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In terms of outlay for a private owner, an ADS-B-compatible Mode S Level 2 Extend¬ed Squitter (ES) Transponder, provided by manufacturers such as Becker, Garmin and Bendix/King, costs approximately $3,000. It should also be noted that such systems require a positional input (from a GPS normally), ideally to an enhanced level of positional accuracy provided by a Satellite-Based Augmentation System (SBAS) for ADS-B 'out' operation. A standard GPS system can cost from $1,000 to around
$20,000 depending on capability, although it is fair to say that the majority of GA operators already utilise GPS in some form or other. So a future SES-compliant system could be acquired for VFR GA applications for upwards of the cost of the transponder only. As 2011 looms, it is almost certain that the previously mentioned avionics
manufacturers will have brought (more) low-cost, compliant systems to the market.
For IFR-capable GA, in addition to the above requirement for ADS-B'out', a Satellite Navigation (SATNAV) system with SBAS, ADS-B'in', enhanced IFR approach and landing capabilities and a System-Wide Information Management (SWIM) connection, including reception and processing of aeronautical information and MET data, will be required. Consider¬ing the likely classes of aircraft within this group — including business aircraft, Very Light Jets (VLJs) and helicopters — much of the required equipment is already in place. For example, NAVC0M, includ
ing SATNAV and Mode 4 ES transponder systems, will be present in the majority of recent business aircraft. Indeed, with an average age of approximately seven to eight years, the implied renewal rate will
ensure minimal retrofit requirements for BA users.
The previously mentioned UAT, providing for ADS-B in/out, has already arrived in the GA/BA marketplace, so, as the fleet renews through to 2011, new aircraft will have
this capability as part of their core avionic systems. However, for legacy aircraft, retrofit costs may be high, particularly for those high-end GA aircraft with a more basic IFR capability. $50,000 to update the avionics of a $100,000 aircraft is exorbi¬tant by anyone's measure. Private owners of such aircraft may need to look hard at their individual requirements. With regard to SBAS, this system supports Wide-Area Augmentation System or regional augmen¬tation through additional satellite-broad¬cast messages. Systems are commonly composed of multiple ground stations, located at accurately surveyed points. The
 
ground stations take Global Navigation Satellite System data and apply corrections to signal and environmental parameters, which would impact the accuracy of the signal received by an aircraft in the area. Position correction data is then sent to one or more satellites for broadcast to the applicable aircraft.
WHAT ARE THE BENEFITS?
What then are the advantages and inher¬ent cost savings under the SES ? As pilots operating in the Maastricht UAC area already know, direct routing saves consid¬erable time and therefore fuel; as more business aircraft seek to utilise the same altitude block (FL330-400) as airliners, the requirement for efficient, safe, deconfl icted routing is paramount. In addition, the enhanced accuracy of SBAS will effectively 'open' more airports to IFR operation,
increasing the number of 'city pairs', thus increasing the efficiency of operations of air taxi services in particular. For business operators, these potential savings will, it is hoped, offset the investment required.
Another of the nine stakeholder cat¬egories, the Flight 0perations Centre, has its own set of capabilities to deploy under SESAR. Arrival, fuelling/maintenance, flight planning, N0TAMS (Notices to Airmen), weather and departure will all be stream¬lined to reduce environmental impact, through shorter turnarounds and the provi¬sion of reduced noise and emissions. This will be achieved through the application of a network-enabled Collaborative Decision Making process, supported by informa¬tion sharing via SWIM to deliver the digital exchange of Aeronautical Information System, weather and other data. This idea is not a new one; systems such as ARINC
　
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本文鏈接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(57)