CNS/ATM SG #42ADS-B - CASCADE Presentation Material

Cologne, 15 October 2008Jörg Steinleitner, CASCADE Infrastructure WP Lead

CASCADE Scope

Ground Surveillance Applications (ADS-B-out)

ADS-B Receiver

In a non-radar environment In a radar environment On the airport surface Airborne Derived Data

Airborne Surveillance Applications (ADS-B-in)

Situational awareness on the surface Airborne situational awareness Visual separation on approach In Trail Procedure

20082008

20112011

Situational Awareness “only”

ADS-B in Europe

NRA: Commitment RAD: Intent

ADS-B Deployment in Europe

Single European SkySurveillance Performance & Interoperability

Implementing Rule

2015 20172012

voluntary implementationin pocket areas

certified existing equipage

IR based implementationin wider areasupgraded equipage

Forward-fit Retro-fit

Other Continents

NRA Hudson BayNov 08later Greenland

RAD “all airspace”2020

NRA+RAD Upper airspace2012-2014-2018

The leads of the four Programmes meet quarterly (“g4”)most recent meeting included Regulatory Bodies (incl. EASA)

Going to Operations - what does it take?

RFGSPR-INTEROP

Simulations, Trials &

Monitoring

Aircrew Manual

AvionicsEASA

Regulation

Airworthiness Approval

Operational Approval

ATC Manual PreliminarySafety Case

GroundInfrastructure

ANSPOperational Approval

EC SESRegulation

SPI-IRBusiness

Case

OPERATIONSwide-spread

Schedule

2009

2010

2011

2012

2008

Standards Airworthiness Mandate

2007

NRA

ITP

VSA

APT

RAD

SURF

AMC 20-24

AMC 20-xx

Draft SPI-IR

SPI-IRAIRB

AMC 20-yy

SPI-IR MoC

AMC 20-24 Lessons LearnedCASCADE Perspective

Open & efficient co-operation between EASA and CASCADE Adequate drafting process through CNS/ATM SG

Based on Requirements Focus Group deliverable (ED126/DO303) Turn-around time could be shortened, though

AMC 20-24 unlocked global airworthiness approval Making use of existing avionics for initial implementations

Facilitates focused learning process across industry In particular within the ADS-B Pioneer Project

Provides sound basis for ADS-B-RAD AMC material

Pioneer Airline Certification Status Overview

“Applicant” Ac type New aircraft Retrofit

Airbus A380A330/A340A320 family

OptionalOptionalOptional

-SB available on requestSB available on request

Boeing B737-600/700/800/900B757, B767B747-400B777

Free of charge for CASCADE Pioneer Airlines

otherwise optional/SB on request

ATR ATR72 Certification ongoing

Dassault Falcon 2000 Optional SB available on request

Aeroconseil A321 N/A STC approval ongoing

ATI A3ST N/A STC approval ongoing

Air France B777, B747 N/A STC approval !!!

British Airways A320family, B777, B747 N/A STC approval ongoing

TC

ST

C

ADS-B-RAD AMC Compared to ADS-B-NRA AMC 20-24

Reference to DO-260A only

Same basic GPS position source reference (“SA ON” as minimum)

Lower system integrity failure rate for non-position data items

More stringent (uncompensated) latency requirement (0.6s/95% - 1.2s/99.9%)

More stringent NIC/NAC requirements

NIC/NAC “echoing” HPL/HFOM (no latency reflection at time of transmission)

Inclusion of Mode A code transmission (“switchable”)

Removal of “Permissible Deviations”

No reference to “ADS-B disable switch”

Horizontal Position Source Requirements

ADS-B-RAD NIC/NACp Values

Separation/Environment NIC NACp

5 NM/En-route 5 (1.0 NM) 7 (0.1 NM)

3 NM/TMA 6 (0.6 NM) 7* (0.1 NM)

2.5 NM/In-trail approach 7 (0.2 NM) 7* (0.1 NM)

2 NM/Dependent parallel approach 7 (0.2 NM) 7* (0.1 NM)

2/2.5 NM/independent parallel approach 7 (0.2 NM) 8 (0.05 NM)

NIC = integrity containment boundNACp = accuracy (95% nominal errors)

*) FAA will use NACp=8

Uncompensated LatencyDirect GPS-Transponder Wiring

Latency (direct GPS-TRP)

0

1000000

2000000

3000000

4000000

5000000

6000000

-1,0

0-0

,95-0

,90-0

,85-0

,80-0

,75-0

,70-0

,65-0

,60-0

,55-0

,50-0

,45-0

,40-0

,35-0

,30-0

,25-0

,20-0

,15-0

,10-0

,050,

000,

050,

100,

150,

200,

25

latency [s]

# s

am

ple

s

UncompensatedLatency Modeling

(based on 50 million samples, w/o NUC=0):

Mean value: -0.3s

Reconstruction error sigma: ≈ 0.15s

Resulting latency error sigma: ≈ 0.1s

99.9% @ ≈ -1.0s

EASA recommends use of CASCADE Monitoring dataas part of Latency compliance demonstration

AMC DevelopmentTiming & Dependencies

mid 2008 mid 2009 mid 2010<2007

NRAEASA NRA AMC 20-24

RADEASA RAD AMC 20-xx

Work should start soonin support of SPI IR process –

meeting an 1H 2010 target date!

Draft RIA sent to EASAED102A

DO260A+

APTEASA APT AMC 20-xx

ATSAWApplications

EASA ATSA AMC 20-xxTBD

In line with ECIP process

Summary: “ADS-B out” Deployment Avionics Perspective

2009RFG

SPR/INTEROP

2010SPI IR

Transponder BaselineEASA AMCSPI IR MoC

Transponder:ED102/DO260

GNSSReceiver

“Data Collector”(e.g. IRU)

AlternativeWiring

DirectWiring

Pioneer Phase (existing “opportunity” avionics): Pocket implementations in Europe Australia, Canada, USA (TBD)

2012/2015

Transponder:ED102A/DO260A+

GNSS Receiver “as is”(SA Aware recommended)

“ADS-B out” mandate (avionics upgrade):

SES “SPI IR” USA (Australia, Canada) NPRMs

Uncomp.Latency~ 0.6s

Thanks

Backup Slides

High-level RFG PlanningFeeding into AMC Material

Development

ADS-B-NRA (ED-126, DO-303)Enhanced ATS in Non-Radar Areas

TBD: ADS-B-ADD – Aircraft Derived Data for Ground Tools

ADS-B-APTATSA-AIRBATSA-SURFASPA-S&MATSA-APT: Airport Surface Surveillance

ATSA-AIRB: Enhanced TSA During Flight OperationsATSA-SURF: Enhanced TSA on the Airport SurfaceASPA-S&M: Sequencing & Merging Operations

Dec Apr Aug Dec Apr Aug Dec Apr Aug Dec

2007 2008 2009

ADS-B-RADATSA-ITPATSA-VSAADS-B-RAD: Enhanced ATS in Radar Areas

ATSA-ITP: In-trail Procedure in Oceanic AirspaceATSA-VSA: Enhanced Visual Separation on Approach

ITP VSA RAD

What is ADS-B ?Horizontal Position Information Source

ADS-B requires on-board integrity monitoring: Alerting when exceeding measurement integrity containment bound (fault condition)

GPS currently only available data source complying with this requirement RAIM with Fault Detection as most basic solution

Based on GPS Horizontal Protection (or Integrity) Limit output (HPL/HIL)

In addition, ADS-B provides an accuracy indication: Describes the 95% bound of nominal measurement errors

Based on GPS Horizontal Figure of Merit (HFOM) information

Another parameter is the Surveillance Integrity Level (SIL) Reflects both measurement & system integrity

Practically hard-coded based on avionics “Level-C” integrity level (SIL=2)

Focus !!!

DO-260AED102/DO-260

Latencyf (interconnection)

GPS engineETSO129*/145/146

*) TSO129 engines beware – “proper” RAIM required !

HPLintegrity HFOM accuracy

ED73/DO-181

What is ADS-B (3/3)Horizontal Position: Avionics

Perspective

Interconnection:• Direct, or via• “data concentrator”

now …

… SPI IR

NUC: Navigation Uncertainty CategoryNIC: Navigation Integrity CategoryNACp: Navigation Accuracy Category

HPL: Horizontal Protection LimitHFOM: Horizontal Figure of Merit

NUC NIC NACp

NUC Distribution

0%

10%

20%

30%

40%

50%

60%

1 2 3 4 5 6 7

Per

cen

tag

eADS-B Performance: ADS-B-NRA & ADS-B-RAD

Reported vs. Required

<20NM <10NM <2.0NM <1.0NM <0.5NM <0.2NM <0.1NM

Sources: ADS-B Monitoring Project Pioneer Airlines Project

IntegrityBound:

Systematic NUC=0 issuesUnder investigation !

Separation: 5NM 3NM 2.5NM

(based on 100+ million samples)

NUC SA ON SA Aware 5 3,2% 0,1% 6 49,6% 2,3% 7 47,1% 97,5%

GPS receiver perspective:

“SA ON” = still assuming that GPS artificially dilutes accuracy

“SA Aware” = actual accuracy used in position solution

SPI IR

Note: NIC = NUC + 1