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ADS-B has provided satellite-based tracking of the heavy helicopter traffic and offshore oil platforms in the Gulf of Mexico, an area that was not covered by traditional radar. CONTINUED ON NEXT PAGE 9 NextGen Now | Winter 2014 a factor, but as more avionics manufacturers introduce compliant products the expectation is that competition will drive the cost lower. However, the FAA has work to do in streamlining aircraft certification and approval of avionics. Delays in these areas could impact its goal of full equipage by 2020. Twenty-two enroute (ERAM and MEARTS) and 63 Terminal (STARS and CARTS) sites have reached ADS-B Initial Operational Capability (IOC), allowing them to use this new surveillance source for separation. The final two enroute sites are expected to reach an ADS-B IOC in FY15, and the 96 additional terminal sites are dependent on the STARS Elite upgrades to ARTS IIE before ADS-B can be incorporated. In September 2014, Allentown (ABE) became the first STARS Elite site to reach an ADS-B IOC. Terminal sites are also being introduced to Fusion, an advanced tracker, in order to enable ADS-B. In fact, ADS-B sometimes gets lost in the conversation with terminal sites on Fusion, but this is the sole reason that Fusion is being deployed. Through a complex algorithm, the Fusion tracker blends multiple surveillance sources to update aircraft continuously. Fusion allows increased display update rates, and Terminal Fusion updates every second. For controllers, this is a dramatic shift from traditional radar tracks updated every 4.5 to 12 seconds, depending on the radar source. The Fusion algorithm can keep the track steady and continuously updated. However, this is dependent on the input provided. As Fusion is being deployed, the state of our radar infrastructure becomes apparent and often has to be overcome with either hardware or software modification. With an increase in ADS-B equipage and ADS-B updating

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