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25/09/2015 AutomaticdependentsurveillancebroadcastWikipedia,thefreeencyclopedia

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AutomaticdependentsurveillancebroadcastFromWikipedia,thefreeencyclopedia

Automaticdependentsurveillancebroadcast(ADSB)isacooperativesurveillancetechnologyinwhichanaircraftdeterminesitspositionviasatellitenavigationandperiodicallybroadcastsit,enablingittobetracked.Theinformationcanbereceivedbyairtrafficcontrolgroundstationsasareplacementforsecondaryradar.Itcanalsobereceivedbyotheraircrafttoprovidesituationalawarenessandallowselfseparation.

ADSBis"automatic"inthatitrequiresnopilotorexternalinput.Itis"dependent"inthatitdependsondatafromtheaircraft'snavigationsystem.[1]

ADSBisanelementoftheUSNextGenerationAirTransportationSystem(NextGen)[2]andtheSingleEuropeanSkyATMResearch(SESAR).[3]ADSBequipmentiscurrentlymandatoryinportionsofAustralianairspace,theUnitedStatesrequiressomeaircrafttobeequippedby2020[4]andtheequipmentwillbemandatoryforsomeaircraftinEuropefrom2017.[5][6]CanadaisalreadyusingADSBforAirTrafficControl.[7]

Contents

1Description2Benefits

2.1Safety2.2Efficiency2.3Otherapplications

3Securityrisk4Theoryofoperation

4.1Physicallayer4.1.1Universalaccesstransceiver4.1.21090MHzextendedsquitter

4.2Relationshiptosurveillanceradar4.3RelationshiptoADSA/ADSC4.4Trafficinformationservicebroadcast(TISB)4.5Multilinkgatewayservice4.6Flightinformationservicesbroadcast(FISB)

5IntheUnitedStates5.1Summaryoffinalrule5.2Equippingaircraft5.3USimplementationtimetable

6Implementationsbycountry7Systemdesignconsiderations8Technicalandregulatorydocuments9Seealso10References11Furtherreading

12Externallinks



12Externallinks

Description

ADSB,whichconsistsoftwodifferentservices,"ADSBOut"and"ADSBIn",couldreplaceradarastheprimarysurveillancemethodforcontrollingaircraftworldwide.IntheUnitedStates,ADSBisanintegralcomponentoftheNextGennationalairspacestrategyforupgradingandenhancingaviationinfrastructureandoperations.TheADSBsystemcanalsoprovidetrafficandgovernmentgeneratedgraphicalweatherinformationthroughTISBandFISBapplications.[8]ADSBenhancessafetybymakinganaircraftvisible,realtime,toairtrafficcontrol(ATC)andtootherappropriatelyequippedADSBaircraftwithpositionandvelocitydatatransmittedeverysecond.ADSBdatacanberecordedanddownloadedforpostflightanalysis.ADSBalsoprovidesthedatainfrastructureforinexpensiveflighttracking,planning,anddispatch.[8]

"ADSBOut"periodicallybroadcastsinformationabouteachaircraft,suchasidentification,currentposition,altitude,andvelocity,throughanonboardtransmitter.ADSBOutprovidesairtrafficcontrollerswithrealtimepositioninformationthatis,inmostcases,moreaccuratethantheinformationavailablewithcurrentradarbasedsystems.Withmoreaccurateinformation,ATCwillbeabletopositionandseparateaircraftwithimprovedprecisionandtiming.[9]

"ADSBIn"isthereceptionbyaircraftofFISBandTISBdataandotherADSBdatasuchasdirectcommunicationfromnearbyaircraft.[9]ThegroundstationbroadcastdataistypicallyonlymadeavailableinthepresenceofanADSBOutbroadcastingaircraft,limitingtheusefulnessofpurelyADSBIndevices.[10]

ThesystemreliesontwoavionicscomponentsahighintegrityGPSnavigationsourceandadatalink(ADSBunit).ThereareseveraltypesofcertifiedADSBdatalinks,butthemostcommononesoperateat1090MHz,essentiallyamodifiedModeStransponder,orat978MHz.[8]TheFAAwouldliketoseeaircraftthatexclusivelyoperatebelow18,000feet(5,500m)usethe978MHzlinksincethiswillhelpalleviatefurthercongestionofthe1090MHzfrequency.[11]ToobtainADSBOutcapabilityat1090MHz,onecaninstallanewtransponderormodifyanexistingtransponderifthemanufactureroffersanADSBupgrade,plusinstallacertifiedGPSpositionsourceifoneisnotalreadypresent.[8]

Benefits

ADSBprovidesmanybenefitstobothpilotsandairtrafficcontrolthatimproveboththesafetyandefficiencyofflight.[12][13]

1. TrafficWhenusinganADSBInsystem,apilotisabletoviewtrafficinformationaboutsurroundingaircraftifthoseaircraftareequippedwithADSBout.Thisinformationincludesaltitude,heading,speed,anddistancetoaircraft.

2. WeatherAircraftequippedwithuniversalaccesstransceiver(UAT)ADSBIntechnologywillbeabletoreceiveweatherreports,andweatherradarthroughflightinformationservicebroadcast(FISB).

3. FlightinformationTrafficinformationservicebroadcast(TISB,nottobeconfusedwithFISB)



transmitsreadableflightinformationsuchastemporaryflightrestrictions(TFRs)andNOTAMstoaircraftequippedwitheitherUATor1090ESADSBsystems.

4. ExpenseADSBgroundstationsaresignificantlycheapertoinstallandoperatecomparedtoprimaryandsecondaryradarsystems.

Unlikesomealternativeinflightweatherservicescurrentlybeingofferedcommercially,therewillbenosubscriptionfeestouseADSBservicesoritsvariousbenefitsintheUS.Theaircraftownerwillpayfortheequipmentandinstallation,whiletheFederalAviationAdministration(FAA)willpayforadministeringandbroadcastingalltheservicesrelatedtothetechnology.

Safety

Situationalawareness

ADSBmakesflyingsignificantlysaferfortheaviationcommunitybyprovidingpilotswithimprovedsituationalawareness.PilotsinanADSBInequippedcockpitwillhavetheabilitytosee,ontheirincockpitflightdisplay,othertrafficoperatingintheairspaceaswellasaccesstoclearanddetailedweatherinformation.Theywillalsobeabletoreceivepertinentupdatesrangingfromtemporaryflightrestrictionstorunwayclosings.

Improvedvisibility

EvenaircraftonlyequippedwithADSBOutwillbebenefitedbyairtrafficcontrollersabilitytomoreaccuratelyandreliablymonitortheirposition.Whenusingthissystembothpilotsandcontrollerswillseethesameradarpicture.OtherfullyequippedaircraftusingtheairspacearoundthemwillbeabletomoreeasilyidentifyandavoidconflictwithanaircraftequippedwithADSBOut.Withpastsystemssuchasthetrafficalertandcollisionavoidancesystem(TCAS)aircraftcouldonlyseeotheraircraftequippedwiththesametechnology.WithADSB,informationissenttoaircraftusingADSBIn,whichdisplaysallaircraftinthearea,eventhosenotequippedwithADSBtechnology.ADSBprovidesbettersurveillanceinfringeareasofradarcoverage.ADSBdoesnothavethesitinglimitationsofradar.Itsaccuracyisconsistentthroughouttherange.[14]InbothformsofADSB(1090ES&978MHzUAT),thepositionreportisupdatedoncepersecond.The978MHzUATprovidestheinformationinasingle,shortdurationtransmission.The1090ESsystembreakstheADSBpositionreportmessageinto5segmentsduetocapacitylimitationsofthe1090EStechnology.

ADSBenablesimprovedsafetybyproviding:[15]

RadarlikeIFRseparationinnonradarairspaceIncreasedVFRflightfollowingcoverageATCfinalapproachandrunwayoccupancy,reducingrunwayincursionsonthegroundMoreaccuratesearchandrescueresponse[15]althoughADSBcantransmit"aircraftdown"data,theFAAhasstatedthatthereisnointentiontoperformevenastudyofADSB'seffectivenessinan"aircraftdown"situationsimplybasedonthefactthatADSBequipmenthasnorequirementtobecrashworthy,ascomparedtothecurrent"blackbox"recorder.ADSBwasdemonstratedtotheCivilAirPatrol(CAP)inMarch2003byAOPAviaflightdemonstrationsforpossibleintegrationofthetechnologyinCAPactivities.[16]ImprovedvisualacquisitionespeciallyforgeneralaviationunderVFRorMVFRCockpitfinalapproachandrunwayoccupancyVisualseparationinVFRandMVFRconditions



VFRlikeseparationinallweatherconditionsRealtimecockpitweatherdisplayRealtimecockpitairspacedisplay

Efficiency

Reducedenvironmentalimpact

ADSBtechnologyprovidesamoreaccuratereportofanaircraft'sposition.[17]Thisallowscontrollerstoguideaircraftintoandoutofcrowdedairspacewithsmallerseparationstandardsthanitwaspreviouslypossibletodosafely.Thisreducestheamountoftimeaircraftmustspendwaitingforclearances,beingvectoredforspacingandholding.Estimatesshowthatthisisalreadyhavingabeneficialimpactbyreducingpollutionandfuelconsumption.[18]

Trafficcapacityimprovement

ADSBenablesincreasedcapacityandefficiencybysupporting:

BetterATCtrafficflowmanagement[15]

Mergingandspacing[15]

Selfseparationorstationkeeping[15]EnhancedvisualapproachesCloselyspacedparallelapproachesReducedspacingonfinalapproachReducedaircraftseparationsEnhancedoperationsinhighaltitudeairspacefortheincrementalevolutionofthe"freeflight"conceptSurfaceoperationsinlowervisibilityconditionsNearvisualmeteorologicalconditions(VMC)capacitiesthroughouttheairspaceinmostweatherconditionsImprovedairtrafficcontrolservicesinnonradarairspaceTrajectorybasedoperationsprovidingagentlyascendinganddescendinggradientwithnostepdownsorholdingpatternsneeded.Thiswillproduceoptimaltrajectorieswitheachaircraftbecomingonenodewithinasystemwideinformationmanagementnetworkconnectingallequippedpartiesintheairandontheground.WithallpartiesequippedwithNextGenequipage,benefitswillincludereducedgatetogatetraveltimes,increasedrunwayutilizationcapacity,andincreasedefficiencywithcarbonconservation.UseofADSBandCDTImayallowdecreasedapproachspacingatcertainairportstoimprovecapacityduringreducedvisibilityoperationswhenvisualapproachoperationswouldnormallybeterminated(e.g.,ceilingslessthanMVA+500).

Otherapplications

TheADSBdatalinksupportsanumberofairborneandgroundapplications.Eachapplicationhasitsownoperationalconcepts,algorithms,procedures,standards,andusertraining.

Cockpitdisplayoftrafficinformation



Acockpitdisplayoftrafficinformation(CDTI)isagenericdisplaythatprovidestheflightcrewwithsurveillanceinformationaboutotheraircraft,includingtheirposition.TrafficinformationforaCDTImaybeobtainedfromoneormultiplesources,includingADSB,TCAS,andTISB.DirectairtoairtransmissionofADSBmessagessupportsdisplayofproximateaircraftonaCDTI.

InadditiontotrafficbasedonADSBreports,aCDTIfunctionmightalsodisplaycurrentweatherconditions,terrain,airspacestructure,obstructions,detailedairportmaps,andotherinformationrelevanttotheparticularphaseofflight.[19]

Airbornecollisionavoidance

ADSBisseenasavaluabletechnologytoenhanceairbornecollisionavoidancesystem(ACAS)operation.IncorporationofADSBcanprovidebenefitssuchas:

DecreasingthenumberofactiveinterrogationsrequiredbyACAS,thusincreasingeffectiverangeinhighdensityairspace.ReducingunnecessaryalarmratebyincorporatingtheADSBstatevector,aircraftintent,andotherinformation.UseoftheACASdisplayasaCDTI,providingpositiveidentificationoftraffic.Extendingcollisionavoidancebelow1,000feetabovegroundlevel,anddetectingrunwayincursions.

Eventually,theACASfunctionmaybeprovidedbasedsolelyonADSB,withoutrequiringactiveinterrogationsofotheraircrafttransponders.[19]

OtherapplicationsthatmaybenefitfromADSBinclude:

LightingcontrolautomationandoperationAirportgroundvehicleandaircraftrescueandfirefightingvehicleoperationalneedsAltitudeheightkeepingperformancemeasurementsGeneralaviationoperationscontrol[19]ConflictmanagementATSconformancemonitoringAircraftspottingwherepersonalreceiverscanbeusedtoproduceavirtualradarpicture

Securityrisk

Ahackergroupclaimedin2012thatitcouldinterferewithnavigationwithspoofADSBmessagesbecausetheywereneitherencryptednorauthenticated.[20]

Theoryofoperation

TheADSBsystemhasthreemaincomponents:1)groundinfrastructure,2)airbornecomponent,and3)operatingprocedures.[21]

Atransmittingsubsystemthatincludesmessagegenerationandtransmissionfunctionsatthesourcee.g.,airplane.Thetransportprotocole.g.,VHF(VDLmode2or4),1090ES,or978MHzUAT.Areceivingsubsystemthatincludesmessagereceptionandreportassemblyfunctionsatthereceiving



ADSBSystem

destinatione.g.,otherairplanes,vehicleorgroundsystem.

ThesourceofthestatevectorandothertransmittedinformationaswellasuserapplicationsarenotconsideredtobepartoftheADSBsystem.[19]

Physicallayer

TwolinksolutionsareusedasthephysicallayerforrelayingADSBpositionreports:universalaccesstransceiver,[22]and1090MHzextendedsquitter.[23][24]

Universalaccesstransceiver

Auniversalaccesstransceiverisadatalinkintendedtoservethemajorityofthegeneralaviationcommunity.ThedatalinkisapprovedintheFederalAviationAdministration's"finalrule"foruseinallairspaceexceptclassA(above18000ft.MSL).UATisintendedtosupportnotonlyADSB,butalsoFlightInformationServiceBroadcast(FISB),TrafficInformationServiceBroadcast(TISB),and,ifrequiredinthefuture,supplementaryrangingandpositioningcapabilities.[25]Duetothesetofstandardsrequiredforthisrule,itisseenasthemosteffectiveapplicationforgeneralaviationusers.UATwillallowaircraftequippedwith"out"broadcastcapabilitiestobeseenbyanyotheraircraftusingADSBIntechnologyaswellasbyFAAgroundstations.AircraftequippedwithADSBIntechnologywillbeabletoseedetailedaltitudeandvectorinformationfromotherADSBOutequippedaircraftaswellasFISBandTISBbroadcasts.TheFISBbroadcastwillallowreceivingaircrafttoviewweatherandflightserviceinformationincludingAIRMETs,SIGMETs,METARs,SPECI,NationalNEXRAD,RegionalNEXRAD,DNOTAMs,FDCNOTAMs,PIREPs,SpecialUseAirspaceStatus,TerminalAreaForecasts,Amendedterminalaerodromeforecasts(TAFs),WindsandTemperatureAloft.[26]Thesebroadcastsservetoprovideearlyadoptersofthetechnologywithbenefitsasanincentiveformorepilotstousethetechnologybefore2020.AircraftreceivingtrafficinformationthroughtheTISBservicewillseeotheraircraftinamannerthatissimilartohowallaircraftwillbeseenaftertheyhaveequippedby2020.Theavailabilityofanonsubscriptionweatherinformationservice,FISB,providesgeneralaviationuserswithausefulalternativetoothermonthlyorannualfeebasedservices.

TheUATsystemisspecificallydesignedforADSBoperation.UATisalsothefirstlinktobecertifiedfor"radarlike"ATCservicesintheUnitedStates.Since2001ithasbeenproviding5NMenrouteseparation(thesameasmosaicradarbutnot3NMofsinglesitesensors)inAlaska.UATistheonlyADSBlinkstandardthatistrulybidirectional:UATusershaveaccesstogroundbasedaeronauticaldata(FISB)andcanreceivereportsfromproximatetraffic(TISB)throughamultilinkgatewayservicethatprovidesADSBreportsfor1090ESequippedaircraftandnonADSBequippedradartraffic.UATequippedaircraftcanalsoobserveeachotherdirectlywithhighaccuracyandminimallatency.ViableADSBUATnetworksarebeinginstalledaspartoftheUnitedStates'NextGenairtrafficsystem.

1090MHzextendedsquitter



Asimplehomemadeantennacanreceive1090MHzsignals.

In2002theFederalAviationAdministration(FAA)announcedaduallinkdecisionusingthe1090MHzextendedsquitter(1090ES)linkforaircarrierandprivateorcommercialoperatorsofhighperformanceaircraft,anduniversalaccesstransceiverlinkforthetypicalgeneralaviationuser.[27]InNovember2012,theEuropeanAviationSafetyAgencyconfirmedthattheEuropeUnionwouldalsouse1090ESforinteroperability.[28]TheformatofextendedsquittermessageshasbeencodifiedbytheICAO.[24]

With1090ES,theexistingModeStransponder(TSOC112orastandalone1090MHztransmitter)supportsamessagetypeknownastheextendedsquittermessage.Itisaperiodicmessagethatprovidesposition,velocity,time,and,inthefuture,intent.ThebasicESdoesnotofferintentsincecurrentflightmanagementsystemsdonotprovidesuchdata(calledtrajectorychangepoints).Toenableanaircrafttosendanextendedsquittermessage,thetransponderismodified(TSOC166A[29])andaircraftpositionandotherstatusinformationisroutedtothetransponder.ATCgroundstationsandaircraftequippedwithtrafficcollisionavoidancesystem(TCAS)alreadyhavethenecessary1090MHz(ModeS)receiverstoreceivethesesignals,andwouldonlyrequireenhancementstoacceptandprocesstheadditionalextendedsquitterinformation.AspertheFAAADSBlinkdecision,andthetechnicallinkstandards,1090ESdoesnotsupportFISBservice.[27]

Relationshiptosurveillanceradar

Radardirectlymeasurestherangeandbearingofanaircraftfromagroundbasedantenna.Theprimarysurveillanceradarisusuallyapulseradar.Ittransmitsacontinuoushighpowersequenceofpulses.Bearingismeasuredbythepositionoftherotatingradarantennawhenitreceivesthereflectedbeamthatcomesfromthebodyaircraftandrangeismeasuredbythetimeittakesfortheradartoreceivethereflectedbeam.

Primarysurveillanceradardoesnotrequireanycooperationfromtheaircraft.Itisrobustinthesensethatsurveillanceoutagefailuremodesarelimitedtothoseassociatedwiththegroundradarsystem.Secondarysurveillanceradardependsonactiverepliesfromtheaircraft.Itsfailuremodesincludethetransponderaboardtheaircraft.TypicalADSBaircraftinstallationsusetheoutputofthenavigationunitfornavigationandforcooperativesurveillance,introducingacommonfailuremodethatmustbeaccommodatedinairtrafficsurveillancesystems.[19]

Type Independent? Cooperative?Primarysurveillanceradar(PSR) Yes:surveillancedataderivedbyradar

No:doesnotdependonaircraftequipment

Secondarysurveillanceradar(SSR)

Yes(exceptforpressurealtitude):aircraftrangeandazimuthderivedbyradar

Yes:requiresaircrafttohaveaworkingATCRBStransponder

Automaticdependentsurveillance(ADSB) No:surveillancedataprovidedbyaircraft

Yes:requiresaircrafttohaveworkingADSBfunction

Source:DO242A[19]



Theantennabeambecomeswiderastheaircraftgetsfartheraway,makingthepositioninformationlessaccurate.Additionally,detectingchangesinaircraftvelocityrequiresseveralradarsweepsthatarespacedseveralsecondsapart.Incontrast,asystemusingADSBcreatesandlistensforperiodicpositionandintentreportsfromaircraft.Thesereportsaregeneratedbasedontheaircraft'snavigationsystem,anddistributedviaoneormoreoftheADSBdatalinks.Theaccuracyofthedataisnolongersusceptibletothepositionoftheaircraftorthelengthoftimebetweenradarsweeps.[27](However,thesignalstrengthofthesignalreceivedfromtheaircraftatthegroundstationisstilldependentontherangefromtheaircrafttothereceiver,andinterference,obstacles,orweathercoulddegradetheintegrityofthereceivedsignalenoughtopreventthedigitaldatafrombeingdecodedwithouterrorswhentheaircraftisfartheraway,theweakerreceivedsignalwilltendtobemoreaffectedbytheaforementionedadversefactorsandislesslikelytobereceivedwithouterrorsintheirpresence.Whileerrordetectioncodeswillallowtheerrorstoberecognizedaserrors,sothatthesystemmaintainsfullaccuracyregardlessofaircraftpositionwhenthesignalcanbereceivedanddecodedcorrectly,thisadvantagedoesnotequatetototalindifferencetotherangeofanaircraftfromthegroundstation.)

Today'sairtrafficcontrol(ATC)systemsdonotrelyoncoveragebyasingleradar.InsteadamultiradarpictureispresentedviatheATCsystem'sdisplaytothecontroller.Thisimprovesthequalityofthereportedpositionoftheairplane,providesameasureofredundancy,andmakesitpossibletoverifytheoutputofthedifferentradarsagainstothers.Thisverificationcanalsousesensordatafromothertechnologies,suchasADSBandmultilateration.

RelationshiptoADSA/ADSC

TherearetwocommonlyrecognizedtypesofADSforaircraftapplications:

ADSAddressed(ADSA),alsoknownasADSContract(ADSC)ADSBroadcast(ADSB)

ADSAisbasedonanegotiatedonetoonepeerrelationshipbetweenanaircraftprovidingADSinformationandagroundfacilityrequiringreceiptofADSmessages.Forexample,ADSAreportsareemployedintheFutureAirNavigationSystem(FANS)usingtheAircraftCommunicationsAddressingandReportingSystem(ACARS)asthecommunicationprotocol.Duringflightoverareaswithoutradarcoverage(e.g.,oceanicandpolar),reportsareperiodicallysentbyanaircrafttothecontrollingairtrafficregion.[19]

Thetransmissiondelaycausedbyprotocolorsatellitesissignificantenoughthatsignificantaircraftseparationsarerequired.Thecostofusingthesatellitechannelleadstolessfrequentupdates.AnotherdrawbackisthatnootheraircraftcanbenefitfromthetransmittedinformationasACARSinformationisnotrebroadcastfromgroundfacilitiestootheraircraft.

Trafficinformationservicebroadcast(TISB)

Mainarticle:Trafficinformationservicebroadcast

Trafficinformationservicebroadcast(TISB)supplementsADSB'sairtoairservicestoprovidecompletesituationalawarenessinthecockpitofalltrafficknowntotheATCsystem.TISBisanimportantserviceforanADSBlinkinairspacewherenotallaircraftaretransmittingADSBinformation.



ThegroundTISBstationtransmitssurveillancetargetinformationontheADSBdatalinkforunequippedtargetsortargetstransmittingonlyonanotherADSBlink.

TISBuplinksarederivedfromthebestavailablegroundsurveillancesources:

groundradarsforprimaryandsecondarytargetsmultilaterationsystemsfortargetsontheairportsurface[30]

ADSBsystemsfortargetsequippedwithadifferentADSBlink[13]

Multilinkgatewayservice

ThemultilinkgatewayserviceisacompaniontoTISBforachievinginteroperabilitybetweendifferentaircraftequippedwith1090ESorUATbyusinggroundbasedrelaystations.TheseaircraftcannotdirectlyshareairtoairADSBdataduetothedifferentcommunicationfrequencies.Interminalareas,wherebothtypesofADSBlinkareinuse,ADSB/TISBgroundstationsusegroundtoairbroadcaststorelayADSBreportsreceivedononelinktoaircraftusingtheotherlink.[13]

Flightinformationservicesbroadcast(FISB)

FISBprovidesweathertext,weathergraphics,NOTAMs,ATIS,andsimilarinformation.FISBisinherentlydifferentfromADSBinthatitrequiressourcesofdataexternaltotheaircraftorbroadcastingunit,andhasdifferentperformancerequirementssuchasperiodicityofbroadcast.[19]

IntheUnitedStates,FISBserviceswillbeprovidedovertheUATlinkinareasthathaveagroundsurveillanceinfrastructure.[13]

Anotherpotentialaircraftbasedbroadcastcapabilityistotransmitaircraftmeasurementsofmeteorologicaldata.

IntheUnitedStates

Althoughtheaviationindustryissubjecttovariationsindemandaseconomicconditionsfluctuate,thelongtermtrendisasteadyincreaseintrafficandasaresultdelayandcongestioncontinuetobuildintheUnitedStates'busiestairportsandthesurroundingairspace.TheFederalAviationAdministrationmustnotonlyaddresscurrentcongestion,butalsobepoisedtohandlefuturedemandthatwillsurelyreturnasthenation'seconomyimproves.TheFAAhasbeendevelopingtheNextGenerationAirTransportationSystem(NextGen)forthepurposeofchangingthewaytheNationalAirspaceSystem(NAS)operates.NextGenwillallowtheNAStoexpandtomeetfuturedemandandsupporttheeconomicviabilityofthesystem.Inaddition,NextGenwillimprovesafetyandsupportenvironmentalinitiativessuchasreducingcongestion,noise,emissions,andfuelconsumptionthroughincreasedenergyefficiency.[9]

ADSBisanessentialpartoftheplannedNextGenairspaceupgradeandwillcreatebetteraircraftvisibilityataloweroverallcostthanbefore.ADSBequipmentisbuilttomeetoneoftwosetsofUSgovernmentstandards,DO260BandDO282B.

By2020,allaircraftoperatingintheUSairspaceslistedbelowwillberequiredtocarryequipmentthatproducesanADSBOutbroadcast.



TheFAAhaspublishedarulerequiringADSBtransmittersinmanytypesofairspace(ADSBOut)totakeeffectonJanuary1,2020,butthereisnomandateforADSBIn,whichreceivesdataandprovidesittoincockpitdisplays.[31]TheFAAairspacerequirementsintentionallyexcludesomeairspacethatisfrequentlyusedbygeneralaviation.

Airspace AltitudeA AllaircraftequippedB AllaircraftequippedC Allaircraftequipped

EAbove10,000ftMSL

butnotbelow2,500ftAGL

ADSBwillofferincreasedsafety,efficiencyandenvironmentalawarenessforpilotsandairtrafficcontrollersataloweroverallcostthanthecurrentradarsystem.Companieshavealreadybegunsellinganddevelopingaircrafthardwaresystemstoallowgeneralaviationaircraftownerstoequipatanaffordablecost.

SincetheFAAhaspasseditsfinalrulingonADSB,theuncertaintythatpreventedcompaniesfromproducinghardwarehasbeenremoved.Theindustryisseeingproductsbeingdevelopedforallpricepoints,lowtohigh,andcompetitivelypricedequipmentisnearingapproval.Asthetechnologymaturesmorefeaturesarealsobecomingavailablecreatingevengreaterbenefitsforgeneralaviationusers.

Summaryoffinalrule

ThisfinalrulewilladdequipagerequirementsandperformancestandardsforADSBOutavionics.ADSBOutbroadcastsinformationaboutanaircraftthroughanonboardtransmittertoagroundreceiver.UseofADSBOutwillmoveairtrafficcontrolfromaradarbasedsystemtoasatellitederivedaircraftlocationsystem.Operatorswillhavetwooptionsforequipageunderthisrulethe1090megahertzextendedsquitterbroadcastlinkortheuniversalaccesstransceiverbroadcastlink.Generally,thisequipmentwillberequiredforaircraftoperatinginClassesA,B,andCairspace,certainClassEairspace,andotherspecifiedairspace.

TheFAAhasconcludedthatthisrulewillrequireonlytheperformancerequirementsnecessaryforADSBOut.WhilecertainrequirementsadoptedinthisrulewillsupportsomeADSBInapplications,theFAAisnotadoptingthehigherperformancestandardsthatwouldenablealloftheinitialADSBInapplications.PilotsshouldbeawarethatinacceptingtheFAA'spositionsregardingantennadiversityandpositionsourceaccuracy,compliancewiththisrulealonemaynotenableoperatorstotakefulladvantageofcertainADSBInapplications.Operatorsmayvoluntarilychooseequipmentthatmeetsthehigherperformancestandardsinordertoenabletheuseoftheseapplications.[9]

ThissystemwillmakeradarbasedATCobsolete,movingthenationtoasatellitederivedaircraftlocationsystem.[9]

ThiswillmakeADSBthebackboneoftheNextGenATCsystemcomingonlinein2020.



Equippingaircraft

Fleet:250,000GAaircraftthatwillneedADSBby2020ofwhich165,000aircraftsubjecttoADSBOut(ClassIandClassIIaircraftthatgenerallyflybelow18000feet).[32]FAAforecastsanincreaseintheGAfleetfrom224,172aircraftin2010to270,920aircraftin2031,growinganaverageof0.9%peryear.[33]

Implementationcost

2007Earlyestimatesstatedthecosttoequipageneralaviationaircraftrangedfrom$7,644to$10,920forADSBOutandfrom$10,444to$29,770forADSBOutandADSBIn,dependingonaircrafttype.[34]

2009Assuming2009marketpricesforindividualsystemcomponents,aUATretrofitwasestimatedat$18,000andnewat$25,000.Fora1090ESretrofit$4,200andnewat$18,000.[35]

Fundingresources

Recent(April2011)USfederallegislationviaHouseBillforFAAreauthorizationpermits[36]an"equippingfund"thatincludesaportionforsomegeneralaviationaircraft.Thefundwouldprovidefinancingatcompetitiveratesbackedbyloanguarantees.[37]ApublicprivatepartnershiphasbeenformedastheNextGenEquipageFund,LLCwhichismanagedbyNEXAGeneralPartnership,LLC.[38]

USimplementationtimetable

TheFederalAviationAdministrationADSBimplementationisbrokenintothreesegmentseachwithacorrespondingtimeline.Groundsegmentimplementationanddeploymentisexpectedtobeginin2009andbecompletedby2013throughouttheNationalAirspaceSystem(NAS).Airborneequipmentisuserdrivenandisexpectedtobecompletedbothvoluntarilybasedonperceivedbenefitsandthroughregulatoryactions(Rulemaking)bytheFAA.ThecosttoequipwithADSBOutcapabilityisrelativelysmallandwouldbenefittheairspacewithsurveillanceinareasnotcurrentlyservedbyradar.TheFAAintendstoprovidesimilarservicewithintheNAStowhatradariscurrentlyproviding(5nmienrouteand3nmiterminalradarstandards)asafirststeptoimplementation.However,ADSBIncapabilityisviewedasthemostlikelywaytoimproveNASthroughputandenhancecapacity.

InDecember2008,ActingFAAAdministratorRobertA.SturgellgavethegoaheadforADSBtogoliveinsouthernFlorida.ThesouthFloridainstallation,whichconsistsof11groundstationsandsupportingequipment,isthefirstcommissionedintheUnitedStates,althoughdevelopmentalsystemshavebeenonlineinAlaska,Arizona,andalongtheEastCoastsince2004.Thecompletedsystemwillconsistof794groundstationtransceivers.TheDecember2008actionisincompliancewithalatetermexecutiveorderfromGeorgeW.BushwhichmandatedacceleratedapprovalofNextGen.[39]

FAAsegment1(200609)

ADSBdeploymentandvoluntaryequipment,alongwithrulemakingactivities.PocketsofdevelopmentwillexploitequipmentdeploymentintheareasthatwillprovideproofofconceptforintegrationtoATCautomationsystemsdeployedintheNAS.[40]ItisbeingdevelopedattheFAA'sWilliamJ.HughesTechnicalCenternearEggHarborCity,NewJersey.[2]



FAAsegment2(201014)

ADSBgroundstationswillbedeployedthroughouttheNAS,withaninservicedecisiondueinthe20122013timeframe.Completeddeploymentwilloccurin201314.EquipmentruleshavebeenfinalizedandthecurrentstandardsareDO282BforUATandDO260Bfor1090ES:[40]

Airportsituationalawarenessacombinationofdetailedairportmaps,airportmultilaterationsystems,ADSBsystemsandenhancedaircraftdisplayshavethepotentialtosignificantlyimproveAirportSurfaceSituationalAwareness(ASSA),andFinalApproachandRunwayOccupancyAwareness(FAROA).[41]OceanicIntrailADSBmayprovideenhancedsituationalawarenessandsafetyforOceanicIntrailmaneuversasadditionalaircraftbecomeequipped.GulfofMexicointheGulfofMexico,whereATCradarcoverageisincomplete,theFAAislocatingADSB(1090MHz)receiversonoilrigstorelayinformationreceivedfromaircraftequippedwithADSBextendedsquittersbacktotheHoustonCentertoexpandandimprovesurveillancecoverage.[2]TerminalAirspaceADSBiscurrentlyinservicefortwoterminalairspaceareas,Louisville,Kentucky,andPhiladelphia,Pennsylvania.

FAAsegment3(201520)

ADSBInequipmentwillbebasedonuserperceivedbenefit,butisexpectedtobeprovidingincreasedsituationalawarenessandefficiencybenefitswithinthissegment.Thoseaircraftwhochoosetoequipinadvanceofanymandatewillseebenefitsassociatedwithpreferentialroutesandspecificapplications.Limitedradardecommissioningwillbegininthetimeframewithanultimategoalofa50%reductioninthesecondarysurveillanceradarinfrastructure.

OnMay27,2010,theFAApublisheditsfinalrulemandatingthatby2020allaircraftownerswillberequiredtohaveADSBOutcapabilitieswhenoperatinginanyairspacethatcurrentlyrequiresatransponder(airspaceclassesA,B,andC,andairspaceclassEatcertainaltitudes).[42]

OnJune14,2012,FreeFlightSystemsandChevronreceivedSTCforfirstrulecompliantADSBinstallationinGOMEXhelicoptersthatwasawardedbytheFAA.

Implementationsbycountry

AustraliaAustraliahasfullcontinentalADSBcoverageaboveFL300(30,000feet).[43]ADSBequipmentismandatoryforallaircraftflyingatthisaltitude.CanadaNavCanadacommissionedoperationaluseofADSBin2009andisnowusingittoprovidecoverageofitsnorthernairspacearoundHudsonBay,mostofwhichcurrentlyhasnoradarcoverage.TheserviceisalsobeingextendedtocoversomeoceanicareasofftheeastcoastofCanadaandGreenland.TheserviceisexpectedtobelaterextendedtocovertherestoftheCanadianArctic,andtotherestofCanada.[44][45]IcelandAsof2010,IsaviaisintheprocessofinstallingADSBacrosstheNorthAtlanticOcean.[46]Thesystemismadeupby18ADSBreceiverstationsinIceland,FaroeIslands,andGreenland.ChinaAnAmericancompany,ADSBTechnologies(http://www.adsb.com)createdoneofthelargestandmostsuccessfulADSBsystemsintheworld(an8station,350+aircraftnetworkthat



spansmorethan1,200NMacrossCentralChina).ThiswasalsothefirstUATinstallationoutsidetheUnitedStates.AsofMarch2009,morethan1.2millionincident/failurefreeflighthourshavebeenflownwiththeseADSBsystems.SwedenLFVGroupinSwedenhasimplementedanationwideADSBnetworkwith12groundstations.Installationcommencedduringspring2006,andthenetworkwasfully(technically)operationalin2007.AnADSBsupportedsystemisplannedforoperationalusageinKiruna,Sweden,duringspring2009.BasedontheVDLMode4standards,thenetworkofgroundstationscansupportservicesforADSB,TISB,FISB,GNSB(DGNSSaugmentation)andpointtopointcommunication,allowingaircraftequippedwithVDL4complianttransceiverstolowerfuelconsumptionandreduceflighttimes.

UnitedStatesCargoAirlineAssociationCargocarriers,notablyUPS.[2]Theyoperateattheirhubairportslargelyatnight.Muchofthebenefittothesecarriersisenvisionedthroughmergingandspacingthearrivinganddepartingtraffictoamoremanageableflow.Moreenvironmentallyfriendlyandefficientareanavigation(RNAV)descentprofiles,combinedwithCDTI,mayallowcrewstoeventuallyaidcontrollerswithassistedvisualacquisitionoftrafficandlimitedcockpitbasedseparationofaircraft.Thebenefitstothecarrierarefuelandtimeefficienciesassociatedwithidledescentandshortertrafficpatternsthantypicalradarvectoringallows.EmbryRiddleAeronauticalUniversityERAUhasequippedtheirtrainingaircraftatitstwomaincampusesinFloridaandArizonawithUATADSBcapabilityasasituationalsafetyenhancement.TheUniversityhasbeendoingthissinceMay2003,makingitthefirstuseingeneralaviation.[47]WiththeadditionoftheG1000totheirfleetin2006,ERAUbecamethefirstfleettocombineaglasscockpitwithADSB.[48]UniversityofNorthDakotaUNDhasreceivedanFAAgranttotestADSB,andhasbeguntooutfittheirPiperWarriorfleetwithanADSBpackage.[49]

UnitedArabEmiratesUAEcommissionedthreeoperationalredundantADSBgroundstationsinearly2009andisnowusingADSBtoprovideenhancedcoverageofitsupperairspaceincombinationandintegratedwithconventionalsurveillanceradars.[50][51]

Systemdesignconsiderations

AconcernforanyADSBprotocolisthecapacityforcarryingADSBmessagesfromaircraft,aswellasallowingtheradiochanneltocontinuetosupportanylegacyservices.For1090ES,eachADSBmessageiscomposedofapairofdatapackets.Thegreaterthenumberofpacketstransmittedfromoneaircraft,thefeweraircraftthatcanparticipateinthesystem,duetothefixedandlimitedchanneldatabandwidth.

Systemcapacityisdefinedbyestablishingacriterionforwhattheworstenvironmentislikelytobe,thenmakingthataminimumrequirementforsystemcapacity.For1090ES,bothTCASandATCRBS/MSSRareexistingusersofthechannel.1090ESADSBmustnotreducecapacityoftheseexistingsystems.

TheFAAnationalprogramofficeandotherinternationalaviationregulatorsareaddressingconcernsaboutADSB[52]nonsecurenatureofADSBtransmissions.ADSBmessagescanbeusedtoknowthelocationofanaircraft,andthereisnomeanstoguaranteethatthisinformationisnotusedinappropriately.Additionally,therearesomeconcernsabouttheintegrityofADSBtransmissions.ADSBmessagescanbeproduced,withsimple,lowcostmeasures,whichspoofthelocationsofmultiplephantomaircrafttodisrupt



safeairtravel.Thereisnofoolproofmeanstoguaranteeintegrity,buttherearemeanstomonitorforthistypeofactivity.ThisproblemishoweversimilartotheusageofATCRBS/MSSRwherefalsesignalsalsoarepotentiallydangerous(uncorrelatedsecondarytracks).

TherearesomeconcernsaboutADSBdependenceonsatellitenavigationsystemstogeneratestatevectorinformation,[53]althoughtheriskscanbemitigatedbyusingredundantsourcesofstatevectorinformatione.g.,GPS,GLONASS,Galileoormultilateration.

TherearesomegeneralaviationconcernsthatADSBremovesanonymityoftheVFRaircraftoperations.[52]TheICAO24bittranspondercodespecificallyassignedtoeachaircraftwillallowmonitoringofthataircraftwhenwithintheservicevolumesoftheModeS/ADSBsystem.UnliketheModeA/Ctransponders,thereisnocode"1200"/"7000",whichofferscasualanonymity.ModeS/ADSBidentifiestheaircraftuniquelyamongallintheworld,inasimilarfashionasaMACnumberforanEthernetcardortheInternationalMobileEquipmentIdentity(IMEI)ofaGSMphone.However,theFAAisallowingUATequippedaircrafttoutilizearandomselfassignedtemporaryICAOaddressinconjunctionwiththeuseofbeaconcode1200.1090ESequippedaircraftusingADSBwillnothavethisoption.[54]

AhistoricaloverviewofFAAdecisionontheADSBlinkarchitectureforuseintheNationalAirspaceSystem(NAS).[55]

Technicalandregulatorydocuments

MinimumAviationSystemPerformanceStandards(MASPS)MinimumOperationalPerformanceStandards(MOPS)

DO242AADSBMASPS.DescribessystemwideoperationaluseofADSB.

Seealso

AcronymsandabbreviationsinavionicsASDEXAutomaticIdentificationSystem,aconceptuallysimilarsystemformarinevesselsAutomaticPacketReportingSystem(APRS),aconceptuallysimilarGPSbasedtrackingsystemintheamateurradioserviceDO212,minimaloperationalperformancestandardsforairborneautomaticsurveillance(ADS)Eurocat(airtrafficcontrol)FLARMFlightradar24,acrowdsourcingbasedwebsiteallowingADSBbasedrealtimeflighttrackingFreeflight(airtrafficcontrol)PortableCollisionAvoidanceSystem

References

ThisarticleincorporatespublicdomainmaterialfromwebsitesordocumentsoftheFederalAviationAdministration.



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55. Scardina,John(20020607),TheFAAADSBLinkDecision(http://www.icao.int/anb/panels/acp/wg/m/M5wp/Wgm5wp/WGM510.pdf)(PDF)(overview),ICAO

Furtherreading

Richards,MichaelMike(2010).VirtualRadarExplained.G4WNC.RadioSocietyofGreatBritain.ISBN9781905086603.

Externallinks

AutomaticDependentSurveillanceBroadcast(ADSB)(http://www.faa.gov/nextgen/programs/adsb/)(officialwebsite),US:FAA"ADSBIntheGulfofMexico",AviationNews(http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=10173),US:FAAADSBPrograms(http://www.airservicesaustralia.com/projects/adsb/),AU:Airservices"ADSB",NewsArchive(http://www.aopa.org/whatsnew/newsitems/2007/070118adsb.html),AOPA,20070711"Collisionavoidancesystems",BAS(http://www.bas.uk.net/data6.html)(overview)RadarBox24(http://www.radarbox24.com/)(onlineflighttracker)Radar(http://www.radartoulouse.fr/)(onlineflighttracker),Toulouse,FRPlanefinder(http://www.planefinder.net/)(onlineflighttracker)RadarVirtuel(http://www.radarvirtuel.com/)(onlineflighttracker)FlightAware(http://flightaware.com/)(onlineflighttracker)"9",AircraftAddressingSystem(http://www.kloth.net/radio/icao24alloc.php)III,ICAO,Annex10FlightAwareADSBProject(http://flightaware.com/adsb)

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