administrator Michael Huerta reiterated that the mandate deadline will NOT change.

MYTH #2: The Deadline Will Extend We feel confident in saying that this won’t happen. At the EAA AirVenture Air Show in Oshkosh, Wisconsin, in July, FAA Administrator Michael Huerta reiterated that the mandate deadline will not change, and he encouraged general aviation owners to upgrade their equipment now, adding that it’s a smart move.

The FAA says there will not be an extension.

They have outlined their NextGen initiative and it includes ADS-B technology. Customers in the Far East, Australia, Hong Kong and Singapore all thought the same thing when the deadline to their mandate was December 12, 2013. It was not extended. The FAA has given our industry 10 years to comply. January 1, 2020, is the deadline. The time to schedule is NOW.

MYTH #4: We’re Going To Sell Our Aircraft Anyway This reason doesn’t hold water. The ADS-B mandate will be required for the aircraft’s new owner as well. Duncan Aviation’s aircraft sales and acquisitions team tells us, whether or not an aircraft has an ADS-B Out solution is already affecting its resale value. Those with the capability simply sell for more than those without, typically at a dollar for dollar match. So you either pay now for the upgrade or you potentially will see a decrease in the selling price.

“That deadline is coming fast, and we can’t afford to have our aircraft AOG,” says Ed Hillman.

AOG

DEALING WITH SCHEDULING CONFLICTS

AIRCRAFT VALUE

PAYING HIGHER PRICES

Why NOW is the Time to Complete the ADS-B Mandate

MYTH #1: There is Plenty of Time

MYTH #3: The Prices Will Drop

The business aviation industry has been talking about the upcoming mandate for ADS-B Out avionics equipment for years.

Many operators have been reluctant to complete the requirement early. Yet the leaders in the FAA, GAMA, NATA and NBAA say operators need to be complying NOW. The reality is there are at least 6,000 business class aircraft in the United States that still need to equip their aircraft for ADS-B Out. They have until December 31, 2019, to do this or they won’t be flying inside Class A, B or C airspace. In fact, they run the risk of being AOG and not being able to fulfill their mission for their companies and flight departments.

Aircraft owners who wait to equip will most likely face scheduling pressure and higher installation costs. Duncan Aviation has capacity now.

Still not convinced? Let’s look at the four myths operators state for waiting to upgrade, and why those excuses could lead to trouble come January 1, 2020.

January 1, 2020 is a long ways off, but if you look at previous FAA mandates, most recently the push for RVSM, the industry will experience huge capacity issues that you don’t want to get caught up in.

Business aircraft operators in the United States have less than 36 months remaining to equip the entire fleet with ADS-B Out avionics equipment.

That means 167 aircraft need to be upgraded EVERY MONTH from now until the mandate.

If you wait too long, you will be in a situation where the installation prices will be more, based on simple supply and demand, and you run the risk of not being able to complete the work at the most qualified shop. By scheduling now, you will see better pricing and will be able to schedule the upgrade to fit your flight requirements and calendar.

This is an interesting thought, and we have heard many customers state this. If you resort to common sense, though, when was the last time you saw prices fall for something that was required and limited in number. It is our sincere belief that as the mandate approaches, prices will increase. We hate to see customers pay more because they procrastinated.

At the EAA AirVenture Air Show in Oshkosh, Wisconsin, FAA Administrator Michael Huerta reiterated that the mandate deadline will NOT change.

MYTH #2: The Deadline Will Extend We feel confident in saying that this won’t happen. At the EAA AirVenture Air Show in Oshkosh, Wisconsin, in July, FAA Administrator Michael Huerta reiterated that the mandate deadline will not change, and he encouraged general aviation owners to upgrade their equipment now, adding that it’s a smart move.

The FAA says there will not be an extension.

They have outlined their NextGen initiative and it includes ADS-B technology. Customers in the Far East, Australia, Hong Kong and Singapore all thought the same thing when the deadline to their mandate was December 12, 2013. It was not extended. The FAA has given our industry 10 years to comply. January 1, 2020, is the deadline. The time to schedule is NOW.

MYTH #4: We’re Going To Sell Our Aircraft Anyway This reason doesn’t hold water. The ADS-B mandate will be required for the aircraft’s new owner as well. Duncan Aviation’s aircraft sales and acquisitions team tells us, whether or not an aircraft has an ADS-B Out solution is already affecting its resale value. Those with the capability simply sell for more than those without, typically at a dollar for dollar match. So you either pay now for the upgrade or you potentially will see a decrease in the selling price.

APA

+1 303.649.1790

AUS

+1 512.530.7050

BDR

+1 203.386.0111

BFI

+1 206.764.3962

BJC

+1 303.410.7053

BTL

+1 269.969.8400

DAL

+1 214.352.3468

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APA

TEB

OMA

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LAS

MMU

LUK SUS

VNY SDL

FTY FTW AUS SAT

DAL

IAH HOU FXE

How Duncan Aviation Can Help Duncan Aviation has ADS-B Out upgrade options available for operators at facilities located throughout the United States. We are able to help operators right now in their choice of location and schedule. One of the main things operators need to keep in mind is that in addition to having ADS-B capable equipment installed in their aircraft, the FAA requires that equipment be tested and certified through an STC or major alteration approval utilizing an STC approved Transponder-GPS pairing.

Duncan Aviation holds or has access to more than 37 different ADS-B STCs on various aircraft. The company is authorized by Rockwell Collins to perform and certify upgrades to the TDR-94 and TDR-94D transponders. And Duncan Aviation assisted ACSS in the development of the NXT-700 transponder AML STC to replace existing MST-67A transponders, which are now available and in stock.

Installations can be performed at Duncan Aviation’s three main full-service locations in Battle C reek, Michigan, Lincoln, Nebraska, and Provo, Utah, as well as at more than 20 satellite avionics facilities and work-away stations located at high-traffic corporate jet airports throughout the United States.

U.S. business aircraft still need to be equipped with ADS-B Out!

EVERY MONTH from now until

"We locked in time for February 2017 at the Duncan Aviation Battle Creek, Michigan, facility to get our ADS-B upgrades for our 560XL,” says Ed Hillman, Director of Maintenance for two Citations. “We fly 400 hours each year, so the 560XL is needed almost daily for flying.

Everyone in the industry seems to be putting off the upgrades, and, in our opinion, there’ll be a rush of operators trying to get their aircraft in compliance at the last minute, and there won’t be hangar space or enough qualified technicians available.”

www.DuncanAviation.aero/adsb

We are sure you have heard the buzz regarding the upcoming NextGen mandates and specifically the impending Automatic Dependent Surveillance Broadcast (ADS-B) Out deadline of December 31, 2019.

Attached you will find additional information regarding the technology, but the net of ADS-B is that it is an aircraft- and satellite-based transmission system that sends and receives Wide Area Augmentation System (WAAS) GPS data to other aircraft, ground vehicles, and ground stations to control and coordinate air traffic. The bottom line is that aircraft not equipped with equipment that is ADS-B compliant by the deadline above will, from a practical perspective, be unable to operate.

Todd Duncan Chairman

The current rate of operator compliance is ramping up, but the quantitative reality is that industry capacity will be inadequate to meet the demand. In view of this, many aircraft will be AOG and unable to fly on day one of the effective date of the mandate. As it stands now, in a business aircraft fleet of 9,000, it is reported that only 3,000 are compliant.

That concern is the purpose of this letter. We want to bring this issue and a sense of urgency to your attention, and we believe you should take action to ensure your aircraft is not among those affected January 1, 2020. We appreciate the fact that you are a customer of Duncan Aviation and we encourage you to take advantage of a special ADS-B NOW: Customer Slot Guarantee that we are currently offering. But whether you work with us or not, you should consider scheduling for the upgrade.

Aaron Hilkemann President

As an organization, we have memories of 2005, when RVSM was mandated and our customers were upset with us because we (and the rest of the industry) did not have capacity immediately after the deadline. We prefer to avoid a reoccurrence of this unfortunate scenario for all involved. Once you put a compliance plan in place, you will sleep better knowing you have this specific mandate covered.

If you have any questions, please let us know.

Sincerely, Todd Duncan Aaron Hilkemann

www.DuncanAviation.aero/adsb

Reprinted from NBAA's Business Aviation Insider

The deadline is years away, but a shortage of shop capacity will make it difficult for operators to equip in time to meet the January 2020 compliance date

ILLUSTRATION Š ISTOCK/DANLL MELEKHLN

y Jan. 1, 2020, the majority of aircraft operating domestically in the U.S. will be required to have ADS-B Out capabilities. FAR Part 91.225 outlines the specific airspace requirements, and the regulation applies to the vast majority of business aircraft. In many cases, an upgrade or replacement of the existing transponder will be needed to make an aircraft ADS-B Out compliant.

Operators that fly internationally may already have installed ADS-B Out equipment to meet existing requirements in Australia, Hong Kong, Singapore, Taiwan and Vietnam or those that are scheduled to go into effect in Europe by June 2020.

“Aircraft owners and operators need to be aware that the planning phase is not just about budget and available shop time. ADS-B systems also require operational testing.”

DOUG CARR Vice President of Regulatory and International Affairs, NBAA

However, in some cases, operators may have installed earlier model transponders that are compliant with certain international requirements but do not meet Part 91.225 standards.

It’s also important to note that the FAA’s ADS-B Out requirements apply regardless of which FAR an operator typically operates under. Whether it’s

BUSINESS AVIATION INSIDER

Part 91, 121, 125, 135 or some other regulation, the FAA’s ADS-B Out deadline is still Jan. 1, 2020.

Some rumors have circulated that Part 121 airlines might receive an exemption from the ADS-B requirement or an extension from the Jan. 1, 2020, deadline. That simply is not true.

“No one will be exempt from the equipage requirement,” declared Doug

Carr, NBAA’s vice president of regulatory and international affairs. “It’s possible some operational aspects won’t be ready by 2020. For example, an aircraft parked next to a building might not receive or transmit an ADS-B signal until the aircraft is pushed back. The FAA recognizes the need to keep flights moving, despite the operational standard requiring a signal at dispatch.”

The wide-ranging impact of this rule means aircraft owners and operators need to know what ADS-B solutions are available for their aircraft, plan accordingly and consider other upgrade options.

IS THERE A SOLUTION FOR MY AIRCRAFT?

NBAA recently looked at what percentage of the business aviation fleet has an ADS-B solution. According to preliminary data, almost 92 percent of business aircraft have an available ADS-B solution, leaving 8 percent as what Carr refers to as “orphaned” – that is, without an identified solution.

Ric Peri, vice president of regulatory affairs for the Aircraft Electronics Association, said a good way to think of available ADS-B solutions is by generation of ownership: 1. First-generation owners are likely fully supported by the original equipment manufacturer (OEM) because the aircraft are so closely tied to the OEM due to configuration and aesthetics considerations.

2. Second-generation owners are still probably 90 percent tied to OEMs mostly because of service bulletins, which tend to compound on each other – one service bulletin leans

Many business aircraft operators participate in the FAA’s Aircraft Situation Display to Industry (ASDI) Block program. However, Mode S transponder technology negates some of the program’s privacy benefits. How much privacy can operators of ASDI Block-registered aircraft expect once they are ADS-B-equipped?

All transponders are assigned a 24-bit ICAO code, which is based on the aircraft’s registration and a public algorithm. This can be used to identify the aircraft and aircraft owner. NBAA is working with the FAA on a process to set up a certain set of ICAO codes for business aircraft operators that would not translate to an aircraft registration number. NBAA believes this could provide another layer of privacy protection for aircraft flying in the U.S. Also, FlightAware and some other tracking providers are working with the industry to provide the privacy expected by ASDI Block participants, at least in domestic airspace. However, other flight-tracking applications allow for easy and inexpensive (or even free) tracking worldwide.

NBAA will continue to work with the FAA and others in the industry to ensure that operators’ privacy and security are maintained after ADS-B implementation.

“No one will be exempt from the ADS-B equipage requirement.”

DOUG CARR Vice President of Regulatory and International Affairs, NBAA

on another, but provides a logical path to compliance.

3. “Third-generation owners will start to see deviations from the OEM, partly because these owners and operators tend to look at cost-effectiveness as much as configuration control,” said Peri. “This is where you start to see third-party solutions viable in the marketplace.”

Peri said the first generation of owners might experience challenges meeting the deadline since the avionics suppliers for those aircraft are also the dominant suppliers for the

airlines. For more modern aircraft, Peri doesn’t anticipate solutions being available until late 2016 or early 2017.

Also, newer aircraft tend to be maintained at authorized service centers.

While there are roughly 950 avionics repair stations in the U.S., approximately 750 are installation shops and only 100 to 150 repair stations support business jets or turboprops.

It’s not hard to anticipate the overwhelming demand on these repair stations over the next few years.

The shop availability concerns are compounded by the fact that OEMs tend to limit service bulletins to their repair centers only. Now, instead of looking at up to 150 potential repair stations, you might be limited to fewer than a dozen.

“Considering the industry is looking at two weeks of down time for each aircraft, mathematically, it’s virtually impossible to meet the compliance date unless we can rely on the full resources of the industry,” said Peri.

PLANNING FOR ADS-B

“Aircraft owners and operators need to be aware that the planning phase is not just about budget and available shop time,” said Carr. “ADS-B systems also require operational testing to ensure they work properly and, if not, to work out any bugs, such as phantom imaging.”

Carr explained that a fair number of installations have a problem upon implementation. The only way to resolve these issues is to contact the FAA, identify the exact problem and coordinate a solution.

Peri encourages aircraft owners and operators to choose repair stations with proper ADS-B test equipment.

This equipment can help prevent post-installation issues. Although the shops that have this equipment might not be the cheapest options, they can save operators and owners a significant amount of time by not having to deal with post-installation problems.

The final step in validating [your installation’s] ADS-B accuracy is to BUSINESS AVIATION INSIDER

This article is reprinted with permission from the Nov/Dec 2016 Business Aviation Insider, published by the National Business Aviation Association (NBAA). Copyright 2016. Learn more and download the mobile app for iOS and Android tablets and smartphones: www.nbaa.org/insider/app

request a Public ADS-B Performance Report (PAPR) from the FAA. The report is free and there is no penalty or violation assessed if any concerns are identified.

“The future health of your ADS-B system will be judged by what [data] the FAA is receiving,” said Peri.

“That’s it. There’s no required maintenance check or continuing airworthiness process.”

Peri recommends adding ADS-B checks to your approved maintenance program and conducting them along with transponder checks.

THINK ABOUT ADS-B IN, TOO

Aircraft owners and operators should also consider what technology might be required or helpful in the future. For now, the ADS-B

“Considering the industry is looking at two weeks of down time for each aircraft, mathematically, it’s virtually impossible to meet the compliance date unless we can rely on the full resources of the industry.”

RIC PERI Vice President of Regulatory Affairs, Aircraft Electronics Association

mandate is only for transmitting out. However, many operators would benefit from installing ADS-B In capabilities as well. While your aircraft is already down for the ADS-B Out upgrade, it’s worth considering installing ADS-B In, as well as other cutting-edge technology.

“Plan beyond simple rule compliance and consider what comes next,”

suggested Carr, “which for most aircraft is ADS-B In.” Also, installing Wide Area Augmentation System and other technology might be well worth the investment for some operators.

Review NBAA’s ADS-B resources at www.nbaa.org/cns.

Owners of eligible aircraft may qualify for a $500 rebate for installing avionics required for ADS-B Out compliance. Eligible aircraft must be U.S.-registered, fixed wing, single-engine piston aircraft that are not currently equipped with Version 2 ADS-B Out. The FAA estimates a minimal rule-compliant system for this type of aircraft would cost approximately $2,000, plus installation fees.

The rebate offer is limited to the first 20,000 eligible aircraft owners that apply. The FAA expects the rebate program to run for approximately one year, or until 20,000 rebates are distributed, whichever comes first.

NBAA encourages aircraft owners to schedule their ADS-B upgrades as soon as possible to avoid the challenges that will occur closer to the Jan. 1, 2020, compliance deadline. Aircraft not properly equipped by that date face grounding or significant operational limitations. The FAA will not be issuing an extension to the deadline or exemptions to the equipage requirement.

Learn more about the rebate at www.faa.gov/nextgen/equipadsb/rebate.

BUSINESS AVIATION INSIDER

NEXTGEN

WHAT IS ADS-B OUT? JANUARY 2017 ADS-B (Automatic Dependent Surveillance-Broadcast) Out is a satellite-based technology that lets properly equipped aircraft broadcast their precise location to ATC (air traffic control) as well as other aircraft equipped with ADS-B In. Pinpointing an aircraft’s precise position isn’t possible with the 80-year-old, land-based radar tracking systems currently in use because radar cannot accurately gauge separation above and below and on either side of an aircraft. At the urging of Congress, the FAA began updating the aircraft monitoring infrastructure throughout the United States, transitioning from analog radar to today’s digital system that uses a mix of satellite- and land-based equipment. The new digital infrastructure is more precise and more reliable because it isn’t affected by weather. It also covers more airspace, including areas where land-based radar was previously sparse or nonexistent, such as in the Gulf of Mexico and Alaska.

In addition, more precise and accurate aircraft positioning allows ATC to safely fit more aircraft into smaller air spaces. This allows aircraft to fly more direct routes, which saves time, reduces fuel consumption and lowers the risk of runway incursions because pilots and ATC can see the exact location of other aircraft and vehicles on the ground.

What is the ADS-B out mandate?

The ADS-B Out mandate was established by the FAA requiring all aircraft operating in US airspace to have a certified GPS position source as well as a transponder capable of transmitting data from the aircraft without prompting from the pilot or request from ATC. Do I need ADS-B out? If so, what equipment do I need?

To comply with the ADS-B mandate, all aircraft need ADS-B Out. This will require a 1090-MHz Mode S Extended squitter transponder combined with a certified GPS navigation source such as WAAS GPS. The aircraft must be able to transmit or broadcast the appropriate data from the minute you take off.

When is the Mandate Deadline?

January 1, 2020 What will happen if I don’t have ADS-B by 12:01 a.m. on January 1, 2020?

If your aircraft is unable to transmit the required signals, it will be grounded. On a case-by-case basis, ATC may allow you to take off if you obtain permission from the tower at your destination to land one time only without the ADS-B equipment. You’ll then be notified that your aircraft is grounded until it complies with the mandate.

+1 402.475.2611

Executive Summaries.indd 1

www.DuncanAviation.aero/adsb

12/21/2016 3:21:24 PM

NEXTGEN

WHAT IS FANS? JANUARY 2017 FANS (Future Air Navigation Systems) is a datalink system that lets pilots and ATC (air traffic control) communicate directly, using digital text transmissions that appear on the CDU (Control Display Unit). Developed by ICAO (International Civil Aviation Organization), Boeing, Airbus, Honeywell, and others, FANS was an early datalink standard.

Data Comm/CPDLC/FANS are components of the FAA’s NextGen plans to upgrade the nation’s aging aviation infrastructure. Data Comm is the FAA’s phrase for digital, text-based messaging, and it may eventually replace voice communication between ATC (air traffic controllers) and pilots. The goal is to automate routine tasks that currently require multiple voice/radio exchanges. Eventually, pilots and ATC will be able to exchange reports, instructions, and flight requests in a digital, text-based format instead of relying on voice communications.

Voice communications can pose significant problems due to indecipherable accents, language barriers, and poor quality RF connections. If the information isn’t perfectly clear, both parties repeat requests and information, wasting time and causing delays. Text-based messages are clear and concise, eliminating the need for repetition and clarification. An added benefit is that the entire flight crew can review text messages and instructions from ATC. Benefits extend beyond the cockpit, too, saving time and fuel and increasing safety by giving ATC a more accurate view of where aircraft are in relation to one another.

What is Data Comm via Satcom or Iridium (a.k.a. FANS)?

FANS 1/A is a later standard that was developed to the AFN (ATC Facilities Notification) protocol, and it has two components: CPDLC and ADS-C. Commercial airlines have used FANS 1/A for more than four decades for oceanic surveillance and text-based communications between pilots and ATC. • CPDLC (Controller Pilot Data Link Communication) is the text-messaging component of FANS 1/A, and it allows two-way, digital communication between ATC and pilots when the aircraft is out of range of the analog-based VHF (very high frequency) or HF (high frequency) voiceradio communications.

• ADS-C (Automatic Dependent Surveillance-Contract) sends information (aircraft position, altitude, speed, and meteorological data) automatically to ATC from the aircraft when ATC has requested it. Pilots do not interact with ADS-C at all, nor can they disable the reporting function. If the flight crew sends a Mayday message, ADS-C automatically triggers a report with time, position information, altitude, and airspeed that goes to ATC. What Equipment Do I Need for Data Comm/FANS? The equipment you need varies, depending on the current configuration of avionics in your cockpit. At minimum, you need a FMS (flight management system), a datalink unit, and Satcom.

+1 402.475.2611

Executive Summaries.indd 2

www.DuncanAviation.aero/resources/straight-talk/fans

12/21/2016 3:21:24 PM

NEXTGEN

WHAT IS WAAS? JANUARY 2017 In 2007, the FAA completed and certified a significant upgrade to the GPS system. This new WAAS (Wide Area Augmentation System) uses a network of more than 25 precision ground stations to provide corrections to the GPS navigation signal. The stations are strategically positioned across North America, including Alaska, Hawaii, Puerto Rico, Canada and Mexico, to collect GPS satellite data. Using this collected error information, a message is developed to correct any signal errors. The correction messages are then broadcast through communication satellites to the airborne GPS receiver in the aircraft using the same frequency as GPS. WAAS is designed to provide the accuracy, availability and integrity necessary to allow flight crews to rely on GPS for all phases of flight, from en route through GPS precision approach for all qualified airports within the WAAS coverage area. This provides a capability for the development of more standardized precision approaches, missed approaches, and departure guidance for approximately 4,100 ends of runways and hundreds of heliport/helipads in the US airspace.

At this time, there are more than twice as many WAAS/LPV (Localizer Performance with Vertical Guidance) approaches than ILS (Instrument Landing System) approaches in the US (totaling 3,613). LPV approaches are the most desirable. WAAS will also provide increased accuracy in position reporting, allowing for more uniform and high-quality worldwide air traffic management.

WAAS is a critical part of the FAA’s NextGen program because the precise navigation information the onboard receivers process are being used by ADS-B and FANS-1/A solutions.

What are the advantages of WAAS? The current advantages of WAAS are that it permits the use of more fuel efficient flight planning and approaches that have reduced minimums. WAAS-approved units also incorporate navigation procedures to take advantage of preferential flight routing such as PBR (Performance Based Routing).

What is involved in a WAAS Upgrade?

To upgrade to GPS WAAS, certified equipment appropriate to the aircraft must be installed and properly approved by the FAA or its designee.

The GPS-based flight management system will require modification or replacement. There will likely be some relatively minor wiring modifications involved. Depending on the avionics platform in the aircraft, there may be some factory modification to the display or flight control systems. The GPS antenna(s) will require replacement with an upgraded version, which may have a different footprint requiring structural modification.

+1 402.475.2611

Executive Summaries.indd 3

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12/21/2016 3:21:24 PM

ADS-B NOW: Customer Slot Guarantee Date ________________ Dear ___________________________________________,

In response to the impending January 1, 2020, ADS-B mandate deadline, many customers have advised us that they are not yet ready to select and install the avionics equipment necessary for compliance. They have simultaneously expressed concern regarding the potential scarcity of capacity at the service centers when they are ready to upgrade.

To help relieve our customers of this uncertainty regarding available capacity and also assist with their planning process, we at the Duncan Aviation, Inc. ____________________Satellite have allocated two slots per month, specifically for ADS-B installations from January 2018 through December 2019.

The process to take advantage of this opportunity is very simple.

With a $5,000 ADS-B slot deposit to Duncan Aviation, Inc., you may purchase a reserved schedule position at ________________________ for your ADS-B installation. The ADS-B slot deposit will be applied to the cost of your ADS-B installation at the time of aircraft input. Please call ________________________to reserve your ADS-B schedule position. After a few questions, a Duncan Aviation representative will confirm the availability of the requested position date. Once the ADS-B reserved position date is confirmed, your $5,000 payment must be received by Duncan Aviation no later than 5 business days following Duncan Aviation’s confirmation of your position date. If payment is not received, the ADS-B reserved position date you selected will be cancelled and offered to other Duncan Aviation customers.

Duncan Aviation’s receipt of your payment will evidence your agreement to the following additional terms and conditions of this ADS-B NOW: Customer Slot Guarantee offer:

1. No later than 180 days prior to your ADS-B reserved position date you will be required to sign Duncan Aviation’s standard Proposal and Agreement covering the ADS-B installation.

2. In the event you elect not to take advantage of your reserved position date as indicated through written notification to Duncan Aviation and/or non-compliance with condition 1, Duncan Aviation will allow you to apply the slot deposit payment to your account for future products and services.

3. Your ADS-B reserved position date may be used for any aircraft owned or operated by you, but otherwise may not be assigned or transferred to another party.

We look forward to hearing from you.

Customer By: __________________ Name: _______________ Title: _________________ Phone: _______________ E-mail:________________

Duncan Aviation By:____________________ Name:_________________ Title:__________________ Phone:________________ Email:_________________

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