Flight following

There is no specific software required and armed with a password, the viewer can log on and follow the flight path from any web-connected computer. The presentation of the track is very user friendly. The position signals are translated into a bread crumb trail of the aircraft’s movement and overlaid onto topographical maps or ‘Google Earth’ in some instances. Each ‘bread crumb’ can in turn be highlighted to display a range of information in a form of ‘data tag’, from height and speed to registration and latitude/longitude.

Whilst ‘Spidertracks’ is one maker in a growing market place, the principle of operation is fundamentally common to all, though some have opted for the ‘Inmarsat’ satellite network. While satellite tracking has been utilised in the fleet management of ground vehicles for some years, these systems are generally linked to the cell phone network whose coverage doesn’t always meet the needs of the higher speed, far ranging aviation industry.

The units in the tracking role are effectively passive and the information is relayed without input from the pilot. However, there are other core functions that the pilot can initiate through a very simple keypad and these vary from model to model and the preferences of the operator. There is commonly a ‘Panic’ or ‘Alert’ button that sends a distress message and may increase the frequency of position updates when depressed. Another model out of Perth, is the Fastwave ‘Fastracker’ and it is equipped with an “I’m OK” button for to cancel the distress alarm or for routine notification of safe arrival at a destination or waypoint. This is a useful function considering the use of Fastwave in Iraq and Afghanistan.

The capabilities of these units are on the move, though whichever functions may be provided or chosen by the operator, at the heart of satellite tracking is knowing precisely the where and when of aircraft and personnel. Fleet management has gone global.

Evolving Technology

In this age of Iphones, Bluetooth and ever-evolving technology, satellite tracking systems are doing their best to meet the increasing demands of the customer in an IT savvy world. The primary functions of position updating and distress signals have been built upon by calls for more specific communication. This can in part be facilitated by the push button modules that accompany the various systems. They can provide default functions such as cancelling SAR, or notification of events such as Takeoff and Landing, via pre-programmed messages transmitted in TXT or email form.

More significantly, is the growing ability of these units to provide specific two way communications. Rather than solely sending pre-programmed messages from the cockpit, the ability to send tailored messages in both directions is what the market has been moving towards for some time.

New Zealand based Spidertracks’ compact, portable ‘Spider’ is now able to offer this. Using a Windows-based mobile phone in ‘Flight Mode’, the TXT message is written in the normal manner before being sent via Bluetooth to the ‘Spider’ and forwarded onto the recipient via the Iridium satellite network. Receiving a message merely sees the process reversed. There is no additional ‘Spidertracks’ equipment required other than the software that is downloaded onto the phone.

‘Fastwave’ facilitate two-way SMS and voice communications by combining a Satphone into their Gryphon unit. By virtue of the phone, this multi-function unit comes in a small, rugged case around the size of a laptop, though 12cm thick and weighs around 5kg. Fastwave’s smaller unit, ‘Fastracker’, is designed specifically for the purpose of GPS tracking task without the option of two-way communications.

Like Fastwave, IndigoSat is an Australian-based firm that also offers two variants within their range. The ‘Indigo One’ is a permanently fixed device in the same manner as a VHF communications unit, in fact is designed to slide right into the standard avionics stack bracket. Also allowing two-way SMS messaging, the Indigo Track software permits the tracking information to be overlaid on Jeppesen charts. Like Fastwave, IndigoSat offer a smaller, non-fixed unit known as ‘Indigo Mobile’. Like Fastracker, this unit is a smaller more cost-effective option to provide GPS tracking. Also, like its counterpart, it doesn’t offer the SMS text ability at this time.

Who Is It For?

Inevitably, satellite tracking does come at a cost. The hardware varies in price, but most units retail for $2,500 to $3,000, the Satphone equipped Gryphon tops out at $5,000 and other permanent installations can cost a few thousand dollars more by the time they are fitted. Additionally, there is an ongoing fee for the relaying of the data and once again this varies between companies. Not unlike mobile phones, some companies charge for each downlinked position while others charge a monthly fee up to a limit and then a price per downlink after that. Ball park figures that emerge are in the realm of $100/month, or $3/hour on aircraft operating costs.

As such, this technology tends to lend itself to fleet operations, rather than the ELT-equipped individual. It allows operators to accurately monitor their fleet with up to the minute positions and in some cases engine performance data. It is another tool of fine tuning in the challenge of improving productivity, whilst enhancing the surveillance of the operation. To some, the pinpoint precision tracking is seen to reduce the “search” element of “search and rescue”, thus enhancing safety. Catering for the worst case scenario, the information transmitted by these tracking systems could provide critical information on the final stages of flight for Air Safety Investigators.

Air service providers are also aware of the potential of the system. Valuable resources of time, cash and personnel drained each month pursuing pilots who have failed to cancel SAR. The ability to receive an automatic downlink when the flight terminates and to track its very latest position if needed offers up a new set of answers. Recently, Airways New Zealand has struck a deal to subsidise the purchase price of ‘Spiders’ and pay the first 6 months of monitoring.

For the moment, such measures are the most likely means of the average pilot accessing tracking technology. To date it has proven to be a useful tool for major freight operators, agricultural pilots, remote helicopter services and aircraft ferrying firms amongst others. As mentioned, Fastwave is used in the hostile skies of Iraq and Afghanistan while the Spidertracks have found their way into 26 countries around the world.

What’s that Spot?

A unit causing somewhat of a stir in aviation circles is the “SPOT Satellite Messenger”, even though it’s not an aviation based product. At around 10% of the purchase price of other tracking units it is proving an attractive option to some. Its heritage is with hikers and the equipment has no aviation-specific design features, nor does it have the facility to plug into the aircraft power. If the batteries die, it loses its power source. The normal demands of aviation certification have not been applied to the “Spot”. However, at the price, it may provide a handy asset in the kitbag of the GA pilot whose budget cannot extend to a formal satellite tracking system yet feels the need for an extra degree of security beyond the ELT.

Where to from here?

Already we have seen that communication is at the heart of the next stage of development of the tracking systems, taking them from relatively inert devices downlinking critical parcels of data to a truly interactive component of flight operations. Information beyond the default settings will now be able to be exchanged with aircraft on the other side of the world at any altitude in real time. The vagaries of VHF coverage and the static of HF frequencies will be now be supported by satellite communications, for operators other than the traditional big players.

Aviation as an endeavour thrives on devising ways to integrate technology in the pursuit of safety and efficiency. The future of satellite tracking is undoubtedly a tremendous example of this for operators seeking to maximise the utilisation of their fleets. Time will tell if the cost of the technology falls to within the reach of every pilot. Should that occur, criss-crossing contrails may no longer be alone as tracks in the sky.

(c) Owen Zupp June 2009