1

Carl B. Jezierski

Manager, Airborne Technologies Group

Ralph J. Yost

Project Lead, Airborne Networks

FAA William J. Hughes Technical Center

SAE Aerospace Control & Guidance Systems Committee

Meeting No. 97

Flight Demonstration of Next Generation Air Transportation

System Capabilities

2

The integrated architecture for 2025, the Next Generation Air Transportation System (NGATS), is envisioned to be “One in which pilots fly 4-D de-conflicted trajectories that ensure safety separation standards are achieved; where distributed decision-making, based on complete situational awareness, provide vast user flexibility; and allowing the injection of emerging concepts to be easily integrated with existing elements.” (“NGATS ATM Enterprise Architecture Report”, Crown Consulting, June 2005). Transitioning to space-based communication, navigation and surveillance subsystems offers increased capabilities while at the same time presenting opportunities to reduce ground-based infrastructure cost.

This presentation briefly describes several of the airborne technologies which will provide some of these capabilities and the testing/demonstration activities that will be conducted in the near future at the FAA William J Hughes Technical Center.

Abstract

3

• The 108th Congress and President Bush took the first critical step toward transforming our air transportation system by passing and signing into law VISION 100 – Century of Aviation Reauthorization Act (P.L. 108-176).

• The Act calls for an integrated, multi-agency plan to transform the nation’s air transportation system to meet the needs of the year 2025 while providing substantial near-term benefits.

• Envisioned to be a satellite-based system, the architecture develops and integrates the most advanced communications, navigation and surveillance technologies.

Background

Multi-Aircraft Network Capability Demonstration

• Facilitate the early adoption of NGATS Netcentric aviation capability into the present National Airspace System• Demonstrate that Netcentric capability for aviation can begin in 2006• Advance the basic Netcentric capability for aviation

Purpose

5

FAA Technical Center R&D Fleet

• Boeing 727-100• Sikorsky S76• (2) Convair 580• King Air• Aerocommander• Global 5000

6

FAA Tech Center’s New Test AircraftBombardier Global 5000

7

Flight Scenario

• Three similarly equipped aircraft will fly from Nantucket to Atlantic City at 37,000 feet in a “cluster”– Tech Center’s Bombardier Global 5000 (N47)– Tech Center’s Boeing B727 (N40)– AVN’s Bombardier Challenger 604 (N88)

• Transiting Special Use Airspace

8

Aircraft Flight Demo Applications

• ADS-B– Self Separation, situational awareness– Will use the Garmin AT ADS-B R/T avionics and CDTI display– Airborne Internet aircraft position reporting will be displayed on EFB

• TCAS– All aircraft equipped with TCAS II, Version 7 avionics

• Airborne Internet– 4-D Trajectory Flight Plan to be sent from ground to aircraft;

aircrew acknowledges and accepts– Weather– Email– Web services– TCAS advisories with Flight ID and state vector sent to ground

station– Live video images telemetered to ground station

9

N40

Two Airborne Internet Systems

N88

N47

Airborne Internet Lab

PMEI AeroSat

PMEIPMEI

AeroSat

Position reporting, situational awareness

High Bandwidth

90 Mb/s

Ka/KU Band

45

45TCP/IP

, VHF

Low Bandwidth

19.2Kb/s

TCP/IP, VHF

FIREWALL

NTERNET

ISM/L-Band1-2Mb/s

10

PMEI’s VHF Airborne Internet Radios

PMEI’s Aircraft radios

OTE Ground Radio

(software by PMEI)

11

Aerosat Airborne Antenna

12

Flight Scenario – Field problem investigation

Problem: Aircraft converging to execute parallel runway operations are triggering TCAS Resolution Advisories (RAs).

Possible Solution: Desensitize TCAS on these particular aircraft from a ground Mode-S interrogator.

Verification: Observe change in TCAS sensitivity level and transmit change confirmation to ground facilities. Also record and analyze the time of issuance, duration and strength of any RAs which may still occur with respect to fully sensitized TCAS in the same trajectory.

13

Flight Scenario – ADS-B Application Demonstration

SafeRoute

• UPS/ACSS/FAA SafeFlight 21 program to enhance situational awareness through two main subfunctions – surface area movement management (SAMM) and the “merging and spacing” (M&S) feature.

• 1090 MHz Extended Squitter / TCAS based avionics based

• The Technical Center is entering an arrangement to similarly equip one of its Convair 580s with identical avionics and participate in the Louisville, Ky M&S demonstration.

14

For More Information..

TCAS and ADS-B:

Carl Jezierski J. Stuart Searight

carl.jezierski@faa.gov stuart.searight@faa.gov

609-485-6913 609-485-5036

Airborne Network:

Ralph Yost

ralph.yost@faa.gov

609-485-5637

http://www.AirborneInternet.com