SBS SBA Market Survey_CONOPS_3623.pdf

Surveillance and Broadcast Services (SBS) Group

Concept of Operations Document for Oceanic Air Traffic Control using

Satellite-Based Automatic Dependent Surveillance-Broadcast (SBA)

March 6, 2023

Federal Aviation Administration

800 Independence Avenue, SW

Washington, DC 20591

FAA Surveillance and Broadcast Services Concept of Operations Document for Oceanic ATC using SBA

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Table of Contents 1 Introduction

1.1 Background

1.2 Concept Overview

2 Baseline Operations

2.1 Operational Environment

2.2 Description of Baseline Operations

2.2.1 Oceanic Separation Procedures

2.2.2 Last Known Position

2.3 Supporting Infrastructure

2.3.1 Advanced Technologies and Oceanic Procedures System Description

2.3.2 Oceanic Communications, Navigation, and Surveillance Capabilities

3 Concept of Operations for Oceanic ATC using SBA

3.1 Assumptions and Constraints

3.2 Operational Environment

3.3 Description of Future Operations

3.3.1 19 NM Lateral and 17/14 NM Longitudinal

3.3.2 New SBA Separation Minima and Procedures for HF Aircraft

3.3.2.1 SBA/HF Lateral and Longitudinal Separation Minima

3.3.2.2 Reduced Crossing Separation for SBA/HF Aircraft

3.3.2.3 SBA/HF Climb-Through

3.3.3 Climb/Descend Procedure with SBA

3.3.4 ADS-B Selected Altitude

3.3.5 Last Known Position

3.4 Supporting Infrastructure

4 Operational Scenario – 14 NM Longitudinal

4.1 Background

4.2 Baseline Operations

4.3 Future Operations

4.4 Synopsis of the Changes

5 Summary of Benefits and Impact

6 References

Acronyms

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1 Introduction This concept of operations (CONOPS) document describes the operational and functional characteristics of oceanic Air Traffic Control (ATC) using Satellite-Based Automatic Dependent Surveillance-Broadcast (SBA). This CONOPS will be used as a supporting document to the SBA Service for Oceanic Air Traffic Control Request for Information (RFI).

For this SBA concept, the Federal Aviation Administration’s (FAA) Surveillance and Broadcast Services (SBS) group would contract with a service provider to obtain Automatic Dependent Surveillance-Broadcast (ADS-B) surveillance data via satellite relay. The satellite technology will expand the FAA’s receipt of ADS-B data to include oceanic airspace that is not currently covered by terrestrial ADS-B.

This CONOPS document describes how SBA data, ingested into the Advanced Technologies and Oceanic Procedures1 (ATOP) automation system to be used for aircraft separation, would enhance FAA oceanic air traffic operations by improving airspace safety and efficiency.

1.1 Background

All Air Navigation Service Providers (ANSPs) and users have a vested interest in optimizing preferred oceanic trajectories. The preferred oceanic trajectory usually is the most efficient mode of operation for all aircraft, enabling reduced fuel consumption and environmental impact. Utilizing SBA reports to reduce separation between aircraft in United States (U.S.) oceanic airspace could help maintain or increase the number of flights able to fly their preferred trajectories as oceanic traffic levels continue to rise.

In U.S. oceanic airspace, surveillance data is currently provided by Automatic Dependent Surveillance-Contract (ADS-C). Where surveillance is not available in oceanic airspace, ATC receives pilot reported positions via Controller-Pilot Data Link Communications (CPDLC) or from the pilot over High Frequency (HF) voice communications through a third-party radio operator. ADS-C provides periodic aircraft position updates – set by ATC to support the corresponding separation standard (e.g., once every 3 or 10 minutes) – while pilot position reports occur approximately every hour.

The envisioned SBA service will use a commercially operated satellite-based infrastructure that receives ADS-B Out messages transmitted from aircraft with ADS-B avionics and relays them to a ground station. The SBA service provider will process the messages and compose FAA Category 33 (CAT033) formatted reports containing aircraft information including position, velocity, and identification. The SBA surveillance update rate is more frequent than ADS-C and HF radio position reporting and, therefore, provides more details for tracking of aircraft paths and aircraft separation. With this

1 ATOP is the FAA’s automation system used by the controllers to manage oceanic air traffic.

March 6, 2023 Page 4 of 25 improvement in surveillance in oceanic airspace, there is a potential for reduced oceanic distance and time-based separation, and more efficient service to operators.

1.2 Concept Overview

ATOP will take advantage of the availability of SBA reports to separate aircraft and to enhance controller situational awareness and conformance monitoring. Controllers will be notified when expected SBA reports are not received. Controllers will also be notified when SBA reports indicate potential conflicts and if the aircraft has deviated from its protected flight plan.

Multiple separation minima are used in FAA-controlled oceanic airspace to accommodate aircraft with different equipage levels. The mixed-equipage environment limits the use of reduced separation due to aircraft with lower equipage levels. Oceanic ATC will use real-time SBA data ingested into ATOP to enhance operations by enabling the reduction of separation with possible procedural changes in oceanic airspace.

Oceanic ATC will also use the additional information available in ADS-B reports and acquire position reports in the event of lost communications.

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2 Baseline Operations Oceanic flights operate in a non-radar and/or non-direct voice communications environment. Air traffic may be managed along fixed tracks, flexible tracks, random routes, or User-Preferred Routes (UPRs). Fixed tracks are published Air Traffic Service (ATS) routes. The organized track systems (i.e., Pacific Organized Track System (PACOTS) and North Atlantic Organized Track System (NAT OTS)) are composed of flexible tracks which are generated twice daily, based on winds. UPRs are user-defined routes within the constraints of the PACOTS or NAT OTS airspace. Random routes are user-defined routes which are not restricted by UPR guidelines.

The following sections describe oceanic air traffic operations, including the operational environment and supporting infrastructure in the baseline timeframe (i.e., 2024) when all currently funded ATOP Enhancement 1 capabilities will have been implemented.

2.1 Operational Environment

The baseline oceanic air traffic operational environment includes the oceanic airspace managed by the FAA Air Route Traffic Control Centers (ARTCCs) listed below and shown in Figure 2-1:

Oakland ARTCC for air traffic operating over much of the Pacific Ocean

New York ARTCC for traffic operating over the western portion of the Atlantic Ocean

Anchorage ARTCC for traffic operating over the Aleutian Islands and for traffic over the Arctic Ocean north of Alaska

In addition to the three facilities mentioned above, other ARTCCs manage some pockets of oceanic or offshore airspace that is mostly covered by radar or terrestrial ADS-B and/or has direct controller-pilot voice communications and does not use ATOP (e.g., Houston and Miami ARTCCs). These facilities are outside the scope of this concept.

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Figure 2-1. U.S. Oceanic Airspace

2.2 Description of Baseline Operations

In the baseline, the primary oceanic controller roles and responsibilities include the following:

Ensuring that all flight profiles are current and accurate in ATOP

Ensuring required separation between aircraft, as well as between aircraft and special activity airspace

Monitoring and advising aircraft of pilot reports (PIREPs) for adverse weather and of Significant Meteorological Information (SIGMETs)

Performing all necessary coordination and information sharing between other sectors and facilities

Processing flight crew requests (e.g., altitude, speed, or route changes and weather deviations)

Supporting emergency operations, including alerting services and assisting with search and rescue operations in the event of lost communications

Note: Oceanic controllers do not use tactical maneuvers (e.g., vectors) in managing oceanic traffic.

The following sections describe the baseline FAA oceanic operations in in more detail.

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2.2.1 Oceanic Separation Procedures

FAA separation minima and procedures are developed in accordance with International Civil Aviation Organization (ICAO) standards. Due to non-radar airspace and infrequent surveillance and position reports affecting positional accuracy, oceanic separation is based on route centerlines, as opposed to actual positions, and are highly dependent on a set of requirements, including the airspace region in which the aircraft is flying and the avionics equipage of the aircraft. Reduced oceanic separation minima and associated procedures have been developed that take advantage of aircraft communications, navigation, and surveillance (CNS) equipage and qualifications. To meet the target level of safety, new separation minima are often based on aircraft qualifications for Required Navigation Performance (RNP), Required Communications Performance (RCP), and Required Surveillance Performance (RSP) criteria, known generally as Performance-Based Navigation (PBN) and Performance-Based Communications and Surveillance (PBCS).

Standard oceanic separation between aircraft is 50 nautical miles (NM) lateral and 10 minutes longitudinal (i.e., approximately 80 NM for a turbojet aircraft). With the exception of the distances used for “climb/descend through” procedures, the smallest separation minima in U.S. oceanic airspace is 23 NM lateral and 20 NM longitudinal (23/20). In order to be eligible for these separation minima, both aircraft involved are required to be equipped and capable of Future Air Navigation System (FANS) CPDLC, RNP 4, RCP 240, and RSP 1802. Aircraft that meet these requirements must file their equipage and qualifications in their flight plans to be enabled for the non-standard separation minima. Note: Not all aircraft have the most advanced CNS equipage and PBN/PBCS qualifications. In some sub-regions of U.S. oceanic airspace, the percentage of PBN/PBCS-qualified flights is over 90%. In other sub-regions, such as the New York western oceanic region and the routes between the western U.S. coast and Hawaii, the percentage of PBN/PBCS-qualified flights is below 50%.

ADS-C equipage is a key component in the baseline application of reduced distance-based separation standards. Both aircraft must satisfy the equipage requirements to be separated by these standards. ADS-C reports contain intent information consisting of two future waypoints as well as aircraft Flight Management System (FMS)-calculated time estimates for the next waypoint. This information is critical for the trajectory-based operations of the automation system and oceanic controller.

2.2.2 Last Known Position

To support alerting services or search and rescue operations in the event of lost communications, the oceanic controller can retrieve an aircraft’s last known position based on HF, CPDLC, or ADS-C position reports. In much of oceanic airspace, there is no radar or terrestrial ADS-B coverage and since HF, CPDLC, and ADS-C reports are received approximately every 3-60 minutes, this can result in large search areas. The position information can be forwarded from the FAA to the Coast Guard Rescue

2 The values designate the required performance types for RNP, RCP, and RSP. [1] [2]

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Coordination Center (RCC). In addition, the facility can retrieve offline system analysis and recording data of all position reports using extraction tools.

2.3 Supporting Infrastructure

The infrastructure used to provide FAA oceanic air traffic operations is composed of FAA, airspace users, and third-party service provider systems. The following sections describe the oceanic CNS/ATC architecture comprising the full set of technologies, systems, and services using the ATOP system (see Figure 2-2). Oceanic airspace users represent a broad range of performance due to numerous CNS avionics configurations that are accommodated by the FAA’s ATC systems and procedures.

Figure 2-2. Baseline Oceanic CNS/ATC Architecture Overview

2.3.1 Advanced Technologies and Oceanic Procedures System Description

ATOP receives HF and CPDLC position reports, as well as ADS-C, terrestrial ADS-B, and radar surveillance reports. ATOP automatically processes in-conformance reports3 and alerts the controller of any out-of-conformance reports. In-conformance ADS-C and

3 Conformance bounds used by ATOP are set as parameters. In the baseline environment, aircraft are in conformance if they are within 5 NM lateral, 300 feet vertical, and 3 minutes longitudinal of their flight profile.

March 6, 2023 Page 9 of 25 pilot-reported positions are used by ATOP to update the flight profile with a reported waypoint time and the altitude and Estimated Time of Arrival (ETA) at the next waypoint.

ATOP estimates future positions by interpolating between the reported time and the next waypoint ETA or extrapolating out to future position times based on the aircraft’s cleared route, cleared or filed speed, and forecasted winds.

ATOP processes radar and ADS-B information for aircraft where radar or terrestrial ADS-B is available and maintains a system track for each flight. The system track is then used to update the ATOP flight profile.4 In addition, radar and ADS-B reported positions are checked for conformance. Only in defined airspace (e.g., Shemya radar airspace), radar and/or terrestrial ADS-B reports are used to provide tactical ATC services. In-conformance radar and ADS-B reported positions update the flight profile at a parameter rate (e.g., every minute). The baseline system has the capability to also process SBA reports to update the system track. However, SBA reports are not being received and, therefore, are not being used operationally.

ATOP allows controllers to maintain the required separation between flights and other aircraft/special activity airspace, and it allows the controllers to be able to evaluate proposed flight profile changes. ATOP checks received position reports for conformance, updates the flight’s profile with in-conformance reports, and checks for separation and other issues. ATOP then alerts the controller when their attention is required (e.g., conflict is predicted within the next two hours, position report is out of conformance or overdue, or coordination with the next facility is required). This operational process is referred to as “control by exception.”

2.3.2 Oceanic Communications, Navigation, and Surveillance Capabilities

Oceanic airspace users are comprised of various types of aircraft with varying levels of avionics capabilities. Separation minima applied in oceanic airspace depends, in part, on each aircraft’s CNS capabilities and qualifications.

Aircraft flying in oceanic airspace may have the following communications systems:

FANS CPDLC (preferred method)

HF voice communications (primary method for non-FANS aircraft and required for all aircraft)

Very High Frequency (VHF)/Ultra-High Frequency (UHF) voice communications (only available within range of land-based communications towers (e.g., Bermuda and the Aleutian Islands))

Satellite voice communications (rarely used)

Aircraft flying in oceanic airspace may have the following navigation systems:

4 The system tracks are created and tracked by ATOP's Micro-EARTS (surveillance data processor) using radar, terrestrial ADS-B and SBA reports. Other ATOP functions use the system track, not the individual radar, terrestrial ADS-B, or SBA reports. This document uses the term "SBA reports" when referring to the system track updated with SBA reports.

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Global Positioning System (GPS)

Inertial Navigation System (INS)

FMS

RNP

Sources of position reports and surveillance are the following:

HF Position Reporting

CPDLC Position Reporting

FANS ADS-C

Radar

ADS-B Out

Some coastal radars feed into ATOP, providing radar reports for aircraft within range of the radars. Radar reports provide position and altitude information and do not contain the intent data provided by ADS-C, CPDLC, and HF reports (i.e., the aircraft’s position and time estimate for the next waypoint along with the location of the ensuing waypoint (next + 1)). Radar reports also do not contain wind and weather data, which are available in some ADS-C and HF reports.

For aircraft broadcasting ADS-B messages, ATOP has the capability to receive the reports via ground stations or via satellite relay in portions of oceanic airspace that are outside the range of terrestrial surveillance capabilities.5 ADS-B reports include position and altitude information, as well as other data such as velocity, quality measures, ground speed and heading, emergency indication, and target state. Selected Altitude is an optional field and provides the altitude selected by the pilot on either the FMS or the Mode Control Panel (MCP)/Flight Control Unit (FCU). ADS-B reports do not contain intent data or wind and weather data.

5 In the baseline operations, ATOP receives only terrestrial ADS-B reports from some ground stations.

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3 Concept of Operations for Oceanic ATC using SBA This section describes the operational concept for oceanic operations enhanced by the use of SBA reports.

3.1 Assumptions and Constraints

The proposed system, operational scenarios, and summary of impacts are based on the following technical and operational assumptions and constraints. If the assumptions and constraints are not realized, then the concept presented in this section will need to be reviewed and modified to take any changes into account.

Aircraft FANS CPDLC and ADS-C Equipage: A wide variation in aircraft type, age, capabilities, and operators will continue to exist in oceanic airspace. Major portions of FAA-controlled airspace will include non-FANS aircraft. There is no mandate in U.S. oceanic airspace6 for aircraft to be equipped with FANS CPDLC and ADS-C avionics.

Aircraft ADS-B Equipage and Eligibility: Most aircraft are equipped with Link Version 2 1090-Megahertz Extended Squitter (ES) ADS-B avionics compliant with RTCA DO-260B Minimum Operational Performance Standards (MOPS) [3]7, the required avionics for the U.S. domestic terrestrial ADS-B service, as mandated for flights operating in certain controlled airspace in the National Airspace System (NAS), and by some international ANSPs. Also, most aircraft will have a top antenna since aircraft are equipped with Traffic Alert and Collision Avoidance System (TCAS).

SBA Reports: SBA reports will be approved as a source of position data to be used for procedural separation of aircraft in oceanic airspace. The SBA reports will meet the performance requirements to support the new separation minima.

There will be aircraft for which SBA reports will not be received. These aircraft may be unequipped with ADS-B Out, have their ADS-B Out turned off (e.g., military flights), or their data may be filtered to prevent sharing of sensitive flight information.

Navigation Accuracy and Integrity: ATOP will filter the SBA reports according to their Navigation Integrity Category (NIC), Navigation Accuracy Category for Position (NACp), and other indicator values to ignore reports with gross position estimation error.

3.2 Operational Environment

The operating environment for this concept is U.S. oceanic airspace that uses ATOP.

The airspace will continue to be controlled procedurally with ATOP, aiding the controller

6 The data link mandate for the North Atlantic region, which requires aircraft to be CPDLC and ADS-C equipped to operate between FL290 and FL410, does not apply in New York oceanic airspace.

7 Some other ANSPs allow ADS-B Link Versions 0 and 1 reports compliant with previous versions of RTCA DO-260

1090ES ADS-B MOPS.

March 6, 2023 Page 12 of 25 to ensure that the appropriate aircraft-to-aircraft and aircraft-to-airspace separation is maintained. The airspace configuration is not expected to change.

Air traffic in oceanic airspace is expected to grow in the coming years. From January through September 2022, the maximum number of flights that flew in New York’s oceanic airspace in one day was 1033; in Oakland oceanic airspace, the maximum day was 948 flights; and in Anchorage oceanic airspace, the maximum day was 341 flights.

The number of oceanic flights is expected to increase at an average growth rate of 3% per year over the next five years. In addition, the percentage of advanced avionics equipage, such as FANS and ADS-B, is expected to increase as new airframes enter the system. However, there will still be older and less equipped aircraft in the system.

These flights will continue to transmit position reports and communicate with the controller via the third-party radio operator.

Just as in the baseline environment, UPRs and random routes will continue to be used where ATC operations, safety, and workload can support them. UPRs filed by the airspace users will be allowed and managed on a regional basis. More users will file UPRs and random routes. The investment in an SBA service will not affect the fixed and flexible track structure. Therefore, changes to the track structure are outside the scope of this concept.

3.3 Description of Future Operations

With frequent SBA reports being received by ATOP, controllers will be able to take advantage of a reduction in separation minima and procedure changes. Although controller procedures will likely change with the reduction in separation, at the highest level no major changes in controller or flight crew roles and responsibilities are expected. Controllers will be required to complete training on these processes and procedures.

The flight crew will still fly the aircraft, ensure the safety of the passengers, and get to the destination safely.

3.3.1 19 NM Lateral and 17/14 NM Longitudinal

ICAO has approved new separation minima of 19 NM lateral, 14 NM longitudinal for same direction aircraft (less than 45°) and 17 NM for same direction converging aircraft (also known as same direction crossing traffic (i.e., 45° or greater and less than 90°)).

For opposite direction aircraft on reciprocal tracks, an aircraft may be cleared to climb or descend to or through the levels occupied by another aircraft, provided that SBA reports have been received for both aircraft demonstrating the aircraft have passed each other by 5 NM.

For an aircraft to be qualified for this standard, ATOP must be receiving SBA reports or the equivalent (i.e., radar or terrestrial ADS-B). Also, aircraft must be equipped with

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FANS, with a CPDLC connection, and approved for RNP 4 and RCP 240.8 Aircraft must adhere to the route within 3 NM laterally.

3.3.2 New SBA Separation Minima and Procedures for HF Aircraft

While aircraft with HF communications provide pilot position reports approximately every hour, SBA reports are expected to be received as rapidly as every 4 to 15 seconds. This provides as much or more accurate surveillance than RSP 180, which is the surveillance standard required to apply reduced separation for FANS aircraft in today’s environment. Pilot-Controller communications through a third-party operator is equivalent RCP 400. A combination of SBA and HF could be leveraged to establish new separation minima.

There are rules that allow for a reduction in separation that are reliant on the use of Navigational Aids (NAVAIDs). These rules provide the greatest benefit to aircraft that are not equipped with more than the most basic CNS capabilities, mainly aircraft that rely on HF radio for communication purposes. However, there are few useable NAVAIDs in the oceanic environment that can be used for reduced separation. New minima can be developed using SBA based on reduced separation rules that already exist in today’s oceanic environment. These new separation minima still need to be approved by the FAA for use in oceanic airspace. The new minima will apply between an HF aircraft and any other aircraft for which ATOP is receiving SBA reports.

The new separation rules will be incorporated into the ATOP conflict probe. The rules will be checked along with other separation rules. ATOP will check to ensure aircraft are qualified for the corresponding separation. From the controller perspective, there are no changes to operations.

3.3.2.1 SBA/HF Lateral and Longitudinal Separation Minima

SBA reports increases the positional accuracy of an aircraft and coupled with the intent data received by the HF position report, lateral and longitudinal separation may be reduced below the current separation minima for non-FANS aircraft, as shown in Figure 3-1.

8 Although ADS-C is not required by ICAO to apply this standard, the FAA will determine if control measures such as

ADS-C will be required when implementing the standard in U.S. oceanic airspace.

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Figure 3-1. SBA/HF Lateral and Longitudinal Separation Minima

3.3.2.2 Reduced Crossing Separation for SBA/HF Aircraft

A new reduced crossing separation minima would apply between a non-FANS aircraft and other aircraft. Using SBA reports, the flights can cross with separation less than the 15 minutes required in the baseline operations (see Figure 3-2 below). Leveraging the receipt of frequent SBA position reports to ensure aircraft will be clear of the new reduced route protected airspace of another aircraft would allow for the elimination or reduction of the 15-minute crossing separation standard. Once the SBA reports indicate that the aircraft are laterally clear of each other’s route protected airspace (e.g., 50 NM between aircraft), then the controller will separate the aircraft using route protected airspace rules.

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Figure 3-2. SBA/HF Reduced Crossing

3.3.2.3 SBA/HF Climb-Through

ICAO and the FAA currently allow non-radar separation between properly area navigation (RNAV)-equipped aircraft relative to a NAVAID or utilizing Distance Measuring Equipment (DME). In certain situations, this separation can be reduced to as little as 10 miles when all required conditions are met (see Figure 3-3 below). The receipt of SBA reports could be utilized in lieu of the reliance on NAVAIDs in the same manner as fix/radial/distance (FRD) relative to a NAVAID is currently used to further reduce separation.

Figure 3-3. SBA/HF Climb-Through

3.3.3 Climb/Descend Procedure with SBA

The ADS-C Climb/Descend Procedure (CDP) is a useful tool to accommodate climb/descent requests in the oceanic environment. ADS-C CDP uses ADS-C demand reports from FANS-equipped aircraft, allowing reduced separation when certain criteria

March 6, 2023 Page 16 of 25 are met. With the implementation of SBA, the CDP will be able to use the SBA position reports, instead of requesting ADS-C demand reports received by ATOP. Utilizing SBA reports to replace the ADS-C demand requirements in the current ADS-C CDP would facilitate faster initiation of the CDP clearance. The more frequent SBA reports may allow for even smaller separation for the ADS-C CDP or lead to the creation of an SBA

CDP.

3.3.4 ADS-B Selected Altitude

The Selected Altitude field is an optional field in ADS-B reports. It contains the altitude selected by the pilot on the MCP/FCU. The selected altitude information can aid in early detection of large height deviations. The MCP/FCU selected altitude setting is an indication of pilot intent and potentially can be used to detect altitude climb or decent maneuvers that are not in compliance with the aircraft’s cleared profile. ATOP will compare the selected altitude field in the ADS-B report9 to the flight’s cleared altitude. If the selected altitude does not match the current cleared altitude, the controller is notified of the discrepancy. The controller is not notified of the discrepancy if the controller sent an altitude change clearance and the selected altitude is between the aircraft’s current and cleared altitude.

3.3.5 Last Known Position

In the event of lost communications, the ATOP controller can obtain the last known position to support alerting services and search and rescue operations. The last SBA report, and therefore the latest surveillance report, will be provided when the controller retrieves the last surveillance data. The controller can then provide the information to the supervisor who will, in turn, forward the information to the appropriate agencies. In addition, all position reports, including SBA reports, will be included in the offline system analysis, and recording data. A plotter can be used to plot the positions and the route of flight. This information can be forwarded from the FAA to the Coast Guard RCC to narrow the geographic area for search and rescue operations.

3.4 Supporting Infrastructure

The supporting infrastructure is the same as the baseline infrastructure, with the addition of SBA data being provided to ATOP (see Figure 3-4 below). Broadcasted ADS-B surveillance messages will be relayed to the FAA service delivery point by a service provider who will convert the ADS-B data into CAT033 reports containing position and other aircraft information and into CAT023 service status messages. These SBA reports will be formatted the same as terrestrial ADS-B reports.

9 Depending on how the pilot interacts with the FMS and MCP/FCU, the FMS altitude may not be correct. Therefore, if the source of selected altitude in the ADS-B report is from the FMS, it should not be used.

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Figure 3-4. Future Oceanic CNS/ATC Architecture Overview

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4 Operational Scenario – 14 NM Longitudinal This section describes an operational scenario that depicts ATOP operations within the FAA-delegated oceanic airspace and how the incorporation of SBA data allows the FAA to reduce longitudinal separation to 14 NM from 20 NM for qualified aircraft.

The scenario describes both operations in the baseline environment and future operations using SBA data. The scenario is not based on specific past events but is modeled after common situations that occur in oceanic operations. The scenario depicts an application and, therefore, does not address all oceanic operations benefits in this concept.

4.1 Background

This scenario consists of two same direction aircraft in radar airspace, about to enter New York oceanic airspace, traveling the same route. As shown in Figure 4-1, the lead aircraft, Aircraft A, is maintaining Flight Level (FL) 350 and is 17 NM in front of Aircraft B. Aircraft B is initially at FL330, requesting FL350. Both aircraft are equipped with FANS ADS-C and CPDLC and are qualified for RNP 4, RCP 240, and RSP 180.

Figure 4-1. Initial Conditions for Same Direction Aircraft with Request for Same Altitude

4.2 Baseline Operations

In the above scenario, both aircraft are in the last sector with radar surveillance (i.e., 5 NM separation minima) and VHF communications prior to entering non-radar oceanic airspace supported by ATOP. Aircraft A is at FL350 and in front of Aircraft B at FL330.

The radar controller calls and completes the coordination process for the lead aircraft, Aircraft A, at FL350 with the oceanic controller. On the same call, the radar controller then commences the coordination process with the oceanic controller for Aircraft B at FL330 and advises the oceanic controller that Aircraft B is requesting altitude FL350.

The oceanic controller determines that FL350 is unavailable and offers FL370.

The radar controller advises Aircraft B that FL370 is available. The flight crew responds to the controller that they are too heavy to accept FL370. The radar controller advises the oceanic controller that Aircraft B is too heavy for FL370, and FL330 will be its final

March 6, 2023 Page 19 of 25 altitude when leaving radar. The oceanic controller acknowledges and advises that they will keep the request for FL350 on file and subsequently inserts a data block annotation for Aircraft B for later consideration.

Prior to both aircraft reaching the sector boundary, the radar controller terminates radar service and VHF communications with both aircraft.

4.3 Future Operations

Future operations will allow the controller to apply SBA separation between aircraft that are equipped with FANS CPDLC and ADS-C, are RNP 4, RCP 240, and RSP 180 qualified, and for which ATOP is receiving SBA reports. In this scenario, both Aircraft A and Aircraft B meet all eligibility requirements, so the applicable reduced 14 NM longitudinal SBA standard can be applied between the two aircraft.

As in baseline operations scenario, both aircraft are in the last sector with radar surveillance (i.e., 5 NM separation minima) and VHF communications prior to entering non-radar oceanic airspace supported by ATOP. Aircraft A is at FL350 and in front of Aircraft B at FL330.

The radar controller calls and completes the coordination process for Aircraft A at FL350 with the oceanic controller with no issue. On the same call, the radar controller then commences the coordination process for Aircraft B, advising the oceanic controller that Aircraft B is currently at FL330 but is requesting FL350 and that the aircraft pair have 17 NM between them on radar. Since both aircraft are eligible for the reduced 14 NM longitudinal SBA standard, the corresponding SBA reduced separation is available to the oceanic controller. The oceanic controller approves FL350 for Aircraft B and requests that the radar controller assign Mach 0.84 to both aircraft.

The radar controller clears Aircraft A to maintain Mach 0.84, and the pilot acknowledges

it. The controller then clears Aircraft B to climb to FL350 and maintain Mach 0.84, and the pilot acknowledges it. The radar controller terminates radar service and VHF communications with Aircraft A. When Aircraft B reports level at FL350, the radar controller terminates radar service and VHF communications with Aircraft B.

4.4 Synopsis of the Changes

Using baseline oceanic separation minima, Aircraft B was negatively impacted by having to stay at FL330, rather than its requested altitude of FL350.

With the new separation standard of 14 NM longitudinal, and Aircraft B being more than 14 NM behind Aircraft A, the oceanic controller can approve Aircraft B’s requested altitude and eliminates the need for any subsequent discussion between the two controllers for other vertical options available to Aircraft B (e.g., FL370). Additionally, the ensuing communications addressing options between the controller, the flight crew, and possible flight crew communications with the Flight Operations Center are eliminated.

There is no need to recalculate fuel burn and reserve fuel quantities. Furthermore, the oceanic controller no longer has to keep the requested altitude on file by inserting a data block annotation, since the requested altitude was granted.

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The new reduced separation enabled by SBA allows Aircraft B to receive its requested altitude sooner, resulting in optimal fuel burn as the aircraft did not have to stay at the lower altitude.

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5 Summary of Benefits and Impact The SBA service provides surveillance data that provides additional U.S. oceanic surveillance coverage for ADS-B equipped aircraft. The service provides more frequent updates than ADS-C and HF radio position reporting.

The expected benefits of SBA in U.S. oceanic airspace operations include the following:

The ingestion of SBA reports into ATOP and the various operational improvements will lead to increased airspace user efficiency.

o SBA reports will provide opportunities to reduce separation for multiple types of situations between aircraft or airspace. Both FANS and non-FANS aircraft will realize benefits across all oceanic airspace with the addition of SBA.

Reducing separation will allow aircraft to fly closer to each other and achieve more desirable flight profiles. Some of the greatest benefits will be for lesser equipped aircraft (i.e., non-FANS) that operate in Oakland’s Central East Pacific (CEP) airspace between Hawaii and the Continental United States (CONUS) and New York’s Oceanic Control Area (OCA) West areas.

o The use of SBA reports in conjunction with a CDP would allow a streamlined process for the controller and make better use of the airspace. This could provide users with efficiency gains if controllers can more frequently and more quickly grant pilot requests for higher/lower altitudes.

More efficient use of airspace will lead to less fuel use and reduced greenhouse gas emissions, thereby lessening environmental impacts.

Increased situational awareness by controllers and the ability to more frequently address any issues in flight conformance will improve safety. With more frequent display and flight profile updates in ATOP based on SBA reports, controllers will have increased situational awareness. ATOP will be able to check conformance with reports received in-between mandatory HF position reports or ADS-C periodic contract reports, leading to earlier notification of a flight deviating in the vertical, lateral, or longitudinal direction. This conformance monitoring could also be used to check against the coordinated profile for incoming aircraft.

The above changes to operations and procedures using SBA reports will increase controller productivity and reduce flight-crew workload. Communications between controllers and flight crews for discussion of options when a flight’s initial request was unavailable will decrease if the request can be approved the first time.

The incorporation of SBA reports into oceanic operations will improve the process when an aircraft is missing or overdue, which could lead to increased safety. The accuracy and frequency of information, along with the accessibility of the latest SBA report to operational personnel, will provide more recent last known aircraft position to the Coast Guard RCC to support search and rescue operations. The more recent last known position could also equate to a smaller

March 6, 2023 Page 22 of 25 search area, which could shorten the search time and reduce the time for rescue and recovery in the event of an accident.

Harmonization with adjacent ANSPs in adopting new separation minima and procedures based on SBA reports could also lead to enhanced controller productivity and airspace user efficiency.

March 6, 2023 Page 23 of 25

6 References

1. ICAO, Performance Based Navigation (PBN) Manual, ICAO Document 9613, 4th edition, 2013

2. ICAO, Performance-based Communication and Surveillance (PBCS) Manual, ICAO Document 9869, 2nd edition, 2017

3. RTCA, Minimum Operational Performance Standards (MOPS) for 1090 MHz Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) and Traffic Information Services – Broadcast (TIS-B), DO-260B with Corrigendum 1, December 13, 2011, Washington, D.C.

March 6, 2023 Page 24 of 25

Acronyms Acronym Definition

1090ES 1090-Megahertz Extended Squitter

ADS-B Automatic Dependent Surveillance-Broadcast

ADS-C Automatic Dependent Surveillance-Contract

ANSP Air Navigation Service Provider

ARTCC Air Route Traffic Control Center

ATC Air Traffic Control

ATOP Advanced Technologies and Oceanic Procedures

ATS Air Traffic Service

CAT033 Category 33

CDP Climb/Descend Procedure

CEP Central East Pacific

CNS Communications, Navigation, and Surveillance

CONOPS Concept of Operations

CONUS Continental United States

CPDLC Controller-Pilot Data Link Communications

DME Distance Measuring Equipment

ETA Estimated Time of Arrival

FAA Federal Aviation Administration

FANS Future Air Navigation System

FCU Flight Control Unit

FL Flight Level

FMS Flight Management System

FRD Fix/Radial/Distance

GPS Global Positioning System

HF High Frequency

ICAO International Civil Aviation Organization

INS Inertial Navigation System

MCP Mode Control Panel

MOPS Minimum Operational Performance Standards

NACp Navigational Accuracy Category for Position

March 6, 2023 Page 25 of 25

Acronym Definition

NAS National Airspace System

NAT OTS North Atlantic Organized Track System

NAVAID Navigational Aid

NIC Navigational Integrity Category

NM Nautical Miles

OCA Oceanic Control Area

PACOTS Pacific Organized Track System

PBCS Performance-Based Communications and Surveillance

PBN Performance-Based Navigation

RCC Rescue Coordination Center

RFI Request for Information

RNAV Area Navigation

RCP Required Communications Performance

RNP Required Navigation Performance

RSP Required Surveillance Performance

SBA Satellite-Based ADS-B

SBS Surveillance and Broadcast Services

SIGMET Significant Meteorological Information

TCAS Traffic Alert and Collision Avoidance System

UHF Ultra-High Frequency

UPR User-Preferred Route

VHF Very High Frequency