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ADS-B Operational Approvals (now and in the future)

ADS-B Operational Approvals (now and in the future). By: Dennis Mills, AFS-220 FAA Flight Standards Air Carrier Operations - New Technology OSWG First Quarter 2011 Date: January 19, 2011. Overview. What ADS-B is and isn’t Current OpSpec Future OpSpecs Current Applications

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ADS-B Operational Approvals (now and in the future)

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  1. ADS-B Operational Approvals (now and in the future) By: Dennis Mills, AFS-220 FAA Flight Standards Air Carrier Operations - New Technology OSWG First Quarter 2011 Date: January 19, 2011

  2. Overview • What ADS-B is and isn’t • Current OpSpec • Future OpSpecs • Current Applications • Future Applications • Ops Approval Process • International Harmonization • Part 129 Considerations

  3. ADS-B vs ADS-C ADS-B : Automatic Dependent Surveillance-Broadcast • Surveillance application which transmits and receives such things as position, track G/S etc by data link at specific intervals • Data delivered air to air, ground to air and ground to ground • ADS-Broadcast (ADS-B) is an extended squitter message using a transponder protocol ADS-C : Automatic Dependent Surveillance-Contract • Communications Contract between the Operators & A/C and the controller • Data link info transmitted automatically from A/C to Controller – not Pilot • Part of Fans 1/A data link/ CPDLC equipage • Not Transponder based

  4. Introduction to ADS-B • Automatic • Periodically transmits information with no pilot or operator input required • Dependent • Position and velocity vector are derived from the Global Positioning System (GPS) • Surveillance - • A method of determining position of aircraft, vehicles, or other assets • Broadcast • Transmitted information available to anyone with the appropriate receiving equipment

  5. Why ADS-B? Air-to-Air • Improved Separation Standards • Improved Low-Visibility Approaches • Enhanced See and Avoid • Enhanced Operations for En Route Air-to-Air Air-to-Ground • Surveillance Coverage in Radar / Non-Radar Airspace Ground-to-Ground • Improved Navigation on Taxiways • Enhanced Controller Management of Surface Traffic • Ground-to-Air & Self-Contained • Weather and SSR Traffic to the Cockpit

  6. ADS-B OUT NAS Ops Approval? • Not Required by the new Rule Title 14 of the Code of Federal Regulations (14 CFR) part §91.225, Automatic Dependent Surveillance Broadcast (ADS B) OUT equipment and use §91.227, Automatic Dependent Surveillance Broadcast (ADS B) OUT equipment performance requirements • No Specialized Training Requirements for Operators, aircrew or dispatchers • Necessary hardware must be installed by TC/STC • Crew cannot monitor output – either it is on or off (Will be notified by ATC most likely?)

  7. AC 90-ADS-B(Spring 2011) Operational Approval is required only for certain ADS-B applications: Federal Aviation Administration • ADS-B OUT – • Canadian Controlled Airspace - NRA • ADS-B OUT – Off-shore Routes • ADS-B IN – In Trail Procedures - ITP • Numerous Future applications: • Interval Management (IM), SURF, ATSA… • …and many more in development

  8. Inspector Guidance/OpSpec Requirements? • Available information for the applicant if desired • Under construction and nearly ready-Spring 2011 • Vetted at OpSpec Working Group (OSWG) - 2010 ADS-B OUT applications U.S. NAS – Presently no intent to require a formal authorization. More of a compliance requirement with Certification Standards and Continuing Airworthiness requirements like other avionic equipment. Non-Rule Airspace such as Gomex and possibly the WATRS area will require OpSpec due to specific Operational advantages and reduced separation without radar (NRA) Canadian Controlled Airspace

  9. Inspector Guidance/OpSpec Requirements (con’t) • ADS-B IN applications - Require future Ops approval • No rule in place to lay out the requirement for Operators • Applications will require specific training, aircraft equipment and ICA requirements • There will be operational benefit and thus additional requirements if Operator chooses to equip. • Voluntary but highly likely to derive operational/cost benefit • Meets expectation of “Best equipped, Best served”

  10. Advisory Circulars – One means of compliance AC20-165 Airworthiness Approval of Automatic Dependent Surveillance – Broadcast (ADS-B) Out Systems, 5/21/2010, as amended AC90-ADSB Operational approval of ADS-B, Spring 2011 Inspector Guidance – 8900.1, Inspector Handbook Developed in conjunction with AC 90 AIM/AIP General pilot information and guidance Standards and Guidance

  11. OpSpec/MSpec/LOA A353 Authorization Approval Process • Certificate Holder / Operator completes application package and submits to local FAA field office • POI reviews application for compliance with regulatory requirements • Local FAA field office forwards application package to HQ through their Regional Office 220 NextGen Branch. • HQ evaluates package-if acceptable Concurrence Memo • HQ has quick turn around process • POI issues the OpSpec

  12. ADS-B Authorization WebOPSS Job Aid WebOPSS Job Aid designed to assist POI with adding an ADS-B OUT/IN authorization(s) in WebOPSS for a specific aircraft or aircraft fleet type operated under FAR Part 91, 91K, 121, 125, 125M, or 135.

  13. ADS-B Operation Approval Canadian Controlled Airspace Application Package Checklist

  14. Current OpSpec • A353: “ADS-B Out Operations in the Hudson Bay Area, Canada” • Applicable to Parts 91, 91K, 121, 125, 125M, and 135 • Only addresses Hudson Bay airspace • FL350 – FL400 • Regulatory • EASA AMC 20-24 • Transport Canada AC 700-009 • NAVCANADA AIC 21/09

  15. A353 OpsSpec - Hudson Bay (Canadian Controlled Air Space) • Created at the request of Transport Canada • Cites Canadian and EASA requirements • Canada’s Requirement is an ADS-B OUT approval • OpSpec is NOT required unless U.S. operator wants to utilize Canadian Controlled ADS-B Special Airspace

  16. Working Forward • Current form A353 will qualify operator for all of Canadian Controlled ADS-B Airspace • Operator MUST provide 24-bit address to NAVCANADA to utilize services • Current ADS-B coverage in Canadian Controlled Airspace (CCA) displayed on next slide

  17. Applicant Issues A353 – H. Bay • Operational: • Misunderstanding/confusion between ADS-B & ADS-C. • Flight manuals must address system configuration & control (e.g. if you turn off transponder, you also disable ADS-B and TCAS) • Loss of capability; Emergency Codes • AFM compliance statement • Training: • ADS-B phraseology • Specific training for Dispatch, Pilots and Maintenance personnel

  18. Applicant Issues A353 - H. Bay Maintenance: Establishment of periodic checks/inspections for the installed system Procedures for checking ADS-B message elements during initial/periodic inspection Dispatch: Contingency procedures must be addressed in operations manuals (loss of ADS-B, position source disparity) ...getting better with every application

  19. New OpSpec: “ADS-B Operations” • Will still remain A353 • New Title: “ADS-B Operations” • Part 1 - Expanding Canadian ADS-B Airspace • Part 2 - ADS-B IN Operations - In-Trail Procedures (ITP), Interval Management (IM), and more • Will allow for future ADS-B applications within the U.S. • Future developments • Will be “user friendly” for the POI’s • Forecasted publication date: Spring 2011

  20. ADS-B IN - applications Active development In Trail Procedures (ITP)

  21. Standard Separation Motivation for ADS-B ITP Desired Altitude FL360 FL350 FL340 = NEED CHALLENGE OPPORTUNITIES • The combination of locally dense traffic and large separation minima limits altitude changes • Altitude Changes required for better fuel economy, winds, and ride quality • Use airborne ADS-B applications to enable altitude changes otherwise blocked by conventional operations

  22. ADS-B ITP ADS-B In-Trail Procedures (ITP) - ADS-B enabled climbs and descents through altitudes where current non-ADS-B separation standards would prevent desirable altitude changes ADS-B Transceiver and Onboard Decision Support System ADS-B Out (required) No ADS-B capabilities required Desired Altitude FL360 Standard Separation FL350 ITP Separation Standard FL340 • ADS-B ITP • ADS-B separation standard based on exchange of ADS-B data between the reference aircraft and the ITP aircraft • Controller separates aircraft using information derived from cockpit sources and relayed by the flight crew to the controller • No airborne monitoring during climb required

  23. Developing Applications:Interval Management (IM)

  24. What is Interval Management • Precise management of intervals between aircraft whose trajectories are common or merging • Two major components • Ground-based Interval Management (GIM) • Flight deck-based interval Management (FIM) • Two separation responsibility paradigms • Spacing (-S) • Delegated Separation (-DS) • FIM-S is the FAA’s CURRENT FOCAL POINTS

  25. Service Availability Prediction Tool (SAPT) - under construction Pre-flight check to determine if system can support performance requirements Baseline NAC 8/NIC 7 can be met with TSO C145/146 equipment in all Domains When system will not meet performance of C145/146 avionics, ATC will issue NOTAM to waive ADS-B requirement OR Alter route, alter departure time, request waiver (Refer to Draft A353 8900.1 guidance – Section 1 for detailed explanation of SAPT)

  26. Future Applications

  27. International Harmonization • International Civil Aviation Organization (ICAO) • Aeronautical Surveillance Panel (ASP) • Separation and Airspace Safety Panel (SASP) • Eurocontrol • CASCADE: ADS-B is main focus of CASCADE, standardization, trials and implementation activities are being funded, and it is the largest EUROCONTROL partner in terms of budget and staff • Requirements Focus Group (RFG) • Joint RTCA / EUROCAE Working Group • Recurring Coordination Meetings • Transport Canada • Civil Aviation Safety Authority (CASA) of Australia • Eurocontrol / EASA

  28. What Part 129 and DOT 375 AOC Certificate Holders need to know about ADS-B Operations?

  29. ICAO Annex 6, Part 1, number 3.1.2: "An operator shall ensure that all pilots are familiar with the laws, regulations, and procedures, pertinent to the performance of their duties, prescribed for the areas to be traversed, the aerodromes to be used, and the air navigation facilities relating thereto. The operator shall ensure that other members of the flight crew are familiar with such of these laws, regulations, and procedures as are pertinent to the performance of their respective duties in the operation of the aeroplane."

  30. Part 129 Operators must • Must meet specific equipment and performance requirements after January 1, 2020. The requirement to conduct operations within Class A airspace is unique and harmonized for operations by foreign operators. This includes: • The ADS-B equipment meet requirements of TSO-C166b (as amended), Extended Squitter ADS-B and Traffic Information Service–Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz). 2) Meet the equipment performance requirements of 14 CFR Part § 91.227.

  31. DOT-375 Approvals – Navigation of Foreign civil aircraft within the United States. Part 375 approvals are granted by DOT subject to: • All applicable requirements of 14 CFR Part 375; • All applicable requirements of the FAA – CFR’s and all applicable orders; • All applicable ICAO Standards Annexes: Annex 1, personnel Licensing; Annex 6 part 1, Operations of Aircraft; Annex 8, and Airworthiness of Aircraft; • All applicable U.S. Government requirements concerning security.

  32. Future ADS-B IN applications FAR Part 129/US Operators should anticipate requirement of an OpSpec/LOA to conduct ADS-B IN operations within the NAS. DOT 375 AOC holders will comply with the notification procedures established by the DOT.

  33. Contact Information Dennis Mills, AFS-220 Flight Standards Air Transport Division dennis.mills@faa.gov Phone: 202-493-4901 Backup – Ricky Chitwood Flight Standards Air Transport Division ricky.chitwood@faa.gov Phone: 816-858-5258

  34. Questions

  35. ITP Agreements • UAL Agreement • FAA and United Airlines (SOPAC operator) plus avionics vendor(s) selected by United • Equip a portion of UAL 747-400 fleet with certified ITP systems • Gather data on use of systems in SOPAC for a year starting in 2011 • UAL responsible for installing equipment and conducting flight evaluation • Honeywell Agreement • Development of certified ITP avionics • Goodrich: provide certified EFB • ASPIRE Agreement Partners • Air Services Australia • Airways Corp. New Zealand

  36. ITP Currently Partners: United Airlines, Honeywell, Goodrich, Airservices Australia, Airways Corp NZ Desired Altitude FL360 Standard Separation FL350 ITP Separation Standard Not Yet Started FL340 Complete In Progress Flight Trial Begins June 2011 Purpose: Provide operational benefits in non-surveillance airspace by enabling “in-trail” climbs/descents at reduced separation distances Goal: Employ ITP in oceanic air carrier operations (revenue service) by 2011 Objectives: Validate operational performance and economic benefits of ITP Develop and validate ADS-B ITP MOPS material Controller Procedures Developed Dec 2010 TCAS & EFB STCs Approved Dec 2010 UAL 747 ITP STC Approved May 2011 UAL OTA Signed August 2009 Operational Approval May 2011

  37. Expected IM Benefits • Consistent, low variance spacing within aircraft pairs at specific point • Continued Optimized Profile Descent (OPD) operations, with the associated benefits in medium density environments • Reduced ATC interventions and workload • Without unacceptable increase in flight crew workload

  38. Interval Management FIM-S Flight Deck Based Interval Management – Spacing Purpose: Precisely manage intervals between aircraft whose trajectories are common or merging Partners: US Airways, ACSS, UPS In Progress Unfunded Flight Trials Validation Sept 2012 FIM-S SPR Dec 2010 Approve Validated MOPS June 2013 FIM-S MOPS Feb 2013

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