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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