A Summary of ADS-B In and Out Implications Arnold Oldach

Transcription

1 A Summary of ADS-B In and Out Implications Arnold Oldach Munich - March 2015 L-3 Communications Proprietary 0

2 Agenda Quick Summary of ADS-B What is it Mandates Summary Retrofit and Forward Fit ADS-B Out Implications Flight Deck Annunciation / Displays Flight Planning Phraseology US Airways / ACSS / FAA ADS-B In Summary Discussion / Questions 1

3 Uses of ADS-B 1. ADS-B Out (Today) - Ground Surveillance Systems - Current use (DO 260 / 260B mandates) ADS-B ADS-B ADS-B Receiver ITP Surface Ops Approach Spacing Air Traffic Control ADS-B 3. Advanced ADS-B Procedures (2020 and beyond) - Closely Parallel Approaches, Approach Spacing, etc. - Aircraft Integration Requirements Increase 2. ADS-B In / Traffic Computer ( timeframe) - Cockpit Display of Traffic Information - Surface Traffic Display - ACSS SafeRoute since Accelerates as ADS-B out expands 2

4 ADS-B Out Mandate Schedule and Application Retrofit mandates: Resources Hudson Bay: Dec 2012 AIP-Canada Australia: 02 Feb 17, all IFR flights/all ACAO 82.1, 3, 5 flight levels China Testing (Shanya FIR L642/M771) NOTAM Hong Kong: Along L642/M771 today, (AIC) 09/11, delayed phase 2 (all areas) until 08 Dec 16 Singapore: 12 Dec 13 (Select Airways) AIC 14/10, AIP SUP 254/13 Europe: 7 Jun 20 Indonesia: 25 Jun 15 AIP Sup 10/14 Sri Lanka: 01 Sep 15 AIC A02/14 Taiwan: Now 31 Dec 16 AIP Sup 08/14 Vietnam: 12 Dec 13 (Select Airways) AIP Sup A09/13 India (Aerion ADS-B underway) Forward Fit mandates: Europe: 0 8Jun 16 Australia: Dec 2013 US: -1 Jan 20 (FF and R/F) 3

5 ADS-B Out Minimum Surveillance Data DO 260B Summary of the Elements Source: Eurocontrol Parameter SPI IR (CS-ACNS) (AC20-165) ICAO 24 bit address Mandatory Mandatory Aircraft identification Mandatory Mandatory Mode A code (incl. disabling function) Mandatory Mandatory Special position indication (SPI or IDENT) Mandatory Mandatory Emergency status Mandatory Mandatory ADS-B version number Mandatory Mandatory ADS-B Emitter category Mandatory Mandatory Airborne horizontal position (incl. NIC, NACp, SDA & SIL) Mandatory Mandatory Barometric Pressure altitude Mandatory Mandatory Geometric Altitude (HAE)(incl. GVA) Mandatory Mandatory Horizontal Velocity (Hdg/Trk on ground) (incl. NACv) Mandatory Mandatory Aircraft length and width Mandatory Mandatory GNSS antenna offset Mandatory Recommended Vertical rate (Baro, incl. Baro-inertial or GNSS) If applicable from EHS Recommended Selected Altitude (MCP/FCU) If applicable from EHS Optional(tbd) Barometric pressure setting If applicable from EHS -(tbd) ACAS RA (TCAS II) If TCAS II installed If TCAS II installed ACAS installed and operating RA capable mode (TCAS II) - If TCAS II installed ADS-B In capability installed - If installed. 4

6 ADS-B Retrofit Summary Estimated Fleets Active A/C Air Transport 17,648 Regional 6,939 Business 12,928 Military Transport/Tankers 5,145 42,660 Transponder Demand With 2 transponders per aircraft Over 84,000 needed US and Europe greatest demand 51,000+ (66% of total demand) Current DO-260B Requires Significant aircraft wiring changes Transponder Service Bulletins (H/W and/or S/W) Replacement of large numbers of transponders The Mandate is Today! We are less than Five Years away to meet both the US and European Mandates! 5

7 ADS-B Out Flight Deck Implications Installation and updating occurs first STC, TC and installation configuration and certification New Transponders or Service Bulletins applied Wiring and Interfaces GPS Implications update, instllation, and/or replace Installation and aircraft configuration Return to service and operations ADS-B Out isn t just about OUT There are Flight Deck Implications Flight Deck Annunciation Fail Warn Displays and control panels Flight and Aircraft Manuals crew knowledge and training Flight Crew Procedures Dealing with failures Flight Crew and ATC Phraseology 6

8 Flight Deck Implications (Displaying) Gables Engineering ATC Control Panel With XPDR Fail only Gables Engineering ATC Control Panel with separate ADS-B Fail indication. Source for Photo: Gulfstream integrated ADS-B Out fail. 7

9 ADS-B Out Crew Instructions (AFM/STC) Non-Normal with EICAS indications Failure of the GPS navigation input to the ATC Transponder will be indicated by a Transponder fail message on EICAS and illumination of the ATC fail indicator on the ATC Control Panel while at the same time the TCAS system remains operational. The alternate side Transponder should be select for continued operation. ATC and TCAS failure would be an indication of the transponder failing. The alternate side Transponder should be selected for continued operation. Non-Normal with without EICAS indications Failure of the GPS navigation input will cause the ADS-B Out broadcast to fail, causing the loss of surveillance in ADS-B airspace. The amber XPDR FAIL annunciation on the control panel will illuminate when: 1. The selected Transponder has failed (causing the TCAS to fail) 2. The selected Transponder ADS-B Position Source has failed (will not cause TCAS to fail) Note: Each transponder has a dedicated position source for ADS-B Out. A failure indications may be removed by switching to the alternate Transponder. GPS failure should always be checked before switching to alternate Transponder 8

10 ADS-B Out (Flight Planning) Flight Plan Filing to indicate ADS-B Capable Item 10B in the 2012 ICAO Flight Plan When operating in airspace that uses ADS-B as a surveillance method the operator must file the appropriate ADS-B items in the appropriate item fields of the filed flight plan. A Flight ID that is an exact replica of the Aircraft Identification entered in field 7 of the ICAO Flight Plan must be programmed into the transponder or flight management system (FMS) in order to receive surveillance services. Be sure the Flight ID in the FMS matches what is filed in the FPL. ADS-B Item Item Description B1 B2 U1 U2 ADS-B with dedicated 1090 MHz ADS-B out capability ADS-B with dedicated 1090 MHz ADS-B out and in capability ADS-B out capability using UAT ADS-B out and in capability using UAT V1 ADS-B out capability using VDL Mode 4 V2 ADS-B out and in capability using VDL Mode 4 Source: Filing Surveillance (SUR) Capability (Item 10b) Transponder Modes A, C & S 9

11 ADS-B Out (Phraseology) ADS-B Out Phraseology Flight crews must be aware that they are operating in airspace that is using ADS-B as a surveillance component AC /8/11 Appendix 1 TABLE 1. CANADIAN- SPECIFIC SURVEILLANCE PHRASEOLOGY Existing Radar Phraseology RADAR SERVICE TERMINATED (non-radar routing if required) RADAR SERVICE TERMINATED DUE TO (reason) SECONDARY RADAR OUT OF SERVICE MODE CHARLIE NOT VALIDATED MODE CHARLIE IS INVALID RADAR SERVICE TERMINATED RADAR SERVICE TERMINATED DUE TO (reason) SECONDARY RADAR OUT OF SERVICE MODE CHARLIE NOT VALIDATED MODE CHARLIE IS INVALID RADAR SERVICE TERMINATED RADAR SERVICE TERMINATED CONFIRM THE NATURE OF YOUR EMERGENCY New Generic Surveillance Phraseology SURVEILLANCE SERVICE TERMINATED (non-surveillance routing if required) SURVEILLANCE SERVICE TERMINATED DUE TO (reason) ADS-B SURVEILLANCE OUT OF SERVICE DUE TO (reason) PRESSURE ALTITUDE NOT VALIDATED PRESSURE ALTITUDE IS INVALID SURVEILLANCE SERVICE TERMINATED required) SURVEILLANCE SERVICE TERMINATED DUE TO (reason) ADS-B SURVEILLANCE OUT OF SERVICE DUE TO (reason) PRESSURE ALTITUDE NOT VALIDATED PRESSURE ALTITUDE IS INVALID SURVEILLANCE SERVICE TERMINATED SURVEILLANCE SERVICE TERMINATED RESUME POSITION REPORTS (aircraft IDENT) IDENTIFIED (position if required) (aircraft IDENT) IDENTIFICATION LOST POINT OUT (position) (identification/ssr code) (track and altitude) (other information) RESUME POSITION REPORTS (aircraft IDENT) RADAR IDENTIFIED (position if required) (aircraft IDENT) RADAR IDENTIFICATION LOST POINT OUT (position) (identification/secondary Surveillance Radar (SSR) code) (track and altitude) (other information) CONFIRM ADS-B ELIGIBLE? and if necessary UNABLE TO ISSUE CLEARANCE INTO ADS-B EXCLUSIONARY AIRSPACE, MAINTAIN (altitude) A comparison between Canadian radar and surveillance phraseology can be found in the Transport Canada Aeronautical Information Manual (TC AIM), in the COM chapter on page 112 of the current edition: Operational information regarding the use of ADS-B is contained in AIP Canada, ENR found at: NEGATIVE ADS-B DUE TO EQUIPMENT FAILURE IF ABLE, CHANGE YOUR FLIGHT ID TO (FLIGHT ID) IF YOU READ, (appropriate instructions), then (Action) IF YOU READ, (appropriate instructions), OBSERVED, WILL CONTINUE RADAR CONTROL then (Action) OBSERVED, WILL CONTINUE SURVEILLANCE CONTROL (ACID) READING YOU ON

12 ACSS ADS-B Mode S Transponders Compliant to FAA and EASA ADS-B Mandates DO-181E, DO-260B, A718A-4 compliant DO-260B certified in June 2010 (on XS-950) NXT-800 certified on Boeing aircraft Interfaces with all ARINC standard TCAS II products XS-950 Elementary & Enhanced Surveillance compliant ADS-B Function Fail Annunciation to Flight Crew Separate discrete output to prove unique ADS-B Fail indication Discrete Lamp Annunciation ARINC 429 Annunciation Label 352 on the A429 maintenance bus NXT-600 (Label is 350 on the Control Panel Feedback bus as opposed to 352 on the maintenance bus) NXT 800 NXT-600 Business, Regional, helicopters 11

13 US Airways / ACSS / FAA ADS-B In Program Overview 12

14 US Airways ADS-B Program Overview US Airways Airbus A SafeRoute Equipped Aircraft (Total fleet of 24) ITP/IM/CAVS/SAMM Aircraft (Supporting Eurocontrol ITP and FAA NextGen Programs) All 20 Aircraft equipped with DO260B ADS-B Out (Supporting FAA NextGen Program) First Installation Q COMPLETE Final Installation Q (19 A/C activated as of MAR 2015) Charlotte Flight Simulator (Supporting FAA NextGen Program) Pilot Training for ITP, IM, SAMM, CAVS Installation Q COMPLETE Activation Q COMPLETE 13

15 US Airways ADS-B Installation ADS-B Guidance Display Window-Mount Class 3 Goodrich EFB Window-Mount Class 3 Goodrich EFB In-Trail Procedures Interval Management SAMM 14

16 US Airways ADS-B Program Overview Memorandum of Agreement (MOA) established between the FAA, US Airways and ACSS. To implement Automatic Dependent Surveillance Broadcast (ADS-B) concepts and applications on US Airways A330 aircraft operating in and out of Philadelphia International Airport (PHL). Perform data collection and benefit analysis Primary objectives of the data collection and benefits analysis plan: Collect data that supports performance analysis of ADS-B Out and the ADS-B In applications. As appropriate, use the same data and benefits analysis methods as used in the ADS-B Benefits Basis of Estimate Tailor the benefits analysis to US Airways by using their operations and cost data, where applicable Ensure that flights on which the applications were used can be identified by using more than one set of data and data sources Protect any data or information considered sensitive by the project participants (e.g., FOQA data for USAPA) Use more than one benefits analysis methodology since the benefits may not be apparent in just one method due to the small number of equipped aircraft and the differences between how flight operations are described in the ADS-B Benefits Basis of Estimate versus those at PHL 15

17 US Airways ADS-B Program Overview Data Collection Sources Enhanced Traffic Management System (ETMS) Data Aviation System Performance Metrics (ASPM) Data US Airways Flight Operations Quality Assurance (FOQA) Data Flight Crew Comment Sheets SafeRoute Data CAVS Benefit Metrics The benefits of CAVS are expected to be derived by flight crews being able to maintain a visual approach in marginal conditions such as deteriorating weather conditions or conditions in which a flight crew s visibility is impaired by bright sunlight, haze or nighttime operations. More efficient visual approaches while maintaining current safety standards Improvements may be measured in reduced flight time, flight distance, fuel burn, and carbon emissions. These operational improvements may also be measured in a reduction in delays or overall delay times and perhaps in terms of increases in airport capacity. Focusing on a portion of the flight during which SafeRoute most likely to be used Time Flown, Distance Flown and Fuel Burned between a point (i.e., fix) on downwind leg and the arrival runway 16

18 US Airways ADS-B Program Overview CAVS operational phase underway The FAA has presented data on US Airways flight operations into Philadelphia. This is primarily baseline data covering July 2012 through June 2014 operations. With CAVS ops beginning late May, there isn t yet enough data to substantiate any benefit. However, this provides a good initial data set to monitor trending over the next several months. Fuel burn Distance Flown Time Flown 17

19 US Airways ADS-B Program Overview Next Steps: CAVS Benefit Report (Final) May 30, 2015 Merging and Spacing operational phase to begin April 30, 2015 (6-Month duration) Operation Approval received Pilot Training Complete Dispatcher Training complete Awaiting LOA implementation (Apr 15, 2015) Merging and Spacing Benefit Brief (Initial Findings) Sep 21, 2015 Merging and Spacing (CAVS Refresh) Benefit Report Nov 25,

20 SafeRoute Family of ADS-B In Apps Efficiency & Environmental Impact ADS-B Out Improves Surveillance (range, position, velocity, time) IM (Interval Management) Synonymous with M&S (Merging & Spacing) Eliminates the Need for Radar Vectors in the Terminal Area CAVS (CDTI Assisted Visual Separation) Extends Visual Separation Operations in Reduced Visibility ITP (In-Trail Procedures) Improves Flight Profile when Operating in Oceanic Tracks Enhances Flight Operations Enhanced Surveillance Provides Enhanced Airborne Situational Awareness of Own Ship Relative to Other Airborne Traffic SAMM (Surface Area Movement Management) Provides Enhanced Surface Situational Awareness of Own Ship Relative to Other On-Ground Aircraft & Vehicles SURF IA (Surface Indicating & Alerting) Prototype Provides Flight Crews with Alerts and Indications about Traffic Related Safety Hazards on the Surface 19

21 ACSS Product Portfolio Traffic Collision Avoidance XS-950 Level 4/5 Mode S/IFF Level 4/5 RCZ-852 Transponders TCAS MCU TCAS MCU Directional Antenna NXT-600 NXT-800 Terrain Avoidance TAWS+ 2 MCU Integrated Traffic & Terrain Avoidance T2CAS 4/6 MCU Automatic Dependent Surveillance-Broadcast TCAS 3000SP 4/6 MCU MASS 4/6 MCU Integrated Traffic, Terrain Transponder & ADS-B T3CAS 4/6 MCU 20

22 L-3 Avionics Systems L-3 General Aviation ADS-B Portfolio NGT-1000, NGT-2000 and NGT-2500 Low cost solution for General Aviation NGT-9000 MultiLink solutions for Mode S ES equipage with UAT-In benefits NGT MultiLink product with built-in active traffic Building block approach: GPS module UAT In/Out module Mode S ES In/Out module Active Traffic Module Panel or remote mount Diversity or single antenna versions TSOs - C112c, C154c, C166b, C195 DO-260B (1090 ES) and DO-282B (978 UAT) solutions Embedded GPS meets TSO-C145c & AC Active Traffic (TAS) inside (TSO C147/C118) FAA Estimates that there are over 150,000 GA aircraft needing to be equipped. L-3 Communications Proprietary 21