Attachment 2 - ConOps for SBS_SBS-006-06-20120626.pdf

FAA Surveillance and Broadcast Services Concept of Operations (CONOPS)

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Concept of Operations

1. INTRODUCTION

1.1. Operational Use

1.2. System Overview

1.3. Document Overview

1.4. References

2. OPERATIONAL NEED

2.1. Current Environment

2.2. Capability Shortfalls

3. SYSTEM JUSTIFICATION

3.1. Description of Desired Change

3.2. Potential Benefit of New or Modified System

4. OPERATIONAL DESCRIPTION

4.1. Surveillance and Broadcast Services

4.2. ADS-B Applications

4.3. Proposed Environment

5. SYSTEM DESCRIPTION

5.1. Surveillance and Broadcast Services System

5.2. Functional Description

5.3. Modes of Operation

6. ASSUMPTIONS, CONSTRAINTS, AND DEPENDENCIES

6.1. Organizational Impacts

6.2. Operational Impacts

6.3. Service Provider and User Impacts

6.4. Other Considerations

APPENDIX A – Definitions and Glossary

APPENDIX B – Cockpit Display of Traffic Information (CDTI)

APPENDIX C – Future ADS-B Enabled Applications

APPENDIX D– Record of Changes from previous versions of SBS Concept of Operations

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NATIONAL AIRSPACE SYSTEM

SURVEILLANCE AND BROADCAST SERVICES

1. INTRODUCTION.

Recent advancements in surveillance techniques, satellite-based navigation technologies, avionics, and communication data links have combined to offer an opportunity to use Automatic Dependent Surveillance-Broadcast (ADS-B) as a surveillance source and to broadcast aeronautical information. Using these new ADS- B technologies, various ADS-B-enabled operational applications have been developed which has led to the establishment of a Surveillance and Broadcast Services system to support ADS-B operations throughout the National Airspace System (NAS).

ADS-B is an advanced surveillance technology that allows avionics to broadcast an aircraft’s identification, position, altitude, velocity, and other information. Since the aircraft’s position is normally derived from the Global Positioning System (GPS) and transmitted at least once per second, the broadcasted position information is more accurate and timelier than most current rotating radar-based position information.

Additionally, the avionics provides uniquely specific flight parameter information with the broadcast of its surveillance position. The greater positional accuracy and ability to provide aircraft-derived additional flight parameters, in addition to position data, defines ADS-B as enhanced surveillance. These other parameters, such as directional vector, velocity, mid-term and long-term intent, and other data are limited only by the equipment’s capability, the communication data link capacity, and the receiving system’s capability. The accuracy and broadcast characteristics of ADS-B supports numerous cockpit-based and air traffic control (ATC) applications. ADS-B-equipped aircraft and vehicles with displays (see Appendix B) can receive ADS-B messages from other suitably equipped aircraft and vehicles within the reception range resulting in an aircraft-to-aircraft and airport surface surveillance capability. ADS-B surveillance broadcasts can also be received by ground-based transceivers to provide air-to-ground and airport surface surveillance information for ATC and Traffic Flow Management (TFM) services and other functions such as, fleet operations management, collaborative decision making, and security functions.

In the United States, two different data links have been adopted for ADS-B, 1090 MHz Extended Squitter (1090ES) and the 978 MHz Universal Access Transceiver (978 UAT). The 1090ES link will be required for aircraft that operate in Class A airspace and the 978 UAT link is primarily intended for general aviation aircraft that operate in other controlled airspace. In addition to ADS-B, the data links also support receipt of uplink services. These uplink broadcast services are Traffic Information Service- Broadcast (TIS-B) supported on both data links, and Flight Information Service- Broadcast (FIS-B) supported only on the 978 UAT data link.

TIS-B is a surveillance service that derives traffic information from one or more radar-based surveillance sources, ASDE-X, and wide area multilateration (WAM), and uplinks this traffic information to ADS-B-in equipped aircraft. TIS-B enables ADS-B-in equipped aircraft to receive position reports on non-ADS-B-equipped aircraft during the transition period to full ADS-B equipage in the NAS. Both the 978 UAT and 1090ES links support the TIS-B service.

Similar to TIS-B is the Automatic Dependent Surveillance-Rebroadcast (ADS-R). ADS- R translates and uplinks ADS-B Messages received from aircraft with different data

SBS-006, Rev.06 – June 26,2012 Page 7 of 66 links (1090ES and 978 UAT) making it possible for each aircraft and vehicle to receive the information being transmitted by the other. Both the 978 UAT and 1090ES links support the ADS-R service.

FIS-B is an uplink service that provides weather and non-control advisory information such as textual and graphical weather and other aeronautical information (i.e., METARs, TAFs, SIGMETs, PIREPs, NOTAMs, NEXRAD, Special Use Airspace status, etc.) by use of a cockpit display. Only the 978 UAT link supports the FIS-B service.

1.1 Operational Use.

The purpose of the Surveillance and Broadcast Services functions are to provide ADS-B, ADS-R, TIS-B, and FIS-B services. These broadcast services provide new or improved operational capabilities. Service providers will use the new surveillance capability to provide ATC services and more accurate data for TFM services. Users will use the surveillance and broadcast services capability to support fl ight operations. The SBS functions will also support the implementation of the Air Traffic Management expectations and benefits as referenced in Appendices D and E respectively of ICAO doc 9854. In addition, under the office of Surveillance and Broadcast Services, the FAA has implemented complimentary surveillance capabilities in the form of Wide Area Multilateration, or WAM. This technology uses signals transmitted from Air Traffic Control Beacon System (ATCRBS) (Modes A and C) and Mode S transponders, in response to interrogations and unsolicited replies, to calculate an aircraft’s position. Wide Area Multilateration has been deployed in some isolated Non Radar Airspace areas where conventional radar solutions are not cost-effective.

1.1.1 NAS Service Providers. The Surveillance and Broadcast Services will provide service providers with new or improved surveillance capability. ADS-B surveillance information will provide the ability to use radar-like air traffic services in areas not covered by primary or secondary radar surveillance. ADS-B will supplement or improve surveillance information in existing radar coverage areas, and may provide cost effective replacement or improvement to existing surveillance technologies used for traffic flow management, airport surface, terminal, and en route air traffic control operations. Service Providers will use the new operational enhancements to improve safety, capacity, and efficiency in the following manner:

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To Improve Surveillance. ADS-B information will provide airspace and surface surveillance in areas not currently served. The high accuracy and greater update rate ADS-B surveillance provides will supplement and improve existing surveillance information.

To Improve Air Traffic Control Automation and Safety Functions. The information provided by ADS-B will improve surveillance system performance and support implementation of advanced ATC automation functions and TFM decision support tools.

To Improve Separation Services. ADS-B will support surveillance-based separation standards in non-radar coverage areas. High accuracy ADS-B surveillance information will facilitate the use of a common separation standard for all service domains and may lead to reduced separation standards in select situations.

To Improve Planning and Traffic Flow Management Services. ADS-B surveillance (message set elements) provide accurate, real-time information for traffic flow management, fleet management, and other planning functions.

1.1.2 NAS Users. Users will be provided aircraft/vehicle traffic surveillance and near real-time access to aeronautical fl ight information in the cockpit. In the near term, user situational awareness in both Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC) will be enhanced. Flight crews operating aircraft in-flight (controlled or uncontrolled airspace) or on the airport surface will have the capability to detect conflicts or hazards created by aircraft, obstacles, weather areas, airspace restrictions, and airport surface vehicles. In the long-term end-state environment; select spacing, sequencing, and separation tasks may be performed by qualified and certified aircrews/aircraft within defined criteria and/or in designated situations or areas. Depending on the availability of ADS-B services, level of accuracy, and type of application, users will use the new operational enhancements to improve safety and efficiency in the following manner:

To Enhance Situational Awareness. These ADS-B-enabled applications will enhance the pilot’s knowledge of the weather, NAS status, and the surrounding traffic situation, both in the air and on the airport surface. No changes in separation tasks or responsibilit ies are required.

To Perform Airborne Spacing and Sequencing Operations. These ADS-B-enabled applications will be used by pilots to achieve and maintain spacing from designated aircraft, as specified by ATC. Pilots have the capability to maintain the spacing task, however ATC retains separation responsibility.

To Perform Defined Interval Operations. This will enable a range of applications where a closer interval spacing may be possible than that currently allowed by traditional separation standards, including spacing stream variations based on human and environmental factors.

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To Perform Self-Separation Operations. These ADS-B-enabled applications will be used by pilots to perform separation from all surrounding traffic in accordance with applicable separation standards and rules of flight

1.2 System Overview.

The Surveillance and Broadcast Services system consists of four major functions, as shown in Figure 1.1.

Figure 1.1 Surveillance and Broadcast Services System

The Aircraft/Vehicle function resides in participating aircraft and surface vehicles.

This function broadcasts its ADS-B Messages and receives ADS-B Messages broadcast by other A ircraft/ Vehicles. It also receives ADS-R, TIS-B, and FIS-B Messages broadcast by the Data Link Processor and displays information based on those messages. User selectable ADS-B, TIS-B, and FIS-B (UAT 978 only) information is displayed to the pilot.

The Data Link Processor is a ground-based system that receives ADS-B Message transmissions from aircraft or surface vehicles, formats corresponding ADS-B Reports and distributes them to the Broadcast Server and ATC Automation. The Data Link Processor broadcasts ADS-R, TIS-B, and FIS-B Messages to aircraft.

The Broadcast Server is a ground-based system that provides the TIS-B and FIS-B services, performs monitoring and control of the Data Link Processor, and may also distribute ADS-B Reports to authorized external user systems. It receives surveillance reports from radar-based systems to support the TIS-B service, and receives weather/NAS status information to support the FIS-B services from potentially multiple government and commercial sources (see paragraph 6.4.6).

The ATC/TFM Automation functions reside in participating automation systems. The function receives ADS-B Reports, processes the reports, and then displays them.

See Section 5 for a detailed description of the ADS-B System.

Surveillance and Broadcast

Services System

Aircraft / Vehicle

Data Link Processor

Broadcast Server

ATC/TFM

Automation

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1.3 Document Overview.

Section 2 – Operational Need, presents the need for the system and the services that it provides by describing the current environment and examining the capability shortfalls that exist within that environment.

Section 3 – System Justification, discusses the introduction of the system into the NAS and the potential benefits that could be realized.

Section 4 – Operational Description, provides an understanding of the services, which support the operational capabilities. This section describes the ADS-B applications.

Section 5 – System Description, describes functional details on the proposed system including modes of operation and other system characteristics. The section also briefly discusses system maintenance and system backup concepts.

Section 6 – Assumptions, Constraints, and Dependencies, describes potential impacts and considerations for ADS-B applications implementation and system deployment.

1.4 References.

The primary source documents for this system-level concept of operations are the RTCA, “National Airspace System Concept of Operations and Vision for the Future of Aviation” and the FAA Mission Needs Statement #326, “Enhanced Surveillance.”

Concept source documents are included below:

1. “National Airspace System Concept of Operations and Vision for the Future of Aviation,” RTCA, Inc., 2002.

2. Mission Need Statement #326, “Enhanced Surveillance Capability” version 3.0, FAA, May 2001.

3. “Automatic Dependent Surveillance-Broadcast (ADS-B) Concept of Use,” Appendix to the AN/-Conf/11-WP/6, ICAO, April 2003.

4. NAS-SR-1000, “National Airspace System Requirements Specification,” FAA.

5. “Overview of the FAA ADS-B Link Decision,” FAA, June 7, 2002.

6. Final Report of RTCA Task Force 3, “Free Flight Implementation,” RTCA, Inc., October 1995.

7. NAS Program Initiative (NPI) #0094, “Gulf of Mexico Program,” FAA, April 1992, revised February 1999.

8. Mission Need Statement #42, “Aeronautical Data Link (ADL) System,” FAA, April 1991.

9. Mission Need Statement #307, “Traffic Flow Management Integrated Product (TFMIP),” FAA, October 1995.

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10. Mission Need Statement #323, “Airport Surface Movement Enhancement and Runway Incursion Prevention,” FAA, May 1998.

11. Mission Need Statement #172, “Flight Operations and Air Traffic Management Integration,” FAA, October, 1994.

12. DO-260B, “Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services-Broadcast (TIS-B), Revision B,” RTCA, Inc., December 2, 2009.

13. DO-282B, “Minimum Operational Performance Standards for Universal Access Transceiver (978 UAT), Automatic Dependent Surveillance-Broadcast (ADS-B), Revision B,” RTCA, Inc., December 2, 2009.

14. DO-267A, “Minimum Aviation Systems Performance Standards (MASPS) for Flight Information Services-Broadcast (FIS-B) Data Link,” RTCA, Inc. April 29, 2004.

15. DO-286B, “Minimum Aviation Systems Performance Standards (MASPS) for Traffic Information Services-Broadcast (TIS-B), Revision B,” RTCA, Inc., October 11, 2007.

16. DO-242A, “Minimum Aviation System Performance Standards for Automatic Dependent Surveillance Broadcast (ADS-B), Revision A, Change 1” RTCA, Inc., December 13, 2006.

17. DO-289, “Minimum Aviation System Performance Standards for Aircraft Surveillance Applications (ASA), Change 1 ” RTCA, Inc., December 13, 2006.

18. ICAO Document 9854 “Global Air Traffic Management Operational Concept:” First Edition 2005

19. Surveillance/Positioning Backup Strategy Alternatives Analysis Dated January 8,

20. DO-317A, “Minimum Operational Performance Standards (MOPS) for Aircraft Surveillance Applications System (ASAS)” RTCA, Inc. December 13, 2011

21. ADS-B In Aviation Rules Committee (ARC) report “Recommendations to define a strategy for incorporating ADS-B In technologies into the National Airspace System.” September 30, 2011.

22. Document 314 (RTCA DO–314), Safety, Performance and Interoperability Requirements Document for Enhanced Visual Separation on Approach (ATSA–VSA) December 6, 2008

23. Space Based ADS-B Surveillance in Oceanic Airspace Concept of Operations Draft

0.2 dated February 1, 2012.

24. Arrival Interval Management – Spacing (IM-S) Concept of Operations for the Mid-Term Timeframe Version 2.0 Dated December 16, 2011.

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25. The Joint Planning and Development Office, (JPDO), Integrated Air Surveillance Concept of Operations, Dated Nov 2011

26. JPDO, NextGen Concept of Operations Version 3.2

27. Surveillance and Broadcast Services Architectures Overview and Summary Information (AV-1) Version 1.0 dated March 1, 2012

2. OPERATIONAL NEED

The Surveillance and Broadcast Services system offers a bundling of technologies directed at lowering the FAA’s, and NAS users operating cost, while enhancing safety, capacity, productivity, and efficiency. The need for these improvements are identified in several government and industry documents: RTCA, “Final Report of RTCA Task Force 3, Free Flight Implementation;” FAA Mission Needs Statement (MNS) #42, “Aeronautical Data Link (ADL) System;” FAA MNS #307, “Traffic Flow Management Integrated Product (TFMIP);” FAA MNS #323, “Airport Surface Movement Enhancement and Runway Incursion Prevention;” FAA MNS #326, “Enhanced Surveillance Capability;” FAA National Initiative Program #0094, “Gulf of Mexico Program;” and ” FAA MNS #172, “Flight Operations and Air Traffic Management Integration (FTMI).” Specifically, the RTCA Report and FAA MNS #326 identified ADS-B as a key technology for implementing Free Flight in the NAS enabling the common situational awareness necessary for air and ground shared responsibil ity. They called for “the definition of a surveillance architecture and infrastructure for en route and terminal airspace incorporating both dependent (e.g., ADS-B) and independent surveillance elements.” The NAS Surveillance and Broadcast Services system architecture is evolving to address requirements for reduced separation standards, improved coverage, and lower-cost maintenance determined by other related studies and investigations, and should facilitate enhancing near-term surveillance capabilities and those required for mature “Free Flight.” The Surveillance and Broadcast Services will enable the NAS to achieve many of these requirements.

2.1 Current Environment.

The FAA currently provides surveillance support to the NAS with a wide variety of surveillance systems in the en route and terminal domains. En route air-to-ground primary radar surveil lance is currently provided by Air Route Surveillance Radar (ARSR), models ARSR-1/2/3/4. En route air-to-ground secondary surveil lance is currently provided by the Air Traffic Control Beacon Interrogator (ATCBI), models ATCBI-4/5/6, and Wide Area Multilateration (WAM), as well as the Mode S sensor.

Wide Area Multilateration surveillance systems have been installed in areas where the installation of radar would be cost prohibitive and/or the traffic density dictates the need for surveillance. WAM utilizes signals from legacy/traditional aircraft transponders. In the terminal domain, air-to-ground surveillance is provided (at those airports with a radar approach control) by Airport Surveillance Radar (ASR), models ASR-7/8/9/11. Terminal air-to-ground secondary surveillance is currently

SBS-006, Rev.06 – June 26,2012 Page 13 of 66 provided by the ATCBI, models ATCBI-4/5/6, as well as by Mode S sensors. In the oceanic air-to-ground environment, there are no current capabilities for surveillance.

Oceanic surveillance is currently accomplished using Automatic Dependent Surveillance-Contract (ADS-C) avionics with vendor-provided satellite communications relaying the data from the aircraft to the ground. ADS-C is based on a negotiated one-to-one peer relationship between an aircraft providing ADS information and a ground facility requiring receipt of the ADS messages. Note that ADS-C provides no aircraft-to-aircraft surveillance capability between aircraft.

Airport Surveillance Detection Equipment Model 3 (ASDE-3) provides radar surveillance of aircraft and vehicles on airport taxiways and runways at high-activity airports. Radar monitoring of airport surface operations (ground movement of aircraft and vehicles) provides a means of directing and moving surface traffic. This is especially important during periods of restricted visibility, such as rain, fog, and night operations. ASDE-3 is subject to multi-path reflections, which may produce several ghost targets for one actual target. In addition the ASDE-3 is very susceptible to false target creation caused by medium intensity and higher levels of precipitation. The system is also subject to having blind spots due to obstructions causing non-surveillance areas. Most airports have no technology for surface surveillance and rely on controllers, pilots, and vehicle operators using visual methods to control and navigate on airport surfaces. The Airport SurveillanceDetection Equipment Model X (ASDE-X) system is a multi-sensor surveillance system capable of processing radar, multilateration, and ADS-B sensor data to be presented on a tower display for the purpose of providing seamless surface and approach corridor surveillance to air traffic controllers. The system employs a fusion tracker to provide a single system track from the various sensor inputs on each aircraft or vehicle target. ASDE-X is planned to be deployed to select US airports. Airport Surface Surveillance Capability (ASSC) is currently in the development stage and will be installed at no less than 9 airports. ASSC will use ADS-B and Multilateration for surface surveillance.

Separation services are provided by air traffic controllers to pilots via radio communication in today’s NAS. There are no current civilian cockpit-based, air-to-air or airport surface traffic surveil lance capabilities. The closest such capability, which exists today, is the Traffic Alert and Collision Avoidance System (TCAS). TCAS is a collision avoidance system, not a surveillance system, and is not used as a basis of separation. TCAS provides a warning of proximity indication to the flight crews of equipped aircraft, thereby supporting collision avoidance.

Today’s Mode 3/A/C/S code allocations (4096) are unable to accommodate all users during moderate to heavy traffic periods and will become more problematic based on forecasted traffic growth.

In-flight access to aeronautical information (weather and NAS Status information) is limited to radio transmission, use of airborne weather radar systems, aircraft communications addressing and reporting system (ACARS), or by subscription fee services provided by commercial sources. Most general aviation aircraft do not have costly airborne weather radar equipment or ACARS capabilities. Automatic Terminal Information Service (ATIS) provides the continuous broadcast of recorded terminal non-control information and airport weather conditions in selected terminal areas.

Digital Automatic Terminal Information Service (D-ATIS) provides text messages to participating aircraft outside the standard reception range of ATIS via data link communications to the cockpit. Automated Weather Observation Stations (AWOS)

SBS-006, Rev.06 – June 26,2012 Page 14 of 66 are automated sensor suites designed to serve aviation and meteorological observing needs for safe and efficient aviation operations and weather forecasting.

Automated Surface Observing System (ASOS), observe sky conditions, temperature and dew point, wind direction and speed, and barometric pressure. Terminal Weather Information for Pilots (TWIP) provides ACARS equipped aircraft with direct access to limited weather information from each of 46 TDWR sites via a commercial communications service provider. The Flight Information System-Data Link (FISDL) provides pilots with near real-time weather data through a service vendor operating on VHF frequencies that the FAA helped obtain. The assigned FISDL services frequencies are temporary. Not all areas are served by automated weather reporting systems such as ATIS, D-ATIS, AWOS, ASOS, TWIP, and FISDL

The FAA currently provides Traffic Flow Management (TFM) services and supports collaborative decision-making, information availability to industry and post-event analysis through a wide variety of automated systems. These systems include links to the en route and terminal domains along with established interfaces for customers.

Advanced operator schedule information is updated through the customer links, while en route, terminal and surface surveillance data (ARSR-1/2/3/4, ASR-7/8/9/11 and ASDE-3/ASDE-X) is provided in near real time via the automation systems in the respective domains. The resulting aggregate demand picture is continuously updated, shared with customers and serves as the basis for the collaborative development of operational response strategies to mitigate the impacts of weather, excess demand and other factors.

The specific flight impact of the strategy implementation is routed to ATC units (and participating operators) through their automation systems.

2.2 Capability Shortfalls.

The NAS is constrained by surveillance limitations leading to the inefficient use of airspace. The current system does not provide contiguous surveillance coverage with a consistent basis of performance. This leads to low confidence prediction characteristics that prevents highly improved deterministic estimation of aircraft location and intent. Table 2.2-1 provides a summary of the shortfalls to be addressed by the Surveillance and Broadcast Services system, and their respective impacts on the NAS. Each shortfall is listed by affected service area, along with the source document that identifies the related mission need.

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Table 2.2-1: Shortfalls

Service Area

Shortfall Impact

Surface

Inability to precisely predict demand and capacity values, accommodate user preferred trajectories, system inflexibility (MNS #307) Arrival rates; Taxi times; Departure delays;

Fleet management; Surface accidents Limited pilot, controller, and vehicular shared situational awareness (MNS #323)

Unusable runway capacity caused by increased terminal congestion (MNS #172)

Terminal

Lack of shared situational awareness and limited aircraft information (MNS #326)

Arrival delays

Inability to provide surveillance coverage at reduced cost (MNS #326)

FAA life cycle costs; Terminal airspace congestion; User and Service Provider workloads

Decreasing flight efficiency due to domestic routes

Unusable airspace caused by increased terminal congestion (MNS #172)

En Route / Oceanic

Lack of surveillance coverage within specific regions of the NAS, lack of shared situational awareness, and limited aircraft information (MNS #326)

Delays due to constraints;

Reduce probability of mid-air collisions;

Search & rescue

Lack of communication coverage, limited ATC options for severe weather avoidance, sustained traffic growth and a unique and compressed demand (NPI #0094)

Inefficiencies due to constraints; Reduce probability of mid-air collisions; Weather-related accidents; User and Service Provider workloads Decreasing flight efficiency due to oceanic track restrictions and domestic routes

(MNS #172)

Broadcast Services

Inability to readily access in-flight weather data, congested voice channels (MNS #42) Weather-related accidents; NOTAM related accidents; Reduce probability of mid-air collisions; Weather deviation Limited pilot situational awareness (MNS

#326)

TFM

Unusable runway capacity caused by increased terminal congestion (MNS # 172) Inability to precisely predict demand and capacity values, accommodate user preferred trajectories system inflexibility

(MNS #307)

Lack of surveillance coverage within specific regions of the NAS, lack of shared situational awareness, and limited aircraft information (MNS# 326)

Arrival rates; Taxi times; Departure delays Arrival delays

Adverse impacts to service expectations predictability and efficiency.

The Surveillance and Broadcast Services system is supported by FAA Mission Needs Statement (MNS #326), “Enhanced Surveillance Capability” (May 2001). The purpose of

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MNS #326 is to exploit ADS-B technological opportunities that increase the FAA’s surveillance capabilities in the terminal, en route, and oceanic airspace environments and the airport surface movement area. MNS #326 states “by incorporating ADS-B information into the FAA's Air Traffic Control (ATC) automated surveillance data tracking systems, the surveillance capabilities of the NAS are significantly increased/enhanced.”

It further discusses the use of ADS-B in air-to-air, air-to-ground, and airport surface operations. Currently, there are shortfalls across all NAS domains relative to a lack of shared situational awareness, limited pilot situational awareness, limited aircraft information and insufficient surveillance coverage.

FAA NAS Program Initiative (NPI) #0094, “Gulf of Mexico Program” (April 1992, revised February 1999) describes the requirements and shortfalls for providing effective air traffic control services in the Gulf of Mexico. Specifically, NPI #0094 states that the “imposition of traffic management restrictions during peak demand times to maintain safety ...

cause[s] significant delays during peak hours.” It also identifies limitations in communications coverage, weather observance, and available surveillance contributes to these restrictions. Currently, there is a shortfall in the Gulf of Mexico relative to the lack of communication coverage, limited ATC options for severe weather avoidance, and an inability to effectively support the sustained traffic growth and a unique and compressed demand.

FAA MNS #42, “Aeronautical Data Link (ADL) System” (April 1991) describes data link applications for improving air-to-ground data communications services. Specifically, MNS #42 states that “the ADS System will allow the provision of detailed real-time and near real-time weather products to pilots.” This functionality will be supported by Flight Information Services-Broadcast (FIS-B) technology in the system. Currently, there is a shortfall across all NAS domains relative to the inability to readily access in-flight weather data; in this instance, the term “readily” is interpreted in terms of cost-effectiveness, especially for general aviation.

FAA MNS #307, “Traffic Flow Management Integrated Product (TFMIP)” (March 2003) describes the need for optimizing the flow of air traffic while maintaining a safe operating environment. Specifically, MNS #307 states that “current aircraft technologies permit pilots to plan and execute the best possible flight trajectory between two points; however, currently, air traffic control technologies are frequently unable to accommodate these potential efficiencies.” The ADS-B System will provide the improved surveillance information (e.g., next way points) and the corresponding automation system changes necessary to accommodate these potential efficiencies. Currently, there is a shortfall in the NAS surface domain relative to the inability to precisely predict demand and capacity values, and in the en route/oceanic domain relative to the inability to consistently accommodate preferred trajectories and system flexibility.

FAA MNS #323, “Airport Surface Movement Enhancement and Runway Incursion Prevention” (May 1998) describes the need for preventing or reducing the possibilities of runway incursions. Specifically, it states that “a key to reducing (runway incursions) in the future will be to provide better situational awareness to all participants on the airport surface, including not only controllers but pilots and vehicular operators as well.”

Currently, there is a shortfall in the NAS surface domain relative to limited shared situational awareness between pilots, vehicle operators, and controllers.

FAA MNS #172, “Flight Operations and Air Traffic Management Integration” (November 1992, revised October 1994) describes the need to enhance air-ground data exchange and decision-making process. MNS #172 states a need to increase pilot, dispatcher, and

SBS-006, Rev.06 – June 26,2012 Page 17 of 66 air traffic management productivity through use of more extensive automatic information exchange. Specifically it identifies deficiencies such as, “Unusable airspace and runway capacity caused by increased terminal congestion…”, “Decreased flight efficiency due to oceanic track restrictions and domestic routes…”, and “increasing human stress and workload…” which may be mitigated by the availability and sharing of information for operational decision-making by users and service providers.

3. SYSTEM JUSTIFICATION.

3.1. Description of Desired Change.

The Air Traffic Organization will use ADS-B surveillance information (airborne and airport surface) for air traffic control operations and traffic flow management and other services including situational awareness, separation assurance, and improved automation system safety functions. Other authorized facilities (ramp control, airline operations center, etc.)

can use ADS-B surveillance information to track flight activities and optimize operations.

The inherent accuracy and high update rate will provide service providers and users improvements in safety, capacity, and efficiency.

ADS-B surveillance data broadcast by aircraft in-flight and vehicles on the airport surface movement area is used by aircraft equipped with ADS-B in and a Cockpit Display of Traffic Information or a suitable Multi-Function Display (CDTI/MFD, see Appendix B) to support cockpit-based, situational awareness aircraft-to-aircraft applications. Aircraft and vehicles operating on the airport surface use ADS-B surveillance information for airport surface situational awareness. Flight safety improves when pilots can determine airborne and airport surface hazards.

Providing real-time, in-the-cockpit access to traffic and aeronautical information (weather, NOTAMS, Airspace status, etc.) will improve aviation safety, capacity, and efficiency.

Pilots will have the ability to determine the type, intensity, and extent of weather areas provided by NEXRAD, TDWR, ITWS, and other weather sensors. Also, aircrews will be able to access NOTAM information and Special Use Airspace status. This will enable pilots to reduce the impacts from restricted/closed airspace areas or NAS resource outages (NAVAIDS, runways, lighting, etc.) and make timely adjustments to their route/flight path. Providing knowledge of changing conditions as they occur during the flight progress will improve pilot situational awareness and overall aviation safety and system capacity.

3.2. Potential Benefit of New or Modified System.

The following Surveillance and Broadcast Services capabilities will contribute to improved NAS and Oceanic safety, capacity, and efficiency:

Safety

Provides aircraft-to-aircraft traffic surveillance capability.

Provides ATC and in-the-cockpit, airport surface traffic surveillance capability.

Provides surveillance capabilities in areas currently not served by ground-based surveillance systems.

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Provides near real-time, in-the-cockpit aeronautical information (weather, NOTAMs, Temporary Flight Restrictions, Special Use Airspace, etc.).

Improves or supplements existing ground-based surveillance information.

Improves air traffic control automation performance and safety features e.g., target accuracy improvement for MSAW and CA alerting capabilities.

Provides cost effective, Controlled Flight Into Terrain (CFIT) awareness.

Capacity

Provides radar-like separation procedures in remote or non-radar areas.

Supports a potential common separation standard in select domains and airspace classifications.

Supports a potential reduction in existing separation standards in all domains and airspace classifications.

Supports increased airspace capacity through select user-executed airborne spacing, sequencing, and separation operations.

Efficiency

Provides near real-time, in-the-cockpit aeronautical information during flight operations.

Provides reduced cost infrastructure.

Provides information not currently available resulting in enhanced sector & airport derived predictions.

Provides improved information for traffic flow management, collaborative decision making, fleet management, and management by trajectory functions.

Provides a rapidly deployable, mobile surveillance sensor for contingency operations.

Provides precision surveillance and flight parameter information for unique operating areas.

4. OPERATIONAL DESCRIPTION.

4.1. Surveillance and Broadcast Services.

The Surveillance and Broadcast Services system provides two fundamental services:

Surveillance Broadcast Services (includes En Route, Terminal, and Surface Surveillance) and Traffic/Flight Information Broadcast Services, which include, ADS-R, TIS-B, and FIS-B.

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4.1.1. Automatic Dependent Surveillance-Broadcast (ADS-B). ADS-B equipped aircraft and vehicles periodically broadcast their state vector (horizontal and vertical position, horizontal and vertical velocity) and other information over either a 978 UAT or a 1090ES data link. The ADS-B message broadcasts are received by other properly equipped aircraft and vehicles in the vicinity and by the Surveillance and Broadcast Services Data Link Processor. These ADS-B Messages are processed and formatted into ADS-B Reports. The Data Link Processor provides these reports to the Broadcast Server and ATC/TFM Automation system for use by ATC in providing separation assurance, traffic flow management and other services. ADS-B is automatic because no pilot or operator input is required; it is dependent because position and velocity vector are derived from a Global Positioning System (GPS). The aircraft or vehicle originating the broadcast may or may not have knowledge of which users are receiving its broadcast; any user, either aircraft or ground-based, within range of this broadcast, may choose to receive and process the ADS-B surveillance information. ADS-B has the potential to provide surveillance data at a higher update rate and with improved accuracy over today’s NAS radar systems. All four ADS-B functions, Aircraft/Vehicle, Data Link Processor, Broadcast Server, and ATC/TFM Automation are necessary to provide the ADS-B Service.

4.1.2 Surveillance Broadcast Services

4.1.2.1 ATC Surveillance. ATC will use ADS-B surveillance information in the same manner as current dependent/cooperative surveillance system information is used, e.g., to assist aircraft with navigation, to separate aircraft, and to issue safety alerts and traffic advisories. The ADS-B surveillance information will be used to enhance the quality of existing radar-based surveil lance information for ATC automation system functions, i.e ., tracking, MSAW, Conflict Alert, and Mode-C Intruder Alert.

The targeted implementation areas include surface, terminal, en route, offshore, and oceanic domains. ADS-B surveillance will allow ATC to provide separation services between ADS-B-to-ADS-B and ADS-B-to radar and fused targets. ADS-B can support a potential reduction in separation minima in certain En Route and some current non-radar environments.

4.1.3 Traffic Flight Information Broadcast Services

4.1.3.1. Automatic Dependent Surveillance-Rebroadcast (ADS-R). Equipped aircraft receive broadcast ADS-B Messages directly from other aircraft equipped with the same data link technology. An aircraft equipped with a particular data link will have surveillance information only on like-equipped aircraft. As aircraft equip with either 978 UAT or 1090ES data link technologies, ADS-R provides a service to rebroadcast ADS-B messages received down one link and back up the other link. In this way, ADS-R service provides traffic information for interoperability between both data links. The Aircraft/Vehicle and Data Link Processor are necessary to provide the ADS-R Service.

4.1.3.2 Traffic Information Service-Broadcast (TIS-B). During NAS-wide deployment of ADS-B, aircraft will begin equipping with ADS-B avionics. During this transition, ADS-B-equipped aircraft will lack surveil lance information on aircraft that are not ADS-B equipped. The Surveillance and Broadcast Services ground infrastructure will support aircraft-to-aircraft and surface situational awareness operations by broadcasting TIS-B Messages on both the 978 UAT and 1090ES data links for targets detected and reported by radar, WAM, ASDE-X, or other surveillance systems. This, in conjunction with the ADS-R service, will provide equipped aircraft

SBS-006, Rev.06 – June 26,2012 Page 20 of 66 the information needed for a more complete picture of the traffic situation. TIS-B service will be decommissioned in the end state when all aircraft are ADS-B-equipped. The Aircraft/Vehicle, Data Link Processor, and Broadcast Server are necessary to provide the TIS-B service.

4.1.3.3 Flight Information Service-Broadcast (FIS-B). FIS-B provides the broadcast of weather and non-control advisory information providing users aeronautical information supporting safe and efficient operations. FIS-B products include, but are not limited to, graphical and textual weather reports and forecasts, NEXRAD precipitation information, Special Use Airspace (SUA) information, Temporary Flight Restricted Airspace (TFR’s), NOTAM’s, electronic pilot reports (E- PIREPS), and other similar meteorological and aeronautical information. FIS-B products will be up linked using the 978 UAT from the Data Link Processor and will not be available on the 1090ES link. There are many potential future FIS-B products that may be provided as their concepts mature. Therefore, the FIS-B service and data l ink capacity should allow for growth to accommodate additional products. The up linked products will come from both government and commercial sources. The Aircraft/ Vehicle, Data Link Processor, and Broadcast Server are necessary to provide the FIS-B service.

4.2 ADS-B Applications.

The following are the abbreviated descriptions of the ADS-B applications that have been selected for NAS implementation by FY2020. These applications were chosen based on their maturity, cost and operational benefits, and an understanding of the performance requirements necessary for implementation. Additional applications have been identified and defined for requirements definition and validation by FY2020 and are listed in Appendix C. Other applications in appendix C are listed as well but have not been selected for requirements definition or validation. Refer to the Surveillance and Broadcast Services Program Plan for schedule information.

4.2.1 Application Descriptions.

4.2.1.1 Traffic Situation Awareness – Basic: The objective of this application is to provide enhanced traffic situational awareness to flight crews increasing the safety and efficiency of flight operations.

The application is the most basic Aircraft Surveillance (AS) application and is used as the foundation for all the other applications described in this document. The application uses a cockpit display to provide the flight crew with a graphical depiction of traffic using relative range and bearing, supplemented by altitude, flight ID and other information. It is used to assist the out-the-window visual acquisition of airborne and surface traffic for enhancing flight crew situational awareness and air traffic safety in the

NAS.

Flight crews using this application will refer to the display during the instrument scan to supplement their visual scan. The display enables detection of traffic by the flight crew and aids in making positive identification of traffic advised by ATC. The information provided on the display also reduces the need for repeated air traffic advisories and is expected to increase operational efficiencies.

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Traffic Situation Awareness–Basic is a background application that runs at all times without flight crew input. It does not require flight crew or automated traffic selection.

However, specific traffic selection is permitted to enable the flight crew to determine additional information beyond that which is displayed by default, e.g., relative speed.

This application was previously referred to as Enhanced Visual Acquisition

4.2.1.2 1 Airport Traffic Situation Awareness: The objective of this application is to provide enhanced traffic situational awareness to flight crews in the vicinity of an airport, increasing the safety and efficiency of flight operations.

This application adds an airport map to the Traffic Situation Awareness–Basic application capable of displaying traffic and own ship from the surface to 1500 feet above the airport encompassing the airport traffic pattern, generally within 5 miles of the airport.

The application will be used by the flight crew to aid in detection of traffic related safety hazards on taxiways and runways including aircraft on final approach. This assists the flight crew with early detection of traffic conflicts and runway incursions. The displayed information may assist the flight crew in the decision-making process in order to take the most effective action. The application may also be used in conjunction with controller use of aircraft flight ID to assist the flight crew in determining the position of other taxiing aircraft or ground vehicles simplifying taxi and sequencing instructions.

The improved situational awareness will be most apparent in low visibility, at night, and/or where a portion of a runway is not visible from the takeoff or runway crossing position, even in good visibility. This application has elements of 2 applications previously known as Airport Surface Situational Awareness and Final Approach and Runway Occupancy Awareness.

4.2.1.3 Enhanced Visual Approach. This application is intended to enhance successive approaches for aircraft cleared to maintain visual separation from another aircraft on the approach. It closely follows the application specified in RTCA, Inc., Document 314 (RTCA DO–314), Safety, Performance and Interoperability Requirements Document for Enhanced Visual Separation on Approach (ATSA–VSA), in that the aircraft must remain in VMC. The definition of the Visual Separation Approach (VSA) application in DO–314 states that information provided by the Traffic Display is not a substitute to out the window information and the pilot must maintain visual contact with the Traffic To Follow (TTF) Aircraft throughout the VSA application operation.

The goal is to maintain visual approach procedure operation arrival rates even during periods of reduced visibility or obstructions to vision (haze, fog, sunlight, etc.). To achieve this objective, flight crews will be supported by a cockpit display of nearby traffic.

This will provide continually updated identity and position information to assist the flight crew with achieving and maintaining visual contact with relevant traffic. Additional information such as range and speed will be provided to assist flight crews in monitoring their distance from the preceding aircraft. The display may also be used to monitor aircraft on approach to parallel runways.

4.2.1.4 Cockpit Display of Traffic Information (CDTI) Assisted Visual Separation (CAVS): The objective of this application is to augment the flight crew’s ability to

SBS-006, Rev.06 – June 26,2012 Page 22 of 66 maintain visual separation and traffic situational awareness by enabling selection of a target aircraft for tracking during visual approach operations, increasing the safety and efficiency of air traffic and flight operations.

The basic delegated separation task assigned to the pilot is expected to function as today’s visual separation, with controllers managing the overall flow of traffic and delegating separation to the flight deck when it is operationally advantageous to do so.

When pilots accept a CAVS clearance, they will operate at a safe interval behind Traffic To Follow (TTF) and use the CDTI tools to manage the interval. If the flight crew is unable to maintain a safe interval for any reason (for example, loss of the displayed TTF) they will immediately advise air traffic control (ATC), just as is done today during visual separation operations. . If runway separation is at risk, ATC will issue a go around as required.

CAVS enables pilots to accept separation responsibility from other aircraft with the aid of a CDTI. It is somewhat similar to the Airborne Traffic Situational Awareness for Enhanced Visual Separation on Approach (ATSA–VSA) however, the fundamental difference between CAVS and VSA is that in CAVS the flight crew is allowed to use the information provided by the CDTI for the traffic-to-follow (TTF), after visual TTF acquisition and cross correlation on the CDTI, as a substitute for out the window information. Therefore, once the TTF has been acquired by correlating the traffic on the CDTI with a visual acquisition of the traffic out-the-window, the CAVS can continue through the use of the traffic display when the traffic information out-the-window is no longer available (for example, lost in lights during approach at night).

CAVS can be conducted in conjunction with existing visual arrival clearances and will not require any additional infrastructure or modification to ATC procedures.

The CDTI will provide situational awareness and optimize the visual approach; providing the pilots with the ability to more readily and more positively identify TTF, and to help maintain visual separation requirements during day and night VMC.

Flight crews using this application will refer to the display during the instrument scan to supplement their out-the-window visual scan. The display enables detection of traffic by the flight crew and aids in making positive identification of traffic advised by ATC.