Identification Of ADS-B User Benefits To Incentivize GA Equipage

1. Identification Of ADS-B User Benefits To Incentivize GA Equipage Fabrice Kunzi kunzi@mit.edu Advisor: R. John Hansman rjhans@mit.edu CGAR Annual Meeting June 9th - 11th 2009

2. Automatic Dependent Surveillance – Broadcast (ADS-B) • Transmitter • Receiver • MOPS/MASPS • etc. ADS-B Out and In Aircraft Capability/Avionics Equipage ADS-B Out: Position and intent broadcast to ground or other aircraft ADS-B In: Information transmitted from ground or other aircraft to aircraft Operating Procedures ADS-B Out ADS-B In ADS-B Out Ground Infrastructure/ATC Integration • Antennae • Controller Display • Data Fusion • etc. ATC Integration

3. 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 • Data Transmission such as Weather and Traffic Information (FIS-B, TIS-B, etc) • Ground Infrastructure is cheaper

4. 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-original/outline-blank-transparent-world-map-b1b.png

5. 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

6. Motivation Capabilities Applications Aggregate Cost/Benefits stk1 stk2 stk3 b1(t) b2(t) GA (e.g.) Application 1 Application 2 …. Application x Aircraft Equipage Level of Benefit/Cost b3(t) Significant benefits Operating Procedures Some/Indirect stk1 stk2 stk3 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”

7. 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%)

9. Motivation Capabilities Applications Aggregate Cost/Benefits 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”

11. 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

12. One-In-One-Out:Current 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 Approach Path Non-towered airport Final Approach Fix 12

13. One-In-One-Out:Stage 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 Approach Path Non-towered airport Final Approach Fix 13 13

14. One-In-One-Out:Stage 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 Approach Path Non-towered airport Final Approach Fix 14 14

15. 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

16. 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

17. Questions and Feedback

19. Backup Slides

20. Feedback of Benefit Operating Procedures stk3 stk1 stk2 b1(t) b2(t) b3(t) Aircraft Capability/ Equipage ADS-B Applications Benefit

21. 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

22. Current Status Where are the Procedures/ATC?

23. Reference • http://www.outline-world-map.com/map-images-original/outline-blank-transparent-world-map-b1b.png