Volume 5 Issue 1 Issue Date May 15, 2013 ADS-B 101. A Plain Speak White Paper. on the. Current and Near-Term Future. As Air Navigation Transitions

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1 Volume 5 Issue 1 Issue Date May 15, 2013 ADS-B 101 A Plain Speak White Paper on the Current and Near-Term Future As Air Navigation Transitions from Ground Based Radar to Satellite Based ATC Assistance

2 Content: 1.0 Executive Summary P How Does it Work? P ADS-B in the US P ADS-B in Canada P Outside North America P Certification of ADS-B Installations P The Difference between 1090ES & Current Mode S Transponders P Looking ahead P Terms & Definitions P About Kitchener Aero and Mid-Canada Mod P11. 2

3 1.0 Executive Summary About ADS-B... ADS-B is an important, emerging avionics technology forming a key part of air traffic control modernization. As many governments implement plans to transition their ATC Systems away from conventional radar-based technology and over to advanced satellite-based systems, ADS-B allows them to gain enhanced ATC performance and safety, coupled with much lower operating costs. ADS-B is a cornerstone of FAA s NexGen ATC modernization program. With ADS-B, aircraft and controllers realize the benefit of enhanced precision and reliability as they move through the skies and exchange information. Better yet, it is applicable to all aircraft that use the National Airspace System. As with any global technology introduction and implementation, depending upon where you are, ADS-B may or may not be in use today. But if it is not available right now, it will be soon. Here at home, NAV CANADA has thus far adopted exclusively the 1090ES (ADS-B Out) format, as have all other countries worldwide. The only exception is the USA with their Dual-Link ADS-B program. ADS-B operations commenced domestically in Canada in January 2009 with implementation limited to airspace over Hudson Bay in Northern Canada. In March of 2012 NAV CANADA extended its surveillance to cover a 1.3 million square kilometre portion of airspace over the North Atlantic; the busiest oceanic airspace in the world. ADS-B surveillance has enabled the Gander Area Control Centre to safely reduce separation standards for properly equipped aircraft from approximately 80 NM to initially 10 NM. This gives air traffic controllers the ability to handle far more aircraft in the airspace safely, and provide these aircraft with more cost-effective flight profiles, including earlier climbs to fuel-efficient altitudes. Anyone flying into US airspace has until January 1, 2020 to be fully ADS-B compliant. For Canadians, aircraft with a 1090ES Transponder and approved interfaces will be compliant with US operating requirements; however those who frequent US skies under 18,000 may also opt for a UAT. 3

4 The European mandate, in broad terms, requires 1090ES ADS-B Out with a Diversity Mode-S transponder. The deadline for having this capability is 1/8/15 for new aircraft and 12/7/17 for retrofits. Also note that it only applies to aircraft >12,500lbs or with a max cruise >250kts TAS. Depending upon which country your operations will take you to, or overfly, the availability of ADS-B today is varied but changing quickly. Section 5.0 of this paper provides a country-by-country current status of who is offering what and when added service would be coming on line. Asia is offering ADS-B service but presently only on specific High Density Routes (see section 5.0 for details). Progress for additional introductions is moving at a slow pace. Australia is the first country with full, continental ADS-B coverage, though only above FL300. Air traffic controllers there are authorized to provide 5 NM separation services using ADS-B data from all Australian operational sites. Foreign aircraft must now obtain operational approval from their state of registry before delivery of ADS-B services is approved. Post December 2013, ADS-B is mandatory at and above FL290. Hence approvals need to be obtained before that time. ADS-B Systems are considered critical to safety in the National Airspace System. Accordingly to be compliant with the ADS-B requirement(s), all hardware will have to be TSO d, and all interfaces approved at both the hardware and software levels. Certification is expected to be rigorous, and installation will almost certainly be the domain of the appropriately rated avionics Repair Station or AMO. As to the future, in July of 2012, Iridium Communications and NAV CANADA announced a planned joint venture. This new relationship promises to offer worldwide ADS-B-based air traffic surveillance services using the upcoming Iridium Next satellite network. These satellites begin launching in 2015 and will be completed in The Iridium-NAV CANADA joint venture is called Aireon. It will add 1090ES ADS-B receivers to each of the 66 satellites (and backups) destined to form the Iridium Next constellation. The low-earth-orbiting Iridium satellites will offer worldwide coverage, including Polar Regions, and with the ADS-B payloads will provide complete visibility to all aircraft everywhere. This will help ANSP s (air navigation service providers) increase efficiencies. This new capability will extend the benefits of current radar-based surveillance systems (which presently cover less than 10 percent of the world) to entire planet coverage. Aireon is expected to become operational in For a more complete understanding of ADS-B, please continue reading the rest of this paper or feel welcome to contact Barry Aylward at Kitchener Aero or Bill Arsenault at Mid-Canada Mod Center. 4

5 2.0 How does it work? While ADS-B will bring a new level of safety to flying, it is not the simplest subject to understand. So what follows is an ADS-B 101 in plain speak. As with anything avionics related, each individual aeroplane or rotorcraft and its current equipment will dictate to some extend how this new system will be integrated into that aircraft. The associated costs will also be varied once again dependent upon what you are starting with and what needs to be added or modified. It should also be noted that some of the newer Traffic Awareness & TCAS Systems have an input for ADS-B. These will support a blended Traffic Solution to provide the most accurate possible picture of surrounding Traffic. There is great promise for ADS-B, but it has some limitations as a traffic detection safety system, especially during this critical mixed-equipage period. ADS-B will not be a replacement for TCAS where TCAS equipage is mandated. ADS-B allows air traffic controllers to see traffic with more precision than ever before. It does so by using a Transponder Datalink of highly accurate, GPS-derived information. Accordingly it works where radar often doesn t - especially in remote areas or mountainous terrain. ADS-B also functions at low altitudes and even on the ground, allowing monitoring of traffic on airport taxiways and runways. ADS-B Out is basically an enhanced 1090 Mhz Mode S Transponder with an ES that squawks ADS-B data out to the ATC system. An approved GPS navigation source (likely WAAS GPS) will provide the required position, vector, altitude, and velocity data. 1090ES ADS-B Out is the globally accepted system for ADS-B compliance. One note here though - the FAA has uniquely adopted a Dual-Link Architecture for ADS-B in the USA. This allows for a second equipment option. compliance 5

6 3.0 ADS-B in the United States: The second or optional system is called a UAT. It is only applicable to aircraft operating in US airspace under 18,000 feet. The 978 Mhz UAT devices provide both ADS-B Out and ADS-B In. This can therefore provide the pilot with access to free traffic, weather, and potentially other services on a compatible display. Currently there is not an ADS-B In component for the 1090ES ADS-B Out System. Most of the ground infrastructure required for UAT ADS-B is in place now, and full coverage of the US is expected during The DataLink Weather and Traffic Services are in fact available now. An aircraft equipped with a TSO d UAT would not require a Transponder upgrade. Note: a 1090ES ADS-B Out System is an absolute requirement for all aircraft that operate above 18,000 feet in US airspace and internationally. Anyone flying into US airspace has until January 1, 2020 to be fully ADS-B compliant. For Canadians, aircraft with a 1090ES Transponder and approved interfaces will be compliant with US operating requirements; however those who frequent US skies under 18,000 may also opt for a UAT. 4.0 ADS-B in Canada: NAV CANADA has thus far adopted exclusively the 1090ES (ADS-B Out) format, as have all other countries worldwide. The only exception thus far is the USA with their Dual-Link ADS-B program. ADS-B operations commenced domestically in Canada in January 2009 with implementation limited to airspace over Hudson Bay in Northern Canada. About 35,000 flights each year use this airspace, the majority being polar over-flights of Air Transport aircraft. ADS-B has enabled reduction of the separation minima for equipped aircraft and allows more of them to follow the most fuel-efficient routings. Controllers currently use ADS-B tactically by applying reduced separation between equipped aircraft on an opportunity basis within the Hudson and Minto sectors. This means that each aircraft will have the appropriate protected airspace around it, that being applied based on its unique capability. In March of 2012 NAV CANADA extended its surveillance to cover a 1.3 million square kilometre portion of airspace over the North Atlantic; the busiest oceanic airspace in the world. ADS-B surveillance has enabled the Gander Area Control Centre to safely reduce separation standards for properly equipped aircraft from approximately 80 NM to initially 10 NM. This gives air traffic controllers the ability to handle far more aircraft in the airspace safely, and provide these aircraft with more costeffective flight profiles, including earlier climbs to fuel-efficient altitudes. At the time of writing we are not aware of any timetable for implementation of an ADS-B requirement across Canadian Domestic Airspace by NAV CANADA. If and when that does occur we believe that they will opt to stay with the 1090ES ADS-B Out requirement. NAV CANADA s partnership with Iridium on the 6

7 Aireon program would appear to signal their intent to move forward with full domestic ADS-B implementation in that manner. If so the dates may just more or less line up with the FAA s 2020 deadline. If this assumption is borne out at some future point, Canadian aircraft will be required to be equipped with a 1090ES Transponder. We are now urging customers that are contemplating Transponder upgrades to consider opting for a 1090ES Transponder in order to position themselves for future ADS-B compliance in both Canada and the USA. 5.0 Outside North America... * In a nutshell, the European mandate requires 1090ES ADS-B Out with a Diversity Mode-S transponder. The deadline for having this capability is 1/8/15 for new aircraft and 12/7/17 for retrofits. Also note that it only applies to aircraft >12,500lbs or with a max cruise >250kts TAS. Deployment in Europe is now ongoing and is already implemented in Armenia, Austria, Czech Republic, Spain and UK (N. Sea). Elsewhere the following is the most current information available: - deployment is ongoing in Iceland (ADS-B by 2013), - Germany (WAM in Frankfurt in 2012, expected to be followed by Munich and Berlin, which could be then complemented by ADS-B from 2015), - Latvia (WAM since 2011), - Norway (N. Sea, ADS-B by 2013), - Portugal (Azores since 2011, WAM/ADS-B), - Romania (WAM since 2011), - Sweden (WAM/ADS-B by 2012). - the Netherlands (N. Sea since 2011, WAM/ADS-B). Other ANSPs have implementation plans with target dates of deployment from onwards including Bulgaria, Cyprus, France (overseas territory, ADS-B), Italy, Greece, Portugal and UK (Scotland, WAM). In addition, UK NATS has included ADS-B with WAM in their Strategy (wider scale deployment, target date for ADS-B implementation is from 2018). 7

8 For Asia things are moving a bit slower. The primary focus for the region at present is in High Density Routes. Their Initial phase involves two trunk routes - L 642 and M 771 which are over the South China Sea. ADS-B data and VHF communications sharing is among the ANSPs of Indonesia, Singapore and Vietnam. Expansion to other trunk routes over the South China Sea Philippines and Brunei - is slated next along with the potential for ADS-B in the Bay of Bengal Area Myanmar, India and exploration is ongoing for sites in Manila. All this said, no dates are available for this as of the time of writing. Australia on the other hand is a totally different story being the first country with full, continental ADS- B coverage, though only above FL300. There are 57 ground stations operating at 28 sites. Air traffic controllers are authorized to provide 5 NM separation services using ADS-B data from all Australian operational sites. The full Australian network has been in operation since December Foreign aircraft must now obtain operational approval from their state of registry before delivery of ADS-B services is approved. Post December 2013, ADS-B is mandatory at and above FL290. Hence approvals need to be obtained before that time. * with information from Wikipedia, ICAO, Air Services Australia, Eurocontrol CASCADE and avionics OEMs. 6.0 Certification of ADS-B Installations: ADS-B Systems are considered critical to safety in the National Airspace System. Accordingly to be compliant with the ADS-B requirement(s), all hardware will have to be TSO d, and all interfaces approved at both the hardware and software levels. Certification is expected to be rigorous, and installation will almost certainly be the domain of the appropriately rated avionics Repair Station or AMO. Portable UAT ADS-B hardware is emerging into the market. Such hardware is not TSO d, and is for situational awareness only. A portable UAT system will not comply with the FAA s ADS-B requirements. These systems are listen-only and still generally require that the host aircraft be participating in the ADS-B System. That means that the aircraft would still be required to have a certified 1090ES Transponder System in order for the portable UAT equipment to function to its fullest capability. 8

9 7.0 The Difference between 1090ES and Current Mode S Transponders... Legacy Mode S Transponders squit only the most basic aircraft ID, system status and pressure altitude information, which ground computers must then correlate with radar tracking information to derive aircraft position, direction of flight, airborne velocity, vertical climb/descent, and so on. With ADS-B each aircraft s approved GPS navigation system will generate all of this data, and then transmit it at least once per second by means of a 1090ES Mode S Transponder with extended squitter hence the ES. This allows ground controllers and other aircraft in the vicinity (so equipped) to track each airplane s flight path with much greater precision and accuracy. The ES format carries much more data than the basic short squit Mode S version. In fact, some 49 individual parameters can be sent over the extended squitter, compared to three for Mode C and seven for basic non-extended Mode S. (Note: The 978 MHz UAT Out has the same basic data transmission elements as ES however, it uses a different frequency in the radio spectrum to broadcast the information.) The higher capacity ES DataLink will allow controllers to see not only what each aircraft is doing, but what it intends to do. The route entered into the navigation system will be broadcast on the ES so controllers and other pilots can see where you intend to fly. 8.0 Looking ahead... In July of 2012, Iridium Communications and NAV CANADA announced a planned joint venture. This new relationship promises to offer worldwide ADS-B-based air traffic surveillance services using the upcoming Iridium Next satellite network. These satellites begin launching in 2015 and will be completed in The Iridium-NAV CANADA joint venture is called Aireon. It will add 1090ES ADS-B receivers to each of the 66 satellites (and backups) destined to form the Iridium Next constellation. The low-earth-orbiting Iridium satellites will offer worldwide coverage, including Polar Regions, and with the ADS-B payloads will provide complete visibility to all aircraft everywhere. This will help ANSP s (air navigation service providers) increase efficiencies. This new capability will extend the benefits of current radar-based surveillance systems (which presently cover less than 10 percent of the world) to entire planet coverage. Aireon is expected to become operational in two years before the FAA s ADS-B out equipage mandate takes effect. ADS-B ground stations are currently being installed all over the world. The entire US airspace will be covered by There is however no way to provide surveillance over oceans or remote areas that lack radar coverage without using satellite communications. Aircraft are already broadcasting GPS-derived position information over satellite networks on oceanic routes. The Aireon system adds the ADS-B ground 9

10 station technology to a worldwide satellite network and makes it possible to deliver comprehensive surveillance data to the ANSP s like NAV CANADA that plan to work with Aireon. 9.0 Terms & Definitions: There are so many acronyms and abbreviations in use related to this subject, what follows is short review and explanation of some of the more prevalent terms and contractions related to ADS-B. ADS-B ANSPs ATC CASCADE DataLink ES Eurocontrol FANS GPS ICAO Mode S NATS NexGen NM OEMs TCAS UAT WAAS WAM - Automatic Dependent Surveillance - Broadcast - Air Navigation Service Provider (another name for ATC) - Air Traffic Control - The European Organization for the Safety of Air Navigation - connecting one location to another for transmitting and receiving information - Extended Squitter - The European Organization for the Safety of Air Navigation - Future Air Navigation System - Ground Position System - International Civil Aviation Organization - discrete selective interrogation, rather than general broadcast, facilitates TCAS - UK provider of air traffic service solutions - Next Generation Navigation Systems predominantly a US term - Nautical Miles - original equipment manufacturers - Traffic Collision Avoidance System - Universal Access Transceiver - Wide Area Augmentation System - Wide Area Multilateration - several ground receiving stations listen to signals transmitted from an aircraft and then mathematically calculate its position in three dimensions. 10

11 KAAV Background Kitchener Aero s focus is the corporate, commercial, and general aviation avionics markets. In the 30 plus years that KAAV has been in business, they have been responsible for many industry firsts. In addition to conventional avionics sales, installation and repair, the firm have become highly regarded as Canada s Special Missions Specialists. The company has developed a strong niche in helicopter avionics and provides some unique mods and STC work over and above the conventional avionics sales, service and support. For additional information about KAAV, consult our website Or feel welcome to contact Barry Aylward by at barry@kitchenerareo.com or by telephone at MC2 Background Mid-Canada Mod Center (MC2) has unique expertise in avionics sales, design, service, support, repair and installation for corporate and commercial aircraft. Cockpit updates and redesign, airborne communication, cabin entertainment systems, TCAS, EGPWS, TAWS and RVSM as well as numerous EFB applications are among their specialties. Avionics upgrades especially those that accommodate unique and user-specific operational profiles are a particular forte. MC2 has a solid track record for the development of unique and effective STCs. They have been responsible for many industry firsts and are the proud recipient of numerous awards by both the industry and their peers. Located at Lester B. Pearson International Airport Toronto YYZ - the firm has enjoyed continued and steady success and is consistently ranked among the top dealers in North America by leading avionics equipment manufacturers. For additional information about MC2, consult our web site Or feel welcome to contact Bill Arsenault by at bill@midcanadamod.com or by telephone toll-free at 888-4AVIONX ( ). 11