One of the most exciting and crucial new technologies that is currently undergoing testing is an aircraft communication system called ADS-B. ADS-B stands for Automatic Dependent Surveillance-Broadcast. As the name implies, it automatically allows each plane with the system to continuously communicate with both other aircraft and Air Traffic Control (ATC). The implementation of ADS-B has the potential to both increase safety in commercial aviation while lessening airline financial losses.
How does ADS-B differ from the current ATC system?
The way the ATC system works now, pilots are almost entirely dependent on the guidance of overworked air traffic controllers in order to maintain proper spacing between their aircraft and others in the airspace or on route. Although most aircraft have collision avoidance systems, which combine on aircraft radar and plane-to-plane line-of-sight communication, the old TCASs (Traffic Collision Avoidance Systems) are basic and can only be used for guidance in the event of a imminent collision with another aircraft. Otherwise pilots have to blindly follow the instructions of the air traffic controllers unless they visually spot a potential conflict, which is FAR harder said than done considering how quickly the aircraft are traveling.
ADS-B on the other hand will allow pilots to clearly see where all other aircraft are in relation to them on a cockpit display. Instead of relying on expensive radar systems, ADS-B is a network of various communication devices including in plane hardware, GPS, and ground stations. The aircraft calculates it position using GPS, and then broadcasts it to all other nearby aircraft, either directly by line-of-sight or relayed through ground stations (which also feed into ATC). This way, pilots will be able to perform evasive maneuvers far before visual contact (if the aircraft is operating under visual flight rules or "VFR") or prior to ATC intervention (in both VFR and instrument conditions "IFR").
How will ADS-B increase safety?
The most dangerous portion of a flight is when the aircraft is in the vicinity of an airport. The shear number of aircraft operating around the world's main airports at any one time is staggering. ADS-B allows pilots to get a better picture of their surroundings than if solely communicating with ATC Ground, Tower, Departure, and Approach Controls. The best example of the potential of ADS-B is solving the problems with runway incursions.
Runway Incursions occur far more frequently than you would think. A runway incursion quite simply is when an aircraft moves or lands on a runway without permission by ATC or one where another aircraft is already operating. Most commercial runway incursions occur in low visibility, where either the pilot doesn't realize he has entered the runway, the ground controller doesn't realize another plane is already landing or taking off on the runway, or a pilot misidentifies a runway when landing. Surprising only a few of the largest airports have a system for monitoring the position of aircraft on the ground since radar isn't effective on ground level. So the majority of controllers rely on visually watching aircraft (through the super advanced technology of binoculars) or by position reports and very wide spacing in IFR conditions.
ADS-B will allow both pilots and controllers to know where each aircraft is on the ground, and through surface movement management software (SURF IA*), merge aircraft positions with taxiways and runways. ADS-B with SURF IA automatically tells the pilot when he enters a runway where another aircraft is already on approach. SURF IA can also inform the pilot if he's lined up with the wrong runway among other functions. Since the deadliest aircraft accident of all time occur when two 747s collided on a runway in fog, the implementation of a system that shows both pilots and controllers exactly where everyone is and what their probable intentions are is greatly welcomed by the aviation community. Tests on a U.S. Airways Airbus A330 with ADS-B and SURF IA hardware and software funded by the FAA has already shown the potential for the systems.
How will ADS-B increase airline revenues?
The primary reason is spacing between aircraft. The FAA has already stated that with the implementation of ADS-B, it will allow aircraft to fly closer together. This means planes will be able to take-off and land more quickly, thus spending less time burning fuel on the ground or in the air waiting for clearance to take-off or land. This means fewer delays, which are extremely costly for airlines. More aircraft will also be able to fly on the most efficient routes between destinations at one time. For example, between London's Heathrow and New York's JRK, there is one route and altitude which for most aircraft allows for the most fuel efficiency. But due to the large spacing required both horizontally and vertically, only a certain number of planes can be on this route at one time. With ADS-B more aircraft can be tolerated on that route, lessening the need for airlines to send their aircraft on less efficient paths.
These advantages also work in favor of passengers, since there will be fewer delays in the event of IFR conditions as well as allow for more frequent flights between popular destinations.
The Implementation of ADS-B
The FAA is planning to slowly phase in ADS-B in the next ten years, while simultaneously decommissioning the now antiquated radar systems across the country. ADS-B is expensive for both federally controlled airports and the airlines, who have to pay for the hardware to be installed in each aircraft. As a result, much of the program is dependent on FAA funding allowed by Congress, so the timetables for the full implementation of ADS-B are very flexible knowing the nature of Congress. If federal funding drops, airlines will have little incentive to take the short term financial losses on buying the systems, since the long term benefits will appear less likely. Also, international flights will still require the old systems and require pilots to understand the old radar vectoring, spacing, radar, and TCAS rules due to small likelihood the rest of the world will buy into the U.S.'s new ADS-B national network systems any time "soon".
Nevertheless, ADS-B and its associated systems such as SURF IA have a great potential to increase both the safety margin and revenues for the airlines, while simultaneously making traveling a more enjoyable experience for the average passenger.
*SURF IA is not a general acronym, but the name of a software system jointly developed by the avionics divisions of ACSS and Honeywell. I just used it as an acronym since as of now, it is the only software undergoing FAA testing that fulfills the role of surface movement management utilizing ADS-B technologies.
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