# Presentation: 725862

## ADS-B:  Overview and Applications for the Gulf of Mexico

**Edward Hahn**
**21 March 2000**

- MITRE

## Briefing Assumptions 

**This briefing is *****not***** a sales pitch for any particular ADS-B data link or equipment solution**
**ADS-B functionality can work on several candidate links**
**This briefing is intended to inform the community about:**
***Operational Capabilities***** that ADS-B and CDTI can provide**
**Status of ADS-B development**** **
***	******MITRE/CAASD has no financial interest or royalty agreements with any company selling ADS-B or ATC equipment***

## Briefing Overview

**ADS-B and CDTI**
**Capstone Program**
**Potential Applications for the Gulf of Mexico**

## ADS-B and CDTI Overview

## Automatic Dependent Surveillance - Broadcast (ADS-B) - Background

**Automatic Dependent Surveillance - Broadcast (ADS-B) - Background**

**A cooperative air-air and air-ground surveillance system:**
*improved information for pilots, controllers, and ATC decision support systems*

**Ground**
**Receiver**

- Call Sign
- Category
- 3-D Position
- 3-D Velocity
- Emergency Status*
- Turn Rate*
- Trajectory Change Point*

- * Optional Parameters

**Nav. Source **
**e.g., GPS + Baro Altimeter**

**Pilot Input**

**CDTI**

**ADS-B**

## Cockpit Display of Traffic Information (CDTI)

- Graphical Weather

- Selected Target Ground Speed & Call Sign

- Own Aircraft

- Other Traffic, with velocity vector and altitude (100’s of feet)

- Map symbols for runway and extended centerline

**Cockpit Display of Traffic Information (CDTI)**

**Notes:**
This is a sample of a Cockpit Display of Traffic Information (CDTI). It shows weather radar information, nearby ADS-B or TIS-B targets, a runway designation, and the own aircraft.

## ADS-B May Enable a Wide Range of Operational Capabilities

_**Air-to-Ground**_
- Surveillance Coverage in Non-Radar Airspace (with Improved Separation Standards)
- Enhanced Special VFR Operations

_**Air-to-Air**_
- • Improved Separation Standards
- • Enhanced See and Avoid
- • Enhanced Operations for En Route
-     Air-to-Air

_**Airport Surface**_
- Improved Pilot Situational Awareness
- Enhanced Controller Management of  Surface Traffic
- Reduced Potential for Runway Incursion / Ground Collision

**ADS-B May Enable a Wide Range of Operational Capabilities**

- Artwork credit:  FAA Safe Flight 21 Office

**Notes:**
There are nine operational enhancements that define and bound the scope of the SF-21 program as determined by RTCA--they can be roughly divided into 4 categories: air-to-air, air-to-ground, ground-to-ground, and ground-to-air. Please note that these categories are not mutually exclusive.

Air-to-air and ground-to-ground applications are generally oriented to capacity and efficiency benefits--the focus of the Ohio valley activities. The air-to-ground and ground-to-air applications are generally oriented to safety benefits--the focus of the Capstone activities. These nine enhancements are thoroughly described in the SF-21 Master Plan.

## Alaska Capstone Status

## Alaska Capstone:Objectives

**Primary Objective:  Improve Aviation Safety**
**Reduce fatal accident rate by 25%:**
**Enroute/approach navigational errors in reduced visibility**
**Mid-air collisions between the Capstone airports and in the vicinity of Bethel**
**Reduce fatality rate via improved search and rescue**
**Secondary Objective:  Improve Capacity & Efficiency**
**Reduce cancellation rate by 10% through improved weather sensors and distribution**
**Reduce flight delays by 5% with navigation and weather reporting improvements**
**Reduce fuel waste caused by weather**

**Notes:**
The Capstone project has a primary and secondary objective: the primary objective is to improve aviation safety. The specific areas of concentration are to reduce the accident rate due to navigation errors (controlled flight into terrain) and to reduce the rate of mid-air collisions. Related to improved aviation safety is the goal to reduce the fatality rate by improving the search and rescue process. This is particularly important in Alaska for three reasons: 1. Search and rescue is a daily activity; 2. Because of limited radar coverage, the location of an accident can be difficult to determine; 3. Because of harsh weather conditions, crash victims need to be located quickly.

The secondary objective is to improve capacity and efficiency by reducing flight delays, cancellations, and fuel waste caused by weather.

Specific improvement targets have been identified. Data collection and analysis are being defined as part of Capstone to assess the results.

## Initial Capstone Area of Interest:Yukon - Kuskokwim Delta

**JZZ**

**IIK**

**5S8**

**4Z4**

**SCM**

**AK85**

**PTU**

**KLG**

**RSH**

**MOU**

**Bethel**

**Notes:**
The initial area of interest for Capstone is the Yukon-Kuskokwim delta region in western Alaska. This area consists of a large flat delta with mountains to the north and east. Bethel is the central supply “hub” for the region’s small villages. This area is roughly 300 NM across.

## Capstone FY00 Program Specifics

**Yukon - Kuskokwim Delta Region Initially**
**Follow-on plan to cover the entire state**
**Region is nearly 100% dependent upon aviation**
**Bethel is the “hub” **
**Plan 12 ground stations for this region**
**120 aircraft equipped (near 100% equipage)**
**Light piston single/twin aircraft in Part 135 (Air Taxi) operations**
**Avionics equipage - integrated solution desired**
- IFR-certified GPS receiver
- Integrated ADS-B / TIS-B / FIS-B transceiver (UAT)
- Terrain database for CFIT avoidance
- Multi-function color graphics display for presentation of above information
- $15-20k (current pricing)

**Notes:**
This delta region is nearly 100% dependent upon aviation--there are no roads between villages and towns. Most transportation activities are performed by aircraft. Capstone plans to cover this region with 12 ground stations, thus providing thorough, redundant coverage. If the demonstration goes well in Bethel, the Capstone program plans on covering the entire state of Alaska with a complete network of ground stations in the future.
There are about 150 aircraft that work out of the Bethel area serving this region. These are primarily light piston single or twin aircraft operating as air taxis. Capstone plans to equip all of them, resulting in nearly 100% equipage. This level of equipage can offer maximum benefits very quickly. The avionics package includes an IFR-certified GPS receiver, an integrated ADS-B/TIS-B/FIS-B UAT transceiver, terrain database/CFIT avoidance capability, and a multi-function color graphics display. The cost of each avionics package is currently $15-20K. It is expected this price will come down as production is ramped up in the future. All costs of the avionics and ground infrastructure are incurred by the FAA in Alaska.

## Capstone FY00 Program Specifics(concluded)

**Connection to Anchorage En Route Center MicroEARTS & other remote displays, including airport towers and operator dispatch offices**
**MicroEARTS is the Alaska equivalent to Host and DSR**

**Notes:**
As part of Capstone, all ground stations are connected back to the Anchorage en route center so the ADS-B information can be displayed to the controllers. Furthermore, in the future, displays of the ADS-B information may also be provided to airport towers and operator dispatch offices.

## Capstone Avionics

**Notes:**
This is a picture of the Capstone avionics suite produced by UPS Aviation Technologies. In the upper left is the UAT--in the future, the packaging of the UAT will be even smaller and lighter. Also shown is the multi-function display and the GPS receiver. Sample application screens are shown at the bottom.

## Capstone Services

**ADS-B air-to-air****:  use as aircraft equip**
**ADS-B air-to-ground**
**Initial implementation into Anchorage Center MicroEARTS in “shadow mode”**
**Eventual migration to operational use (target Jan 01)**
**ADS-B targets handled like radar targets**
**Traffic Information Service - Broadcast (TIS-B) ground-to-air****: uplink of radar targets to aircraft**
**Surveillance source:  MicroEARTS or direct from local radars**
**“****TIS-B” currently being defined**
**TIS-B testbed being developed at FAA WJH Tech Center**

**Notes:**
Capstone services include ADS-B, TIS-B, and FIS-B.

ADS-B air-to-air services will be implemented first as the aircraft are equipped. ADS-B air-to-ground services, providing radar-like information will be provided in Anchorage Center using the MicroEARTS. Initially, implementation will be in “shadow mode” with the eventual operational use planned for January 2001.

TIS-B ground-to-air services are not as well defined at this time. The surveillance source will likely be from the MicroEARTS in the long-term; however, an interim solution could use local radar as the source. A TIS-B test bed is being developed by the SF-21 program at the FAA’s technical center in Atlantic City, NJ.

## Capstone Services(concluded)

**Flight Information Services - Broadcast**** (weather, NOTAMs, SUAs etc.)**
**Bundled on same data link as ADS-B for Capstone**
**First deployment:  summer ‘00**
**Flight Following**** capabilities for operators (using commercial vendor)**
**New**** GPS non-precision approaches**** ****to small village airports**
**New**** Automated Weather Observing System stations**** with voice broadcast capability**

**Notes:**
FIS-B services will use one or both of the National FIS vendor(s) as the source of the weather data. Contracts were awarded to ARNAV and Allied Signal. The Capstone server will interface to the vendor(s) and process the vendor data prior to its transmission to the aircraft. The first deployment for FIS-B is scheduled for late spring or early summer of 2000.

Capstone, outside of the bounds of SF-21, is also providing new non-precision approaches and automated weather sensors to a handful of small villages with airports. 

## Capstone Architecture

**Capstone Server**
**(GBS)**

*Weather*

*Situation*
*Display*

*ATC** **System*
- μEARTS

*Process*
*Monitor*

**Anchorage Center**

**Remote Site****(x12)**

*UAT*

*UAT*

- ADS-B

- TIS-B

- FIS-B

- Receive:ADS-B

- Transmit:TIS-B, FIS-B

- Ground-based transceiver (GBT)

*GPS*

**Capstone Architecture**

**Alaska-NAS Inter-facility Communication System (ANICS)**

*Multi-*
*Function *
*Display *
*(CDTI)*

**Notes:**
This diagram describes the Capstone Architecture at a high level. There are four components: the aircraft, remote site ground stations, communications satellite, and the central site at Anchorage.

The aircraft contains the avionics ship set including the UAT, a multi-function display, and a GPS. Two-way communications are occurring between the aircraft and the ground station.

Remote sites may be  located in small villages or towns, or on a mountain top. They must be able to withstand harsh conditions and require minimum maintenance and power. The initial ground sites will be deployed at existing ANICS sites--these sites already provide facilities and connectivity. The remote sites contain a UAT, similar to the UAT in the aircraft. The UAT may or may not be configured in the Ground Broadcast Transceiver (GBT). The GBT is a larger box with its own processor; it can accommodate multiple radios if desired. Because of maintenance and power consumption concerns, a UAT-only (no GBT) configuration may be implemented. From a functional point of view, the GBT and non-GBT configurations are equivalent; however, the control functions to the Capstone server are different for the two configurations. Two-way connectivity between the remote sites and the Anchorage central site is provided via ANICS, if a nearby ANICS ground site is available. If ANICS is not available, other options including phone lines and microwave links will be explored.

In Anchorage center, there is one Capstone server. (This server is designed around the MITRE prototype GBS.) All remote sites communicate through the Capstone server. The Capstone server also interfaces to the ATC system (MicroEARTS), the weather feed, and maintenance monitoring. If desired, the server can also provide a situation display of target and weather information. For up-link services (FIS-B, TIS-B), the Capstone server tailors the data for each remote site’s area of interest prior to the data being sent to the remote site.

## Capstone Schedule

**3 Year Program**
**First phase:**
**Aircraft installations: ****	****Jan-May 00**
**Initial ground infrastructure: ****	****Jan-May 00 (6 sites)**
**Initial ADS-B air-to-air services:****	****as installed**
**Initial ADS-B air-to-ground services:****	****Summer 00**
**Initial FIS-B services: ****	****Summer 00**
**Initial TIS-B services: ****	****Summer 00**
**Operational ADS-B air-to-ground services:****	****Jan 01**
**Additional capability in out-years**
**Additional voluntary aircraft equipage**
**Additional ground stations (eventual target statewide)**
**Additional procedures approved**
**Additional IFR certification of applications/avionics**

**Notes:**
The Capstone budget for this year is $6 M. Last year’s was about $11 M and future year’s will be approximately $6 M. Most of the money has been allocated to purchasing the avionics and ground infrastructure. Some engineering support has also been included.

Capstone is a 3 year program. Last year, most of the effort was spent in organizing the program and purchasing avionics. The aircraft equipage is scheduled of Jan-May of 2000. The first six ground sites are scheduled for deployment by May 2000. Initial ADS-B air-to-air services will start as soon as aircraft are equipped. Initial ADS-B air-to-ground services will start during the summer of 2000. Initial FIS-B services will start in May of 2000. Initial TIS-B services are estimated to start in summer of 2000 or later. The operational use of the ADS-B air-to-ground services is scheduled for January 2001.

## Some Potential ADS-B Applications for the Gulf of Mexico

## Some Potential Near-Term ADS-B Applications for the Gulf of Mexico

**ATC applications**
**Surveillance Coverage in Non-Radar Environment, With Improved Separation Standards**
**Airport Surface Surveillance**
**Improved Special VFR Operations**
**AOC / Airport Station applications**
**Flight Following / Aircraft Tracking**
**Ramp Management**
**Cockpit-based applications**
**Enhanced See-and-Avoid**
**Enhanced Visual Approach**
**Enhanced Airport Surface Situational Awareness**
**Enhanced Operations for Enroute/Oceanic Air-to-air**

## ATC Applications

**ADS-B can provide high-quality surveillance for less cost than radar in non-radar airspace**
**In the Gulf, below/outside radar coverage**
**At airports without radar coverage (e.g. Morgan City, Houma)**
**Work underway (Capstone) to certify that ADS-B can provide ATC surveillance *****equivalent to enroute radar***
**Provide *****operational***** IFR “radar-like” services enroute - Jan 01**
**Eliminate “one-in/one-out” IFR airport operations**
**Potential to adapt procedure to GoMEX grid system and shore helicopter bases**
**Better ability to handle mixed Special VFR traffic & IFR**
**Additional potential for low-cost airport surface surveillance for shore helicopter bases**
**Differential GPS required**

## AOC / Airport Station Applications

**Sharing of ADS-B surveillance information with operators will allow for automatic Flight Following capability**
**Similar to Enhanced Traffic Management System (ETMS) capability already provided to airlines**
**Benefits:**
**FAR 121/135 requirements**
**Ensure highest aircraft utilization**
**Privacy issues need to be resolved**
**Ramp Management**
**At hub airports, airport surface ADS-B can provide a high-resolution picture of all aircraft locations on the ramp**
**Alternative to new ramp tower construction, gate cameras, etc.**
**Potential equipage of ground service vehicles will provide additional situational awareness for ramp manager**

## Cockpit-based Applications

**The following near-term applications are described in detail:**
**Enhanced See-and-Avoid**
**Enhanced Visual Approach**
**Enhanced Oceanic/Enroute Operations**
**Further out applications**
**IFR Conflict Detection / Resolution**
**Approach Spacing**
**Maximize airport arrivals by reducing variation in arrival stream gaps**
**IFR Approaches to Closely Spaced Parallel Runways**
**Oceanic/Enroute “Stationkeeping” - with appropriate cockpit aids**

## No ATC procedural change needed to make use of CDTI
Pilot must acquire aircraft visually

**No ATC procedural change needed to make use of CDTI**
**Pilot must acquire aircraft visually**

**"Traffic 12 o' clock, four miles level at 5000, ****United 747****, advise in sight”**

- No CDTI (Baseline)

- CDTI Available

- 050

- NWA930

- 050

- UAL244

- CDTI

- CallSign

- Traffic
- Symbol

## Enhanced See-and-Avoid

**This application close to approval for operational use by cargo airlines**
**Benefits**
**provides enhanced safety in low-visibility VFR operations, or mixed VFR and IFR traffic (e.g., offshore IFR operations mixed with VFR traffic)**
**auxiliary benefit is that crews start becoming familiar with CDTI**** **
**Note:  Enhanced Airport Surface Situational Awareness similar to this application - requires addition of airport map and differential GPS**

## Enhanced Visual Approaches

**Visual Approach Weather Minima**

** **

**Ceiling = MVA + 500 Ft.**

** **

**Visibility = 3 Miles**

- VFR = 1,000 Ft. / 3 Miles

- MVA = Minimum Vectoring Altitude

- VFR = Visual Flight Rules

- (All altitudes are AGL)

- 2 - 5 Miles

- Pilot uses visual cues for separation purposes

**Enhanced Visual Approaches**

**CDTI available as enhancement to visual approach procedure - pilot must still have traffic visually**
**Small ATC procedural change needed to make use of CDTI**
**Call Sign**

## Enhanced Visual Approach

**Approval expected within next 12 months**
**Benefits:**
**Ability to continue Visual Approaches into marginal VMC conditions**
**Example:  SFO**
**Current ceiling/visibility for visual approach = 4500’ / 7 miles**
**With EVA, expected minima 3000’ / 5 miles**
**Note that MAJORITY of landing operations in NAS conducted during visual conditions**

## Enhanced Operations Oceanic/Enroute:  Current TCAS In-Trail Climb

**Enhanced Operations Oceanic/Enroute:  ****Current TCAS In-Trail Climb**

**In oceanic environment, aircraft often forced to fly inefficient altitudes because of procedural separation**
**TCAS In-Trail Climb (1995) invented to allow aircraft to overcome limits**
**Distance determined by TCAS equipment**

## Enhanced Operations Oceanic/Enroute: TCAS In-Trail Climb

**Flight Crew Procedures**
**Establish positive identification via squawk standby/normal**
**Determine initial geometry requirements are met**
**Bearing, distance, and relative speed windows **
**Controller Procedures**
**Determine proper request is received (includes lead aircraft call-sign, distance to traffic, phrase “in-trail climb”, and requested flight level)**
**Apply ITC non-radar separation rule:**
**Separation is at least 15 NM as reported by the pilot **
**Lead aircraft is the appropriate aircraft for the climb, on same track, and similar speed**
**Maneuvering aircraft is following at the minimum vertical separation**
**Appropriate separation minima apply at the new altitude**** **
**Pilot concerns about lack of Flight ID on TCAS display**

**	****Task****	****Current TCAS****	****ADS-B/CDTI****	**

**	****Positive ID****	****Voice Comm /****	****Flight ID on CDTI****	****	****Squawk Standby**
**	****Closure Rate Determination****	****Voice Comm****	****CDTI w/ Digital Closure**
**	****Distance Measurement****	****TCAS Traffic Display****	****CDTI w/ Digital Range**
**  ****Bearing Estimate****	****TCAS Traffic Display****	****CDTI**
**	****Max Surveillance Range****	****    ~35 nm****	****80+ nm**

**Enhanced Operations Oceanic/Enroute:****CDTI In-Trail Climb/In-Trail Descent**

## Cockpit-based Applications Summary

**CDTI has the potential to allow for a wide variety of new procedures**
**Many overcome limitations of ground-based control**
**Significant issues toward operational approval**
**ATC & pilot procedures / “break-out” handling**
**Mixed equipage environment**
**Pilot responsibility / liability**
**Coordination between ATM system enhancements**
**e.g. Conflict Detection & Resolution vs. ATC Conflict Probe**

## Overall Maturity of ADS-B Technology

**Available now/next 12 months:**
**Avionics and ground equipment (including flight-following displays and Local-Area DGPS)**
**Available controller equipment includes MicroEARTS and ARTS IIIE**
**interface to Host would require additional development**
**Note that link decision has not been made, but equipment upgrades should be possible once standardized**
**Operational Capabilities**
**Enroute “radar-like” services via ADS-B**
**Flight following capability**
**Enhanced See-and-Avoid**
**Enhanced Visual Approach**
**In-Trail Climb/Descent**

## Overall Maturity of ADS-B Technology (concluded)

**Major Future Milestones**
**RF Data Link decision by Summer 2001**
**Advanced Applications to be developed**
**Approach Spacing**
**Airport Surface Situational Awareness**
**Oceanic Stationkeeping**
***Note:  Specific application development can be accelerated external to Safe Flight 21 Plan if interest and resources made available by community***
**FAA Limited Deployment Decisions starting Sept 01**
**“****Pockets” of local implementations where justified**
**Assumes no prior private industry investment in ground infrastructure or avionics**
**NAS-wide Deployment Decision estimated ~2003**