On Friday, June 10, Gulfstream Aerospace [Chalet 500] became the first purpose-built, business jet manufacturer to fly the North Atlantic using Automatic Dependent Surveillance [ADS] technology, according to Sean Sheldon, Gulfstream senior international captain. The firm dispatched both a G450 and a G550 to fly nonstop from Savannah to Le Bourget, equipped with Honeywell Primus Epic PlaneView cockpits.
“It’s clear that the world is gravitating toward a data-link surveillance environment and tighter RNP [required navigation performance]. With that, we get a lot of opportunity,” Sheldon told Show News. Notably, Boeing Business Jets completed the first non-airline ADS flight over the North Atlantic in a BBJ in May 2004, while flying from Gary, Indiana, to Geneva, Switzerland.
The PlaneView avionics suites of both Gulfstreams were updated with ASC 903, a software improvement that includes an essential satcom data component linking the FMSes to the MCS-7000, an aero safety services approved satcom. The change enables Oceanic Control Agencies to query the aircraft by satcom data-link for position, speed, altitude, flight plan and real-time meteorological information. ADS eliminates the need to make HF voice position reports at 10-degree longitude increments in non-radar oceanic airspace.
In preparation for the trip, the flight crews filed oceanic flight plans with appropriate codes to signify the aircraft are ADS-equipped. Once airborne, the crews contacted Gander Radio at the western FIR of Gander Oceanic Control Airspace. After a brief HF SELCAL check and data-link log-in with Gander Oceanic, Gander responded, “Omit voice reports and call Shanwick [Radio] at 30 west.” After checking in with Shanwick at the FIR, there was no need for voice communications until exiting oceanic control airspace, near the coast of Ireland, where the aircraft became in range for VHF radio communications. ADS hand-off between Gander and Shanwick was automatic.
Sheldon pointed out that qualifying for oceanic ADS operations is easy, but it takes time and a little work. “Obviously, ADS was designed for the airlines. Now, general aviation operators have to find a way to participate by investigating processes used by the airlines. There’s no hand-holding available,” he explained.
Nav Canada has responsibility for the FANS Central Monitoring Agency, the organization that administrates oceanic airspace over the North Atlantic. The FAA’s Informal Pacific ATC Coordinating Group [IPACG] can assist operators seeking oceanic ADS approval for Pacific Ocean operations.
The next major oceanic operations step-up for Gulfstream will be Controller-to-Pilot Data Link Communications [CPDLC]. That capability is considerably more complex than ADS because it interfaces with several avionics systems. Gulfstream plans initial CPDLC certification in 2007. After ADS and CPDLC capabilities are completed for PlaneView equipped aircraft, Gulfstream will start work on such improvements for legacy aircraft fitted with SPZ-8000 series avionics. However, older aircraft may require extensive FMS, satcom and other hardware/software upgrades.
However, operators who fly in Europe shouldn’t put off such improvements. Europe is leading the way toward fitting more aircraft into its existing airspace with pending ADS and Mode S requirements, plus tighter RNP standards and a possible CPDLC mandate in 2009.
For more information, visit https://www.mygulfstream.com, Gulfstream’s secure Web site for operators. —Fred George
