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Duncan Aviation holds or has access to more than
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company is authorized by Rockwell Collins to perform
MMU +1 973.326.1110 and certify upgrades to the TDR-94 and TDR-94D EVERY MONTH from now until
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SDL +1 480.922.3575 as at more than 20 satellite avionics facilities and 400 hours each year, so the 560XL is needed almost daily for flying.
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in our opinion, there’ll be a rush of operators trying to get their
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TEB +1 201.288.1550 space or enough qualified technicians available.”
VNY +1 818.902.9961

www.DuncanAviation.aero/adsb
 “That deadline is coming fast, Why NOW is the Time to Complete
and we can’t afford to have our the ADS-B Mandate
aircraft AOG,” says Ed Hillman. 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
DEALING WITH PAYING
AOG SCHEDULING
CONFLICTS
HIGHER
PRICES
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
AIRCRAFT VALUE 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.
At the EAA AirVenture Air Show
in Oshkosh, Wisconsin, FAA
Administrator Michael Huerta
reiterated that the mandate
deadline will NOT change.
MYTH #1: MYTH #3:
There is Plenty of Time The Prices Will Drop
January 1, 2020 is a long ways off, but if you This is an interesting thought, and we have
look at previous FAA mandates, most recently heard many customers state this. If you
the push for RVSM, the industry will experience resort to common sense, though, when was
huge capacity issues that you don’t want to get the last time you saw prices fall for
caught up in. something that was required and limited in
Business aircraft operators in the United States number. It is our sincere belief that as the
have less than 36 months remaining to equip the mandate approaches, prices will increase. We
entire fleet with ADS-B Out avionics equipment. hate to see customers pay more because
That means 167 aircraft need to be upgraded they procrastinated.
EVERY MONTH from now until the mandate.
If you wait too long, you will be in a situation MYTH #4:
where the installation prices will be more, based We’re Going To Sell Our
on simple supply and demand, and you run the Aircraft Anyway
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
This reason doesn’t hold water. The ADS-B
mandate will be required for the aircraft’s
schedule the upgrade to fit your flight new owner as well. Duncan Aviation’s aircraft
requirements and calendar. sales and acquisitions team tells us, whether
or not an aircraft has an ADS-B Out solution
MYTH #2: is already affecting its resale value. Those
The Deadline Will Extend with the capability simply sell for more than
those without, typically at a dollar for dollar
We feel confident in saying that this won’t match. So you either pay now for the
happen. At the EAA AirVenture Air Show in upgrade or you potentially will see a
Oshkosh, Wisconsin, in July, FAA Administrator decrease in the selling price.
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.
 “That deadline is coming fast, Why NOW is the Time to Complete
and we can’t afford to have our the ADS-B Mandate
aircraft AOG,” says Ed Hillman. 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
DEALING WITH PAYING
AOG SCHEDULING
CONFLICTS
HIGHER
PRICES
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
AIRCRAFT VALUE 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.
At the EAA AirVenture Air Show
in Oshkosh, Wisconsin, FAA
Administrator Michael Huerta
reiterated that the mandate
deadline will NOT change.
MYTH #1: MYTH #3:
There is Plenty of Time The Prices Will Drop
January 1, 2020 is a long ways off, but if you This is an interesting thought, and we have
look at previous FAA mandates, most recently heard many customers state this. If you
the push for RVSM, the industry will experience resort to common sense, though, when was
huge capacity issues that you don’t want to get the last time you saw prices fall for
caught up in. something that was required and limited in
Business aircraft operators in the United States number. It is our sincere belief that as the
have less than 36 months remaining to equip the mandate approaches, prices will increase. We
entire fleet with ADS-B Out avionics equipment. hate to see customers pay more because
That means 167 aircraft need to be upgraded they procrastinated.
EVERY MONTH from now until the mandate.
If you wait too long, you will be in a situation MYTH #4:
where the installation prices will be more, based We’re Going To Sell Our
on simple supply and demand, and you run the Aircraft Anyway
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
This reason doesn’t hold water. The ADS-B
mandate will be required for the aircraft’s
schedule the upgrade to fit your flight new owner as well. Duncan Aviation’s aircraft
requirements and calendar. sales and acquisitions team tells us, whether
or not an aircraft has an ADS-B Out solution
MYTH #2: is already affecting its resale value. Those
The Deadline Will Extend with the capability simply sell for more than
those without, typically at a dollar for dollar
We feel confident in saying that this won’t match. So you either pay now for the
happen. At the EAA AirVenture Air Show in upgrade or you potentially will see a
Oshkosh, Wisconsin, in July, FAA Administrator decrease in the selling price.
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.
APA +1 303.649.1790
AUS +1 512.530.7050 BFI

BDR +1 203.386.0111 PDX

BFI +1 206.764.3962 STP

HPN BDR
BTL MMU
MHR
BJC +1 303.410.7053 PVU
LNK
OMA
TEB
HWD BJC APA LUK
MKC
BTL +1 269.969.8400 LAS SUS

VNY

DAL +1 214.352.3468 SDL

FTY

FTW +1 817.740.9266 FTW

DAL

AUS IAH
FTY +1 404.227.9766 SAT HOU

FXE

FXE +1 954.771.6007
HOU +1 713.644.0352
How Duncan Aviation Can Help
HPN +1 914.686.8294
Duncan Aviation has ADS-B Out upgrade options
HWD +1 510.780.1640 available for operators at facilities located throughout U.S. business aircraft still need
IAH +1 281.821.2689 the United States. We are able to help operators right to be equipped with ADS-B Out!
now in their choice of location and schedule. One of
LAS +1 702.262.6142 the main things operators need to keep in mind is that
in addition to having ADS-B capable equipment
LNK +1 402.475.2611 installed in their aircraft, the FAA requires that
equipment be tested and certified through an STC or
LUK +1 513.873.7523
major alteration approval utilizing an STC approved
MHR +1 916.231.0943 Transponder-GPS pairing.
Duncan Aviation holds or has access to more than
MKC +1 816.421.1836 37 different ADS-B STCs on various aircraft. The
company is authorized by Rockwell Collins to perform
MMU +1 973.326.1110 and certify upgrades to the TDR-94 and TDR-94D EVERY MONTH from now until
OMA +1 402.326.8432 transponders. And Duncan Aviation assisted ACSS in
the development of the NXT-700 transponder AML
PDX +1 503.287.7777 STC to replace existing MST-67A transponders, which
are now available and in stock. "We locked in time for February 2017 at the Duncan Aviation Battle
PVU +1 877.771.2788 Installations can be performed at Duncan Aviation’s
three main full-service locations in Battle C reek,
Creek, Michigan, facility to get our ADS-B upgrades for our 560XL,”
SAT +1 210.267.9644 says Ed Hillman, Director of Maintenance for two Citations. “We fly
Michigan, Lincoln, Nebraska, and Provo, Utah, as well
SDL +1 480.922.3575 as at more than 20 satellite avionics facilities and 400 hours each year, so the 560XL is needed almost daily for flying.
work-away stations located at high-traffic corporate jet
Everyone in the industry seems to be putting off the upgrades, and,
STP +1 651.209.8430 airports throughout the United States.
in our opinion, there’ll be a rush of operators trying to get their
SUS +1 636.536.7090 aircraft in compliance at the last minute, and there won’t be hangar
TEB +1 201.288.1550 space or enough qualified technicians available.”
VNY +1 818.902.9961

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) Todd Duncan
GPS data to other aircraft, ground vehicles, and ground stations to control Chairman
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.

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 Aaron Hilkemann
appreciate the fact that you are a customer of Duncan Aviation and we President
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.

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

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 equip-
ment 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.
ILLUSTRATION © ISTOCK/DANLL MELEKHLN

“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 require-
ments 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 require-
ment 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 regu-
latory 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 oper-
ators need to know what ADS-B solu-
tions are available for their aircraft,
plan accordingly and consider other
upgrade options.
IS THERE A SOLUTION FOR MY
AIRCRAFT?
NBAA recently looked at what per-
centage 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 reg-
ulatory affairs for the Aircraft
Electronics Association, said a good
way to think of available ADS-B solu-
tions 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 configura-
tion 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.

airlines. For more modern aircraft, PLANNING FOR ADS-B

“No one will be exempt Peri doesn’t anticipate solutions being

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-effec-
tiveness as much as configuration
control,” said Peri. “This is where
you start to see third-party solu-
tions viable in the marketplace.”
Peri said the first generation of
owners might experience challenges
meeting the deadline since the avi-
onics suppliers for those aircraft are
also the dominant suppliers for the
available until late 2016 or early 2017.
Also, newer aircraft tend to be main-
tained at authorized service centers.
While there are roughly 950 avionics
repair stations in the U.S., approx-
imately 750 are installation shops
and only 100 to 150 repair stations
support business jets or turboprops.
It’s not hard to anticipate the over-
whelming 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.
“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 signifi-
cant 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 mainte-
nance check or continuing airworthi-
ness 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 technol-
ogy 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 suggested Carr, “which for most
out. However, many operators would aircraft is ADS-B In.”
benefit from installing ADS-B In Also, installing Wide Area
capabilities as well. While your air- Augmentation System and other
craft is already down for the ADS-B technology might be well worth the
Out upgrade, it’s worth considering investment for some operators.
installing ADS-B In, as well as other
cutting-edge technology. Review NBAA’s ADS-B resources at
“Plan beyond simple rule compli- www.nbaa.org/cns.
ance and consider what comes next,”

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 non-
existent, 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 www.DuncanAviation.aero/adsb

Executive Summaries.indd 1 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) voice-
radio 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 www.DuncanAviation.aero/resources/straight-talk/fans

Executive Summaries.indd 2 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 www.DuncanAviation.aero/resources/straight-talk/waas

Executive Summaries.indd 3 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 Duncan Aviation

By: __________________ By:____________________
Name: _______________ Name:_________________
Title: _________________ Title:__________________
Phone: _______________ Phone:________________
E-mail:________________ Email:_________________

www.DuncanAviation.aero
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