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"This is the first time in 50 years that a new technology for traffic control and guidance has been introduced into the aviation arena," said John Hallinan, the Federal Aviation Administration's Capstone project director.
Capstone, or Automatic Dependent Surveillance/Broadcast, works in real time using Global Positioning System information that is broadcast by each aircraft into FAA air traffic control systems.
The inaugural Yute flight was cleared by Anchorage Center to proceed to Bethel, even though the nearest radar site at Sparrevohn could no longer cover the aircraft's flight under Instrument Flight Rules. That lack of radar coverage and increased aircraft operations at the Bethel airport -- the state's third-busiest -- prompted the FAA to implement Capstone in the Bethel area as a national experimental demonstration for safety.
"You see that runway out there, that's our highway, that is our connection to the world. Anything that makes flying safer for my people and the pilots makes it better for everyone," said Bethel Mayor Stanley "Tundy" Rodgers. "This technology is directly connected to our lifeline."
Local airline companies and the FAA are convinced that Capstone will increase safety and eventually improve business.
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Yute Air and other operators in Western Alaska currently fly 76 aircraft equipped with the Capstone ADS/B equipment, which utilizes GPS information that is transmitted to a ground station from each aircraft and then retransmitted up to a satellite.
Air traffic controllers at the Anchorage Center then receive the transmissions from the satellite, which provides them with the aircraft's type, airspeed, altitude, direction, destination and registration number. The information is overlaid onto the center's system maps for traffic management.
"This enhances safety," said Yute pilot Nathan Braspenninckx..It only takes one or two flights to really catch on. It should be a real hit with the younger pilots because it is menu driven, similar to computer software operating systems."
Because of the lack of radar coverage in the Bethel area, local tower air traffic controllers have had to space incoming and outgoing flights at greater distances for both instrument, or IFR, and Visual Flight Rule landings. Now, using the Capstone information, pilots and air traffic controllers can see the ADS/B equipped aircraft in real time.
"Capstone shows you where the other 20 aircraft are as you enter the Bethel pattern, so all you have to look out your windscreen for is the little Cessna 172, that is not equipped," said Luke Miller, 19, a pilot for Yukon Aviation of Bethel. "This is a pretty handy tool,"
Aircraft equipped with the UPS/Aviation Technology Inc. MX-20 multifunction display screen have their choice of a moving map for VFR reference or a moving chart for IFR reference. Both show the aircraft's flight path with altitude, airspeed, direction, times to the next sector, navigational beacons and the flight's destination point.
"It's the best tool in the box," said Gary Markley, a captain piloting a Northern Air Cargo DC-6. "I am still on the learning curve, and it is really fascinating." Markley's was the second flight to be cleared using the system and landed behind the Casa shortly before 4 p.m. Dec. 31.
According to FAA and industry officials, pilots learn the software and functions in a two-day classroom session that is currently contracted to the University of Alaska Anchorage Aviation and Technology Division.
"None of the training on this equipment is done while the pilots are flying," Hallinan said. "Either the pilots get familiar with the equipment functions at UAA in the classroom or by ground school with the operators."
"This will dramatically reduce the CFIT (controlled flight into terrain) accidents," added Paul Bowers, director of statewide aviation leasing for the Alaska Department of Transportation and Public Facilities.
"I am convinced that a midair collision over Nunapitchuk in 1997 would not have happened had those aircraft been Capstone equipped," Hallinan added. "In fact the recent crash of the Evert's Air Fuel C-46 near Mount Redoubt may not have happened either had they been using ADS/B technology."
ADS/B also has a database that couples with the GPS and alerts pilots of impending ground features that are in the aircraft's flight path and of other ADS/B equipped aircraft that are in a radius near their flight.
Although the Capstone equipment is a hit with the pilots, operators and the FAA, Hallinan said there are still two major hurdles for the equipment: the frequency used data transmission from the equipment and a standard for the equipment that will allow other manufacturers to offer similar ADS/B hardware.
Currently the equipment is using an FAA frequency that was assigned for Distance Measuring Equipment at 981 megahertz. This frequency had been assigned to the Fairbanks VOR (very high frequency omnirange station); five months ago the FAA changed the VOR frequency so Capstone could use it.
In 1978 the military was allowed to use the frequency range for a multiplex scrambling communication system and now is slow to return it to the FAA, according to FAA officials.
"As long as we share with the military on that frequency, we are limiting ADS/B's use nationwide," Hallinan added.
According to FAA officials, the FAA may offer a solution of allowing the military to use the upper end of its spectrum if they will surrender the range below.
The Capstone equipment was developed by UPS/AT under a contract by the FAA. To allow other interested companies the chance to manufacture similar equipment for commercial and general aviation, an FAA licensing standard is needed.
According to industry and FAA officials, the equipment's cost is $20,000 per unit, installed.
Currently the UPS/AT equipment is operating under a draft certification for its operational standard.
"Once the standard is licensed, that will add competition and the price will start to come down, making it more affordable to everyone, including general aviation," Hallinan said.
As the year progresses and the FAA crosses these hurdles, Capstone will be introduced into Southeast Alaska, specifically Juneau, according to Hallinan. "We are looking at Juneau as our next spot due to the unusual nature of the terrain, and the amount of passenger traffic near the capitol."
In the meantime, aviation operators indicate that the insurance industry is taking a "wait and see" attitude toward the new technology, but others are convinced of its success.
"We can finally say it's a Happy New Year now," said Bethel Mayor Rodgers. "This has made the new year safer to fly in."
