Aviation Safety Issues - Article Example

Aviation Safety Student’s Name Subject Professor University/Institution Location Date Loss of tracking is a leading challenge that has faced aviation industry worldwide. There are frequent cases that have occurred and it is noted that after major accidents, the air traffic controller had lost track of the aircraft. It is also challenging for civil aviation as they lack radar and tracking technology to locate an aircraft in the sea. After an aircraft loss, some clues captured over the satellite are used to track the possible location. The search can go for as long as two years just like in the case of Airbus A330 that drowned in Atlantic Ocean in 2009. There are large fatalities in a single event and that is a rising threat to the general aviation safety. There are major causal factors that make it hard to track an aircraft but there is also wide-range of technological strategies to mitigate loss of tracking. Reasons for losing aircraft track According to McGrath (2014), despite the advancement in technology, there are various reasons as to why we lose track of giant aircraft. There are many technologies that are used to transmit data between the aircraft and the radar and in each case; there are tracking challenges that might result due to a small hick-up. Majorly, giant aircraft use the conventional ‘black box’ as technological equipment that collects data in the cockpit. According to Wall (2014), black box technology is not ultimate solution to tracking airplanes as it has a lot of shortcomings. However, the technology has been used by airlines, militaries and air traffic controllers to monitor skies. Subsequently, due to its shortcomings, it has led to loss of tracking capability that affects air travel every day. Loss of tracking capabilities has in turn used a lot of personnel, resources and time to track a lost aircraft. First, ACARS or Aircraft Communication Addressing and Reporting System are a basic technology that communicates information from an aircraft to controlling computers on the ground through satellite or radio. Mostly, it uses satellite after the aircraft has covered a significant distance from the point of flight. ACARS is a computer-like technology that collects data useful for performance and maintenance. Airline collects such data for tracking an in-flight plane as well as planning for other flights. ACARS cannot be turned off easily as the circuit breakers are fixed down the plane’s hull. However, when it is turned off, it is highly possible to lose track of an aircraft just like in case of MH370 whose ACARS was shortly disabled after a take-off (Patterson 2014). As Wall (2014) observes, radar is an important part of control and track process. Air traffic controller uses both the primary and secondary radars to track an aircraft in-flight. The primary radar detects an approximate position for a plane. It sends radio signals towards an aircraft and then collects the signal that is reflected. However, in most cases, primary radar is imprecise for noting the exact location and altitude of an aircraft. However, it is also hard to avoid detection. In addition, secondary radar offers a more precise information as it communicates with aircraft transponder (transmitter responder). Transponders are fixed in all commercial aircrafts to receive radar signals. The transponder responds by a unique four digit code. The signals and responses then generate flight information such as speed, direction and altitude. Over time, air traffic controllers then use the information for tracking the plane. However, when the transponder is disabled, it is very hard to note the direction that an aircraft took. According to Golson (2014), radio technology is used in tracking aircraft but it only works so long as the aircraft is at a distance of 150 miles. It is usually a misconception that pilots constantly communicates with traffic controller. A plane more than 100-150 miles from the shore makes it hard for the radar to track it. Any farther distance from the land makes it hard for a pilot to track the aircraft. The pilot can only use high frequency radio for maintaining contact with traffic controller as well as with other planes. Radio contacts are thus very unreliable leaving less tracking capabilities for air traffic controllers. It also means that, they cannot keep track for the whole duration the aircraft will be on-flight. As Patterson (2014) observes, there is also a misconception that radar offers a constant watch for planes. The radar does not have the range to go to deep miles from the shore. However, different radars have different capabilities but generally; radars are still limited due to many other factors including the weather. There are military radars that track everything flying. However, they are rarely in use as militaries do not pay attention to most commercial flights if at all there are no security reasons. For instance, MH370 managed to fly over three air force radar in Malaysia without anyone noticing. It was discovered after a week later that MH370 was still on flight approximately one hour after the air traffic controller lost its contact. Lack of coordination makes it hard for capable militaries radar installations to keep track on aircraft over their radar. The process of looking back for such information is also cumbersome and may take longer to look back at the radar data. Satellites can pick signals from an aircraft as it happened to MH307 when Inmarsat Communication Company picked such as signal seven hours after the plane take off. However, there are shortcomings and difficulties that satellite poses to aircraft tracking. An explanation of how satellite signal are transmitted can be noted by looking back at ACARS. ACARS is like an app just like Twitter in cell-phone. When on flight, ACARS send messages via VHF radio when on land. The messages can be received on the ground. When it leaves the ground and enters into water space, it depends on satellite. However, if ACARS is disabled, the service provider, in this case satellite Communication Company does not stop communicating to the aircraft. Even when ACARS is not transmitting data, the satellite still ping the aircraft. The aircraft that have contact with Inmarsat allows the pilot to transmit ACARS messages through the satellite. Even when it is turned off, Inmarsat can ping the terminal to know whether it is still active. A similar case happened to MH307 whose ACARS was disabled but MH307 showed the Inmarsat that it was still active. Therefore, satellite is ineffective in fixing a position (McGrath 2014). Patterson (2014) observes that, the black box has been in use as an adopted technology for most airlines in the world. It is hard to know what happened to an aircraft until the black box is recovered. The black box is a flight recorder that records information for the flight that in turn provides information for investigators on what went wrong. Even though it has a lot of survival capabilities, it is however one of the most disappoints devices as it does not employ the modern technology for aviation. The equipment is not equipped with potential Global Positioning System (GPS) transponder and tracking it relies on ultrasonic signals that are emitted. All the above reason provides the complexities that air traffic controller and trackers face in controlling and tracking an aircraft after it is lost. It is presumed that, the aviation technology has dragged and used a similar system over a long time and thus foregoing major benefits that are offered by recent technological advancement that offer better tracking data. However, the challenges might be posed by expenses involved with fixing the technology. Existing tracking technologies: Effectiveness and efficiency According to Darrow ( 2014), there are advanced and existing technologies that are used to track and locate planes. Different types of tracking technologies work differently and can be applied according to their efficiency and effectiveness. First, technology already exists and one consideration is to equip the black box with a communication device to increase the tracking capabilities. The device would also stream vital data that is secured by the black box especially when a plane faces an emergency. Recent broadcast do not broadcast any information but stores it for retrieval. Emergency locator transmitter is equipped in the black box that works if a plane hits the water as its inbuilt properties help it to withstand and survive the impact. However, most of the last cases have taken longer for authorities to determine the transmitter signal which is run by batteries. According to Darr, Ricks & Lemos (2010), there are portable communication device that uses GPS signal and the device can help to track aircraft location. GPS technology would thus allow tracking with precision and reduce the amount of time taken to locate a missing aircraft. The technology is effective since it offers more features to track a plane. The black box would thus work better by communicating 100 per cent (Chittley & Newman 2014). However, it comes with tremendous costs and upgrading aircraft with such technology has been controversial even in the face of public pressure. ADS-B or Automatic Dependent Surveillance-Broadcast has offered improved tracking capabilities. It has two different services including the ADS-B Out and the ADS-B In. ADS-B Out service periodically transmits information about every aircraft like identification, altitude, current position as well as velocity. All this information is broadcasted through an onboard transmitter. Air traffic controller can then access to real time position information. The information is in most case more accurate compared to that of current radar-based systems. In turn, the precise and accurate information allows ATC to position and separate aircrafts with high precision and timing (Darr, Ricks & Lemos 2010). On the other hand, ADS-B In is an aircraft reception using FIS-B and TIS-B data like direct communication from any aircraft nearby. That allows the aircraft to avoid collision and share information with nearby aircrafts. The technology is already in use with approximately 60% of all worlds’ passenger planes using it (McGrath 2014). Eventually, it has replaced the use of radar tracking technology that is faced with a lot of shortcomings. ADS-B works through the use of a GPS system in the aircraft. It gets positional information from the satellite and transmits the signal with that information and other related information to the ground receivers who are located around the world. Live flight trackers can then get information transmitted from wherever they are. The aircraft is able to determine its own location through the use of GNSS and relay the information periodically via radio frequency. Instead of radio frequency has to track the aircraft all the way, the ADS-B does the work of connecting to radio frequency. ADS-B system also provides traffic information as well as graphical weather generated by government through its FIS-B and TIS-B applications. ADS-B system promotes maximum safety as it makes an aircraft visible, with real time information. It also transmits the velocity and position data every second. The data provided by ADS-B can then be downloaded from where it is recorded for post-flight analysis. There are a number of benefits provided by ADS-B through a data infrastructure promoting inexpensive dispatch, planning and flight tracking. ADS-B has offered a number of benefits that are limited with radar-based systems. The benefits make it efficient and effective for pilots and air traffic controllers to improve aircraft safety and efficiency. The pilots have access to traffic information for surrounding aircraft like altitude, speed, heading and aircraft distance. The UAT ADS-B In technology equipped in the aircraft receives weather reports and information through its radar. It also broadcast the terrain for a pilot to see the cockpit. Unlike the alternative commercially in-flight weather services offered, there is no subscription fee for ADS-B services. Owners only need to pay for installation and equipment (Flightradar24, 2004). The system has improved safety through situational awareness. It makes flying safer in the aviation community. Pilots can see on in-cockpit the flight display, other traffic in airspace, clear and detailed information on weather changes. They also get pertinent updates that range from runaway closings and temporary flight restrictions. Improved visibility is enhanced even with ADS-B Out only as air traffic controllers can accurately and reliably be able to monitor aircraft position. The pilot and controllers see similar radar picture when using the picture. The other fully equipped aircraft in the airspace are easily identified to avoid conflict with another aircraft equipped with an ADS-B out. ADS-B is unlike other past system that used traffic alert and other collision avoidance systems. The systems could only see aircraft that are equipped with similar technology. ADS-B allows the aircraft to see even those other aircrafts that does not have an equipped technology. It provides surveillance in near areas for radar coverage (Flightradar24, 2004). As Darrow (2014) argues, tracker has been used for a number of decades purposely build for submarine warfare. The navy has used the technology to track the ship under water. The tracking technology was designed in the engines as a detection device. The tracker is also used with military aircrafts. The navy can then track real time location of submarines and determine whereabouts of other ships. The technology can be applied for aircrafts so as to trace their precise location after a crush. GLONASS is technology that is space-based and uses satellite for navigation. The system has been successfully operated by Russian Aerospace Defense Forces. It has been developed over the years and has better accuracy as well as ability to broadcast extra civilian signals. GLONASS has reached a global coverage. However, its commercialization has lacked in some segments. The system can be used to track aircraft navigation. Multilateration is another navigation technique that measure distance difference between two stations and broadcast signals at a particular time. It can give infinite number of location to plot locations and curves taken by an aircraft. The possible location of an aircraft is noted by use of two stations to determine the possible navigation curve. However, the system is still vulnerable as it can have redundant work and confused locations when tracking an aircraft. Technologies to introduce; Pros and cons There are initiatives that are underway to reduce aviation fatalities. The Aviation Safety Program is one of such initiative by NASA working in partnership with aviation industry, Federal Aviation Administration and Department of Defense. The collaborative approach aims at developing advanced and affordable technologies for making travel safer on both smaller aircraft and commercial aircrafts. The objective is to reduce the rate of fatal aircraft accident by 80% in the next 10 years and by 90% in 25 years (Dunbar 2008). The national team recommends three areas to be worked on in the industry including accident prevention, mitigation and aviation system modeling and monitoring. However, there are still more techniques to be applied to promote more tracking capabilities. As Darr, Ricks & Lemos (2010) observes, Global Positioning System and data link systems are technologies that can channel desirable information on the ground and weather elements in the cockpit. If applied in all aircrafts, they can be used by air traffic controllers, airline dispatcher and pilots in a better way for detecting, warning and minimizing turbulence. In most case, weather has been attributed as a main factor that affects tracking. It also accounts for a sizeable percentage of all aviation accidents. The system can then withstand turbulence by providing information to pilots and controllers to ensure better flight direction. It will also offer synthetic visibility through an advanced cockpit that display information through GPS signals. The system relays the terrain database and give pilots clear picture no matter the weather and other prevailing negative factors. Aircraft crash can have debilitating effects but there is increased technology to make crashes more survivable. Most of equipment like black box is build with restraining systems as well as capable structures to be in a better position to withstand crashes. There are highly capable techniques that can promote tracking system equipped in the aircraft to survive from in-flight fires and minimizing hazards after accidents. In turn, the devices can send signals for easier location (Darr, Ricks & Lemos 2010). According to Jacobson (2010), there are modern data-gathering techniques and apps that help airlines to monitor aircraft, equipment and performance. The systems monitor the aircraft all through to predict where an accident happened. The extensive monitoring offers the aviation system access and precisely predicts unknown issues. Aviation safety technologies; data link systems and applications have a number of pros through its technology strategies. The technologies are highly effective as they have the capability of making every flight equivalent to clear-day operations. Rohrer & Castella (2014) sees technologies as offering intelligent weather decisions making tools including the world-wide real-time map displays for every cockpit. The technologies eliminate severe turbulence which is aviation hazards. They offer a continuous track, diagnosis and restoration of the performance of on-board systems promoting self-healing and increase resistant to crash for aircrafts. Data link systems offer improved machine and human integration in the process of design, operations and maintenance. In turn, the technology allows to monitoring and assessing of all data from all aircraft for known and unknown flight issues. In-built capabilities increase survivability after accidents occurrence due maximized features that control crash and fire impacts. The technologies also open up a great deal of development and better performance in future for aviation industry to evolve and develop safety procedures and performance. There is general shortcoming that aviation industry will have to deal with after adoption of these technologies. The ADS-B protocol works by the capacity of the whole system to carry messages from aircrafts and allowing radio channels to continue with its support services. Each message come as a pair of data packet and that means, increased packets transmission from aircrafts reduced the effectiveness of handling many aircrafts (Ochieng, et al 2003). The system has a fixed bandwidth with fixed and limited channels and that may still lead to increased loss of tracking capabilities (Jingjing 2014). According to Purton, Abbass & Alam (2010), the system criteria and capacity is established by aligning it with worst likely environment in mind. With minimum requirement for any system capacity, the existing user channels must increase the capacity of existing systems with increased aircrafts. There are whole non-secure issues related with ABS-B transmissions. The system messages can enhance location of an aircraft but it is not guarantee that the information is used appropriately. There are a number of concerns concerning the system integrity in transmissions. Purton, Abbass & Alam (2010) further points out that, ADS-B messages are produced with simple and low-cost measures spoofing the locations of multiple aircraft and that can disrupt air travel. There are no foolproof also to guarantee the integrity of messages though there are monitors that can monitor some activities. However, false signals are potentially dangerous as they can lead to uncorrelated secondary tracks. The whole system is dependent on satellite and that is a concern of navigation system. Generation of vector information in different regions becomes a bit hard and particularly when the aircraft may fail to locate a satellite nearby. In conclusion, aviation safety remains vulnerable as the technology in use cannot precisely track the aircraft all through. Technology loopholes have led to loss of aircraft and a lot of efforts in search for the lost aircrafts. However, there are existing technologies that can offer better tracking capabilities by providing continuous information about aircraft’s location, altitude, speed and locations of other aircraft in the space. ADS-B is one of such system that has better capabilities compared to radar-based system since it can track even over the water. There are a number of benefits that the system with other technologies like GLONASS can offer to the industry. However, there are a number of shortcomings to be overcome such as high-cost of system support, complete message streaming and certification. References Chittley, J & Newman, K 10 March 2014, ‘Canadian company looking to prevent planes from vanishing in the future’, CTVNews.com. Retrieved : http://knlive.ctvnews.ca/canadian-company-looking-to-prevent-planes-from-vanishing-in-the-future-1.1723173#ixzz2z7OiR3C2 [Accessed: 17 April 2014] Darr, S., Ricks, W., & Lemos, K. A. (2010). Safer systems: a NextGen aviation safety strategic goal. Aerospace and Electronic Systems Magazine, IEEE,25(6), 9-14. Darrow, B 8 April 2014, ‘New better-than-radar technology will boost aircraft tracking’, GIGAOM.com. 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Retrieved: http://www.bbc.com/news/magazine-26563806 [16 April 2014]. Wall, M 11 March 2014, ‘Flight 370 Mystery: How Can a Jetliner Drop Off the Radar?’ Livescience.com. Retrieved: http://www.livescience.com/44012-malaysian-airlines-mystery-radar-tracking.html. [Accessed 16 April 2014]. Read More