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Published byJesse Kelley
Modified over 2 years ago
Airbus work on VDL Mode 4 ICAO ACP Working Group C Meeting Toulouse October 2003 WGC6/WP29
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Airbus VDL Mode 4 background VHF installations on airliners On over 20 different jet airframes, in service since 1954 Typically 3 or more makes/models of radio per airframe –Analogue, digital & multimode, several variants per make/model Airline and government radios Over flight hours worldwide, mainly since 1974 Europes prime source of airliner VHF safety, installation, problem identification and problem resolution expertise ICAO, EUROCAE/RTCA-EN & ARINC/AEEC standards participant CEC NUP II research programme participant CEC Data Link Roadmap Study participant ICAO ACP participant ICAO 11 th ANC co-ordinator for ICCAIA EC VDL Mode 4 Airborne Architecture Study reviewer
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Min. 35 dB isolation Min. 50 dB isolation Air transport aircraft – VHF Comm. antennas A320 shown – A318, A319 & some B737s are shorter, but have same isolation
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Co-site interference allowable up to 2 MHz each side, for opposite-side antennas Co-site interference allowable up to 6 MHz each side, for same-side antennas Intended receive frequency Air Transport Aircraft VHF Com. Receiver sensitivity and selectivity Full-time sensitivity much better than the regulatory minimum Frequency Sens. VHF Co-site interference is allowable and occurs Occurs on voice & ACARS, mitigations ensure safety
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. NUP II VDL-4 work NUP II is a surveillance-only programme – does not address Comms. aimed at ADS-B-out/VDL-4 airline in-service trials by 2004 co-existing with VHF voice & ACARS utilisation Added VDL-4 antenna installations on wingtips contain interference at existing levels: expensive, and retrofit would need long down-time Analysis showed that added VDL-4 ADS-B radios would interfere with existing safety-of-life VHF Com. radios because 6MHz frequency separation was not available because ADS-B transmissions are repetitive and frequent; may not allow classic VHF Comm. mitigations. –planned airline Service Bulletin issuance consequently discontinued Air Transport VDL-4 radios much more expensive than expected –planned radio purchase consequently discontinued Consequently plan revised to trial a LFV-supplied VDL-4 radio, but only on an Airbus-operated flight-test aircraft –LFV is looking for another solution for an airline in-service trial
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Interference mitigation Transmissions Time Irregular interference from voice & data occurs today ATC voice messages can safely be repeated & understood Transmissions Time Regular interference would occur from VDL ADS-Broadcast ATC voice messages might not be repeated & understood Existing voice mitigation measures might not be used with VDL ADS-Broadcast, unless surveillance is turned off
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. NUP II VDL Mode 4 initial trial Initial aircraft ground trial installation Loaned non-air-transport (½-power) COTS VDL-4 transceiver, transmitting ADS-B frequently on one frequency –Connected to the VHF3 antenna, in lieu of the VDR3 transceiver Distant low-power handheld VHF & ATIS desired-signal transmitters VHF1 & VHF2 tuned to receive desired-signal transmissions No squelch breaks experienced due to VDL-4 when desired signal was not transmitted When desired-signal and VDL-4 test transmissions were active together, metronome-like clicks were heard On a number of desired-signal test frequencies Test results analysis is in progress
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Datalink Roadmap Study and ICAO ACP Made available NUP II results that were available at the time Advised that Mode S ELS, EHS and ES would be the initial SSR surveillance and ADS-B air-ground & air-air media Advised that VDL-Mode 2 would be the initial air-ground medium Advised that core-area airlines, ANSPs and air-transport airframers were planning to use these media Expressed concern that VHF spectrum saturation would occur around 2013, dominated by safety-of-life voice use Expressed concern that VDL-4 service may add little to data efficiency, but be detrimental to spectrum availability proliferation of standards, many core-area channels needed
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. ICAO ANC-11 with ICCAIA Recommended that ICAO consider frequency planning consequences Consider real VHF radio performance Co-site interference within 6 MHz –From VDL used for ADS-B Consider that surveillance & voice Are safety-of-life services –Unavailability of either impacts service levels Consider VHF spectrum availability Poor in the core areas by 2013, due to voice –Needed mainly for safety-of-life voice services ANC-11 recommended use of 1090ES for initial ADS-B implementation Without demurral (including Mongolia, Russia & Sweden) Recommended continued standards work on UAT & VDL-4 –For eventual future surveillance implementation, if spectrum available –Did not recommend use for point-to-point communications Recommended use of already-implemented standard systems (e.g. VDL-2)
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Airbus views on VDL Mode 4 VHF is an undesirable spectrum for ADS-B, due to existence of the efficient, safe, inexpensive 1090 ES medium added high aircraft costs, co-site interference, poor core-area spectrum availability & need for several channels separated by 6 MHz from ATC voice –VDL-4 was the only VHF candidate for ADS-B initial implementation Advantages claimed for VDL-4 point-to-point datalink are not widely accepted, and likely outweighed by added standards proliferation Architecture of VDL Mode 4 Airborne Architecture Study adds complexity & vulnerabilities, compared with existing Would need much more safety studies VDL-4 was a good experimental medium Co-site interference is not a safety problem for voice, ACARS or VDL communications use
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. What next? Airbus supports AEAs view that ADS-B VDL-4 work should be terminated Except for supporting existing experimental programmes Implementation resources should be used for 1090ES National surveillance aids can impact airline safety Impact on VHF Comm. safety-of-life spectrum should be reviewed, prior to continuing VDL-4 Comm. Work VHF Comm. spectrum runs out around 2013 in core Europe We need to go up in spectrum for Comms & Surveillance UAT? 1030ES? Eurocontrols Newcom? Would STDMA protocols help significantly or hinder?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Thank you for listening – any questions?
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