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4.3.2.5 All Aircraft—ADS-B Out Equipment Performance and FAA Monitoring.
4.3.2.5.1 The ADS-B Out rule does not impose additional continued/recurrent airworthiness inspection requirements for applicable equipment. Therefore, owners/operators of ADS-B Out-equipped aircraft should ensure continued compliance of applicable equipment performance requirements following initial installation or any subsequent alteration to the system.
Note: Transponder-based ADS-B Out systems (i.e., 1090ES) are still required to meet the requirements of 14 CFR § 91.413.
4.3.2.5.2 The FAA continuously monitors the equipment performance of all ADS-B Out-equipped aircraft operating in U.S. airspace for compliance of regulatory requirements specified in 14 CFR § 91.227. Applicable equipment performance monitoring is conducted by a tool known as the ADS-B Performance Monitor (APM).
4.3.2.5.3 The APM collects data transmitted by ADS-B Out-equipped aircraft monitored on the surface and airborne. The APM applies established compliance criteria to collected data for more than 40 individual equipment performance checks, assembles relevant information into a flight record, and identifies exceptions to applicable regulations to support various internal and external reporting requirements. Aircraft identified by the APM with exceptions are referred to as non-performing equipment (NPE).
4.3.2.5.4 While the term NPE is generally used to describe aircraft with ADS-B Out equipment performance exceptions, certain pilot actions can result in NPE conditions. Such pilot actions may include the following:
1. Movement of aircraft on the surface (under its own power) or while airborne with ADS-B Out equipment turned off;
2. Operating with a nonconforming or unauthorized local call sign or flight identification (FLT ID) code;
3. Operating with an FLT ID code that does not correspond to the code filed on an associated flight plan (FP) (as applicable);
4. Operating with barometric altitude reporting off (when not directed to do so by ATC);
5. Operating a Universal Access Transceiver (UAT) transponder-dependent device with the transponder turned off (no barometric altitude or Mode A code present in ADS-B messages); and
6. Operating ADS-B Out equipment in any manner contrary to applicable regulations.
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4.3.2.5.5 As discussed in paragraph 4.2, pilots should be familiar with the operation of ADS-B Out equipment, including any associated failure indications provided by the system. It is important for pilots to understand that most ADS-B failure indications are limited to system component failures; and indications associated with equipment performance required by regulation are not provided.
4.3.2.5.6 To enable public access to ADS-B equipment performance data needed for owners/operators to verify compliance with 14 CFR § 91.227 requirements, the FAA provides a free, web-based service called the Public ADS-B Performance Report (PAPR) at https://adsbperformance.faa.gov/PAPRReques
t.aspx. Additional information on the PAPR service can be found at https://www.faa.gov/air_traffic/technology/equipadsb.
4.3.2.5.7 The FAA recommends that owners/operators of ADS-B Out-equipped aircraft verify equipment performance through frequent use of the PAPR request service, especially following initial equipment installation, modification, or maintenance of existing ADS-B Out systems (including component software updates/changes).
4.3.2.6 Handling of Aircraft With NPE.
4.3.2.6.1 When ADS-B Out equipment performance becomes deficient during flight, ATC may direct the pilot to discontinue ADS-B Out transmissions pursuant to 14 CFR § 91.225(f)(2). The pilot should comply with the procedures established for that aircraft or notify ATC if unable. If necessary, ATC may direct the aircraft to exit 14 CFR § 91.225 airspace.
4.3.2.6.2 FAA flight monitoring has shown that aircraft engaged in aerobatic and agricultural operations may fail to meet applicable equipment performance requirements due to maneuvering that exceeds the design limits of the installed GNSS equipment. Aircraft identified by the APM with exceptions to 14 CFR § 91.227 resulting from maneuvering characteristics of aerobatic and/or agricultural operations are not considered NPE by the FAA. When not actively engaged in aerobatics or agricultural operations (e.g., when transiting to and from applicable areas of operation), these aircraft are expected to meet ADS-B Out equipment performance requirements.
4.3.2.6.3 In late 2017, the FAA published a notice to the Federal Register (FR) announcing changes to ADS-B services, including the Traffic Information Service-Broadcast (TIS-B) (refer to 82 FR 60302, Docket Number FAA-2017-1194, Change to Automatic Dependent Surveillance Broadcast Services, at https://www.federalregister.gov). These changes included implementation of a filter within the FAA ATC automation system to prevent processing of data transmitted by certain NPE aircraft. Application of the filter is enabled by restricting use of the 24-bit International Civil Aviation Organization (ICAO) address (Mode S code) transmitted from NPE aircraft
4-6 and managed through a list referred to as the No Services Aircraft List (NSAL). NPE aircraft on the NSAL cannot be provided ATC services via the ADS-B data network and do not meet the equipment performance requirements necessary to qualify for TIS-B client services. Owners/operators of aircraft on the NSAL must seek authorization from ATC to operate in the airspace specified by 14 CFR § 91.225.
4.3.2.6.4 Prior to listing NPE aircraft on the NSAL, the FAA will provide written notification of relevant ADS-B equipment issues to the owner/operator at the address associated with the aircraft’s registry in an effort to coordinate NPE corrective action. In cases where the FAA makes notification of NPE to an owner/operator via an individual FAA letter of finding (LOF), the owner/operator has 45 days from the date of the LOF to respond to the FAA to establish a plan of corrective action for the NPE. All NPE aircraft are subject to being placed on the NSAL if contact is not established with the FAA to communicate a plan for corrective action within the 45-day period.
Note: NPE notifications mailed to unmonitored mailboxes may result in aircraft being listed to the NSAL (after 45 days) without owner/operator awareness. Owners/operators with addresses associated with an unmonitored mailbox (e.g., LLC or nonresident addresses) are advised to request a PAPR for awareness of ADS-B Out equipment performance and the NSAL status of their aircraft.
4.3.2.6.5 Additionally, the FAA has implemented a process to provide an automated report indicating potential NPE for aircraft operated by a specific certificate holder (CH). The report is called the Fleet Report Avionics Trend Analysis Tool (ATAT). In cases where the FAA makes notification of NPE (or potential NPE) via this report, the receiving CH, along with the FAA Certificate Management Team (CMT), should coordinate with the appropriate office within the FAA Flight Standards Aircraft Maintenance Division to discuss the identified potential NPE in the report, as necessary. This coordination should occur in a timely manner as much as practical. The 45-day period that is associated with the individual LOF sent to an aircraft owner/operator does not apply to those receiving the automated Fleet Report ATAT.
4.3.2.6.6 The operation of aircraft with certain NPE characteristics (e.g., erroneous position reports) present a significant safety hazard to surrounding airspace and ATC services. Hazardous NPE aircraft may require immediate placement on the NSAL to mitigate applicable safety risks prior to owner/operator notification.
4.3.2.6.7 In rare cases, it is necessary for the FAA to issue an Aircraft Condition Notice (FAA Form 8620-1) to prevent operation of aircraft with hazardous NPE characteristics.
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4.3.2.6.8 Owners/operators receiving an NPE notification letter and/or Aircraft Condition Notice should follow the instructions provided in those documents and contact the handling aviation safety inspector (ASI) as soon as possible to coordinate required corrective action. Following NPE corrective action, a verification flight must be conducted pursuant to 14 CFR § 91.407(b), and the handling ASI should be notified, to validate equipment performance. When the handling ASI determines the NPE condition has been corrected, they will notify the owner/operator and, when applicable, initiate the process for removal of the aircraft from the NSAL.
Note: Once requested, removal of aircraft from the NSAL can take up to 30 days.
4.3.2.6.9 Aircraft on the NSAL are identified on the cover page of an applicable PAPR with the following language (in red font): Aircraft is on No Services List. This language is omitted from a PAPR associated with aircraft not currently on the NSAL. See paragraph 4.3.2.5.6 for information on obtaining a PAPR.
4.3.3 Operation of Aircraft With Inoperative ADS-B. Title 14 CFR § 91.225(g) permits ATC to authorize the operation of aircraft with inoperative ADS-B or that do not have ADS-B installed into airspace where it is required. Under 14 CFR § 91.225(g), operators must make requests for ATC-authorized deviations from the requirements in 14 CFR § 91.225 to the ATC facility that has jurisdiction over the concerned airspace or airport movement area within the time periods specified below:
1. For operation of an aircraft with inoperative ADS-B equipment to the airport of ultimate destination (including any intermediate stops) or to proceed to a place where suitable repairs can be made, or both, the request may be made at any time.
2. For operation of an aircraft that is not equipped with ADS-B, operators must make the request at least 1 hour before the proposed operation.
4.3.4 Procedures for Requesting and Authorizing Deviations. In order to standardize the process for requests and document authorized deviations, the FAA has established the following sets of procedures: one for air carrier operators and another for all others.
4.3.4.1 Air Carriers Procedures. For departures within 2 hours of the request, the air carrier should contact the FAA Joint Air Traffic Operations Command (JATOC) telephonically (540-422-HELP (4357)) for approval of the immediate operation. For departures that are more than 2 hours from the request, email the ADS-B Deviation Authorization Preflight Tool (ADAPT) Help Desk (adapthelp@faa.gov) and include the following information:
aircraft registration number (and flight number(s)), proposed departure and destination airport(s), flight dates, number of operating days, planned date of repair, confirmation that the aircraft transponder is functioning, and air carrier email point of contact (POC). The JATOC will relay the approval or denial by email.
4-8 Note: To request an authorized deviation for inoperative ADS-B between the hours of 2201–0559 eastern time, make the request directly with the appropriate ATC facility, as directed by regulation (summarized in paragraph 4.3.3).
4.3.4.2 All Other Operators. All other operators are encouraged to use ADAPT to document your request and authorization (see paragraph 4.3.6). You may also request coordination through the departure airport ATC tower.
Note 1: Aircraft must have an operable transponder with Mode C altitude reporting capability to use ADAPT. If the failure results in the loss of all transponder functions, you must coordinate through the Air Traffic Control System Command Center (ATCSCC) or the local facility, as appropriate, or use your existing procedures for an inoperative transponder.
Note 2: All airborne failures will be handled by the FAA facility where the failure occurs. The FAA facility will coordinate through the ATCSCC if necessary, which will then coordinate with all FAA facilities along the remaining route of flight.
4.3.5 Operation of Aircraft Not Equipped With ADS-B. In April 2019, the FAA published a notice to the FR clarifying policy for authorizations to operators of aircraft not equipped with ADS-B (refer to 84 FR 12062, Docket Number FAA-2019-0239, Statement of Policy for Authorizations to Operators of Aircraft That Are Not Equipped With Automatic Dependent Surveillance-Broadcast (ADS-B) Out Equipment, at https://www.federalregister.gov). Operators are encouraged to review the notice, summarized below.
4.3.5.1 To operate in ADS-B airspace, an operator whose aircraft is not equipped with ADS-B Out equipment must obtain a preflight authorization in accordance with 14 CFR § 91.225(g). The operator has the responsibility to obtain a preflight authorization from ATC for all ADS-B Out airspace on the planned flightpath. For the reasons explained in the policy, however, the FAA will be very unlikely to issue routine and regular authorizations to scheduled operators seeking to operate nonequipped aircraft in rule airspace. Likewise, although unscheduled operators may request authorizations for airspace at capacity constrained airports as defined in the policy, issuance of an authorization may prove difficult to obtain.
4.3.5.2 Note that the provision of air traffic services to a non-ADS-B-equipped aircraft whose flight transits ADS-B Out airspace will not constitute authorization under 14 CFR § 91.225(g). Although ATC will be able to observe that an aircraft is not equipped with ADS-B Out equipment, ATC will not be responsible for determining whether nonequipped aircraft operating in the NAS are properly authorized to operate in ADS-B Out airspace. The provision of air traffic services is separate from and will not constitute an
4-9 authorization to deviate from the ADS-B Out equipage requirements while operating in that airspace. The nonequipped operator, as always, will have the responsibility to ensure compliance with the regulations, which includes obtaining a preflight authorization in accordance with 14 CFR § 91.225(g).
4.3.6 ADAPT. The FAA developed ADAPT, a web-based mechanism for requesting authorization in accordance with the regulation and this policy. You may access ADAPT at https://sapt.faa.gov. While ADAPT is intended primarily for requests to operate without ADS-B, you may also choose to use it as a means to request an authorization to operate with inoperative ADS-B. Refer to the ADAPT User Guide for additional information. Air carriers are not precluded from using ADAPT; however, there is no guarantee that an automatic authorized deviation will be issued.
4.4 Flight Plans (FP). The information to complete the ICAO FP continues to evolve with the introduction of Next Generation Air Transportation System (NextGen) equipment and capabilities. The information provided here represents just some of the ADS-B specific information elements. For the most current and complete instructions and descriptions of FP filing codes, refer to AIM, Paragraph 5-1-9, Single Flights Conducted With Both VFR and IFR Flight Plans, and the FAA Flight Planning Information web page at https://www.
faa.gov/about/office_org/headquarters_offices/ato/service_units/air_traffic_services/fligh t_plan_filing.
4.4.1 ICAO FP Item 10, Equipment. When operating aircraft equipped with ADS-B you should indicate surveillance equipment in Item 10 of the ICAO FP (FAA Form 7233-4, Pre-Flight Pilot Checklist and International Flight Plan). In addition to the transponder codes (refer to AIM, paragraph 5-1-9), you should include an ADS-B capability code from the following list. Note that FAA automation does not process ADS-B reports on Very High Frequency (VHF) Digital Link Mode 4, so those codes are not listed here.
4.4.2 ADS-B Capability Codes. The ADS-B capability codes are as follows:
• B1: ADS-B with dedicated 1090-megahertz (MHz) ADS-B Out capability.
• B2: ADS-B with dedicated 1090 MHz ADS-B Out and In capability.
• U1: ADS-B Out capability using UAT.
• U2: ADS-B Out and In capability using UAT.
Note 1: Only include an ADS-B capability code when at least one serviceable ADS-B Out system is installed.
Note 2: Do not file an ADS-B code for “in” capability only. There is currently no way to indicate that an aircraft has “in” capability but no “out” capability. For aircraft with ADS-B “out” on one frequency and “in” on another, include only the ADS-B “out” code. (e.g., B1 or U1).
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4.4.3 ICAO FP Item 18, Other Information.
4.4.3.1 SUR/A2: If you file an ADS-B capability code of B1 or B2 in Item 10 and the ADS-B equipment complies with 14 CFR § 91.225, include the item “SUR/A2” in Item 18. This indicates the aircraft has 1090 MHz Extended Squitter (ES) ADS-B compliant with RTCA DO-260B, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance - Broadcast (ADS-B) and Traffic Information Services - Broadcast (TIS-B), or RTCA DO-260C as modified by RTCA DO-260C Change 1.
4.4.3.2 SUR/A2: If you file an ADS-B capability code of U1 or U2 in Item 10 and the ADS-B equipment complies with 14 CFR § 91.225, include the item “SUR/A2” in Item 18. This indicates the aircraft has 978 MHz UAT ADS-B compliant with RTCA DO-282B, Minimum Operational Performance Standards for Universal Access Transceiver (UAT) Automatic Dependent Surveillance - Broadcast (ADS-B), or RTCA DO-282C.
Note: If the ADS-B capability filed in Item 10 is not compliant with 14 CFR § 91.225, do not include “SUR/” information in this FP field.
4.4.4 Anonymity Operations and VFR FPs. Title 14 CFR § 91.227 contains specific provisions allowing operators with TSO-C154c or TSO-C154d, Universal Access Transceiver (UAT) Automatic Dependent Surveillance - Broadcast (ADS-B) Equipment Operating on the Radio Frequency of 978 Megahertz (MHz), equipment to transmit a self-assigned (randomized) temporary 24-bit address and no Aircraft Identification (ACID). However, pursuant to the regulations (14 CFR § 91.227(d)(11)), the UAT self-assigned temporary 24-bit address feature may only be used when the operator “has not filed a flight plan” and “has not requested ATC services.” The FAA interprets the exceptions in 14 CFR § 91.227(d)(8) and (11) as applying to pilots who: (1) have not filed an instrument flight rules (IFR) FP; (2) have not requested ATC services, such as separation services or VFR flight following; and (3) are using a TSO-C154c or TSO-C154d self-assigned temporary 24-bit address. As a result, VFR pilots using the anonymity feature may file a VFR FP, which enables search-and-rescue capabilities, provided they do not request flight following.
Note: For any operation where ATC assigns you a discrete Mode A code, you are receiving ATC services.
4.4.5 Privacy ICAO Address (PIA) Program. The FAA acknowledges the desire of some operators to limit the availability of real-time ADS-B position and identification information for a specific aircraft. To address privacy concerns and to accommodate the needs of aircraft, participation will be subject to the following conditions and limitations:
• U.S. registered.
• 1090 MHz ADS-B equipped.
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• Using a third-party call sign.
• Flying in domestic U.S. airspace, as well as offshore within U.S.-controlled flight information regions (FIR).
4.4.5.1 The PIA program will enable interested aircraft owners to request an alternate, temporary ICAO aircraft address, which will not be assigned to any owner in the Civil Aviation Registry (CAR). This service will be available in two phases:
1. Phase 1: The application for PIA can be accessed on the FAA website at https://www.faa.gov/air_traffic/technology/equipadsb/privacy. This service will be operated, monitored, and maintained by the FAA.
2. Phase 2: The service will be transitioned to third-party service provider(s) who will operate, monitor, and maintain this program, which will continue to be available from the above website.
4.4.5.2 To maintain the safety and integrity of air traffic operations, the FAA monitors PIA use in the NAS. The following list includes improper uses of PIAs:
• Use of PIAs assigned to another aircraft.
• Use of unassigned PIAs.
• PIAs used for operations outside of U.S.-controlled FIRs.
• PIAs changed in flight.
• PIAs used with an underperforming ADS-B emitter.
• PIA used with a UAT or dual 1090/UAT emitter.
4.4.5.3 PIAs used by an aircraft other than the aircraft to which the address is assigned results in a violation of 14 CFR § 91.227 and notification to the FAA. Upon detection of improper PIA use, the aircraft owner/operator will be issued a warning that requires immediate action to remedy the issue before the next operation involving the assigned PIA. Failure to comply may result in the revocation of the PIA assignment. Upon revocation of the PIA assignment, the aircraft would be required to fly with its original ICAO aircraft address as found in the CAR, and failure to do so may result in regulatory enforcement action by the FAA and cessation of additional PIA assignments to that aircraft until the enforcement action is closed.
4.4.5.4 An aircraft operator may use the ICAO aircraft address originally assigned and recorded in the CAR at any time for operations, including any time while having an active PIA assignment. Use of the assigned ICAO aircraft address recorded in the CAR is required for all flights leaving U.S. sovereign airspace, and it may be used for any other flights at any time, as desired by the aircraft operator.
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4.4.5.5 The FAA requires that the user submits documented validation that an ICAO aircraft address has been correctly installed into the aircraft’s ADS-B avionics after each change. Refer to the FAA PIA web page for complete program details.
4.5 Preflight Requirements (U.S. Airspace).
Note: The remainder of paragraph 4.5 describes additional preflight considerations that only apply to the operation of aircraft equipped with selective availability (SA) On position sources, as further described in paragraph 4.5.1.2.
4.5.1 Flight Planning Requirements for Certain Operators. Under 14 CFR § 91.103, pilots and operators must use all available information in planning their flight, to ensure that the performance requirements will be met for the duration of the flight. Variations in position source performance affect ADS-B Out in two specific broadcast elements required by 14 CFR § 91.227: Navigation Accuracy Category for Position (NACp) and Navigation Integrity Category (NIC). During certain Global Positioning System (GPS) constellation geometries, some position sources may produce values for NACp and NIC that are less than required by the rule.
4.5.1.1 Four different variants of GPS receivers are currently in use as a position source that can meet ADS-B Out rule performance requirements, to varying degrees, when adequate numbers of GPS satellites are in view. SA is a feature that deliberately degraded the GPS satellite signal, resulting in a less accurate reported position. SA was deactivated in 2000.
4.5.1.2 SA-On GPS receivers assume SA is still active (on), thereby unnecessarily inflating integrity and accuracy bounds of the positions that are no longer degraded by SA. Most GPS receivers that are only compliant with TSO-C129, Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS), are SA-On receivers.
4.5.1.3 SA-Aware GPS receivers are designed to recognize that SA is inactive and optimize the performance from GPS. GPS receivers that comply with the performance requirements of TSO-C196, Airborne Supplemental Navigation Sensors for Global Positioning System Equipment Using Aircraft-Based Augmentation, are SA-Aware receivers.
4.5.1.4 Satellite-Based Augmentation System (SBAS) receivers also use the additional signals from geostationary satellites specifically designed for aviation use, improving the quality and robustness of positioning performance. This difference in performance is most pronounced for very precise operations, such as localizer performance with vertical guidance (LPV) approaches, and for all operations when there are inoperative GPS satellites. GPS receivers complying with TSO-C145, Airborne Navigation Sensors Using the Global Positioning System Augmented by the Satellite Based Augmentation System (SBAS), or TSO-C146, Stand-Alone Airborne
4-13 Navigation Equipment Using the Global Positioning System Augmented by the Satellite Based Augmentation System (SBAS), are SBAS receivers.
4.5.1.5 Aircraft-Based Augmentation System (ABAS) sensors tightly integrate GPS measurements with inertial reference/navigation sensor data, improving the quality and robustness of positioning performance. This difference in performance is most pronounced for lower level Required Navigation Performance (RNP) operations, such as Area Navigation (RNAV) approaches, and for all operations when there are inoperative GPS satellites.
Note 1: Some GPS receivers manufactured with a TSO-C129a approval are SA-Aware, and, therefore, have the same NACp and NIC availability as TSO-C196( )-approved equipment. Operators should check with their GPS receiver supplier to verify whether their installed TSO-C129( ) GPS receiver is SA-On or SA-Aware.
Note 2: The Wide Area Augmentation System (WAAS) is the designation of the SBAS available in North America and is the term often used when making reference to SBAS in the United States.
4.5.2 GPS Performance Prediction. For aircraft equipped with TSO-C129( ) GPS units to support ADS-B Out equipment, an NACp and NIC GPS service availability prediction should be performed for the intended route of flight (route and time) using available GPS satellite information and guidance published in this AC. It is not necessary for operators of aircraft equipped with the following receivers to conduct a preflight availability prediction: WAAS (TSO-C145 or TSO-C146), SA-Aware (TSO-C196), TSO-C129a receivers that are SA-Aware, or ABAS that include SA-Aware GPS receivers.
4.5.2.1 Prediction Methods. Operators may use any of the following preflight availability prediction methods.
4.5.2.1.1 Operators of large fleets of aircraft or users of flight planning programs may wish to use their own preflight availability verification tool. The operator is responsible for selecting a tool that accurately predicts the ADS-B position source performance for their aircraft. The tool needs to account for the GPS satellites that are in service at the time of the prediction, and may take into account unique characteristics of the GNSS receiver, aircraft integration, or installation, including performance better than required in FAA standards or use of inertial information integrated into the ADS-B Out position source. The FAA does not evaluate or approve a particular tool, but may evaluate the basis of the operator’s determination that the tool is appropriate to their aircraft, particularly if its use results in noncompliant flights in airspace where ADS-B Out is required.
4.5.2.1.2 Operators may use the FAA-provided preflight availability prediction tool, called the Service Availability Prediction Tool (SAPT) (https://sapt.faa.gov).
Refer to the SAPT User Guide for specific instructions on its use.
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4.5.2.1.3 Operators may use a third-party interface, incorporating FAA GPS performance prediction data without altering performance values, to predict NACp/NIC performance outages for the aircraft’s predicted flightpath and times.
4.5.2.2 Prediction Model Parameters. The operator should use a model appropriate to their equipment, including the type of GPS receiver and the demonstrated capability to track satellites at a given mask angle. When selecting a mask angle, the operator should consider the equipment qualification, installation in the aircraft, and the effects of normal maneuvering. Aircraft are typically qualified with a 5-degree mask angle, and operational experience has indicated that a 2-degree mask angle can be achieved by some equipment installations. If using the SAPT, each prediction is valid for the operation within 5 minutes of the plan time and 7.5 nautical miles (NM) of the route.
The operator may wish to submit additional requests for predictions for varying times around the proposed departure time to ensure compliance at the actual departure time.
4.5.2.3 Flight Planning Guidance. Predictions should be conducted within 24 hours of departure and as close to departure time as feasible, but with sufficient time to replan the flight in the event a segment along the planned route is predicted to have insufficient GPS service availability. The prediction should be reevaluated prior to flight if new information (i.e., a Notice to Air Missions (NOTAM)) provides notice of an unscheduled GPS satellite outage. In the event of a predicted loss of performance for any part along the intended route in the airspace where ADS-B Out is required, the flight should be replanned so that ADS-B Out performance requirements specified in 14 CFR § 91.227 can be met.
4.5.3 Preflight Prediction Compliance. Operators need to perform an ADS-B Out preflight prediction only for the intended route of flight to the intended destination. For example, when departure and/or arrival alternate airports are required, no preflight prediction is necessary for these routes. However, if you become aware of a change that could result in degraded ADS-B Out performance, such as a satellite outage prior to receiving an ATC clearance for the intended route of flight, then you should conduct a subsequent preflight prediction for the planned flight. This will ensure that ADS-B Out performance is still predicted to comply with the performance requirements of 14 CFR § 91.227(c)(1)(i) and (iii). Once the pilot has received an ATC route clearance, there is no requirement to conduct a subsequent preflight prediction. Therefore, upon receiving a satisfactory preflight availability prediction and an ATC clearance for an intended route of flight, the operator will be deemed to have complied with the preflight availability prediction requirement and the performance requirements of 14 CFR § 91.227(c)(1)(i) and (iii). The FAA accepts that unanticipated changes in route of flight and environmental conditions may adversely affect ADS-B Out performance. ATC will continue to exercise its responsibility for the safe and efficient movement of air traffic, including the routing of traffic to meet those objectives. ADS-B preflight planning should include:
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• Identification of flights or aircraft that require completion of a preflight prediction.
• Identification of the preflight prediction system (or systems) to be used.
• A means to document completion of a satisfactory prediction for each flight where a prediction is required.
• Retention of prediction completion documentation for a suitable period of time, such as 3 months.
4.5.4 GPS Interference With ADS-B Compliance. There may be times when the GPS position source cannot meet the required technical performance for compliance with 14 CFR § 91.227 due to planned GPS interference. In the event of a scheduled interference outage of GPS, the FAA will issue a NOTAM that identifies the airspace and time periods that may be affected by the interference. The FAA has determined that it would be impractical and not in the public interest to require operators to avoid the affected area based on the chance that an otherwise compliant flight could experience GPS interference. Accordingly, operators should proceed with their intended operation if the only impediment to their operation is possible planned GPS interference. An operator who is required to perform a preflight availability prediction for the intended route of flight is still required to obtain a satisfactory preflight availability prediction. When a NOTAM identifies the airspace and time periods that may be affected by GPS interference, an operator will not be required to alter their route of flight to avoid the area based solely on that NOTAM. If an operator encounters actual GPS interference during their flight that results in a degradation of ADS-B Out performance, provided the operator has taken the appropriate preflight actions, the FAA will not consider these events to constitute a violation, as such application of the regulation would impose standard of conduct wholly outside the operator’s control.
4.5.5 SAPT Outages. The FAA will issue a NOTAM in the event of a SAPT outage. Operators who use SAPT as their preflight prediction tool will not need to conduct a preflight prediction for the duration of the outage. Additionally, any FPs submitted to ATC with a proposed departure time within 90 minutes of SAPT return to service do not require a subsequent preflight analysis. When there is a SAPT outage and an operation falls below the performance requirements, provided the operator has taken the appropriate preflight actions with regard to relying upon SAPT, the FAA will not consider these events to constitute a violation, as such application of the regulation would impose standard of conduct wholly outside the operator’s control. For operators who have been notified by the FAA of consistent and repeated ADS-B Out performance issues, the FAA cautions that operating during a SAPT outage without first redressing the identified nonperformance issue will be considered a continuation of existing noncompliance of the performance requirements.
4.6 Flightcrew Entry of Required ADS-B Data. The operator should develop operational procedures to address flightcrew entry of the ADS-B message elements required in 14 CFR § 91.227 and as described in paragraphs 4.6.1 through 4.6.4. If the ADS-B avionics system design does not allow for a single point of entry for this information, the AFM, AFMS, RFM, RFMS, POH, or other required flight manual must address the