Heavy or fast general aviation aircraft

Disclaimer

The technology recommendation, while targeting the integration into the overall ecosystem, includes solutions meeting the requirements of the forthcoming mandate, as currently foreseen. These solutions are eligible for financial support under the Special Financing scheme (BV87b) as long as the mandate is not adopted. Aircraft owners and pilots who wish to benefit from this funding are encouraged to apply by November 30, 2026, at the latest. Please be aware that the mandate remains subject to change until its adoption.

This category includes heavy and fast general aviation aircraft fulfilling one of the following criteria :

  • maximum take-off mass (MTOM) exceeding 2730 kg, up to 5700 kg
  • more than 4 seats  
  • maximum cruising true airspeed exceeding 140 knots, up to 250 knots (KTAS).

Airspeed is directly affecting the ability to see and avoid. A combination of low antenna range and high closing speeds can lead to a very short time window for the pilots to react.

Therefore, the technology recommendation is split into aircraft with cruising speeds up to 140 knots TAS and aircraft with even higher cruising speeds. When applying for special financing, the aircraft owner is required to indicate their aircraft’s typical cruise speed in knots true airspeed (KTAS).

The Mode S transponders without ADS-B are widely adopted and is the minimum equipment in a CTR, TMA or class E airspace at and above 7’000ft MSL, or class G when flying below VMC conditions (refer to VRVL Art. 29). Of course, an existing Mode S transponder should be kept. When purchasing a new transponder, it is essential that it is capable of transmitting ADS-B Out.

Mode S transponders without ADS-B Out should ideally be supplemented by one of the recommended technologies, because they are not always electronically visible (e.g. when there is no ground radar or TCAS interrogation).

Until the users equipped with ADS-L In devices represent a large majority, it is recommended to keep existing solutions (e.g. FLARM) and upgrade them to ADS-L. For example, existing FLARM installations can be upgraded to transmit ADS-L Out and there are ADS-L In/Out devices, which act as a “FLARM extender” to supplement an existing FLARM and which are connected to external antennas.

Technology recommendation:

1. Transponder with ADS-B Out installation in combination with ADS-L

Recommended due to the inherent benefits of a certified installation (e.g. known reliability, range, diversity). Ensures interoperability with traffic warning systems in other motor-powered aircraft. This solution works well even at the highest aircraft speeds. The additional ADS-L In/Out device is needed to be visible to ADS-L In equipped users and sense other traffic.

2. Traffic warning system in combination with ADS-B Out or ADS-L

Recommended for traffic information integration into certified avionics, ideally with the ability to receive traffic information via ADS-B, ADS-L and Mode S. A traffic warning system might only receive traffic. Therefore, we recommend a combination with ADS-B Out or ADS-L to transmit the sender position.
Please note that such a system might not always detect other traffic with Mode S transponders. Mode S transponders without ADS-B will only transmit data when replying to Mode S interrogations from a ground radar or a TCAS.