CHAPTER 2. OVERVIEW AND SYSTEM DESCRIPTION
2-1. OVERVIEW. Starting with the National Airspace System (NAS)-wide implementation of Automatic Dependent Surveillance-Broadcast (ADS-B), the Federal Aviation Administration (FAA) has begun to facilitate improvements needed to increase the capacity and efficiency of the NAS while maintaining safety. ADS-B supports these improvements by providing a higher update rate and enhanced accuracy of surveillance information over the current radar-based surveillance systems. In addition, ADS-B enables the expansion of air traffic control (ATC) surveillance services into areas where none existed previously. The ADS-B ground system also provides Traffic Information Services-Broadcast (TIS-B) and Flight Information Service-Broadcast (FIS-B) for use on appropriately equipped aircraft, enhancing the user’s situational awareness (SA) and improving the overall safety of the NAS.
2-2. ADS-B SYSTEM DESCRIPTION.
a. ADS-B System Architecture. The ADS-B system architecture is composed of aircraft avionics and a ground infrastructure. Onboard avionics determine the position of the aircraft, typically by using the Global Navigation Satellite Systems (GNSS) and transmitting this and additional information about the aircraft to ground stations for use by ATC, to ADS-B-equipped aircraft, and to other aviation service providers.
b. ADS-B Operating Frequencies. In the United States, the ADS-B system operates on two frequencies: 1090 or 978 megahertz (MHz). See Chapter 3, Figure 3-1, Automatic Dependent Surveillance-Broadcast Airspace Rule (§ 91.225) Diagram, for airspace and frequency requirements.
(1) The 1090 MHz Frequency. The 1090 MHz frequency is associated with current Mode A, C, and S transponder operations. ADS-B information is included in Mode S transponders’ Extended Squitter (ES) transmit messages, and referred to as 1090ES in this AC.
(2) The 978 MHz Frequency. ADS-B equipment operating on 978 MHz are referred to as Universal Access Transceivers (UAT) in this AC.
c. ADS-B Avionics Operating Modes. ADS-B avionics can have the ability to both transmit and receive information.
(1) ADS-B Out. The transmission of ADS-B information from aircraft is known as ADS-B Out.
(2) ADS-B In. The receipt of ADS-B information by an aircraft is known as ADS-B In.
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NOTE: After January 1, 2020, all aircraft operating within the airspace defined in Title 14 of the Code of Federal Regulations (14 CFR) part 91, § 91.225 will be required to transmit (ADS-B Out) the information defined in § 91.227 using Technical Standard Order (TSO)-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on Radio Frequency of 1090 Megahertz (MHz), or TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on Frequency of 978 MHz, avionics.
2-3. ADS-B BROADCAST SERVICES. ADS-B implementation includes three broadcast services: Automatic Dependent Surveillance-Rebroadcast (ADS-R), TIS-B, and FIS-B.
a. ADS-R. Because the ADS-B system operates on two separate frequencies (1090 MHz and 978 MHz), there is a need to translate, reformat, and rebroadcast the information from each frequency to enable aircraft operating on the alternate frequency to process and use the other’s information. This process is referred to as ADS-R and occurs within the ADS-B ground station.
NOTE: Aircraft operating on the same ADS-B frequency exchange information directly and do not require ADS-R translation. Aircraft with ADS-B In capability on both UAT and 1090ES do not require ADS-R service.
b. TIS-B. TIS-B is the broadcast of transponder-based traffic information derived from ATC surveillance systems. TIS-B provides ADS-B In-equipped aircraft with a more complete picture of surrounding traffic in situations where not all aircraft are equipped with ADS-B.
c. FIS-B. The FIS-B operates on UAT only and provides ADS-B In-equipped aircraft with a suite of advisory-only aeronautical and weather information products to enhance the user’s SA.
Additional information on FIS-B and the products available through the service are provided in the Aeronautical Information Manual (AIM) and the current edition of Advisory Circular (AC) 00-63, Use of Cockpit Displays of Digital Weather and Aeronautical Information.
2-4. USE OF ADS-B TRAFFIC INFORMATION FOR SA. This paragraph provides guidance on the use of basic ADS-B In traffic information for general SA. See the appropriate appendices of this AC for guidance on the use of ADS-B In for the more advanced procedures that require FAA authorization. Installation of ADS-B In equipment is not required for compliance of § 91.225 or § 91.227. However, aircraft owners and operators who choose to voluntarily equip with ADS-B In avionics will achieve greater benefit from the technology through improved SA on the ground and in the air. Operators equipped with UAT will further benefit from information provided by FIS-B.
NOTE: This AC only addresses ADS-B In systems installed in compliance with the current edition of AC 20-172, Airworthiness Approval for ADS-B In Systems and Applications, and meeting the equipment requirements of TSO-C195a, Avionics Supporting Automatic Dependent Surveillance-Broadcast (ADS-B) Aircraft Surveillance Applications (ASA), or later.
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a. ADS-B In Systems. Most ADS-B In systems will include a flight deck traffic display depicting the relative position and related information of ADS-B-equipped aircraft presented on a plan view. This display, known as a Cockpit Display of Traffic Information (CDTI), may be presented on a dedicated display or integrated into and presented on an existing display
(e.g., navigation display (ND) or multifunction display (MFD)). In many installations, a moving map depicting key surface elements of the airport may be displayed when on the ground or within a predefined altitude/distance from an airport while airborne.
NOTE: Airborne Traffic Awareness System (ATAS) is an ADS-B In application intended specifically for General Aviation (GA) use that will incorporate an audio traffic alerting capability. There is a configuration in which the display is optional for aircraft that cannot accommodate a display.
b. Operation. The CDTI will display nearby ADS-B Out traffic and may also display TIS-B traffic, depending on the installation and operating airspace. The display may have functionality to allow the pilot to select a target to obtain additional information that might not be automatically displayed, such as distance from own-ship and groundspeed (GS). The system will also provide range selection and declutter functionality. More advanced ADS-B In systems may also include certified functionality to perform ADS-B In procedures described in the appendices of this AC.
NOTE: For SA, pilots are encouraged to incorporate the display in their normal scan to aid in the early detection of nearby traffic when in visual conditions and to aid in understanding the flow and amount of nearby traffic when in instrument conditions. However, the traffic display is not intended to be used for self-separation or to deviate from an ATC clearance. Should questions arise about a potential conflict with traffic while on an instrument flight rules (IFR) clearance, the pilot should query ATC. Pilots are also cautioned to not allow the display to become a distraction from the primary task of flying the aircraft. Finally, the presentation of traffic information in the cockpit should not cause increased communication on the ATC frequency.
c. Limitations. Pilots should understand the proper use and limitations of their equipment and adhere to the following:
(1) Only use the display to supplement what can be seen out the window (OTW), except when authorized to conduct ADS-B In operations described in the appendices of this AC.
Pilots must always conduct OTW scans to see and avoid.
(2) Unless specifically certified for the function, the traffic display is not intended for collision avoidance or self-separation.
(3) Not all ground and airborne traffic will appear on the display. Only properly equipped ADS-B Out traffic broadcasting on the same frequency will appear. Depending on the equipment installation and operating airspace, ADS-R, TIS-B, and/or Traffic Alert and Collision Avoidance System (TCAS) (if installed) traffic may appear. Additionally, displayed traffic is Par 2-4 Page 5
affected by range limitations, signal quality, and most importantly, the proper installation and functioning of the ADS-B Out traffic.
(4) Pilots should not use the call sign or Aircraft Identification (ACID) (Flight Identification (FLT ID)) of observed traffic in radio communications, as this could create confusion for both ATC and flightcrews monitoring the frequency.
(5) Multipiloted aircraft should have and comply with established crew coordination procedures on the use of the CDTI and ADS-B In information to minimize head-down time.
(6) Use of the display does not change pilot or controller responsibilities.
(7) If at any time the presented information becomes unreliable, inoperative, or a distraction, disregard the display.
(8) In TCAS-equipped aircraft, CDTI traffic information does not replace guidance from a traffic advisory (TA) and/or Resolution Advisory (RA). RA response must be based on the TCAS system guidance and following approved procedures.
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CHAPTER 3. OPERATIONAL CONSIDERATIONS
3-1. U.S. AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B) AIRSPACE AND EQUIPMENT PERFORMANCE REQUIREMENTS. After January 1, 2020, unless authorized by air traffic control (ATC), all aircraft operating in the airspace specified in Title 14 of the Code of Federal Regulations (14 CFR) part 91, § 91.225 must meet the equipment performance requirements defined in § 91.227. This chapter describes both the airspace and equipment performance requirements of §§ 91.225 and 91.227. Operators should consider the need to access ADS-B-required airspace and the performance requirements of that airspace when equipping for compliance with §§ 91.225 and 91.227.
a. Inside Class A Airspace. Operations in Class A airspace must:
(1) Meet the equipment requirements in Technical Standard Order (TSO)-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on Radio Frequency of 1090 Megahertz (MHz) (1090ES).
(2) Meet the equipment performance requirements of § 91.227.
NOTE: Although TSO-C166b incorporates standards for TIS-B equipment, TIS-B equipage (ADS-B In) is not required for compliance with §§ 91.225 and 91.227.
b. Outside Class A Airspace. Operations outside Class A airspace must:
(1) Meet the equipment performance requirements of § 91.227;
(2) Meet the requirements in TSO-C166b (1090ES); or
(3) Meet the requirements in TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on Frequency of 978 MHz, in the following airspace:
(a) Class B and Class C airspace.
(b) Except as provided for in § 91.225(e), within 30 nautical miles (NM) of an airport listed in part 91 appendix D (Mode C veil), section 1, from the surface upward to 10,000 feet mean sea level (MSL).
(c) Above the ceiling and within the lateral boundaries of a Class B or Class C airspace designated for an airport upward to 10,000 feet MSL.
(d) Except as provided for in § 91.225(e), Class E airspace within the 48 contiguous United States and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface (i.e., mountainous areas).
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(e) Class E airspace at and above 3,000 feet MSL over the Gulf of Mexico, from the coastline of the United States out to 12 NM.
FIGURE 3-1. AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST AIRSPACE RULE (§ 91.225) DIAGRAM
3-2. EXCEPTIONS TO AIRSPACE REQUIREMENTS. The requirements of § 91.225(b) do not apply to any aircraft that was not originally certified with an electrical system or that has not subsequently been certified with such a system installed, including balloons and gliders.
These aircraft may conduct operations without ADS-B Out in the airspace specified in § 91.225(d)(2) and (4). However, for other aircraft without ADS-B Out, § 91.225(g) requires ATC authorization prior to operation in ADS-B Out-required airspace.
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CHAPTER 4. OPERATING PROCEDURES
4-1. GENERAL OPERATING PROCEDURES. This chapter describes the general procedures for Automatic Dependent Surveillance-Broadcast (ADS-B) Out operations in accordance with Title 14 of the Code of Federal Regulations (14 CFR) part 91, § 91.225. All operators should use this information when planning and conducting operations requiring ADS-B Out performance.
4-2. OPERATOR FAMILIARITY OF THE INSTALLED ADS-B SYSTEM.
a. System Operation Familiarity. All operators should use the applicable Airplane Flight Manual (AFM), Aircraft/Airplane Flight Manual Supplement (AFMS), Rotorcraft Flight Manual (RFM), Rotorcraft Flight Manual Supplement (RFMS), pilot’s operating handbook (POH), or other required operating handbooks or manuals to become familiar with the proper operation of the installed ADS-B system and any procedures expected of the user for indications of reduced performance or failures within the system.
b. Understanding Failure Indicators within the System. Because many ADS-B system installations will be upgrades to existing transponders (Mode S), there may be limited ability to indicate ADS-B failures. Mode S transponders with ADS-B functionality may indicate a device failure (loss of transponder/ADS-B) and input failures (loss of position source, such as the Global Navigation Satellite System (GNSS)) with the same indicator light. Operators should refer to their AFM, AFMS, RFM, RFMS, POH, and other handbooks and manuals for information on the differences between device failures and function failures and the implications and procedures associated with each failure type.
c. Transponder Operation and ADS-B Transmissions. For ADS-B system installations integrated within a transponder that share control features, operators should be aware that disabling the transponder may also disable ADS-B transmissions, as well as result in a loss of Secondary Surveillance Radar (SSR) services and Traffic Alert and Collision Avoidance System (TCAS)/TCAS II operation, if so equipped.
4-3. ADS-B EQUIPMENT OPERATIONS (U.S.-DESIGNATED AIRSPACE).
a. Transmit Requirements. In accordance with § 91.225(f), each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times.
This equipment operation requirement pertains to all phases of flight operation, including airport surface movement area operations. For ADS-B installations integrated within a transponder, the flight manual, checklists, and any operator’s procedures manuals must be updated accordingly with proper ADS-B system operations guidance.
NOTE: Aircraft must comply with the appropriate Technical Standard Order (TSO) requirements when transmitting ADS-B data.
b. Air Traffic Control (ATC)-Authorized Deviations. Operators must make requests for ATC-authorized deviations from the requirements in § 91.225(g) to the ATC facility that has jurisdiction over the concerned airspace or airport movement area within the time periods specified below:
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(1) For operation of an aircraft with inoperative ADS-B equipment to the airport of ultimate destination (including any intermediate stops) 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.
4-4. FLIGHT PLANS (FP). When operating aircraft equipped with ADS-B, operators must indicate their surveillance equipment code in field 10B of the U.S. Area Navigation (RNAV) and International Civil Aviation Organization (ICAO) FPs.
a. Transponder Codes. The transponder codes for ADS-B are as follows:
(1) E: Mode S, including Aircraft Identification (ACID), pressure-altitude and Extended Squitter (ES) (ADS-B) capability.
(2) L: Mode S, including ACID, pressure-altitude, ES (ADS-B) and enhanced surveillance capability.
b. Surveillance Codes. The surveillance codes for ADS-B are as follows:
(1) B1: ADS-B with dedicated 1090 megahertz (MHz) ADS-B Out capability.
(2) B2: ADS-B with dedicated 1090 MHz ADS-B Out and In capability.
(3) U1: ADS-B Out capability using Universal Access Transceiver (UAT).
(4) U2: ADS-B Out and In capability using UAT.
c. ICAO FP Block 18 ADS-B Information.
(1) If ADS-B capability filed in item 10 is compliant with TSO-C166b, which is based on RTCA, Inc. DO-260B, annotate “SUR/260B.” If ADS-B capability filed in item 10 is compliant with TSO-C154c, which is compliant with RTCA DO-282B, include the item “SUR/282B.”
(2) When ADS-B capability is filed in item 10, include CODE/Aircraft address expressed in the form of six hexadecimal characters (e.g., “CODE/HJF34B”).
NOTE: For a complete description of FP filing codes, including field 18, refer to the Federal Aviation Administration (FAA) Flight Planning Information Web site at http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/e nroute/flight_plan_filing.
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4-5. PREFLIGHT REQUIREMENTS (U.S.-DESIGNATED AIRSPACE). Reserved.
4-6. FLIGHTCREW ENTRY OF REQUIRED ADS-B DATA. The operator must develop operational procedures to address flightcrew entry of the ADS-B message elements required in § 91.227 and as described in subparagraphs 4-6a through d. 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 requirement to enter the information multiple times through the appropriate system’s interface and to ensure that conflicting ACID information is not transmitted to ATC.
a. Mode A Code.
(1) ATC automation relies on the Mode A code to identify aircraft under radar surveillance and to correlate the displayed target to an FP. The Mode A code is one element of the transmitted ADS-B message set. Since SSR and ADS-B surveillance will overlap in much of the National Airspace System (NAS), correlation of the Mode A code between the transponder and the ADS-B message is necessary to ensure that a single target is resolved and correlated to an FP route.
(2) It is imperative that the ATC-assigned transponder code is identical to the one in the ADS-B Out message. A preferable design configuration is one that provides the pilot a single point of entry for the Mode A code in both the transponder and the ADS-B Out avionics. If there is no single point of entry provided for the Mode A code into the transponder, then the AFM or operating handbook must address the requirement to enter the Mode A code into both systems separately.
NOTE: Transmission of conflicting transponder and ADS-B Mode A codes will result in erroneous traffic conflict alerts within the ATC automation system.
b. Aircraft’s Call Sign/Flight Identification (FLT ID).
(1) An aircraft’s FLT ID, also known as registration number or airline flight number, is transmitted by the ADS-B Out avionics. The FLT ID is comprised of a maximum of seven alphanumeric characters and also corresponds to the ACID annotated on the ATC FP. The FLT ID for airline and commuter aircraft is associated with the company name and flight number
(e.g., AAL3342). The FLT ID is typically entered by the flightcrew during preflight through either a flight management system (FMS) interface (control display unit (CDU)) or transponder control panel (CP). The FLT ID for General Aviation (GA) aircraft is associated with the aircraft’s registration number. The aircraft owner can preset the FLT ID to the aircraft’s registration number (e.g., N235RA), since it is a fixed value, or the pilot can enter it into the ADS-B Out system prior to flight.
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(2) Some ATC systems use transmitted FLT IDs to uniquely identify each aircraft within a given airspace and correlate them with a filed FP for the provision of surveillance and separation services. If the FLT ID is not entered correctly, ATC automation systems may not associate surveillance tracks for the aircraft to its filed FP. Therefore, air traffic services may be delayed or unavailable until this is corrected. Consequently, it is imperative that flightcrews and GA pilots ensure the FLT ID entry correctly matches the ACID annotated in the filed ATC FP prior to departure.
(3) For operations using variable call signs (e.g., Lifeguard), the operator should verify with equipment manufacturers that this capability is available in the avionics and should obtain guidance for the proper procedures to enter variable call sign codes.
c. Emergency Status.
(1) This ADS-B message element and transponder code alerts ATC that the aircraft is experiencing emergency conditions and indicates the type of emergency. The appropriate emergency code should be entered into the transponder (e.g., 7500, 7600, and 7700). The ICAO Annex 10, Volume IV, Surveillance Radar and Collision Avoidance, emergency codes (general emergency, no communications, and unlawful interference) are required by § 91.227.
(2) ADS-B systems integrated within a transponder will automatically set the applicable emergency status when code 7500, 7600, or 7700 is entered into the transponder.
(3) ADS-B systems not integrated with the transponder or systems with optional emergency codes may require the appropriate emergency code to be entered through a separate pilot interface. Flightcrews must ensure that both emergency codes (ADS-B and transponder) are identical.
d. Aircraft’s “IDENT.” The required AFM or POH will provide specific instructions on how the IDENT feature will be activated in specific installations, including any installations with multiple IDENT features.
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Appendix 1 APPENDIX 1. ADS-B OUT OPERATIONS OUTSIDE OF U.S.-DESIGNATED
AIRSPACE
1. PURPOSE. This appendix provides a description of the Automatic Dependent Surveillance-Broadcast (ADS-B) operations outside of U.S.-designated airspace and guidance to operators seeking Federal Aviation Administration (FAA) authorization to conduct ADS-B operations outside of U.S.-designated airspace.
2. BACKGROUND. Countries around the world are implementing ADS-B technology to enhance or extend the surveillance capability of their air traffic control (ATC) systems.
A number of these countries have published new rules that will mandate ADS-B equipage on aircraft operating in certain classes of airspace. Other countries have chosen not to mandate ADS-B equipage, but have designated specific routes and airspace to benefit those who equip voluntarily. A certain subset of these countries further requires that foreign operators obtain operational approval from their State of Registry to access ADS-B airspace. FAA authorization is required for all U.S. aircraft operators, seeking access to foreign ADS-B airspace where State of Registry operational approval is required.
3. APPLICABILITY. The following information identifies FAA approval requirements for U.S. aircraft operators in the following foreign ADS-B airspace.
a. Australia. Operations Specification (OpSpec)/Management Specification (MSpec)/Letter of Authorization (LOA) A153, Automatic Dependent Surveillance-Broadcast (ADS-B) Operations Outside of U.S.-Designated Airspace, is not required. Approved ADS-B avionics will be required, for all operations at or above flight level (FL) 290. (Refer to the current edition of Australian Civil Aviation Safety Authority (CASA) Advisory Circular (AC) 21-45, Airworthiness Approval of Airborne Automatic Dependent Surveillance-Broadcast Equipment.
b. Canada. OpSpec/MSpec/LOA A153 is not required. Approved ADS-B avionics will be required when an operator seeks operational benefit from ADS-B Out equipage in the airspace defined in the current editions of NAV CANADA Aeronautical Information Circular (AIC) 31/11, Air Traffic Services Associated with Automatic Dependent Surveillance-Broadcast Out Surveillance, and AIC 29/13, Automatic Dependent Surveillance-Broadcast Service in the Gander Oceanic Control Area.
c. China (Sanya). Authorization, per OpSpec/MSpec/LOA A153, is required. A153 is required for all U.S. aircraft operators flying over performance-based navigation routes L642 or M771 at or above FL290 within the Sanya flight information region (FIR).
d. China (Taipei). Authorization, per OpSpec/MSpec/LOA A153, is required. A153 is required for all U.S.-registered aircraft flying over routes B576 or B591 at or above FL290 within the Taipei FIR. For additional information regarding ADS-B operations within the Taipei FIR, refer to Republic of China Civil Aeronautics Administration AIC 02/12, Introduction of ADS-B Out Service within Taipei FIR.
Appendix 1
e. Europe. OpSpec/MSpec/LOA A153 is not required. Regulation (European Union (EU)) No. 1207/2011 provides surveillance requirements within the European air traffic management network (EATMN) as well as the upcoming implementation dates. However, an amendment to the current regulation has been endorsed, which proposes a change in the existing implementation dates.
f. Fiji. OpSpec/MSpec/LOA A153 is not required. Fiji has mandated ADS-B equipage only for Fiji-registered aircraft operating in controlled airspace. For additional information regarding ADS-B operations, refer to the current editions of the Civil Aviation Authority of the Fiji Islands (CAAFI) Air Navigation Regulations 1981 and Fiji AIC 04/11, Operation of Foreign Registered Aircraft in Fiji.
g. Hong Kong. OpSpec/MSpec/LOA A153 is required. Authorization, per A153, is required for all U.S. aircraft operators flying over performance-based navigation routes L642 or M771 at or above FL290 within the Hong Kong FIR. Additionally, A153 will be required for all U.S. aircraft flying within the entire Hong Kong FIR at or above FL290. For further information regarding ADS-B operations within the Hong Kong FIR, refer to the current edition of Hong Kong AIC 09/11, Automatic Dependent Surveillance-Broadcast (ADS-B) Out Operations.
h. India. OpSpec/MSpec/LOA A153 will be required. ADS-B Out implementation in India is aimed at providing redundancy where radar surveillance is already available. The provision of Air Traffic Service (ATS) surveillance services using ADS-B Out information, in terminal and en route airspace, to eligible aircraft, on an opportunity basis, is envisaged to continue until India considers mandating the carriage of ADS-B Out equipment on a date TBD.
For additional information regarding ADS-B operations, refer to India Aeronautical Information Regulation and Control (AIRAC) Aeronautical Information Publication (AIP) Supplement 18/2014, Automatic Dependent Surveillance-Broadcast (ADS-B) Out Based ATS Surveillance Services.
i. Republic of Indonesia. OpSpec/MSpec/LOA A153 will be required. Implementation of ADS-B in Indonesia, for situational awareness (SA) by ATC, will be effective on September 18, 2014 at 1900 universal coordinated time (UTC) until June 25, 2015. Indonesian regulatory changes establish mandatory aircraft fitment of ADS-B avionics equipment for the operation of any aircraft in Indonesian airspace at or above FL290 after the compliance date of June 25, 2015. Until that date, carriage of ADS-B equipment remains voluntary. For additional information regarding ADS-B operations, refer to Republic of Indonesia AIRAC AIP Supplement 10/14, Automatic Dependent Surveillance-Broadcast (ADS-B) Implementation in Indonesia for Situational Awareness.
j. Republic of Seychelles. OpSpec/MSpec/LOA A153 is not required. Approved ADS-B Out equipment will be required in all controlled airspace. For additional information regarding ADS-B operations, refer to Republic of Seychelles AIC 02/2014, Mandatory Carriage of GNSS Navigation Equipment, ADS-B and Mode S Transponders in SEYCHELLES Airspace.
k. Singapore. OpSpec/MSpec/LOA A153 is required. Authorization, per A153, is required for all U.S. aircraft operators operating on ATS routes N891, M753, L642, M771, L644, and N892 at FL290 and above within the Singapore FIR. For additional information regarding Page 2