Report on New Technologies ACI TSSC May 2004

New Technologies  The emerging technologies for aircraft management and surveillance offer significant capacity, economic and environmental benefits to airports as well as airlines and air traffic control service providers.  It, therefore, is essential that airports are aware of developments and become active participants in the process of ensuring that the new technologies are adopted world wide.  Technologies to be discussed tody are: –Global Positioning Systems –Automatic Dependant Surveillance Broadcast (ADSB) –Multilateration

Global Positioning System  GPS technology is rapidly forming the basis for aircraft navigation throughout the world offering advantages to both airlines & airports.  GPS is currently used for en route navigation. However, in the more critical phases of flight (approach, departure & landing) augmented GPS is required to realise the accuracy needed for guidance  These augmented systems are known as LAAS, DGPS or GLS  LAAS is now available to Category 1 standard and should be available on a commercial basis by A decision to produce cat 2 and cat 3systems is expected in late 

Global Positioning System  GLS has the potential to replace ILS approaches whilst offering operating operational efficiencies unmatched by current technologies. Airport benefits are:  1 unit will facilitate Cat 1 ops to all rwys & potentially replace other ILS systems.  The replacement of the ILS systems, which comprise a glide-path & localiser, will facilitate the development of areas currently “sterilised” by ILS signal protection  GBAS GPS systems will facilitate curved approaches to runways, offering environmental & community benefits by spreading noise & locating flight paths over non sensitive areas

Global Positioning System Risks  it is argued that GBAS landing systems may be prone to radio frequency interference. The extent of this problem cannot be assessed until a unit is installed & trialled.  If GPS landing systems are not adopted the only other viable alternative is the Microwave Landing Systems (MLS). This system sterilises significant airport areas.

Global Positioning System GBAS Cost  1 satellite landing system cost $750,000 USD - approx $1.5m AUD  Installations approx $100,000 AUD

Global Positioning System United States  US has embarked on Government Industry Partnership (GIP) program & is driving the introduction of GPS technology. Airlines involved in this program include United, Federal Express, UPS, Delta & Continental.  Installation of Cat 1 units has taken place at Chicago O’Hare, Chicago Midway, Memphis & 5 further units on order for the Los Angeles Basin airports. Asia  Units are being installed in Taiwan & Korea & it is expected that Russia will also equip rapidly to establish an efficient navigation infrastructure.

Global Positioning System Europe  The need for Category 3 ops at European Airports has forced the introduction of MLS systems & there has been some reluctance to pick up a US based technology.  The Europeans are working towards the launch of their own satellite constellation.  Frankfurt & Schipol airports have reached in principle agreements to install & trial GBAS landing systems.  IATA (European Region) has proposed a transition to GPS based technology over the next 15 years. As an interim measure IATA propose the adoption of MLS for cat 3 ops until GBAS systems are appropriately certified & operational.

Global Positioning System Australia  Airservices Australia established the Air Traffic Management Strategic Planning Group.  This aim of this plan is to address airspace / airport capacity issues & to determine industry infrastructure requirements to  Airservices Australia have agreed at Board level to transition from ILS technology to GBAS over time.  Consequently at the Strategic Planning Group Airservices propose: –That GBAS Category 1 landing systems replace ILS systems by 2008 as the primary precision approach system.

GPS - Australia  Airservices are now talking to the FAA with a view to taking part, albeit as an overseas stakeholder, in the FAA GBAS trials.  Airlines were in agreement with this strategy and CASA will work closely with this group to develop appropriate equipment certification.  Airservices are in the process of consulting with Boeing and Honeywell in order to place a GBAS on the ground at Sydney. With the support of Qantas they will then work with industry stakeholders to develop tailored arrivals.

Automatic Dependant Surveillance Broadcast (ADSB)  Once differential GPS systems are available on airport & aircraft can accurately fix their position, the ability to rebroadcast this data along with call-sign altitude & speed forms the basis to eliminate or reduce radar surveillance.  This technology is referred to as information relating to ADSB technology. It is now being defined and standardised by ICAO and other standards organisations.  However, most aircraft are not yet appropriately equipped & a lengthy transition period would be required to implement ADSB capability.  ADSB technology will initially beused for en route control but has the potential to replace surface movement, terminal area, & PRM radars.

ADSB - Australia  New ADSB system is being installed across Australia for enhanced safety and improved operational flexibility.  28 ADSB stations are expected to be operational before the end of  Other elements of the project include improved Global Positioning System (GPS) performance monitoring for controllers  Airservices Australia has successfully trialled ADS-B technology over the past two years; the trial station is already receiving data from airline aircraft, including Qantas A330s, international freighters and regional airliners.  Airservices Australia is working closely with the aviation industry to maximise the benefits of the ADS-B system by encouraging aircraft operators to fit complementary equipment in their aircraft.

Multilateration Surveillance Technology  Multilateration is a surveillance system that receives & locates transmissions from aircraft. All aircraft equipped with transponders would be detected & tracked by this system.  Instead of a radar facility airports would have a network of strategically placed receivers to detect & position aircraft transmissions.  Multilateration can immediately replace surface movement radar & has the capacity to be effective in areas where traditional radar technology cannot operate.  This system will augment terminal area radar however a radar system would still be required to detect airspace incursions from non equipped aircraft.  The FAA has nominated Multilateration as a potential replacement for PRM.

Multilateration Surveillance Technology  Multilateration systems are currently operational at Dallas Fort Worth, Heathrow, Memphis, Hong Kong, & Frankfurt.  At Frankfurt the system is owned & operated by the airport with data on-sold to the DFS. The DFS are in the process of proving this system as a PRM.  Singapore & Taipei Airports are currently negotiating installation.  Cost –estimate system installation & testing cost of $5m AUD. This compares favourably when compared with a cost of $18m AUD for PRM alone

Multilateration Surveillance Technology  Additional Benefits Operations /Security –Vehicles operating airside can be equipped with a transmitter unit (squitters) to relay vehicle data. Suitably equipped vehicles will be identified to the tower & tracked. –Incidents are recorded & can be replayed as required. Master Planning –Records obtained from multilateration systems are stored in computer file format. These records can readily be integrated into the airfield modelling systems to form the base case schedule. –Taxiway utilisation can be monitored via multilateration tracking & asset management programs developed accordingly. Apron Control –Multilateration enable the tower or apron control units to monitor aircraft movements where line of sight does not exist or radar cannot function. –This technology is rapidly being adopted in the South East Asian countries as a response to the Singapore Airlines disaster in Taipei.

Conclusion  A combination of systems outlined above has the potential to increase airport capacity  Also to make available large amounts of airport land available for airport development  However any initiative involving aircraft re-equipment should be seen as long term and will require world wide adoption of the systems  Most of the benefits gained from these systems are incremental in nature & adding to the time required realising maximum airport benefits.