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The following comments substantially reflect the consultation process.
COMMENT 1: VOLUNTARY FITMENT OF ADS-B AVIONICS
Respondents supported the proposal in the NPRM for voluntary fitment of ADS-B avionics to Australian registered aircraft and to foreign-registered aircraft operating into Australia.
Several respondents stated that it is clear that the potential benefit of ADS-B will only be realised once ADS-B fitment is eventually mandated. 
Two respondents submitted that CASA should await the decision on enroute radar replacement and the development of a new generation of ADS-B technology before making rules for Australian fitment. 
One respondent stated that the provision of CDTI in RPT aircraft will enhance the safety of fare paying passengers using regional air transport and mandatory fitment of ADS-B OUT equipment is inevitable in time. The respondent supported the statement in the NPRM that the potential benefits for lower level airspace users will only come once the carriage and use of the equipment is mandated.
Another respondent commented that the proposal for voluntary use of ADS-B is acceptable while CASR Part 91 has not been made, but a rule for the fitment of at least ADS-B OUT equipment, providing a sufficient transition time for fitment, should be included in that Part when it is issued by CASA.
CASA’s response
The NPRM proposal for voluntary fitment of ADS-B equipment to Australian and foreign-registered aircraft was supported by all respondents.
Aircraft that have compliant ADS-B equipment fitted and operating will benefit from improved ATM system safety outside radar coverage, and economic savings derived from increased airspace capacity in controlled airspace.

Carriage and Use of Notice of Final Rule Making ADS-B Avionics
The adoption of consistent, aligned technical standards for ADS-B equipment by regulators both here and overseas will encourage avionics manufacturers to design and produce equipment suitable for the different aviation sectors.
While a number of respondents made comments concerning possible mandatory fitment of ADS-B equipment, that issue is outside the scope of the proposals in the NPRM. Mandatory ADS-B avionics fitment will not be considered by CASA until such time that Airservices Australia makes a final decision on the replacement of its enroute radar systems.
Disposition
The final rules in CAO 20.18, CAO 82.1, CAO 82.3 and CAO 82.5 provide for the voluntary fitment of ADS-B avionics to specified standards in Australian registered aircraft and foreign-registered aircraft operating into Australia.
COMMENT 2: USE OF ADS-B EQUIPMENT – PILOT ACTIVATION and DEACTIVATION OF ADS-B TRANSMISSIONS
The NPRM proposed a requirement that ADS-B equipment must allow the pilot to activate and deactivate it during flight. 
Several respondents stated that the proposed need for pilot deactivation of the ADS-B equipment in flight would also deactivate the aircraft transponder, thus affecting its detection by the traffic collision avoidance system of other aircraft. It was argued that the examples of the necessity for deactivation given in the NPRM relate only to certain emergencies where the equipment would in any case be shut down as part of standard emergency procedures for electrical load and/or bus shedding.
An airline respondent stated that it is not possible on any existing aircraft transponder equipment to disable only the ADS-B function, and to introduce such a function would cost about $20,000 to $40,000 per airline aircraft. The respondent added that if the requirement is to remove electrical power from the transponder completely as seems to be implied in the NPRM, then that is not possible on some airline aircraft types. The respondent added that if the requirement as proposed to ‘deactivate the ADS-B transmitting equipment’ is met by selecting the operational transponder to standby mode, then this needs to be made clear in the CAO.
　
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本文鏈接地址：Notice of Final Rule Making(5)