Narrative:

While enroute from ZZZ to brd; after departing VMC from ZZZ; I performed for the second time the specific performance tests required by the FAA ads-B rebate office which had previously informed that although the equipment performed perfectly the test had been failed; because they had a requirement which was not published in advisory circular (AC) 20-165; on its web site pages or anywhere else that the flight test needed to be performed within airspace identified in far part 91.225. Since the FAA did not give a contact name or number in its email; it was unclear if this test must be performed at the specified altitudes and V speeds in its advisory circular; or if they merely wanted the test performed in 'rule' ads-B airspace; namely within the constraints of the altitudes stated in the AC for the maneuvers described; or entirely within the part 91.225 airspace; which the FAA described to me in an email as being performed 'entirely within the ads-B mandated airspace defined in 91.225' the responder then defined this as 'above 10kft MSL in class east; or within the boundaries of class B and class C airspace for 30 minutes.' the FAA site specific data states otherwise.to repeat the test and accomplish my dual goal of completing this flight test; and get home safely; I departed VFR from ZZZ and climbed to between 10500 and 12900 over lse and performed the maneuvers as described in AC20-165 hoping that the flight test completed entirely within class east airspace above 10;000 feet would satisfy the FAA ads-B program office and I could continue my preparations for my next flight departing brd. Since brd was low IFR at the expected time of arrival; the nearest alternate stc; I had previously filed; but did not pick up an IFR flight plan departing ZZZ. Once flight tests were completed; all above 10;500 MSL I called ZMP center for the clearance which by this time had expired. I was cleared direct brd and established a stable heading and altitude. ATC asked me to refile the flight plan with princeton radio; which was done; but I left out my flight planned alternate airport. I returned to ATC; and was soon given a revised routing to gep VOR. Because of new and relatively little experience with the equipment; it took a few minutes to revise the route; during which time; I had gradually drifted from the 12000 ft assigned altitude to 11;600. I realized the deviation and immediately began a climb to 12;000. ATC also noted the altitude deviation and asked me to report re-reaching 12;000.chain of events:an unworkable and poorly (or undocumented) FAA program with hidden requirements negating earlier work; undefined or poorly defined requirements requiring either a delay in meeting FAA requirements; or alternatively; proceeding to the nearest class B airspace; requesting a block of airspace for an hour in congested terminal airspace with multiple satellite airports for significant maneuvering including straight and level; 360 degree turns; climbing (at slow airspeed) 360 turns; descending 360 turns; and high airspeed descending turns at peak altitudes within the b-airspace. This is a dangerous requirement.previous accomplishment of precisely the tests requested in the advisory circular with an acceptable performance report; but invalid because it was not performed within the constraints of the b-airspace. It would not be possible to complete the AC20-165 requirements at or above 10;000 feet; simply because; as the AC indicated; it recommends altitudes as low as 2000 feet to 8200 feet. These are simply contradictory unless the FAA intends to tie up large blocks of class B airspace for hours at a time.fatigue from doing the air work; followed by new equipment in the aircraft requiring new procedures and an unexpected requirement to file and fly an IFR flight plan to get home. Worry about whether/if the equipment would be acceptable for the present flight; and multiple changes in routing by ATC to accommodate msp traffic.

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Original NASA ASRS Text

Title: C182 pilot deviated from cleared altitude while performing flight tests of ADS-B systems new to the aircraft.

Narrative: While enroute from ZZZ to BRD; after departing VMC from ZZZ; I performed for the second time the specific performance tests required by the FAA ADS-B Rebate Office which had previously informed that although the equipment performed perfectly the test had been failed; because they had a requirement which was not published in Advisory Circular (AC) 20-165; on its web site pages or anywhere else that the flight test needed to be performed within airspace identified in FAR Part 91.225. Since the FAA did not give a contact name or number in its email; it was unclear if this test must be performed at the specified altitudes and V speeds in its advisory circular; or if they merely wanted the test performed in 'rule' ADS-B airspace; namely within the constraints of the altitudes stated in the AC for the maneuvers described; or entirely within the Part 91.225 airspace; which the FAA described to me in an email as being performed 'entirely within the ADS-B mandated airspace defined in 91.225' The responder then defined this as 'above 10kft MSL in Class E; or within the boundaries of Class B and Class C airspace for 30 minutes.' The FAA site specific data states otherwise.To repeat the test and accomplish my dual goal of completing this flight test; and get home safely; I departed VFR from ZZZ and climbed to between 10500 and 12900 over LSE and performed the maneuvers as described in AC20-165 hoping that the flight test completed entirely within Class E airspace above 10;000 feet would satisfy the FAA ADS-B program office and I could continue my preparations for my next flight departing BRD. Since BRD was low IFR at the expected time of arrival; the nearest alternate STC; I had previously filed; but did not pick up an IFR flight plan departing ZZZ. Once flight tests were completed; all above 10;500 MSL I called ZMP center for the clearance which by this time had expired. I was cleared direct BRD and established a stable heading and altitude. ATC asked me to refile the flight plan with Princeton Radio; which was done; but I left out my flight planned alternate airport. I returned to ATC; and was soon given a revised routing to GEP VOR. Because of new and relatively little experience with the equipment; it took a few minutes to revise the route; during which time; I had gradually drifted from the 12000 ft assigned altitude to 11;600. I realized the deviation and immediately began a climb to 12;000. ATC also noted the altitude deviation and asked me to report re-reaching 12;000.Chain of Events:An unworkable and poorly (or undocumented) FAA program with hidden requirements negating earlier work; undefined or poorly defined requirements requiring either a delay in meeting FAA requirements; or alternatively; proceeding to the nearest Class B airspace; requesting a block of airspace for an hour in congested terminal airspace with multiple satellite airports for significant maneuvering including straight and level; 360 degree turns; climbing (at slow airspeed) 360 turns; descending 360 turns; and high airspeed descending turns at peak altitudes within the B-airspace. This is a dangerous requirement.Previous accomplishment of precisely the tests requested in the Advisory circular with an acceptable performance report; but invalid because it was not performed within the constraints of the B-airspace. It would not be possible to complete the AC20-165 requirements at or above 10;000 feet; simply because; as the AC indicated; it recommends altitudes as low as 2000 feet to 8200 feet. These are simply contradictory unless the FAA intends to tie up large blocks of Class B airspace for hours at a time.Fatigue from doing the air work; followed by new equipment in the aircraft requiring new procedures and an unexpected requirement to file and fly an IFR flight plan to get home. Worry about whether/if the equipment would be acceptable for the present flight; and multiple changes in routing by ATC to accommodate MSP traffic.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.