Identification Of ADS-B User Benefits To Incentivize GA Equipage

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Identification Of ADS-B User Benefits To
Incentivize GA Equipage

• Fabrice Kunzi
• kunzi_at_mit.edu
• Advisor R. John Hansman
• rjhans_at_mit.edu
• CGAR Annual Meeting
• June 9th - 11th 2009

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Automatic Dependent Surveillance Broadcast
(ADS-B)
ADS-B Out and In
ADS-B Out Position and intent broadcast to
ground or other aircraft
ADS-B In Information transmitted from ground or
other aircraft to aircraft
ADS-B Out
ADS-B In
ADS-B Out
ATC Integration
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Performance Advantages of ADS-B

• Higher update rate than radar
• Higher Velocity Accuracy
• Radar uses an Alpha/Beta Tracker
• ADS-B transmits velocity from navigation source
• Potentially higher position accuracy
• Radar has a finite beam width which increases
  with distance from dish
• ADS-B transmits position as determined by the
  navigation source
• ADS-B provides Heading information
• ADS-B messages can contain intent information
• Allows for more even task distribution
• Self Separation
• Crossing Applications
• Other ATC operations

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Worldwide ADS-B Implementation
Iceland
Russia
Canada
Europe
USA
Japan
China
Indonesia Singapore
India
Implemented
Committed
Australia New Zealand
Expected
S. Africa
Evaluated
http//www.outline-world-map.com/map-images-origin
al/outline-blank-transparent-world-map-b1b.png
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Challenges to implementation

• FAA committed to nationwide ADS-B ground coverage
  by 2013
• Many ADS-B benefits require a minimum level of
  airborne equipage
• ADS-B Out mandate for 2020 in the US (2015 in
  Europe)
• The mandate is a very slow process
• Benefit needs to outweigh cost for voluntary
  equipage
• Early equipage early benefit
• Identify ways to begin using ADS-B that have
  benefit such that users want ADS-B
• Determine where the FAA can accelerate equipage
  by strategically investing in specific
  operations/benefit areas

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Motivation
Aggregate Cost/Benefits
stk1
stk2
stk3
b1(t)
b2(t)
Level of Benefit/Cost
b3(t)
Significant
benefits
Some/Indirect
stk1
stk2
stk3
None/ Insignificant
c1(t)
c2(t)
c3(t)
costs
Adapted from Dr. Karen Marais Prof. Annalisa
Weigel (MIT) Encouraging and Ensuring
Successful Technology Transition in Civil
Aviation
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Methodology for User Benefit Identification

• MIT/ICAT designed the survey with direct input
  from the FAA and AOPA
• Survey was advertized online and open from June
  14 and July 31, 2007
• AirlineCrew.net, PPRuNe.org, Piperowner.org,
  AOPA.org, AviationForum.org
• Participants were asked to rank applications
  using the following levels
• No Benefit
• Some Benefits
• Significant Benefit
• N/A (not applicable to this type of operation)
• A background section captured demographics
• Demographics
• Private Pilots (44)
• Commercial Pilots (34)
• Air Transportation Pilots (21)
• Other (1)

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Motivation
Applications
Aggregate Cost/Benefits
Capabilities
GA
Air Transp.
etc.
b1(t)
b2(t)
Application 1 Application 2 . Application
x
Aircraft Equipage
Level of Benefit/Cost
b3(t)
Significant
benefits
Operating Procedures
Some/Indirect
GA
Air Transp.
etc.
None/ Insignificant
ATC Ground Infrastructure
c1(t)
c2(t)
c3(t)
costs
Adapted from Dr. Karen Marais Prof. Annalisa
Weigel (MIT) Encouraging and Ensuring
Successful Technology Transition in Civil
Aviation
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Radar Like Separation in Non-Radar Airspace

• Over half of survey participants spend more than
  10 of their time in Non-Radar Airspace
• Below existing radar coverage
• One-In-One-Out Issue
• Lack radar coverage significantly affects IFR
  airport acceptance rate at non-towered airport
• Typically 4 aircraft per hour
• User Benefit comes from a reduction in holding
  time

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One-In-One-OutCurrent Situation

• Only one IFR aircraft is allowed to enter the
  non-radar airspace
• Once the IFR flight plan is canceled, the next
  aircraft may enter
• Cancellations can be via radio communications,
  cell phone or outside observation

Radar Surveilled
Holding Pattern
Procedural Airspace One Aircraft at a time
Non-Radar Airspace
Non-towered airport
Final Approach Fix
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One-In-One-OutStage I User Benefit from
Increased Coverage

• Adding ADS-B surveillance allows aircraft to hold
  at a lower altitude
• Benefit comes from a reduced distance between the
  airport and the holding pattern
• Less time spent in holding
• Communication becomes restriction
• Benefit is constrained to very selected locations
• Non-Towered Airport
• Relatively High Radar Ceiling

Radar/ADS-B Surveilled
Holding Pattern
Procedural Airspace One Aircraft at a time
ADS-B Surveilled
Non-towered airport
Final Approach Fix
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One-In-One-OutStage II User Benefit from ADS-B
Procedures

• Using data provided by the ADS-B message, a safe
  landing might be detectable before the pilot
  cancels his IFR flight plan
• Holding aircraft can be released sooner
• Benefit comes from reducing time until IFR
  cancellation
• Safe departures could be detected sooner also
• To get large amounts of user benefits this step
  is required

Radar/ADS-B Surveilled
Holding Pattern
ADS-B Surveilled
Non-towered airport
Final Approach Fix
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Required Steps To Create Such Procedures

• Ongoing process major issues include
• Stage I
• Achieve Radar Equivalency for ADS-B
• Address wording changes required for existing
  procedure documentation (7110.65, etc)
• Address issues arising from mixed equipage
• Ways for Radar and ADS-B data merging need to be
  identified
• Stage II
• Concept of Operations (CONOPS) needs to be
  written
• Full Safety Analysis (OHA) needs to be conducted
• Create guidelines for procedural design
• Test procedure (i. e. Flight Test)
• Publish procedure and adjust existing literature
• Train controllers and pilots

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Next Steps

• Continue to identify Applications with highest GA
  benefit
• Previous Work
• CGAR
• Understand processes required to develop
  procedures for Stage I Stage II (for One In One
  Out) and identify the requirements to do so
• Evaluate procedural issues for other high value
  ADS-B applications to create these applications

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Questions and Feedback
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Backup Slides
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Feedback of Benefit
Benefit
Aircraft Capability/ Equipage
ADS-B Applications
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Procedure Changes

• First category of procedure change needs adoption
  of existing procedures
• Needs equivalency of ADS-B surveillance to radar
  surveillance
• Benefit only found in areas with very high radar
  floors (above final approach fix)
• Second category of procedure change is the
  creation of new, ADS-B specific procedures
• Use ADS-B specific advantages
• ADS-B message has information such as heading,
  speed, etc.
• Recognition of patterns could substitute human
  observation

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Current Status
Where are the Procedures/ATC?
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Reference

• http//www.outline-world-map.com/map-images-origin
  al/outline-blank-transparent-world-map-b1b.png