powerpoint presentation...• tacan/dme share the same frequencies as jtids/mids 5 tacan/dme...
TRANSCRIPT
© BAE Systems 2010
IDLS 2010FCA End-To-End SolutionsSteve DunksTDL Design Authority – BAE Systems AeI
1
© BAE Systems 2010
Presentation Overview
• Some basic facts about Link 16 operation
• Why monitor against Frequency Clearance Agreement (FCA)
• Tools and techniques for monitoring the FCA
• UK experiences with FCA
• Cross-Border monitoring challenges
• Future of the L-Band and what impacts that may have on Link 16
2
© BAE Systems 2010
Link 16 Usage – The Facts
• Link 16 operates within the 960-1215MHz frequency range (L-Band)
• Link 16 is an UNAUTHORISED user of the L-Band
• L-Band Allocated to Aeronautical Radio Navigation Services (ARNS)
• World Radio Conference (WRC) does not recognise Link 16 as an official user
• Link 16 unlikely to ever get official worldwide status in the L-Band
• Most National Aviation Authorities have given permission to operate Link 16 under a FCA
3
© BAE Systems 2010
Frequency Clearance Agreement
• FCA defines the organisation and rules by which Link 16 can be operated
• UK FCA 6.8 includes• FCA management structure• Monitoring criteria and SOPs• IPF features• Compliance monitoring requirements• Cleared units/terminals• Monitored sites and areas• Points of Contact
• It is a State responsibility to agree its own FCA• Significant differences between nations’ FCA• From 2 to 100 pages
• Work is underway to create a Common FCA through the MIDS/JTIDS Multi National Working Group (MNWG)
4
© BAE Systems 2010
What is the Potential Problem?
• IFF protected with 2 guard bands in the frequency spectrum
• TACAN/DME share the same frequencies as JTIDS/MIDS
5
TACAN/DMEFrequencies
960MHz
1215 MHz
969MHz
1206MHz
JTIDS/MIDSFrequencies
1008MHz
1053MHz
1065MHz
1113MHz
1030 MHzIFF Tx
1090 MHzIFF Rx
© BAE Systems 2010
Impact on ICAO Threshold
6
0
10
20
30
40
50
60
70
80
90
100
-100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50
Beacon Signal Level (dBm)
Bea
con
Rep
ly E
ffici
ency
(%)
NO_JTIDS -33dBm -33dBm / -70dBm -33dBm / -75dBm -33dBm / -80dBm -33dBm / -85dBm
© BAE Systems 2010
Techniques for FCA Management
• Different nations have different FCA criteria• Different approaches to dealing with their FCA with all trying
to manage the same problem in myriad different ways
• Pre-planned FCA management• Network Design Tools• TDL Architecture Planners• US De-confliction Server
• Active JTIDS/MIDS monitoring and reporting• Monitor live against planned activity• Dynamically react to operational events
• RF monitoring• DME performance focused
• SOP’s, but getting harder in a dynamic environment!
7
© BAE Systems 2010
FCA UK Perspective
• UK has always had a comprehensive set of criteria for use of JTIDS/MIDS in the UK• High civil aircraft density in limited area• Limited ability to separate military operations• Specific DME/TACAN equipment performance limitations
• UK approach to enabling JTIDS/MIDS operations has always been an end-to-end solution
• Test it• Plan it• Actively Monitor it• Report it• Relax it
• FCA relaxation achieved through• Increased and continued test evidence• Enhance monitoring and reporting capabilities• Baselining and monitoring the ATC Environment
8
© BAE Systems 2010
FCA Test Program
• Rigorous and successful testing program run in the UK
• 8-Net Simulator used to emulate RF pulse environments• Used to simulate specified operational RF conditions
• Connected to real DME equipment• Measure impact on each DME type in controlled environment• Determine potential impact on DMEs• Report to CAA
• Enables informed and defendable decisions to be made based on anunderstanding of the effect on safety of life systems
9
© BAE Systems 2010
UK FCA Safety Strategy
• MoD produce and maintain a Safety Plan for MIDS/JTIDS in the UK• Organisation and activities performed
• Baseline Safety Case• General approach to safe operation of MIDS/JTIDS
• Safety Case produced for all individual platforms
• All terminal types require approval based on provided technical performance details
10
© BAE Systems 2010
FCA Management
• UK approach to FCA Management• Multiple concurrent L16 Networks• Platform/Network planned/actual TSDF/ETSDF• Geo-Area Management• Protected Airspace Management• TACAN/DME TSDF/ranges• SSR ranges• Automated FCA alert reporting
• Time re-use platform loads
• Ability to dynamically manage network
• Configurable FCA monitoring criteria• FCA is not a static agreement
11
© BAE Systems 2010
MIDS/JTIDS and RF Monitoring Collaboration
• Research into integration of MIDS/JTIDS Monitoring with RF monitoring• JNMS integration with QinetiQ LJAF
• Actively monitor and measure cross border TSDF
• Compare MIDS/JTIDS vs RF calculated TSDFs
• Future options• Integration of DME performance monitoring• Detect split nets• Detect illegal transmitters
12
© BAE Systems 2010
Cross Border Monitoring Challenges
• Pulses don’t stop at national boundaries
• Cross Border Management Procedures• European MIDS/JTIDS Cross-Border Coordination (EJCC)• EJCC Standard Operating Procedures • Information should be provided in JTIDS Forecast Activity Report (JFAR)
• How accurate and up to date is this information?• Are operational updates reflected on a daily basis?
• How can you monitor it?• It can be planned for• RF Monitors could be used
• How can you limit neighbouring nations usage?• Your country my already exceed FCA limits before you even turn on a single
unit?
13
© BAE Systems 2010
L-Band Future
• More Link 16 Platforms!
• Frequency re-mapping• 51 frequencies down to 37• Increasing pulse density per frequency
• Global Navigation Satellite Service (GNSS)• Testing shown similar impact of MIDS/JTIDS on GNSS receivers as DMEs• Geographic area limitation may be required to further restrict Link 16
• Aeronautical Mobile (Route) Service AM(R)S• Primary ATC datalink system post 2020• Current indications are Pulse base system
• Possible increase in European DME coverage• More Flights• More Systems – UAVs
• WRC Agenda Items 1.3 and 1.4
14
© BAE Systems 2010
L-Band Future Systems
15
© BAE Systems 2010
Will There be an Impact on JTIDS/MIDS?
• FCS adds to pulse density whichever system is selected
• If we maintain 51 Hopping Channels• There will be a need for FCAs to reduced pulse density for JTIDS to
compensate
• If there is a need for a reduction in number of Hopping Channels• This will increase loading on each channel• Thus need to revise FCA’s to maintain pulse density per channel as well as
a reduction to compensate for FCS, in effect a double blow to capability
16
© BAE Systems 2010
Summary
• Link 16 has no authority within the L-Band• Able to operate only through agreement with the National Aviation Authority
• Different nations approach FCA monitoring differently
• UK adopts an end-to-end solution for FCA compliance• Plan, design, monitor, analyse and report and has a safety margin
• FCA is not static• Significant changes on the horizon that will mean new management
problems just to stand still let alone improve
17
© BAE Systems 2010
Questions
18