Surveillance and Broadcast Services

1
Surveillance and Broadcast Services

• ADS-B Status Briefing ASAS TN2

Vincent Capezzuto
April 14, 2008
2
Agenda

• Dual Track Strategy
• Requirements
• Acquisition Status
• Activity Description
• Rulemaking Status
• NPRM
• Air-to-Air Applications
• Discussion Points

3
Dual Track Strategy
Ground Infrastructure
2/2006 11/2006
11/2006 8/2007
10/2009 4/2010
9/2010
4/2008 3/2010
2/2008 1/2009
Test Ground Infrastructure / Voluntary Avionics
Equipage
Initial Operating Capability
Critical Services ISD
Acquisition Planning
Acquisition Execution
11/2008
2010 2013
Ground Infrastructure Deployment
Pre-NPRM Separation Standards Modeling
Separation Standards Approval
Avionics Equipage
4/2010
1/2007 8/2007
Avionics Equipage
2010 2020
Avionics Equipage Begins
RPR Phase I
RPR Phase 3
RPR Phase 2
Final Rule
NPRM
4/2010
5/2010
3/2008 2/2009
4/2006 9/2006
10/2007
In Process
Completed
RPR Rulemaking Project Record NPRM Notice of
Proposed Rulemaking ISD In-Service Decision
4
FY08 Accomplishments / Plans
Milestone Planned Date of Completion / Status
FY2008 FY2008
Release of NPRM October 2007 / Complete
Integrated Baseline Review October 2007 / Complete
Preliminary Design Review November 2007 / Complete
Critical Design Review February 2008 / Complete
Close of NPRM Comment Period March 2008 / Complete
Factory Acceptance Test for Broadcast Services April 2008 / Ongoing
Key site equipment delivery, installation and checkout May 2008 / Equipment Delivery and Installation Ongoing
Service Acceptance Test for Broadcast Services May 2008
Initial Operating Capability of Broadcast Services August 2008
5
Total Requirements Critical, Essential, IRD,
Test Case
6
Acquisition Status Ground Infrastructure -
System Architecture
Ashburn, VA
7
Acquisition Status Implementation Activities

• Began process for transmit authorization for
  eleven SV 168 (Miami) Radio Stations
• Planned for April 30 through Special Temporary
  Authorization (STA)
• Permanent FTA processing underway in parallel
• Supported installation of SDP equipment rack at
  ZMA, ZJX, and MIA TRACON
• En Route Communications Gateway (ECG) connection
  for radar data for TIS-B is awaiting completion
  of ECG System Support Modification
• Coordinating with ITT for site surveys of SDPs
• 6 oil platforms surveyed for surveillance and
  AWOS (an estimated 17 total platforms will be
  surveyed before April 30)
• SDF, ZID, PHL, ZHU, ZNY, ZDC, PCT targeted for
  summer 08
• NCPs and installation plans are in planning stages

8
ITT Radio Station Infrastructure (Ground Site)
Propane tank
2 GPS antennas
Backup generator
Enclosure
Environmental control
9
Acquisition Status Implementation Issues

• Issues
• Several sites held up in National Environmental
  Protection Act (NEPA) process
• FTA approvals expected end of April for initial
  sites May for others
• Key Site SAT
• On schedule no margin in schedule
• SAT start May 15, 2008 and SAT complete May
  30, 2008
• Only 91 days after SAT completion until IOC (no
  slack)
• Required Work Around
• Two sites on portable towers (COWs) until July
  due to NEPA
• COWs are in precisely the same locations as the
  permanent towers
• Transition two sites from COWs to permanent tower
  between SAT and IOC
• Must ensure transition does not interfere with
  Field Fam efforts

COW (Cell On Wheels)
10
Acquisition Status Scheduled On-Air Dates
ZJX
Lakeland Linder Regional Airport
Sebastian Municipal Airport
Boca Raton Airport
Dade-Collier Airport
ZMA / MIA
Florida Keys Marathon Airport
11
NPRM Status

• The NPRM comment period closed on March 3, 2008
• The FAA has categorized the comments that were
  received
• Number of Submittals (excluding FAA / DOT) 172
• Excludes duplicates, Department of Transportation
  and requests for extension
• Number of Comments 1,372 (101 positive, 1,271
  non-positive)
• Number of Issues 85

12
NPRM Comments By Affiliation
Type of Affiliation Number
Air Carrier (Domestic) 7
Aircraft Manufacturer - Transport Category 4
Aviation Law Student 6
Department of Defense 1
Individual Aircraft Owner 13
Individual Pilot - cert. type unknown 3
Individual Pilot - Private/Recreational/Sport 25
Other Government Org. 2
Aircraft Manufacturer - General Aviation 1
Association 22
Avionics Manufacturer 9
Foreign Air Carrier 1
Individual Pilot - ATP 4
Individual Pilot - Commercial Cert. 6
Other Fed. Government Agency 1
Other Individual 67
13
NPRM Summary Top Issues
Issue Number of Comments
ADS-B Benefits 137
Use of two datalink types 93
Disproportionality of costs / benefits on general aviation 75
Cost of implementation Aircraft Owners / Operators 79
Equipment Requirements Position Accuracy and Integrity 71
Limitation of rule to mandate ADS-B Out 42
Equipment Requirements 50
Implementation Timetable 45
System failures / backup 44
Broadcast message elements 41
14
ARC Formation of Working Groups
Working Group Team Lead ARC Member Support FAA Support SME Industry Support Estimated Number of Comments
A Link Implementation Strategy - ADS-R, Strategies, Link George Ligler (PMEI) Randy Kenagy (AOPA) Jeff Mittelman (MITRE) 131
B Programmatic Issues - Taking advantage of existing equipment domestically and internationally, Cost/Benefits, ARC recommendations TBD Jim Byrum (Cessna) Perry Clausen (Southwest Airlines) Randy Kenagy (AOPA) Sarah Dalton (Alaska Airlines) John Hansman (MIT) Bob Hilb (UPS) Gary Paull (MCR) 340
C Performance Requirements - WAAS, Antenna Diversity, DO-260, Power Jens Hennig (GAMA) Ken Dunlap (IATA) Randy Kenagy (AOPA) Bob Hilb (UPS) Jeff Mittelman (MITRE) 213
D Avionics Transition Retaining transponder and ELT equipment, Retrofit and forward fit implementation, relationship to positioning for navigation Rick Heinrich (Rockwell Collins) Jim Byrum (Cessna) Randy Kenagy (AOPA) Jeff Mittelman (MITRE) Jens Hennig (GAMA) 122
Notes This will be further defined in the next
few days. Only non-positive comments were
assigned to working groups.
15
Significant Comment Summary
Significant Comments
Insufficient Benefits to Operators ATC surveillance should be offered in expanded airspace i.e., to lower altitudes (AOPA)
Insufficient Benefits to Operators ATC surveillance should support closer separation than radar (ATA)
Insufficient Benefits to Operators FAA should provide financial incentives (ATA, Boeing, Airbus, AOPA)
Insufficient Benefits to Operators FAA should define ADS-B In applications that provide direct benefits to operators (ATA, Boeing, Airbus)
Disagree with Required Performance and Schedule FAA should require lower performance requirements, and accelerate implementation. Requirements should be based on Australia/Canada/European non-radar airspace application, which would accommodate many current aircraft (ATA, Boeing, Airbus)
Disagree with Required Performance and Schedule FAA should defer any rule supporting ADS-B In applications until requirements for additional applications are more mature (ATA, Boeing, Airbus)
Disagree with Required Performance and Schedule FAA should require ADS-B In, particularly for surface safety applications, and accelerate implementation (ALPA, NTSB)
Disagree with Required Performance and Schedule FAA should specify requirements based on airspace, rather than one-size-fits-all. i.e., reduced requirements in non-radar airspace, airborne vs surface. (AOPA, ATA, Boeing, Airbus)
Equipment Strategy Dual-link architecture limits a complete traffic picture to within coverage of ground systems, raising safety, international compatibility concerns and some question whether the architecture can be extended to NextGen applications. Support single-link, 1090 (Boeing, ATA, Airbus)
Equipment Strategy FAA needs to reconsider the transponder requirement and back-up surveillance strategy. Support single-link for general aviation On UAT, would affect TCAS and radar (AOPA)
Equipment Strategy Reconsider WAAS as only the currently-available service supporting the rule improve GPS constellation so that it is adequate (ATA)
Source Bruce DeCleene Summary Memo, March 25,
2008
16
Significant Comment Summary
Significant Comments
National Security DoD requires that certain traffic cannot broadcast ADS-B (e.g., VIP traffic) need to define provisions for accommodation (DoD)
National Security Need to coordinate security vulnerability issues of civil traffic with DoD and DHS (DoD)
Regulatory Strategy Place aircraft-related requirements in airworthiness rules to streamline adoption (ATA)
Regulatory Strategy Add a forward-fit requirement to promote early equipage (GAMA)
Regulatory Evaluation Costs are underestimated (ATA, Boeing)
Source Bruce DeCleene Summary Memo, March 25,
2008
17
Draft ARC / RPR Phase III Timeline
Task Date
Comment period ends March 3, 2008
ARC meetings (bi-weekly) Biweekly from March 11, 2008
ARC recommendations drafted August 12, 2008 (was May 6, 2008)
Public meeting(s) held (notice published in Federal Register at least 30 days prior) Early September 2008 (was May 2008)
ARC recommendations finalized and submitted to FAA September 26, 2008 (was June 13, 2008)
Rulemaking team finalizes Phase III RPR November 7, 2008 (was July 29, 2008)
Phase III RPR Director Associates level approvals December 8, 2008 (was August 26, 2008)
Phase III RPR submitted to ARM As appropriate for next scheduled Rulemaking Council meeting (was September 2, 2008)
Rulemaking Management Council approval As appropriate for next scheduled Rulemaking Council meeting (was September 30, 2008)
18
FY08 Conference Mark

• Conference Mark provides for a total of
  110,000,000
• Specific Conference Language
• The conference agreement provides 85,650,000 for
  ADS-B, instead of 90,650,000 as proposed by the
  House and 97,354,000 as proposed by the Senate.
  The conferees direct FAA to examine the frequency
  congestion issues associated with the ADS-B
  signal, and accelerate the effort to determine
  how existing aircraft separation standards can be
  safely reduced.
• The conference agreement provides 9,350,000 for
  the ADS-B program specifically to expedite air to
  air capabilities.
• The FAA received the funding in January 2008

19
Airborne Separation Assistance System (ASAS) and
ASAS Applications

• ASAS An aircraft system based on airborne
  surveillance that provides assistance to the
  flight crew supporting the separation of their
  aircraft from other aircraft.
• ASAS application A set of operational
  procedures for controllers and flight crews that
  makes use of an Airborne Separation Assistance
  System to meet a defined operational goal.
• Reference ICAO ASAS Circular

20
ASAS Applications Categories

• Airborne Traffic Situational Awareness (Category
  I)
• Airborne Spacing (Category II)
• Airborne Separation (Category III)
• Airborne Self-Separation (Category IV)
• Reference The Principles of Operation for the
  Use of ASAS (PO-ASAS) - June 2001 - Action Plan
  1 of the FAA/EUROCONTROL RD Committee)

21
Steering Group Process
22
Process for Selecting Applications
Identify NAS needs (Problems)
Portfolio of applications from existing sources
Decompose into sub-problems
PHASE 1 Application Characterization
Is application a subset of / traceable to an
existing AIWP application?
Map sub-problems to required capabilities
Refer to AIWP
Yes
Identify applications to support capabilities
No
Is application description sufficient to enable
business case analysis?
Develop/Refine application description
No
Yes
Eliminate applications below minimum threshold
Conduct business case analysis
PHASE 2 Application Prioritization
Rank application based on business case results
Steering Committee requires mods to prioritized
list?
No
Timeline of Applications
Yes
23
Acceleration of Future Air-to-Air Applications

• En Route 3nm Separation
• In-Trail Procedures
• ATSA Conflict Detection on the Surface
• Flight Deck Merging and Spacing
• ASAS Forum

24
1. En Route 3nm Separation

• ADS-B accuracy and update rate should allow a
  reduction in en route separation from 5 nm to 3 nm

Initial Application reduce delays that occur
because of the transition area between sectors
that have different separation standards.
Currently, terminal sectors have 3 nm separation
and en route sectors use 5 nm separation.
Aircraft cannot instantaneously change separation
at the border between terminal and en route.
Reducing the separation standard en route will
remove any transition area and allow full use of
3 nm separation in terminal airspace thereby
reducing delay. Mature Application ADS-B
separation en route operating with other NextGen
programs (e.g. Datacom) will allow an increase in
en route sector capacity. This increase in
capacity should prevent future en route delays
caused by overloaded sector capacity.
En route Airspace 5 nm Separation
Transition Area effective separation lt 5 nm but
gt3 nm
Terminal Airspace 3 nm Separation
25
2. ADS-B In-Trail Procedures Following Climb
Example

• ADS-B In-Trail Procedures are airborne ADS-B
  enabled climbs and descents through otherwise
  blocked flight levels

FL360
FL350
FL340
Standard Separation
blue ADS-B transceiver and onboard decision
support system red ADS-B out minimum required

• ADS-B In-Trail Procedures
• Controller separates aircraft using information
  derived from cockpit sources and relayed by the
  flight crew to the controller
• Receipt of ADS-B data from surrounding aircraft
  use of a cockpit display and software provides
  data to qualify the aircraft for the maneuver
• No airborne monitoring during climb required
• Controller retains responsibility for separation
  and approves or disapproves the request based on
  the controllers awareness of the full traffic
  picture

26
3. ATSA Conflict Detection on the Surface
27
4. Flight Deck Merging and Spacing (FDMS)
28
5. Airborne Separation Assistance System (ASAS)
Forum

• What is ASAS?
• ASAS is a new technique which, via airborne
  and/or ground surveillance, presents a flight
  crew with a traffic picture
• The flight crew may then use the information in a
  defined way to achieve some operational benefit.
  This use is defined as an ASAS application and
  may range from enhanced see and avoid to an
  aircraft managing its own separation.
• Objective of the ASAS Forum
• To accelerate the implementation of ASAS
  applications in the United States focused on
  increased airspace capacity and safety
• Approach
• Series of workshops on key ASAS issues and
  Research and Development leading to standards and
  certification
• Knowledge Sharing
• Stimulate academic / industry base /
  international community for mining creativity

29
Cost Estimate for Accelerating Future Air-to-Air
Applications
Tasks FY08 FY09 FY10 Total (K)
Program Office Management 73.9 384.4 96.4 554.7
Funding and Financial Management 36.9 192.2 48.2 277.4
Program Control 36.9 192.2 48.2 277.4
Program Office Information Management 17.8 54.3 38.4 110.5
En Route 3NM Separation 846.0 3,089.3 2,830.1 6,765.4
In Trail Procedures 1,453.4 4,834.7 3,024.6 9,312.7
ATSA Conflict Detection on the Surface 446.5 1,390.0 439.5 2,276.0
FDMS 317.9 773.3 390.6 1,481.9
ASAS Forum 130.9 133.8 136.7 401.4
Total 3,360.3 11,044.3 7,052.8 21,457.4
Task Overhead
30
Summary of Air-to-Air Applications
Rank Application FY08 FY10 Costs (K) Benefits
1 En Route 3nm Separation 6,765.4 Delay reduction in transition between en route and terminal airspace (NAS-wide) 185M-234M (2007 ) annually Benefit assumes full equipage
2 FDMS 1,481.9 Expanding ability to perform CDAs during higher levels of traffic at top 100 airports 205M-351M (2007 ) from 2014-2020 Benefit assumes ADS-B In equipage curve used in August 2007 JRC
3 In-Trail Procedures (Southern Pacific Routes Only) 9,312.7 (Incentive Package is an additional 6,746) Reduction in fuel usage on US flights to/from Australia and New Zealand 5.1M (if reference aircraft must be 260A) to 18.2M (if reference aircraft needs only existing ADS-B out) from 2010-2020 (2007 ) Benefit assumes United Airlines equips relevant aircraft in 2010, but international aircraft do not equip with 260A until 2019
4 ATSA Conflict Detection on the Surface 2,276.0 Greater safety on the surface from conflict detection at top 200 airports 25M (2007 ) from 2011-2020 Benefit assumes ADS-B In equipage curve used in August 2007 JRC
N/A ASAS Forum 401.4 Coordinates Industry consensus on application requirements and identifies sponsors for accelerating early benefits
31
Senate Discussion

• Given 9.3M, how should the FAA move forward?
• Option 1 In-Trail Procedures (9.3M)
• Option 2 En Route 3nm Separation ATSA Conflict
  Detection on the Surface (9.0M)
• Option 3 En Route 3nm Separation FDMS ASAS
  Forum (8.6M)
• Option 4 En Route 3nm Separation In-Trail
  Procedures ATSA Conflict Detection on the
  Surface FDMS ASAS Forum (21.5M, including
  task overhead)
• Note These figures does not include task
  overhead

32
Next Steps
Milestone Planned Date of Completion / Status Planned Date of Completion / Status
FY2009 FY2009 FY2009
In Service Decision for Broadcast Services In Service Decision for Broadcast Services November 2008
Gulf of Mexico Comm. and Weather Service Acceptance Test (SAT) Gulf of Mexico Comm. and Weather Service Acceptance Test (SAT) March 2009
Louisville Service Acceptance Test (SAT) Louisville Service Acceptance Test (SAT) April 2009
Gulf of Mexico Service Acceptance Test (SAT) Gulf of Mexico Service Acceptance Test (SAT) June 2009
Philadelphia Service Acceptance Test (SAT) Philadelphia Service Acceptance Test (SAT) August 2009
Gulf of Mexico Comm. and Weather Initial Operating Capability (IOC) Gulf of Mexico Comm. and Weather Initial Operating Capability (IOC) September 2009
FY2010 FY2010 FY2010
Juneau Service Acceptance Test (SAT) Juneau Service Acceptance Test (SAT) October 2009
Louisville IOC of Surveillance Services Louisville IOC of Surveillance Services October 2009
Final Rule Published Final Rule Published November 2009
Gulf of Mexico IOC of Surveillance Services Gulf of Mexico IOC of Surveillance Services December 2009
Philadelphia IOC of Surveillance Services Philadelphia IOC of Surveillance Services February 2010
Juneau IOC of Surveillance Services Juneau IOC of Surveillance Services April 2010
Surveillance Services ISD for ADS-B Surveillance Services ISD for ADS-B September 2010
33
Thank You

• Achieving results through coordinated
  international collaboration

34
Backup
35
Requirements Essential FAT Status
36
Acquisition Status Essential Services Factory
Acceptance Test (E-FAT)

• Verifies compliance of Essential Services
  equipment with Essential Services Specification
• Completion of development activities delayed
  start of E-FAT by one month
• Test Readiness Review Completed on 3/13/08
• E-FAT formal test began on 3/19/08
• E-FAT activities scheduled for 4 weeks
• Efforts to finalize procedures and complete
  development activities likely to extend E-FAT
  another 2 4 weeks

37
Work Breakdown Structure 3NM Separation
As of 2/15/08
Version 1
38
Work Breakdown Structure In-Trail Procedures
As of 2/15/08
Version 1
39
Work Breakdown Structure Air Traffic Surface
Alerting
As of 2/15/08
Version 1
40
Work Breakdown Structure Flight Deck Merging and
Spacing
As of 2/15/08
Version 1
41
Work Breakdown Structure ASAS Forum
As of 2/15/08
Version 1
42
Detailed Air-to-Air Costs
43
Detailed Air-to-Air Costs (Cont.)
44
Air Transport Equipage
45
GA and Air Taxi ADS-B Equipage
46
ITT Radio Station Infrastructure (Antennas)
UAT Antenna
Two 1090 (directional)
Two 1090 (directional)
UAT Antenna
1030 Receive Antenna
47
ITT Radio Station Infrastructure (Antennas)

• Nominal Installation 3 ft pole dia. 6 ft.
  arms
• 1030 at 45o to mounts between UAT 1090 pair
• 1090s are in pairs mounted at 90o aimed at 4
  sectors
• UAT is 91o 10 from nearest 1090 boresight
• UAT is 58o 6.5 from 1030 boresight
• 1030 is 128o 6.5 behind 1090 boresight
• 1090 is 50o minimum off the 1030 boresight