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CANSO 07/03/2014
Australia’s ADS-B Program
Greg Dunstone Senior Technical Specialist
Airservices Australia
CANSO 07/03/2014
Situational awareness in
2004
ADS-B separation
services provided since
early 2005
ADS-B is now mandatory
at/above FL290
Almost a decade
of ADS-B operation
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Objectives :
Learn operational lessons
Separation standards
approved 5/12/2004
Operationally commissioned
2005
9 aircraft 1 ground station
Started with the
Bundaberg Trial
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A continent the
size of Europe or
USA with only 20
radars
Procedural
control
Growing traffic
New fleet (many
with ADS-B)
Environment in 2004
Radar coverage at FL100 in 2004
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We simply asked our customers
Would they be willing to fund (via user
charges) the deployment of ADS-B
across the continent to serve above
FL300
$14M AUD (28 sites + automation +
training)
Using existing avionics as proven in
Bundaberg trial
Our customers recognised the
economic & safety value
Business Case for deployment
ADS-B is 10% radar cost
ADS-B significantly lower cost than MLAT CANSO
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Coverage at 30’000 feet Radar in Red, ADS-B in purple
ADS-B coverage continent wide at FL250
WAM based ADS-B at 2 locations
Operational in all Enroute sectors
ATC & Users very satisfied
: Could we live
without it ?
Current status
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Coverage at 10’000 feet Radar in Blue, ADS-B in Red, Planned ADS-B in Green
ADS-B coverage continent wide at FL250
WAM based ADS-B at 2 locations
Operational in all Enroute sectors
ATC & Users very satisfied
: Could we live
without it ?
Current status
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Thursday Island CANSO
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ADS-B Antennas on poles
at Billabong Roadhouse
Satellite Ground Station
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For last 4 years
Increased safety
Error detection
Safety nets
Increased situational awareness at a procedural FIR boundary
We share & operationally
use data from Indonesia
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Current ADS-B Regulations
Effective today : At & above FL290
Effective today : New registrations
: All flight levels for IFR
: ADS-B transponder only for VFR
All IFR (all flight levels)
: Feb 2016 near Perth WA
: Feb 2017 all Australian airspace
User community organisation (ASTRA)
requested the mandates from regulator
based on a compromise agreement
: ASAC, AOPA, ABAA, RAAA, Airlines,
Airports, Defence, ANSP
4 years 9 months after publication
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Significant support from
stakeholders
Customers
ATC
Regulators & Government
Airlines, Regional Airlines, IATA
AOPA & ASAC
Business aviation assoc
AEA (Installers)
Avionics vendors
Some resistance from a few Bizjet OEMs
- Some forced to operate below FL290
outside radar coverage
** Reproduced with kind permission of Garmin
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All civilian flights (Domestic & Foreign)
Above FL285
All levels
Below
FL 290
Removed need
for approval
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Challenges ahead
Feb 2016 ADS-B IFR mandate all flight levels in Western Australia
1 year and 11 months to go !
Feb 2016 GNSS mandate : All IFR must have GPS or equivalent
And decommission 50% of navaids retaining a backup network
Feb 2017 IFR mandate countrywide & decommission 2 radars
Enable fitment of VFR
Interested in Low Power Surveillance Equipment (LPSE)
TSO199 draft
Extension of coverage including 1st offshore gas platform
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ADS-B is fully operational
& critical to service delivery
ADS-B has been proven in Australia over the last decade
5 Nautical mile separation approved in 2004
Safety & efficiency benefits provided to all major customers
Lower costs for Airservices & hence our customers
Excellent acceptance of technology by ATC & customers
Benefits provided to vast majority of the travelling public
Using DO260, DO260A or DO260B
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Why ?
Australia has the need
Like much of Asia Pacific
Pragmatism : we have used what is available
Existing equipage (eg DO260)
Used non optimal display (radar has priority)
Significant co-ordination, consultation & hard work
Customers, Regulator, OEMs, ATC Procedures, ATC automation, Rule
making, representative organisations, Government
Our regulator did NOT blink
Importance of sticking to the rule & dates
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ADS-B Ground stations
ACME
Project planning nearing completion
Project execution approval expected mid year
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ADS-B Timeline reminder
2009 2007
DO260B
Published
2010
JCP (NPRM)
FL290 Mandate
Published
8/2007
FL290 Mandate
Published
3/2009
DO260/DO260A
2011 2012 2013 2008
IFR Mandate
NFRM Published
9/2012
DO260
/DO260A
/DO260B
4 years 9 months to be ready
Mandate requiring
non compliant
ADS-B be
disabled
2004
ADS-B use discussion
paper
Canada, all Asia Pacific & Australia accept DO260 & DO260A & DO260B FAA & Europe mandated more demanding DO260B
FL290 Mandate
effective
IFR
Mandate
DP 1 IFR
Mandate
DP 2
FAA
Mandate
5/2010
IFR
NPRM
IFR Forward Fit
Mandate 2/2014
ATC separation
Using ADS-B
Approved
Trial: 2004
Generic:2006
Decade of operational use – Aircraft separation
2014
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Bizjet fitment/month
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Examples
Example 1 :
ATS MESSAGE/FLIGHT PLANNING ERROR
<Callsign> non ADS-B equipped was at FL390 and planned FL290 at ATMAP. Non ADS-B equipped, non ADS-B exempt aircraft are required to plan clear of ADS-B and ADS-B exempt airspace, that is below FL290. The aircraft planned to enter Australian ADS-B exempt and ADS-B airspace. The controller decided that due to the traffic disposition it was preferable to descend the aircraft to FL280 by the ADS-B exempt airspace, ATMAP. <Callsign> requested an exemption which could not be given as CASA require significant prior notification.
Example 2 : ATS MESSAGE/FLIGHT PLANNING ERROR Aircraft planned above FL280 with no ADSB or ADSB Exemption. <Callsign>
planned a requested level of FL400. No ADSB or ADSB exemption. Aircraft was not on NIC 10/2014 listing. Assigned FL280 on departure.
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ADS-B Readiness
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