automatic dependent surveillance broadcast (ads-b)airbus upgrade services automatic dependent...

AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) - SURVEILLANCE DEVELOPMENT FOR AIR TRAFFIC MANAGEMENTFA

ST 4

7

8

Christine VIGIERDesign Management Avionics

Airbus Upgrade Services

AutomaticDependent Surveillance

Broadcast (ADS-B)Surveillance development for Air Traffic Management

As air traffic is predicted to increase steadily overthe coming years, there is a clear need to ensurethat standards of safety and efficiency aremaintained, or even enhanced. This is recognizedby the Single European Sky programme in Europe(SESAR) and the NextGen programme in theU.S.A. (read FAST article - Demonstrating thegreen trajectory), the two major bodies driving theAir Traffic Management (ATM) developmentover the coming years. Automatic Dependent Surveillance Broadcast

(ADS-B) is all about communications betweenaircraft, and also between aircraft and ground.Both are vital in ensuring safe flights andefficiency in terms of fuel use, time andemissions. ADS-B is an integral part of theplanned efficiency drive towards 2020. Taking advantage of the latest technology, ADS-Bis designed to be retrofit on aircraft flying today.Here, we will look at aspects associated with theretrofit and take a look at the developments thatare planned for the future.

FAST47.qxp:FAST MASTER LAYOUT 20/12/10 10:19 Page 8

FAST

47

9

AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) - SURVEILLANCE DEVELOPMENT FOR AIR TRAFFIC MANAGEMENT

ADS-Breceiver

Air Traffic Control

Step 1: ADS-B OUTAircraft informationbroadcasted for ground use

Step 2: ADS-B IN (ATSAW)Display of other aircraft ADS-Binfo in the cockpit

ADS-B

ADS-B

ADS-B

First steps involved inADS-B

Figure 1

ADS-B summary

In its final form, ADS-B isdesigned to ease Air TrafficControl (ATC) as the number ofapproaches grows, enhancing safe-ty and increasing airport capacity.In the air, the information providedby ADS-B enhances the pilots' traf-fic awareness, allowing more opti-mal flight levels leading to fuelsavings. ADS-B is considered in two partsas described:

• ADS-B OUT provides a means of automated aircraft parametertransmission be tween the aircraftand the ATC.

• ADS-B IN provides automated aircraft parameter transmissionbetween aircraft themselves.

g l o s s a r y

ADC: Air Data ComputerADIRS: Air Data/Inertial ReferenceSystemATC: Air Traffic ControlATSAW: Air Traffic Situational AwarenessDMC: Display Management ComputerEHS: Enhanced SurveillanceEIS: Electronic Instrument SystemFCOM: Flight Crew Operating ManualFM: Flight ManualFMS: Flight Management SystemFWC: Flight Warning ComputerGPS: Global Positioning System

HFDR: High Frequency Data RadioIRS: Inertial Reference SystemMCDU: Multi-purpose Control DisplayUnitMMR: Multi-Mode ReceiverNRA: Non-Radar AirspaceOANC: On-board Airport NavigationComputerOANS: On-board Airport NavigationSystemOMS: On-board Maintenance SystemSATCOM: Satellite CommunicationSPI: Special Position Identification



ST 4

7

10

STEP 1: ADS-B OUT

ADS-B OUT automaticallytransmits aircraft parameters fromthe aircraft to the ATC on ground.There is no need for the pilot’saction and it conforms to EASAregulations on ADS-B OUT, forNon-Radar Airspace (NRA)operations. The capability must bedeclared in the FCOM and the FMshall be updated (see figure 2).

STEP 2: ADS-B IN (ATSAW)

The Airbus approach to ADS-B INis named the Air Traffic SituationalAwareness (ATSAW) whichenables the reception of ADS-Binformation from other aircraft inthe vicinity. As for the ADS-BOUT, the capability must also bedeclared in the FCOM and the FMupdated (figure 4).

ATSAW is splited in two steps:- Step 2A: ATSAW operation in

flight- Step 2B: ATSAW operation on

ground

STEP 2A: ATSAW OPERATION IN FLIGHT

a) ATSAW • Improves cooperation with ATC

(better understanding of ATCinstructions),

• Improves the detection ofopportunities for flight levelchanges in standard separationfor reduced fuel savings and areduction of CO2 emissions,

• Improved efficiency onapproach,

• Enhances identification andinformation on target aircraft,

• Increases runway capacity.

b) ATSAW with ITP (In TrailProcedures) today defined onthe North Atlantic ocean (see figure 3):

• Enables more frequent altitudechanges by temporarily reducingstandard separation,

• Enables flying at the optimumflight level,

• Provides significant fuel savings.

STEP 2B: ATSAW ON THE GROUND

• Enhanced situational awarenessduring surface operations.

In this example, the MCDU(Multi-purpose Control and

Display Unit) shows theidentity and the relative

horizontal position of threeaircraft. The pilot can seeimmediately that a flight

level change to FL370 is notpossible until 1412Z time,as computed by the TCAS(Traffic alert and Collision

Avoidance System).

A different flight levelcan be requested as

clearly indicated, takinginto account the

surrounding aircraftpositions, trajectories

and speeds.

DO-260 DO-260B

Equipment required

• ATC transponder enhancedcapable

• MMR (with GPS capability)• Wiring provision EHS

• ADS-B OUT DO-260B• FWC

Availability date Now As per mandate(refer to figure 10)

ADS-B OUT

Example on MCDU

Figure 2

Figure 3


FAST

47

11


The NavigationDisplay (ND)shows the aircraftorientation andrelativeinformation fromaircraft in thevicinity.

Step 2A Step 2B

Equipment required

• ATC transponder EHS• MMR (with GPS

capability)• EIS2• Wiring provision• EHS traffic selector• FWC standard

As for Step 2A+ OANC

Availability date Early 2011 2013 TBC

Additional information shown on the MCDU.

Figure 6

The Pilot elects to see more information onAFR6512 by the menu selection.

Figure 7

ADS-B IN (ATSAW)

Figure 4

Example on NavigationDisplay and MCDU

Figure 5

Aircraft identification

Relativealtitude/Absolutealtitude

Groundspeed

Verticalvelocity

Absolutebearing/

2D distance

Heading/Tracking

Wake vortexcategory

NEXT STEPS

STEP 3: SEQUENCING AND MERGING

The objective of the future stepis to enable the flight crews toachieve and maintain automati-cally a given spacing with des-ignated aircraft.The two principle maneuversare 'remain behind' and 'mergebehind'.The operational benefit will bethe enhanced traff ic regularityduring the approach to airportswith heavy traff ic allowingincreased airport capacity.

How does ADS-Bwork?ADS-B OUT

It uses ATC transponders to transmitaircraft information to the ground,using the Mode S 1090 MHzExtended Squitter with a refreshrate of 0.5 seconds.



ST 4

7

12

ADS-B IN

On aircraft, it is the TCAS computerthat receives and treats the ADS-Binformation coming from ATCtransponders of surrounding aircraft.The information is then displayedon the Navigation Display (ND)and the MCDU (see figures 5, 6 & 7).When ATSAW is activated and ifthe ADS-B information is availablefrom aircraft in the vicinity, thefollowing information is availablefor each pilot:• Aircraft identification• Absolute bearing/2D distance• Heading/Tracking• Wake vortex category• Relative altitude/Absolute

altitude• Ground speed• Vertical velocity

Aircraftarchitecturerequired for ADS-B OUTADS-B OUT NEEDS

• ATC transponders at minimumDO-260 standard.

• Additional wiring associatedwith peripheral equipment,

• MMR in hybrid architecturewith GPS capability.

CURRENT FLEET STATUS

Aircraft currently flying in Europeare generally well equipped for the transition to ADS-B OUT asthe prerequisite ATC transpondersMode S (DO-260) are alreadyrequired to meet the formerenhanced surveillance mandate.Aircraft greater than five years ofage and operating outside ofEurope are more likely to need anew transponder in order toachieve ADS-B capability.

ADS-B IN STEP 2A

• TCAS capable• Additional wiring• Traffic selector in cockpit• EIS2 capable

STEP 2B

Step 2A + OANC(On-board Airport NavigationComputer)

ADS-B IN TRIALSTo pioneer and test the new func-tions associated with ADS-B IN,trials are scheduled with theinvolvement of Eurocontrol andcertain airlines which will have theATSAW capability, some fromproduction and others by retrofit.The European trials will com-mence in early 2011.

The ND indicatesthe position and

trajectory of otheraircraft on

taxiways

Figure 8

DAL 02415 H

Architecture for ADS-B OUT and for ADS-B IN

Figure 9

FMS

FWC

OANC

ATCTransponders

For ADS-B IN only

GPS position

ADC, GPS, IRS data

Flight ID source

AudioHeading, Pitch,Roll, GPS data

Trafficselector

Other aircraftsystems

Controlpanel

TCASCapable ATSAW

MCDU

MMR

ADIRS

DMC/EIS


13

FAST

47

13

Whilst the initial drivers from SESAR andNextGen are motivated by the need tomaintain and where possible enhancesafety standards, the commercialimplications for operators are notforgotten. The benefits from the AutomaticDependent Surveillance Broadcast (ADS-B) are not only for Air Traffic Control (ATC),but also for the airlines, flight crew andpassengers. ADS-B OUT eases the flight crew and ATCworkload, resulting in fuel and timesavings thanks to more efficientapproaches.

ADS-B IN presents additionalopportunities for fuel and time savings, in particular by the utilization of ‘In TrialProcedures’ for long range flights in theoceanic airspace, maintaining safety.ADS-B is in the early stages of a roadmapvision up until 2020 and has been adoptedby SESAR and NextGen. Airbus UpgradeServices will continue to develop newsolutions to ease flight operations, thuscontributing to reduce the congestion infuture Air Traffic Management.

Conclusion

ADS-B OUT MANDATES

Current operational requirementsor mandates are already in serviceand others are anticipated. The fig-ure 10 shows areas where a man-date already exists, such as theHudson Bay, and also shows antic-ipated mandates in other regions.The upcoming mandates in Europeand North America require a new

standard (DO-260B) which impliesan upgrade to the FWC and con-nections between the MMR and theATC transponder. This will enableadditional benefits in terms of safe-ty, flight efficiency and situationalawareness, thanks to the GPS dataenabling the transmission of moreaccurate information on aircraftpositions and the improved latencyin broadcasts.

CONTACT DETAILS

Christine VIGIERDesign Management AvionicsAirbus Upgrade ServicesTel: +33 (0)5 67 19 02 17Fax: +33 (0)5 62 11 08 [email protected]


2010DO-260

2020DO-260B

2017DO-260B

Date to be determined with a D0-260

minimum standard

2013DO-260

Mandates

Figure 10


automatic dependent surveillance broadcast (ads-b)airbus upgrade services automatic dependent...

Documents