What happens to pilots flying without ADS-B after the Jan. 1, 2020, mandate takes effect?
You can find out during a free webinar Dec. 10, 2019, that will be live-streamed from the Aircraft Owners and Pilots Association headquarters at 6 p.m. Eastern time.
The program will air live on the FAA’s Facebook page and Twitter feed, as well as on YouTube. No signup is necessary, just show up to those pages at the designated time.
The free webinar features AOPA Technical Editor Mike Collins, AOPA Senior Director of Airspace and Air Traffic Rune Duke, FAA Deputy Director of Surveillance Services David Gray, and FAA Air Traffic Control Specialist Kerri Strnad of the Air Traffic Procedures office.
The “Equip 2020: What’s Next for ADS-B after Jan. 1, 2020” webinar will include a discussion of the ADS-B Out mandate for aircraft owners who are not yet equipped with ADS-B. A live round of answers to questions sent by text will be included.
“We will be talking about non-equipped aircraft, not how to get equipped,” said Duke. “This is a conversation about the waivers, exemptions, deviations, and authorizations that will be needed for flying into ADS-B-required airspace without ADS-B equipment.”
The webinar will open with an introduction to the ADS-B mandate, including an overview of the airspace, and where and when the rule to fly with an approved ADS-B Out unit will apply.
The panelists also will discuss privacy options for ADS-B users, including the program recently announced by the FAA that allows aircraft equipped with ADS-B Out using 1090-MHz Extended Squitter (Mode S transponder) technology to opt out of ADS-B flight tracking.
The panelists will also discuss how to get ATC authorizations to fly into rule airspace in non-equipped aircraft.
Will ADS-B make flying safer? Yes, it probably will. But I see this as a method of transferring the monkey off FAA controllers back onto the pilot’s back, and as a cost savings method for the FAA. As for the military, “all” aircraft flying after 1/1/2020 should have ADS-B. I live along the gulf coast near many Naval Air Stations and daily there are numerous T-6B Texans flying overhead, including Class C, D, G and E airspace. And not one has ADS-B on.
Thanks Larry,
There is a lot of confusion with a number of pilots regarding regs on different airspaces.
Those who think that they DON’T need ADS-B when flying cross country better recheck and rethink their position.
For example … If you’re wanting to fly to south Florida after Jan 1, the only easy place is going to be a sliver of airspace in the vicinity of the Winter Haven (KGIF) and Bartow (KBOW) airports. This narrow piece of airspace east of the Tampa Mode C veil and west of the Orlando Mode C veil will be the only place you can slither south without ADS-B. Along the Atlantic side, the Orlando Mode C veil extends to the shoreline and the Cape Canaveral restricted airspace starts east of that. I suppose you could shoot the dice and hope they’d clear you through there but I wouldn’t count on it.
There are numerous other places in the Country where similar situations exist in urban areas. Caveat emptor.
Larry,
You are correct that you cannot fly above class B without ads-b ,because you are still in the 30 mile veil up to 10,000 msl .
Jim … I say it that way to accentuate the fact that flying above the upside down wedding cake of Class B and Class C is no longer possible without ADS-B. After Jan 1, there’ll be a virtual ‘wall’ above the outer ring.
If you operate below 10,000 msl or stay clear of the 30 mile veil of class B or go below or away from class c, or operate in G airspace.You can still fly without ads b- installed.
While the original ADS-B concept was great (a low cost Air-Air link for traffic), FAA has completely fouled it up turning it into “pseudo-radar”. Hence The low cost solutions have numerous problems, it costs an order of magnitude more than it needs to, its going to cost me over 33% of the value of my aircraft (ASEL) to do a reasonable quality installation, is costing $28,000 for a friend in a light twin, over 6 figures for an old small turbine airplane used commercially, isn’t going to work (e.g., security and drones), AND ISN’T GOING TO SOLVE NEXTGEN. Worst of all, one often can’t safely avoid some key Class C airspace in some Navy controlled airspace (KNUW) where the Navy jets will NEVER have ADS-B. This is a total FAA and avionics vendor and avionics mod shop ruse and abomination. A welfare relief act for the Avionics industry that isn’t in the longer term solve NextGen.
Since the FAA’s rules constitute an immovable object (unless you are an airline – with lots of money and lots of lobbyists – or a military – with lots of guns, rockets and bombs) us mere lowly peasants at the “un-washed rabble” end of the aviation spectrum presently appear to have no choice but to comply.
Fortunately, there are two systems available for just south of $2,000 (not $7 to 10K). One is the uAvionics tail beacon which seems to install easily, the other is the Garmin GDL-82 which takes a few more wires but is still no real big deal to install.
I’m going with a GDL82 for my certificated airplane and the uAvioncs for my experimental.
So I’m looking at something like five grand to go out and play in the FAA’s airspace, and I will be right annoyed if after I’ve written the checks that FAA says “Just kidding, you have until 2029!” by which time whatever I’ve bought and installed in time to meet the 2020 deadline will be obsolete and illegal to use anyway.
Remember, the *only* time government moves quickly is when they want something from YOU.
Best Regards,
With the ADSB-out equipment, you fly wherever you have, or want to.
Without , you fly around the class C and B airspace.
But, class D, E and G are still available
Thanks, Jim, for explaining this, so even I can understand it. Not EVERYONE has the extra $7-$11K for these installations.
The rules say you will be required to have ADS-B Out equipment to fly in Class A, B and C airspace, plus Class E airspace above 10,000 feet but not below 2,500 feet. You’ll also need it within the 30nm “Mode C Veil” around Class B airports.
You will NOT be able to file an IFR flight plan and fly in any controlled airspace without ADS-B Out.
And finally, you will not be able to fly into Mexico or Canada without ADS-B and 1090ES. Or fly above FL18 without ADS-B and 1090ES.
You also can’t fly ABOVE Class C airspace, even though you are clear of the Class C.
You can file IFR as long long as the entire flight remains clear of any rule airspace, including on the approach or missed approach phase, proceeding to alternate, RV, etc.
The last time I checked, Canada has not yet mandated ADS-B, BTW. It looks like when they do it will require pure satellite based ADS-B via a diversity transponder with an antenna above and below the fuselage.
Don’t forget you can’t fly ABOVE the Class B or C either, Jim. I think THAT is the place that’s gonna “get” a lot of people.
The current plan for issuance of FAA authorizations for non-equipped aircraft to fly in 91.225 required airspace (when necessary) is completely inadequate, inefficient, overly burdensome, and will likely fail in the first week. AOPA does not appear to be helping one bit, by completely failing to recognize the pending ADS-B rule fiasco about to hit GA next month. Over 50% of the US operating fleet is still NOT ADS-B equipped. FAA should issue an IMMEDIATE extension of Exemption 12555, or equivalent for GA, to ALL non-equipped GA operators until at least 2024 (just like the airlines already have), …and likely even extend it to 2029 (like DoD already has), until the major serious technical problems with ADS-B, drone incorporation, security, and excessive cost (due to the foolish and unnecessary connection of FAA’s flawed version of ADS-B with RTCA DO-260B), and re-design of NextGen are completed and solved. Further, FAA should authorize ATS (via a spot change to FAA Order 7110.65) to IMMEDIATELY authorize any ADS-B non-equipped aircraft, or ADS-B failed aircraft, immediate entrance access into or through “Rule” airspace, if that aircraft can be safely accommodated by ATS (e.g., if the aircraft is otherwise Mode C equipped). Otherwise in airspace like KNUWs Class C, GA will still unnecessarily require small aircraft to have ADS-B operable when NO NAVY FIGHTER will likely EVER have ADS-B, and the P3s will never get it either, and other Navy Aircraft don’t need to equip until 2029. And KNUW Approach Control won’t be using it anyway. This is just more FAA insanity. FAA AVS/AFS/AIR as well as FAA Air Traffic Service need a major “Deep State” housecleaning, at least as much as the FBI and DOJ. Hopefully our new FAA Administrator, who appears to have excellent actual aviation system operating experience and credentials, will initiate that return to sanity for both FAA Air Traffic Service and airspace use rules.