Buoyed by the success of its three-year ADS-B (automatic dependent surveillance-broadcast) operational evaluation project, named Capstone and centered on Bethel in western Alaska, the FAA plans next year to increase the number of participants and to implement a second, broadly similar project centered on Juneau, Alaska.
Automatic dependent surveillance-broadcast
The SESAR (Single European Sky ATM Research) program to define and implement a new air traffic management system for the Single European Sky (SES) presents an opportunity for all stakeholders to work together to develop a common concept of operations (ConOps, in Eurocontrol jargon).
The FAA’s Operational Evolution Plan (OEP) is moving to regain the momentum lost following September 11. Introduced last June, the OEP was aimed at transforming today’s air traffic system into a more efficient, expanded-capacity operating environment by the progressive introduction of advanced ATC and aircraft systems over the next 10 years.
Eurocontrol has decided to delay by two years the deadline for operators to install upgraded mode-S equipment to meet the agency’s so-called elementary surveillance requirements in Europe.
While the FAA moves forward with its operational evolution plan (OEP) to increase National Airspace System capacity by the end of this decade, a major consideration will be how many aircraft are equipped to take advantage of the resulting improvements in efficiency.
In a show of solidarity that even FAA Administrator Jane Garvey acknowledged would have been “hard to imagine” two or three years ago, 13 aviation groups ranging from the National Air Traffic Controllers Association (Natca) to AOPA urged the Bush Administration to make aviation capacity improvements a top national priority.
Traditionally, Boeing and Airbus have used the Paris and Farnborough airshows to announce multimillion-dollar sales contracts, in the hope of one-upping the opposition. But at Farnborough this year–the first big post-September 11 air show–neither company had major announcements to make.
The FAA has decided that automatic dependent surveillance-broadcast (ADS-B) will use a combination of the 1090-MHz extended squitter surveillance link for air carrier and private/commercial operators of high-performance aircraft, and the universal access transceiver (UAT) surveillance link for the typical general aviation user.
Rockwell Collins announced it has completed a series of FAA evaluation flights meant to test automatic dependent surveillance-broadcast (ADS-B) and cockpit display of traffic information (CDTI) avionics. The tests, designed specifically to assess the concepts during airport surface operations, were conducted at Memphis (Tenn.) International Airport as part of the FAA’s ongoing Safeflight 21 program.
With more and more pilots bidding farewell to paper approach charts and turning to the convenience of handheld flight-deck computers, official word from the FAA stipulating exactly how such devices may be used in the cockpit has been eagerly anticipated by the industry for some time.