ADS-B Rule Finalized, What's to Become of GA?

The FAA just took the next step on their inexorable push toward the NextGen air traffic control system. The latest development is that they've mandated ADS-B Out equipage for most types of airspace by 2020. (See Avweb for the article.)

When i say 'most types of airspace,' I mean those in which a Mode C transponder is currently required. Class A, B, C, E above 10,000 ft and a couple others. In a way, it seems like this can't be too bad. I'm sure there was push-back when the FAA started requiring Mode C transponders even though they significantly increased safety.

However, I'm still not convinced that ADS-B represents such a significant increase in safety or anything else good for General Aviation in America.

The FAA webpage about ADS-B describes some cool features that it'll provide. They're essentially offering free datalink weather and traffic information to anyone with an ADS-B In receiver. That's potentially a huge benefit since the subscription for this right now can be pretty expensive. Notice the difference here though. The FAA is mandating that every aircraft be equipped with ADS-B Out...so that each aircraft's information is broadcast out to others. They aren't mandating the ADS-B In hardware that would give these cool benefits. Not only is ADS-B In not required, the equipment will cost extra.

Speaking of costs, you might be shocked to hear that the FAA acknowledges that it will cost GA (pilots like you and me) about $3 Billion to get the entire GA fleet equipped with ADS-B Out. This is highlighted in plain English in Section II.Z.8 of the final rule (provided by Avweb here.) If it doesn't seem crazy enough that the FAA expects GA to cover these kinds of costs, take a look at the official title for this section: "General Aviation: High Equipage Costs With Little Benefit."

I really hope you're as shocked as I am. This section of the rule goes on to explain how the FAA is trying to make this system more worth-while to GA by providing 'radar-like' services at lower altitudes and at airports where radar isn't traditionally available. That might motivate us until we realize how terrible voice radio reception is at low altitude and out-of-the-way airports. (Have you ever taken flight following cross country and tried to check on with a Center controller in the middle of nowhere?) I'd also suggest that when I go to a smaller airport, it's usually because I don't want to deal with the hassle of ATC. Sometimes flying is supposed to be just about flying.

They're also considering promises of automatic IFR flight plan closing, better search and rescue information and providing datalinks to Flight Service Stations to help make talking to them easier. While those are all nice things, I don't know that I'd be willing to pay thousands of dollars to equip my plane with ADS-B Out if those are the only extra services I get. And don't rush out thinking you're guaranteed any of these services. My understanding is that they are carrots the FAA is considering offering to get GA on board...no guarantees that any of them will happen.

So, I hope you're asking: 'If there are so few benefits for GA, why is the FAA mandating this for GA aircraft? Why not limit it to Class A and B airspace where the big boys fly?' The FAA shamelessly states that their grand new system is pretty worthless to those big boys if GA doesn't play along. All debates of user fees aside, the FAA has just shamelessly admitted to mandating that GA shoulder $3 Billion of costs in order to provide the airlines with better services.

(And by 'better services' I mean the FAA intends to pack more large jets into the busiest airports in the country at a time...apparently without giving any consideration to the ground infrastructure needed to support such an increase in traffic density. I'll leave this alone today though, I've already beaten that horse to death.)

Sadly, there is no way to fight against this. I'm sure the airlines have much more funding for lobbyists in Washington than GA does. The AOPA and others have done a great job of minimizing the impact of ADS-B and NextGen, but we're all going to have to foot the bill at some point. My biggest question now is: how much is this going to cost us? Transponders certainly aren't cheap, but a cheap refurbished one starts around $1500, without installation. New ones can run as high as $4000 or more. If they can keep the costs that low, this wouldn't be such a tragedy. Anyone who uses their aircraft for business could probably justify that kind of cost. I'd probably even shell that out for my plane just because I like the luxury of driving through class C or B airspace whenever I feel like it. However, these kinds of costs will likely keep a lot of pilots in class E or G airspace below 10,000 feet forever.

I'm pretty disappointed in the FAA's attitude towards GA. Technology can be good, but ADS-B doesn't do enough to justify the costs to GA. The FAA thinks it'll represent savings and benefits for the airlines. I'm worried that they're going to realize they're wrong when they triple their traffic density and have jets spending hours on the ground with engines running waiting to get to a gate and unload their passengers.

Am I off base though? I'm sure all these arguments were used when transponders were brand new. Maybe ADS-B is the same thing and by 2030 we'll have forgotten any of this was ever discussed. Leave a comment and let us know what you think.

If you're interested, you can read the full rule on ADS-B here at Avweb.