VDL Mode 4 Supporting Surveillance
17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications 1
VDL Mode 4
Supporting Surveillanceby
Larry Johnsson and Fredrik Lindblom
Swedish Civil Aviation Administration (SCAA)
VDL Mode 4 Supporting Surveillance
17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications 2
Issues addressed
VDL Mode 4 supporting Surveillance applications– ADS-B
Benefits provided by ADS-B based on VDL Mode 4 VDL Mode 4 activities
– Implementation– Projects
Why VDL Mode 4?
VDL Mode 4 Supporting Surveillance
17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications 3
ADS-B
ADS-Bthe enabler of the ICAO Global ATM
Concept
=Revolution in aviation
All parties have access to the same information!
VDL Mode 4 Supporting Surveillance
17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications 4
Cockpit displayCDTI
Position reportsADS-B
Air TrafficControl
VDL Mode 4 supporting surveillance
VDL Mode 4 Supporting Surveillance
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Ground Stations
Ground network
ATCAOC
Extending the coverage
Ground Network
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ADS-C and ADS-B are complementary
VHF DL
ATNATN
SATELLITE DLSATELLITE DL
HF DLHF DL
Cockpit display
Air TrafficAir TrafficServices
Mode S Extended Mode S Extended SquitterSquitter
VDL Mode 4VDL Mode 4
VDL Mode 4 Supporting Surveillance
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Cockpit display (CDTI) – airborne sitution
Gives pilot a display of
surrounding traffic
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Cockpit display (CDTI) – ground situation
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GNSSAugmentation
VDL Mode 4Ground Station
Advanced Surface Movement Guidance and Control System
A-SMGCS
A-SMGCS combins:• ADS-B• GNSS augmentation • COM
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Applications of CDTI and Moving Map
Separation maintenance– Station keeping – Parallel approach monitoring– In-trail climbs
Surface movement guidance– Airport navigation– Runway Incursion Warning
Data link interface– Display ATIS messages– Display CPDLC messages
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Airborne Benefits of ADS-B
Cockpit Display of Traffic Information (CDTI) – Better pilot situation awareness
Airborne Separation Assurance (ASAS)– Package 1 applications identified– Specification and requirements under development
New operational procedures, involving both controllers and pilots, will open opportunities for gaining benefits from new technology– E.g. The MFF program is doing an operational simulation of how to
use intent information during transition between unmanaged and managed airspace (i.e. from “free flight” into controlled airspace) (24-29 Nov 2003 at LFV ATM R&D Centre in Malmö, Sweden)
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Ground Benefits of ADS-B
Much simplified surveillance infrastructure– Reduced costs for ground infrastructure– Provides coverage on ground as well as en-route
Aircraft intent and status information available on the ground– ATM more precise
Complements use of radar in dense traffic areas Eliminates need for radar in non dense traffic areas
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MEDUP / MFF
NUP
SEAP
Joint Control Board
JCBMongoliaEast Gate
Russia TyumenStockholm
Kiruna
SUPRA
NEAN
NAAN
PETAL II
NEAP
FREER III Southern Ring
M-ADS
MA-AFAS
DEFAMME / BETACDM
G2G
ADSProgramme
• EUROCAE MOPS• ETSI European Norm
RFG
VDL Mode 4 activities (implementation and projects)
VDL Mode 4 Supporting Surveillance
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Swedish Civil Aviation Administration
ADS-B implementation in Sweden
VDL Mode 4 Supporting Surveillance
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KirunaImplementation of
VDL Mode 4
Ground Stations
Arlanda
2002
2005
2006
2007
2008
VidselLuleå
Landvetter
Sturup
Sundsvall
Norrköping
Östersund
Umeå
Bromma
Karlstad
Jönköping
KalmarÄngelholm
Ronneby
Visby
Idre
Borlänge
Hemavan
Storuman
Söderhamn
Växjö
ADS-B implementation in Sweden
In total 23 ground stations
VDL Mode 4 Supporting Surveillance
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Surveillance infrastructure
Radar replacement program finalised in 2000– 12 new MSSR stations– 1 PSR station
Poor coverage in north Investment in radar systems to
get full coverage is not possible to justify
Radar infrastructure will eventually be replaced by ADS-B
ADS-B infrastructure can be installed at 5-10% of the cost for a new Mode-S/SSR infrastructure
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ADS-B in Kiruna
Kiruna is the most northern airport < 7000 ft Procedural ATC Airlines (2) require improved SUR
service 10 scheduled movements per day Some charter Limited GA and Military traffic Experimental activities (e.g. UAV) Aircraft winter testing VDL Mode 4 and ADS-B from Q1 2004
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Benefits: Kiruna – Non-radar airspace
Increased safety Increased efficiency in bad weather conditions Cost effective surveillance in remote area
En-routeTMA – Flexible approachesSurface – Runway incursion
Joint venture with Eurocontrol for validation of ADS-B in non-radar airspace (Package 1)
Considering a mandatory carriage of ADS-B based on VDL Mode 4
in non radar airspace
VDL Mode 4 Supporting Surveillance
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A-SMGCS
New ground surface radar system at Arlanda includes ADS-B based on VDL Mode 4
ADS-B input to A-SMGCS Operational at Arlanda in Q1 2004 Gothenburg, Sturup next SAS might require the same in
Copenhagen and Oslo ATIS broadcast over VDL Mode 4
in parallel to ACARS INFO-B system
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ATM
System 2000 – New ATM system for whole Sweden– Delivered by AIRSYS– First part in operation in Dec 2003– Plans to implement ADS-B
SMART – ATC Simulator at LFV ATM R&D Centre, co-located with the Swedish ATS Academy (SATSA)– Ongoing up-date
Implementing Data Link functionality Full implementation of ADS (ADS-C and ADS-B)
– Delegated Airborne Separation during Approach and Departure simulated in May 2000
– Mongolian ADS (ADS-C + ADS-B) simulation in Nov 2002– Use of intent information during transition between unmanaged and managed
airspace (i.e. from “free flight” into controlled airspace), MFF Programme in Nov 2003– A-SMGCS, NUP and G2G in 2004
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Sweden – Russia – Finland Cooperation
Joint ADS-B development Assure interoperability Standardisation of different
interfaces, applications and networks Aligned ADS-B implementation platform
Stockholm – Helsinki – S:t Petersburg – Moscow Assure transparent operations
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“Nordic Flow” a joint CDM initiative
Increased accuracy/predictability in the Nordic environment (Adherence to time table – Airline, ATC, Airport)
Increased flexibility to sequence aircraft in a collaborative fashion at ARN, OSL, CPH
“On time, first served” operations Improved efficiency and follow up of the
turn around process at addressed airports Improved use/follow up of optimal flight profile (4-D) in
Nordic airspace Real time awareness of SAS fleet at selected sites (same
view as ATC)
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VDL Mode 4
Mode S ES
VDL Mode 4 and Mode S ES (1090) are complementary
AMCP and SCRSP (AMCP/7) concluded that VDL Mode 4 and Mode S ES (1090) are complementary– Mode S ES was developed as an enhancement of
ACAS/TCAS requiring high up-date rates and short range
– VDL Mode 4 was developed for ASAS applications requiring long range
System and frequency diversity, i.e. providing independency and redundancy– ACAS/TCAS: last resort safety net (collision
avoidance)
– Surveillance and ASAS: normal operation (conflict management)
Vehicles General Aviation MilitaryHelicopter Commercial aviationVDL Mode 4
Mode S ES
VDL Mode 4 Supporting Surveillance
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Introduction of applications
1090
VDL Mode 4 VDL Mode 4
CDTI IntroductionATC Integration
Air / Ground integration
• Technology is not the end state
• Benefits will come when applications, services and operational procedures are implemented
ADS-B Out- ATC improvements- Surface operations- Non radar environment - Special operations
ADS-B In, step I- ASAS/ Spacing- Awareness- Partial delegation- CDTI
ADS-B In, step II- Advanced ASAS- Full delegation- Conflict Detection and Resolution
TimePackage I Package II, III...
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VDL Mode 4 channel management scheme
The two Global Signalling Channels are the ”door” into VDL Mode 4 Simultaneous operation on two channels for capacity and redundancy ICAO EANPG FMG developed a plan for providing two frequencies in
the COM band, assuming that two will be available in the NAV-band
108 MHz
VHF Communication band
VHF Navigation band118 MHz
137 MHz
Other bands
GSC1
GSC2
RSC1
RSC2LSC1
ATN CPDLC
TIS-B, FIS-B
Narrow band (25 kHz) Multi channel Directory of Services
(DoS)
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Increased safety and security by knowing position
VDL Mode 4 includes functions for independent verification of reported position data by range measurements to the originating transmitter (applicable to all transmissions)
Advanced ASAS applications will require authentication functions that might require exchange of encrypted information over a point-to-point data link (air-to-air) in combination with ADS-B
ADS-B ensures that many “pair of eyes” are watching
How does aircraft A know that aircraft B is telling the true position?
How does ATC know that CPDLC transmissions from aircraft A are not spoofed?
Emerging concerns when considering ASAS applications... CDTI
Position reportsADS-B
Air TrafficControl
A B
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Why VDL Mode 4?
VHF radios requires 1-10 W power (25-500 W for broadband systems), i.e. all user groups supported.
Low multipath propagation in VHF provides extremely good performance on airports, i.e. supports Gate-to-Gate.
Proven capabilities for all phases of flight. Supports long term operational improvements fully in line with ICAO
Global ATM Operational concept. Flexible message structure and the ”channel management concept”
provides a high level of adaptability, flexibility and growth potential. The only standardised datalink supporting air-to-air ”point-to-point”
connectivity which is an emerging requirement for advanced ASAS applications.
Redundant datalink supporting time critical data exchange. Implementation of the ICAO Global ATM Concept as invisaged, implies
that no time for “new” system development is available.
VDL Mode 4 Supporting Surveillance
17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications 28
Thank you for your attention!
More information:• CD: VDL Mode 4 in CNS/ATM – Master Document• www.nup.nu