Automatic Dependent Surveillance Broadcast (ADS-B)
Federal Aviation Administration
Surveillance and Broadcast Services Office ATO-E
Who We Are
The ADS-B program is represented by the Surveillance and Broadcast Services Office, established by the Joint Resource Council September 9, 2005. Program Manager- Vincent Capezzuto [email protected]
ADS-B
Federal Aviation Administration
Who We Are
Chief Operating Officer- Russ Chew
Office of the AdministratorMarion Blakey
Vice President Of En Route and Oceanic ServicesRick Day
En Route Surveillance and Broadcast Services OfficeVincent Capezzuto
ADS-B
Federal Aviation Administration
Automatic Dependant Surveillance Broadcast (ADS-B) Description
Automatic
Periodically transmits information with no pilot or operator input required Position and velocity vector are derived from the Global Positioning System (GPS) or a Flight Management System (FMS) A method of determining position of aircraft, vehicles, or other assets Transmitted information available to anyone with the appropriate receiving equipment
Dependent
Surveillance
Broadcast
GPS Based ADS-B
ADS-B
Federal Aviation Administration
Automatic Dependant Surveillance Broadcast (ADS-B) Description
The ADS-B system is a crucial component of the Next Generation Air Transportation Systems (NGATS). It provides surveillance and situational awareness simultaneously to pilots and air traffic control facilities. ADS-B is designed to improve the safety, capacity, and efficiency of the National Airspace System (NAS) while providing a flexible and expandable platform to accommodate future air traffic growth.
ADS-B
Federal Aviation Administration
ADS-B Description
Full implementation of ADS-B capabilities requires
Aircraft avionics equipage (datalink radio and/or display capability) Ground stations supporting datalink to aircraft Integration into existing Air Traffic Control (ATC) automation systems (Micro EARTS, Common ARTS, STARS, ASDE-X, ERAM)
ADS-B
Federal Aviation Administration
ADS-B Data-link
Two ADS-B links or frequencies are approved by the FAA
Mode S extended squitter (1090 MHz)
Used for most commercial aircraft
Universal Access Transceiver (UAT) (978 MHz)
Typically used for other aircraft and vehicles
Dual links may require a multilink or ADSRebroadcast (ADS-R) function to ensure 1090 and UAT users see each other
109 0
T UA
0 09 1
T UA
ADS-B
Federal Aviation Administration
Aircraft CDTI
Cockpit Display of Traffic Information (CDTI)
Aircraft / vehicle broadcasts known GPS position and additional data Radar like display for ADS-B traffic in aircraft cockpit or vehicle Other capabilities include broadcast traffic information, terrain, and weather (via FIS-B and TIS-B services)
ADS-B message includes:
Heading Altitude Call sign Speed Distance Aircraft category
Federal Aviation Administration
Notional implementation of display
ADS-B
ADS-B Broadcast Services
Traffic Information Service Broadcast (TIS-B)
TIS-B broadcasts surveillance data
Flight Information Service Broadcast (FIS-B)
Graphical NEXRAD Weather, meteorological observations, and Terminal Area Forecasts (TAFs) broadcast from ground stations Early planned enhancements include graphical Temporary Flight Restrictions (TFRs) and additional graphical weather products * These services are advisory
Radar Weather Aeronautical Information
Control Facility
*Notional physical architecture
ADS-B Federal Aviation Administration 9
Why deploy an ADS-B system?
An ADS-B system provides the air/ground infrastructure upon which applications can be deployed when available to obtain additional benefits
Air-to-air applications Other information services Surveillance Information
ADS-B
Federal Aviation Administration
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Proposed Capabilities
Air-to-Air Improved Separation Standards Improved Low-Visibility Approaches Enhanced See and Avoid Enhanced Operations for En Route Air-to-Air Air-to-Ground Surveillance Coverage in Radar / Non-Radar Airspace
Ground-to-Ground Improved Navigation on Taxiways Enhanced Controller Management of Surface Traffic
Ground-to-Air & Self-Contained Weather and SSR Traffic to the Cockpit Affordable Reduction of Controlled Flight into Terrain (CFIT)
ADS-B
Federal Aviation Administration
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TIS-B / FIS-B Service
Coverage for 40 existing sites
ADS-B Federal Aviation Administration 12
Approach: Initial ADS-B Applications
Application: Surveillance Broadcast Services (En Route, Terminal, Surface) Traffic / Flight Information Broadcast Services Enhanced Visual Acquisition Enhanced Visual Approaches Final Approach and Runway Occupancy Awareness Airport Surface Situational Awareness Conflict Detection Segment: Segment 1 & 2 Segment 1 & 2 Segment 1 & 2 Segment 1 & 2 Segment 1, 2 & 3 Segment 1, 2 & 3 Segment 1, 2 & 3
Additional Aircraft to Aircraft Requirements Definition Segment 1, 2 & 3
ADS-B
Federal Aviation Administration
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Program Status JRC-2B
Deliverable Formulate Plan / Scope ATMAC Brief Draft PMP Updated Schedule w/ Risk - Segment 1 Final Schedule Evaluation Activities (ATO-F & Cost Team) Risk Management Plan CONOPS Complete Implementation Strategy & Planning (OMB 300 Attachment 3) Schedule Complete Lifecycle Cost Analysis Benefits Analysis JRC Readiness Briefing CIT Review (F&E and OPS Budget Impact) (ATO-F) Final Program Requirements (fPR) (OMB 300 attachment-1) Updated OMB 300 ATO-F Final Review & Approval (PMR-Juba) JRC Secretariat Prep Cycle - Initiate ACM Checklist / JRC Agenda Business Case Analysis Executive Council Briefing JRC 2b Completion Date Completed 2/24/06 X 2/24/06 X 3/24/06 X 4/7/06 X 4/28/06 4/28/06 4/28/06 4/28/06 5/4/06 5/9/06 5/9/06 5/15/06 5/22/06 5/23/06 5/23/06 5/23/06 5/24/06 5/30/06 5/31/06 6/7/06
ADS-B
Federal Aviation Administration
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Acquisition Strategy
ADS-B Critical Service + ADS-R Service
ADS-B Equipped Aircraft & Vehicles
TIS-B & FIS-B Essential Service
ADS-B Equipped Aircraft & Vehicles
ADS-B Downlink
ADS-R Broadcast
Design = Critical Initial Implementation = Essential
TIS-B FIS-B Broadcast Broadcast
ADS-B Downlink*
Downlink Air Interface
Uplink Air Interface
Uplink Air Interface
Downlink Air Interface
UAT TX 1090ES RX UAT RX 1090ES TX UAT TX
1090ES TX UAT & 1090ES RX
Vendor Monitoring and Control
Ground Interface & ADS-R Processing Function
Data Exchange for ADS-B & TIS-B Broadcast coordination for TIS-B & ADS-R
FIS-B Processing
TIS-B Processing
Ground Interface Function
Vendor Monitoring and Control
Boundary of Performance Specifications #1 & #2
FIS-B Data Sources TIS-B Data Sources
* - required for TIS-B in advance of ADS-B downlink implementation
Operational & other Data
FAA Monitoring
Other Data Users (e.g. Airlines)
ATC Automation & Display
FAA Monitoring
Other Data Users (e.g. Airlines)
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Federal Aviation Administration
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Acquisition Strategy (Continued)
Addresses acquisition approach and total cost of ownership:
Maximize competition, minimize protests due to patent issues, competition with XM radio style service providers, level playing field for all respondents to RFO, reduce total cost of ownership:
Performance specification maximizes acquisition alternatives
FAA awards, owns, and maintains Service Award Performance Based Acquisition can be exploited for the two approaches
ADS-B
Federal Aviation Administration
16
Acquisition Strategy (Continued)
Segment 1 ADS-B service locations include the following:
Service Coverage Volume: Southeast Alaska Juneau Area
Service Delivery Point: Anchorage Center and Juneau Air Traffic Control Tower Service: Surveillance
Service Coverage Volume: Gulf of Mexico Area
Service Delivery Point: Houston Center and Helicopter Operator Dispatch Center Service: Communication, Weather, Surveillance
Service Coverage Volume: Louisville (KY), Kansas City (MO), Garden City (KS), North Platte (NE) Area
Service Delivery Point: Louisville TRACON and UPS Airline Operations Center Service: Surveillance
Service Coverage Volume: Philadelphia Area
Service Delivery Point: Philadelphia TRACON and UPS Airline Operation Center Service: Surveillance
Additional potential locations include:
Ontario, CA Memphis, TN Indianapolis, IN Oakland, CA Newark, NJ
ADS-B
Federal Aviation Administration
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General Rulemaking Process
RPR Process* NPRM Process* Final Rule Process**
OPR identifies need for rulemaking Rulemaking team drafts NPRM Comment period closes
40 Days
Final team concurrence
2 Weeks
8-12 Months
Economist draft economic evaluation
Rulemaking team disposes of comments
Internal FAA coordination
120 Days
Council approves Phase I RPR
Final team concurrence
Yes Significant?
OST Review and OMB Review
2 - 4 Weeks
Internal FAA coordination
Federal Register publishes final rule
Yes Significant?
OST Review and OMB Review
6 Months
Council approves Phase II RPR
Rulemaking team drafts final rule
Subtotal = 16 Months
Expedited Approach
No Federal Register publishes NPRM
Subtotal = 18 24.5 Months
Economist prepares Regulatory Evaluation
End
45 Days
Total = 34 Months 40.5 Months
2 Weeks
*Estimated durations and diagram provided by AVS/Mitre
**Source: FAA Office of Rulemaking Quality Management System Rulemaking Manual; Average timeframes provided, actual timeframes depend on size and complexity of project
ADS-B
Federal Aviation Administration
15 Days
RPR team prepares Phase II RPR
1-3 Months
No
Council approves Phase III RPR
18
120 Days
Meets every 6 weeks
Rulemaking team prepares Phase III RPR
45 Days
OPR prepares Phase I RPR
90 Day Comment Period
Critical Decision
Do we keep existing radars?
High Infrastructure Requirement
NO
Position Source
Primary ? GPS?
YES AE
Backup ? eLORAN INS DME/DME Need NGATS Requirements
I
Ground Infrastructure
Low Airborne Equipment Requirement
Radar ? Multilateration ?
+ In addition to ADS-B
Link to General Rulemaking Process
ADS-B
1. 2. 3.
Basic Intermediate Advanced
Federal Aviation Administration 19
Summary
Program has transitioned from Research and Development (R & D) to Implementation Dual track service acquisition and rulemaking strategy being examined Technical issues under investigation
Surveillance / Navigation Backup Effects of 1090 Mhz uplink saturation in high density airspace
Collaborative FAA / industry effort will achieve a balanced customer owner employee approach
ADS-B Federal Aviation Administration
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