EU RULE NO. 1207/2011 SURVEILLANCE PERFORMANCE AND

INTEROPERABILITY IMPLEMENTING RULE (SPI IR)

Background and Status

● SPI IR No 1207/2011 prescribes the technical equipage of ADS-B-OUT

technology (Automatic Dependent Surveillance-Broadcast) for certain

aircraft with MTOM >5.700 kg or TAS>250 kts and is applicable:

o for new aircraft from 8 Jan 2015

o for all aircraft from 7 Dec 2017 ● Certification specifications (CS ACNS) for aircraft equipment only

approved 17 Dec 2013 (2 years after the Implementing Rule)

● Aircraft manufacturer service bulletins and upgraded vendor

equipment are not yet available to comply with the requirements of

the EU regulation. Availability foreseen not before 2015/2016

● There is no binding requirement for Air Navigation Service Providers

(ANSP) to use the surveillance data transmitted by aircraft for

operational purpose

Worldwide ADS-B-Out regulations not

harmonized

Europe : COMMISSION IMPLEMENTING REGULATION (EU) No 1207/2011, 22 November 2011

SPI-IR (Surveillance Performance and Interoperability – Implementation Rule)

8 Jan 2015 for new aircraft 7 Dec 2017 for retrofit

Technical requirements:

oTransponder DO-260B ☒ Almost no aircraft comply today

oGPS with SA = ON is acceptable ☑ all a/c must be modified

oADS-B fail indication ☒

USA : Next Generation ATM System (Advisory Circular 20-165A) 1 Jan 2020

Technical requirements:

oTransponder DO-260B ☒

oGPS with SA = OFF/Aware is required ☒ Almost no aircraft comply today

oADS-B fail indication ☒ all a/c must be modified

oFAA RAIM prediction tool (or equivalent) ☒ (even more expensive than the SPI IR)

oSBAS recommended ☒

some aircraft today compliant with requirement = ☑ aircraft today not-compliant with requirement = ☒

Required Aircraft Modifications² to comply

with EC 1207/2011

● Upgrade of both ATC transponders (replacement where required)

● Upgrade of GPS position source (replacement for a/c without Multi-

Mode Receiver MMR)

● Flight Deck Control & Indication Capability (to implement ADS-B fail

functionality)

● Added Aircraft wiring (down time!)

● Flight Management Computer upgrade where flight ID change during

flight is not available (ACID IR, EC Regulation 1206/2011)

² …major differences depending on aircraft model and age

Cost Assessment (USD) to comply with EC

Regulation 1207/2011

Regulatory Impact

Assessment

(2010)

IATA/AEA JURG Airline Impact Assessment

(2013) (Information from 8 major European Airlines, validated by

Aircraft Manufacturers)

100.000

500.000

“New” Aircraft Older Aircraft

$/per airplane

Today no mature cost assessment possible

due to lack of commercial industry offers

Initial estimate: 15 % of fleet

Today´s Situation for Airlines

>2 of 6 years from the SPI IR defined modification window

have already passed, but still for the vast majority of aircraft

no industry solution is available

Airlines face high financial burden specially for aircraft with

older technology

No return of airborne investment are shown due to

unbalanced airborne and ground requirements

● Synchronisation of retrofit implementation dates with FAA mandate

o Service bulletins to modify long and short range aircraft are still not

available today (expected not before 2015/16)

o Long range aircraft would need to be modified twice in a 2-5 years time

frame ● Alignment with the planned mandate for the lower end of the

community (achieving 100 % airborne equipage ) and the planned PBN IR ● Mandate shall be justified through a solid business case with

harmonized and binding requirements for both air and ground

o Achieve a solution for older technology aircraft

● Offer to participate in an industry TF to revisit the SPI IR

Airlines expectations way forward

Back-up slides

Required Aircraft Modifications to comply with EU 1207/2011

Status October 2013

Reference to SPI IR / estimated cost (list prices) in USD for original SPI IR Assessment

in EUR

"new aircraft" , i.e. delivered today or recently (some years),

e.g. 737NG, 787, new A330, new B777-300ER, 747-8, A380,

…

"old aircraft", i.e. delivered more than some years ago (e.g. 737-

300, 747-400, MD11, early A320 without MMR, 777 with AIMS 1,

A340, …)

Transponder (2 units) software and/or

hardware upgrade 5.000 - 10.000 $20.000 not applicable

or

Transponder (2 units) replacement (if

existing one is not upgradeable to DOC

260B)

not assumed not applicable $80.000

FMS upgrade (for changing Flight ID

during Flight not assumed not applicable

$300.000, only for some old FMS equipped aircraft without

capability to change flight ID during flight

Installation of GNSS (install MMR) 45.000 – 55.000 not applicable

$100.000 (if 2 units installed) – $150.000 (if 3 units installed)

(additional $50.000 – $100.000 for Airbus A320 A330/340 for

required ADIRU upgrade)

ADS-B fail indication (into TCAS control

panel) not assumed 0 - $20.000 (rough estimate, no airframer information available) 0- $20.000 (rough estimate, no airframer information available)

or

ADS-B fail indication (into EFIS) not assumed $20.000 - $80.000 (rough estimate, no airframer information

available)

$20.000 - $80.000 (rough estimate, no airframer information

available)

a/c without wiring (e.g. GPS source to

transponder (need to install the wire) 4.000 – 6.000 not applicable $5.000

Airframer Service Bulletin for ADS-B out

(SPI IR) certification package included above $10.000 $150.000 - $200.000

Total estimated costs in USD $30.000 - $110.000 $300.000 - $800.000

all cost figures are best estimates as there are no offers available today