When there’s reason to worry, experts disagree
main learning point
- The FAA has issued guidelines indicating that 5G services from AT&T and Verizon could interfere with radio altimeters on planes.
- The airline industry said redirection would result in significant financial losses due to delays and diversions.
- The telecom industry believes the FAA’s concerns are unfounded.
If the Federal Aviation Administration (FAA) gets its way, starting January 2022, you’ll no longer be able to use AT&T and Verizon’s 5G service as planned.
The FAA called for a delay, first arguing that 5G C-band antennas could disrupt critical airline equipment. It then went on to issue a pair of Airworthiness Directives (ADs) ordering airlines to reschedule flights under certain conditions, which industry experts say could cost billions of dollars.
“If AD were retroactively applied to Airlines for America members’ 2019 operations, approximately 345,000 passenger flights, 32 million passengers and 5,400 cargo flights would be affected in the form of flight delays, diversions or cancellations.” American Airlines on FAA 5G Suitability Analysis of the impact of aviation directives, shared with Lifewire.
In November 2021, AT&T and Verizon agreed to delay the commercial launch of wireless C-band 5G service until January 5, 2022, after the FAA raised concerns about its potential impact on critical aviation equipment.
As the new release date approaches, the FAA has issued an AD request to amend the flight manual to prohibit certain flight activities that rely on the use of radio altimeters in the presence of broadband wireless signals.
“Although there is no credible evidence of an aviation safety risk, U.S. wireless carriers have voluntarily implemented the most comprehensive temporary protections in the world.”
Carter Young, managing director of industry communications for American Airlines, said in a statement to Lifewire that the FAA’s AD is identifying safety issues that will cause “severe disruption” to the national airspace system and the public.
AD is essentially asking airlines not to rely on radio altimeters when approaching an airport near a 5G C-band antenna, but to move to another airport. American Airlines believes the responsibility for breaking the deadlock lies with the telcos.
According to the airline impact analysis, “With supply chains already weak, the lack of serious mitigation measures for 5G operators to address interference issues will significantly disrupt and damage the economy.”
Some radar altimeters are vulnerable to 5G in nearby frequency bands, Michael Marcus, an associate professor of electrical and computer engineering at Northeastern and an independent expert on wireless technology and spectrum policy, told Lifewire in an email. Still, he shrugged off the FAA’s response.
“if [the] The FAA has exacerbated the problem, and they have only recently started collecting data on which models are and how prevalent they are,” he said.
As the former deputy director of the Federal Communications Commission’s (FCC) Office of Engineering and Technology, Marcus has experienced such situations in the past.
Marcus called the adjacent-band problem “relatively common,” noting that there were three decades of concern between the use of FM broadcasts below 108 MHz and aircraft instrument landing systems above that frequency.
“The real question is whether cellular operators will have a greater burden to address this situation, or whether owners of certain models of aircraft radar altimeters do not meet reasonable standards for immunity,” Marcus said.
Meanwhile, American Airlines’ Young said the group continues to urge the FCC and FAA to work together on practical solutions to enable the deployment of 5G C-band technology that “prioritizes aviation safety and avoids disruption.”
Meredith Attwell Baker, president and CEO of CTIA, a trade association representing the U.S. wireless communications industry, and former member of the FCC, holds a similar view. Safe flight and robust, reliable 5G service are possible, Baker said in a statement to Lifewire.
Anton Petrus/Getty Images
Anton Petrus/Getty Images
“While there is no credible evidence of aviation safety risks, U.S. wireless carriers have voluntarily implemented the most comprehensive temporary protections in the world. We are working closely with the airline industry and are on track to join the airline in January.” 40 countries that use 5G safely in the C-band,” Baker said.
The situation is in a state of uncertainty, and it is unclear whether 5G C-band service will be available after January 5, 2022, or further delays as the two federal agencies compete.
5G Expansion in Limbo Due to FAA Safety Concerns
Experts disagree whether there is cause for concern
The FAA has issued directives concerned that 5G services from AT&T and Verizon could interfere with radio altimeters in aircraft.
The diversions will cause significant monetary losses in delays and diversions, suggests the airline industry.
The telecom industry believes the FAA’s concerns are unfounded.
Nanostockk / Getty Images
If the Federal Aviation Administration (FAA) has its way, you won’t be able to use 5G services from AT&T and Verizon from January 2022, as planned.
Calling for the rollout delay, the FAA first argued that 5G C-band antennas could interfere with crucial airline equipment. It then went ahead and issued a couple of airworthiness directives (AD) ordering airlines to divert flights under certain conditions, which industry insiders say could cost billions of dollars.
“If the AD were applied in arrears to Airlines for America members’ 2019 operations, approximately 345,000 passenger flights, 32 million passengers, and 5,400 cargo flights would have been impacted in the form of delayed flights, diversions, or cancellations,” concludes an Impact Analysis of FAA’s 5G Airworthiness Directive by Airlines for America, shared with Lifewire.
In November 2021, AT&T and Verizon agreed to delay the commercial launch of the C-band 5G wireless service until January 5, 2022, after the FAA raised safety concerns about its potential impact on critical airline equipment.
As the new date of the rollout approaches, the FAA issued the ADs calling for the revision of flight manuals to prohibit some flight operations that depend on using radio altimeters when in the presence of 5G C-band wireless broadband signals.
“Despite no credible evidence of a risk to aviation safety, US wireless providers have voluntarily put in place the world’s most comprehensive set of temporary protections.”
In a statement to Lifewire, Carter Yang, Managing Director, Industry Communications for Airlines for America, said the ADs from the FAA identify safety concerns that will be “highly disruptive” to the national airspace system and the public.
The ADs essentially ask airlines not to rely on radio altimeters when approaching an airport near a 5G C-band antenna and instead divert to another airport. Airlines for America believes the onus for resolving the impasse lies with the telecom companies.
“The lack of serious mitigations on the part of 5G telecom companies to address interference issues will significantly disrupt and harm the economy at a time when supply chains are already stretched thin,” reads the Airlines for America Impact Analysis.
Michael Marcus, an adjunct professor of electrical and computer engineering at Northeastern University and an independent expert on wireless technology and spectrum policy, told Lifewire in an email that certain radar altimeters are indeed susceptible to 5G in nearby bands. Still, he isn’t impressed by the FAA’s response.
“Since [the] FAA let this problem fester, they only recently started collecting data on which models and how common they are,” he said.
As a former Associate Chief of the Federal Communication Commission (FCC) ‘s Office of Engineering and Technology, Marcus has witnessed situations like these in the past.
Calling the adjacent band issues “relatively common,” Marcus pointed to a three-decade-old concern between the use of FM broadcasting just below 108 MHz and an airplane’s Instrument Landing System (ILS) just above that frequency.
“The real issue is whether cellular carriers will have the major burden in solving this situation, or the owners of certain models of radar altimeters in aircraft that do not meet reasonable interference immunity standards,” said Marcus.
Meanwhile, Airlines for America’s Yang said that the group continues to urge the FCC and FAA to work together on a practical solution that will enable the rollout of 5G C-band technology “while prioritizing safety and avoiding any disruption to the aviation system.”
A similar view was shared by Meredith Attwell Baker, President and CEO of CTIA, a trade association representing the wireless communications industry in the US, and a former member of the FCC. In a statement issued to Lifewire, Baker said that it was possible to have both safe flights and robust and reliable 5G service.
Anton Petrus / Getty Images
“Despite no credible evidence of a risk to aviation safety, US wireless providers have voluntarily put in place the world’s most comprehensive set of temporary protections. We are working closely with the aviation industry and are on track to join the nearly 40 countries safely using 5G in the C-Band in January,” assured Baker.
Things are in limbo now, and it isn’t clear whether the 5G C-band services will be available starting January 5, 2022, or if the rollout will be delayed further as the two federal bodies jostle for one-upmanship.
#Expansion #Limbo #Due #FAA #Safety #Concerns
- Synthetic: Tài Chính Kinh Doanh
- #Expansion #Limbo #Due #FAA #Safety #Concerns