CS-STAN Amdt 3 to address ADSB-out installation

Dominique Roland • 6 March 2019
in community General Aviation

There is good news for owners of GA aircraft on the EASA register that have a transponder, which is capable of ADS-B (extended squitter) but have not had a suitable GNSS position source.

Within the next month, EASA will be releasing an update to CS-STAN Standard Changes and Standard Repairs.  If everything goes well, the update should include CS-SC005a, which will authorise aircraft maintenance engineers to connect GNSS position sources to an ADS-B capable transponder to enable ADS-B OUT.

Three configurations will be permissible under this standard change:

  • Configuration 1
    • certified transponder + certified GNSS
    • conforms to AMC 20-24 but with (E)TSO-C166b unit for ADS-B OUT
    • reports SIL = 3 and SDA = 2
  • Configuration 2
    • certified transponder + ADS-B OUT + TABS GNSS[1]
    • reports SIL = 1 and SDA = 1
  • Configuration 3
    • certified transponder + ADS-B OUT + uncertified GNSS
    • reports SIL = 0 and SDA = 0 (for airborne traffic awareness only)

This SC is not suitable for the release to service of the aircraft by the Pilot-owner, it must be performed by a licensed aircraft maintenance engineer.  However, the engineer does not have to apply for a Minor modification, which significantly reduces costs and saves time.

Please note that the CS-STAN address the airworthiness aspect (installation on the aircraft). The operation of this devices might be subject to limitations imposed by the Competent Authorities.

[1] See (E)TSO-C199 A1.2.6 for GNSS position source function requirements (for TABS class B devices)

Stay tuned, more details will come soon...


Comments (10)

Hervé Liboureau

Do you know (or point me to right place) what/when will ADS-B out and in be required for N registered aircraft in Europe (Cirrus for private non commercial use)

Dominique Roland

Dear Hervé,

The FAA mandate is an airspace mandate, applicable to all aircraft in domestic Class A airspace (over land + 12 nm off-shore). This means that N-registered aircraft when operated outside the continental US do not need to comply with the mandate. Please note that the European mandate comes on 7th of June 2020. It is again an airspace requirement (i.e. irrespective of a/c registration) and is addressing a/c over 5,700 kg or with a max cruise speed greater than 250 knots. The SR20/SR22s are outside the scope.



Excellent news, thank you Dominique and team, MAC is probably my biggest fear when flying. It is about time this was done. As I understand it, for years, to use a piece of Garmin cable to connect a Garmin transponder to a Garmin GNSS unit required a Minor Mod’. Not sensible.

Now if only "the system" would
(a) sort the BIR so that we can affordably qualify to fly in real weather all across Europe instead of just in the UK FIR
(b) fix the mess that is Part-M so that we could actually afford to fly and be safe by being current (less likely to do things like base to final stall)
then light GA would be a lot safer.

But again, well done EASA on ADS-B out.

Steve Hutt


Thank you so much to Julian, Adrian and yourself for getting this through. I have been championing this for many years (http://fasvig.org/non-certified-gps-ads-b-quick-win-actions-a-cwg-actio… )

I have publicised your post on the Airspace4All website:

If you are not aware already, you may be interested in our work to trial ADS-B Traffic Displays in the tower at GA airfields in the UK. This is to contribute to ATS policy development on use of surveillance systems, enhance situational awareness on the ground and will also I hope encourage adoption of ADS-B in the GA community (as does your work on CS-STAN). Our first airfield went live on 1st March 2019. There is further info and a brief video of the Traffic Display here:

And more general details of our Electronic Conspicuity Project here:


Steve Hutt

Dominique, FYI,
Text I posted on our Facebook page yesterday about our trial:

Even though we are only just over a week into the Airspace4All GA Airfield ATS ADS-B Traffic Display Trial at City Airport (Manchester Barton), daily ATS feedback has already highlighted safety benefits in numerous situations.

Since the Trial started, due to the ADS-B Traffic Display, Barton ATS have been able to identify and react to the following situations:

- aircraft squawking 7600 with lost comms (aircraft eventually restored RT and called Barton but ATS was already prepared).

- inaccurate pilot position report

- head-to-head inbound-outbound traffic (Traffic Display enabled ATS to issue traffic info within bounds of their FISO licensing resulting in pilots gaining visual contact and avoiding opposite direction traffic)

- clipped RT then loss of comms combined with disappearance of the aircraft from Traffic Display, indicating possible loss of electrical power. Aircraft was inbound to airfield and ATS were able to put Airfield Rescue & Fire Fighting Service on stand-by in case of incident resulting from potential flapless landing on wet grass runway with no headwind.


Alan Burrill

I understand that NATS has just gained approval for use of ADS-B in the North Sea sectors. Given this is a region with limited conventional Radar cover this is an excellant step forward and an exciting future for the use of ADS-B

Keith Vinning

Excellent news, thank you Dominique and team, This will now allow the many PilotAware users who fly EASA aircraft to connect to their transponders with ES and allow ADSB-out. This will then provide greater interoperability between systems as PilotAware equipped aircraft will then have PilotAware in and out, ADSB in and out, FLARM in (and out with a FLARM Mouse) and Mode-S in and out. Thanks for this innovation a great step towards greater interoperability between systems. Looking forward to the same relaxation for the installation of external antennas as well, if possible.

You are not allowed to comment on content in a group you are not member of.

View group