ADS-B ...
Thread Starter
Joined: May 2003
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From: Yorkshire
ADS-B ...
From AvWeb this morning, in an article which states that all aircraft in controlled US airspace must have ADS-B fitted by 2020 :-
"In Southwest Alaska, the fatal accident rate for ADS-B-equipped aircraft has dropped by 47 percent, the FAA said."
Impressive stat, although we all know about stats (especially ones from the "lying Scotsman" in No. 10 ...
).
Has anyone seen anything to suggest that mode S will deliver safety improvements anywhere near this ? If not, shouldn't someone in CAA/EASA/etc be getting poked with a very sharp stick and asked why they're not going down this road as well ?
FF
"In Southwest Alaska, the fatal accident rate for ADS-B-equipped aircraft has dropped by 47 percent, the FAA said."
Impressive stat, although we all know about stats (especially ones from the "lying Scotsman" in No. 10 ...
).Has anyone seen anything to suggest that mode S will deliver safety improvements anywhere near this ? If not, shouldn't someone in CAA/EASA/etc be getting poked with a very sharp stick and asked why they're not going down this road as well ?
FF
Joined: Aug 2000
Posts: 3,648
Likes: 2
From: UK
FullyFlapped
You're not comparing like with like. The FAA shelled out $20,000 per aircraft to provide the avionics for the Capstone trial in Alaska. A great deal of the safety improvements will have come from the moving map installations and terrain awareness capabilities avoiding CFIT accidents. It has little to do with ADS-B as such. If you could persuade the European taxpayer to subsidise GA aircraft to the same level as the US taxpayer has done in Alaska, I'm sure you'd see a similar improvement in the stats.
Europe is going down the ADS-B road as well. But while the US is creating a two-tier system by introducing the UAT datalink technology as well as Mode-S/1090ES, Europe will almost certainly follow Australia in combining Mode S and ADS-B in the way most compatible with current equipment. ADS-B can be, in effect, little more than Enhanced Mode S broadcast spontaneously without the interrogation of a ground receiver. Many Mode S transponders, for example the GTX330, are quite capable of meeting ADS-B requirements, even though they may not currently be set up to broadcast the data.
You're not comparing like with like. The FAA shelled out $20,000 per aircraft to provide the avionics for the Capstone trial in Alaska. A great deal of the safety improvements will have come from the moving map installations and terrain awareness capabilities avoiding CFIT accidents. It has little to do with ADS-B as such. If you could persuade the European taxpayer to subsidise GA aircraft to the same level as the US taxpayer has done in Alaska, I'm sure you'd see a similar improvement in the stats.
Europe is going down the ADS-B road as well. But while the US is creating a two-tier system by introducing the UAT datalink technology as well as Mode-S/1090ES, Europe will almost certainly follow Australia in combining Mode S and ADS-B in the way most compatible with current equipment. ADS-B can be, in effect, little more than Enhanced Mode S broadcast spontaneously without the interrogation of a ground receiver. Many Mode S transponders, for example the GTX330, are quite capable of meeting ADS-B requirements, even though they may not currently be set up to broadcast the data.
