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CNS/ATM SG #42 ADS-B - CASCADE Presentation Material Cologne, 15 October 2008 Jörg Steinleitner, CASCADE Infrastructure WP Lead.

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Presentation on theme: "CNS/ATM SG #42 ADS-B - CASCADE Presentation Material Cologne, 15 October 2008 Jörg Steinleitner, CASCADE Infrastructure WP Lead."— Presentation transcript:

1 CNS/ATM SG #42 ADS-B - CASCADE Presentation Material Cologne, 15 October 2008 Jörg Steinleitner, CASCADE Infrastructure WP Lead

2 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 2008 2011 Situational Awareness “only”

3 ADS-B in Europe NRA: Commitment RAD: Intent

4 ADS-B Deployment in Europe Single European Sky Surveillance Performance & Interoperability Implementing Rule 2015 2017 2012 voluntary implementation in pocket areas certified existing equipage IR based implementation in wider areas upgraded equipage Forward-fitRetro-fit

5 Other Continents NRA Hudson Bay Nov 08 later Greenland RAD “all airspace” 2020 NRA+RAD Upper airspace 2012-2014-2018 The leads of the four Programmes meet quarterly (“g4”) most recent meeting included Regulatory Bodies (incl. EASA)

6 Going to Operations - what does it take? RFG SPR-INTEROP Simulations, Trials & Monitoring Aircrew Manual Avionics EASA Regulation Airworthiness Approval Operational Approval ATC Manual Preliminary Safety Case Ground Infrastructure ANSP Operational Approval EC SES Regulation SPI-IR Business Case OPERATIONS wide-spread

7 Schedule 2009 2010 2011 2012 2008 StandardsAirworthinessMandate 2007 NRA ITP VSA APT RAD SURF AMC 20-24 AMC 20-xx Draft SPI-IR SPI-IR AIRB AMC 20-yy SPI-IR MoC

8 AMC 20-24 Lessons Learned CASCADE 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

9 Pioneer Airline Certification Status Overview “Applicant”Ac typeNew aircraftRetrofit AirbusA380 A330/A340 A320 family Optional Optional Optional - SB available on request SB available on request BoeingB737-600/700/800/900 B757, B767 B747-400 B777 Free of charge for CASCADE Pioneer Airlines otherwise optional/SB on request ATRATR72Certification ongoing DassaultFalcon 2000OptionalSB available on request AeroconseilA321N/ASTC approval ongoing ATIA3STN/ASTC approval ongoing Air FranceB777, B747N/ASTC approval !!! British AirwaysA320family, B777, B747N/ASTC approval ongoing TC STC

10 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”

11 Horizontal Position Source Requirements ADS-B-RAD NIC/NACp Values Separation/EnvironmentNICNACp 5 NM/En-route5 (1.0 NM)7 (0.1 NM) 3 NM/TMA6 (0.6 NM)7* (0.1 NM) 2.5 NM/In-trail approach7 (0.2 NM)7* (0.1 NM) 2 NM/Dependent parallel approach7 (0.2 NM)7* (0.1 NM) 2/2.5 NM/independent parallel approach7 (0.2 NM)8 (0.05 NM) NIC = integrity containment bound NACp = accuracy (95% nominal errors) *) FAA will use NACp=8

12 Uncompensated Latency Direct GPS-Transponder Wiring Uncompensated Latency 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 data as part of Latency compliance demonstration

13 AMC Development Timing & Dependencies mid 2008 mid 2009mid 2010 <2007 NRA EASA NRA AMC 20-24 RAD EASA RAD AMC 20-xx Work should start soon in support of SPI IR process – meeting an 1H 2010 target date! Draft RIA sent to EASA ED102A DO260A+ APT EASA APT AMC 20-xx ATSAW Applications EASA ATSA AMC 20-xx TBD In line with ECIP process

14 Summary: “ADS-B out” Deployment Avionics Perspective 2009 RFG SPR/INTEROP 2010 SPI IR Transponder Baseline EASA AMC SPI IR MoC Transponder: ED102/DO260 GNSS Receiver “Data Collector” (e.g. IRU) Alternative Wiring Direct Wiring 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

15 Thanks

16 Backup Slides

17 High-level RFG Planning Feeding 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-APT ATSA-AIRB ATSA-SURF ASPA-S&M ATSA-APT: Airport Surface Surveillance ATSA-AIRB: Enhanced TSA During Flight Operations ATSA-SURF: Enhanced TSA on the Airport Surface ASPA-S&M: Sequencing & Merging Operations DecAprAugDecAprAugDecAprAug Dec 2007 2008 2009 ADS-B-RAD ATSA-ITP ATSA-VSA ADS-B-RAD: Enhanced ATS in Radar Areas ATSA-ITP: In-trail Procedure in Oceanic Airspace ATSA-VSA: Enhanced Visual Separation on Approach ITP VSARAD

18 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 !!!

19 DO-260AED102/DO-260 Latency f (interconnection) GPS engine ETSO129*/145/146 *) TSO129 engines beware – “proper” RAIM required ! HPL integrity 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 Category NIC: Navigation Integrity Category NACp: Navigation Accuracy Category HPL: Horizontal Protection Limit HFOM: Horizontal Figure of Merit NUCNIC NACp

20 ADS-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 Integrity Bound: Systematic NUC=0 issues Under investigation ! Separation:5NM3NM2.5NM (based on 100+ million samples) 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

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