ADS-B Webinar. Ted Lester. August 17, Avidyne Corporation. All rights reserved. 55 Old Bedford Road Lincoln, MA

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1 ADS-B Webinar Ted Lester Product Manager August 17,

2 Agenda About Myself What is ADS-B? Types of ADS-B Applications of ADS-B Out and In FAA s ADS-B Progress FAA Mandate and Installation Approvals International Mandates New AXP340 Mode-S Transponder with ADS-B Out TAS600A ADS-B Traffic Awareness System Send questions via the WebEx chat box, or hold them until the end 2

3 About Myself Ted Lester, Product Manager Based in Avidyne s Lincoln, MAh headquarters Masters Degree from MIT in Aeronautics and Astronautics Worked at Avidyne since 2005 Started as a Systems Engineer and moved to Product Management in 2009 Product Manager for TAS, TWX, and ADS-B product lines responsible for coordinating product development, engineering, i sales, manufacturing, and service for those product lines FAAI Instrument t Rated Commercial Pilot and CFII 3

4 FAA ADS-B In ARC I m currently serving as Avidyne s and one of GA s representatives on FAA s ADS-B In Aviation Rulemaking Committee (ARC) Follow on to ADS-B Out ARC which guided FAA s mandate creation and public comment incorporation Committee s charter is to define a strategy for incorporating ADS-B In technologies into the National Airspace System which could involve guiding an ADS-B In Mandate. Other members include: Lobbying groups (NBAA, ATA, GAMA, AOPA, ALPA, NATCA) Airplane manufacturers (Boeing, Airbus) Avionics manufacturers (ACSS, Honeywell, Rockwell-Collins) Airlines (UPS, United, Continental, US Airways ) Government (FAA, DoD, NASA, MITRE, MIT) Final report due to FAA in September 4

5 What is ADS-B? Not adds-bee, A. D. S. B. Automatic Messages are sent out periodically without interrogation (unlike transponder) Dependent Dependent on a position source onboard the aircraft Surveillance- Primary purpose is for ATC to know where aircraft are Broadcast Messages are broadcast to everyone not just sent to specific receivers b.com 5

6 Dual Links FAA went with dual links in 2002 and confirmed in 2010 ADS-B Out rulemaking for 3 principal reasons: 1. Frequency congestion on 1090 MHz (assumed 3x fleet growth from 2000 to 2025, problems with even 2x fleet growth) 2. UAT avionics believe to be cheaper for GA (If 1090ES coupled with transponder, maybe, but UAT requires separate control head) 3. UAT provided free weather to GA (before widespread XM/Sirius datalink weather) 1090ES UAT 1090 MHz Extended d Squitter (same frequency as transponder replies) Mode-S transponder that sends out additional ADS-B information periodically in addition to replying to SSR and TCAS interrogations Required above FL180 in US after 2020 and in Europe after ~2017 for aircraft over 12,500 lbs International standard may be required in Australia, Canada, Mexico, and elsewhere 978 MHz less crowded frequency since not used by SSR and TCAS Synchronized CDMA Code Division Multiple Access so requires precise (GPS) timing device Additional bandwidth for additional datalink data (e.g. FIS-B) Can share antenna with Mode-C transponder through coupler 6

7 ADS-R FAA SBS ICD Draft

8 5 Acronyms You Should Know ADS-B ( A, D, S, B ) Automatic Dependent Surveillance - Broadcast ADS-R ( A, D, S, R ) Automatic Dependent Surveillance - Rebroadcast TIS-B ( Tizz B ) Traffic Information Service Broadcast (Not Mode-S TIS) FIS-B ( Fizz B ) Fight Information Service Broadcast CDTI ( C C, D, T, I ) Cockpit Display of Traffic Information 8

9 Avidyne EX600 as a CDTI 9

10 ADS-B Applications ADS-B Out Applications ATC services where there is no current radar (e.g. Gulf of Mexico, Alaska, low altitude airspace, radar failure/maintenance) Enhanced ATC services ADS-B data is fused with radar and presented to controllers allowing faster update rates and position updates between radar sweeps Allow more efficient controller vectors Earlier radar contact due to lower level ADS-B coverage Better ground surveillance at ASDE-X airports Improved last position data for search and rescue 10

11 Current ADS-B In Applications The following applications are TSO d (C195, 9/27/10): Generic DO-317 Initial Application Requirements Focus Group Notes Application Name Application Name Name Airborne Enhanced Visual Acquisition (EVAcq) Enhanced traffic situational awareness during flight See other traffic on CDTI with additional data operations (ATSA-AIRB) AIRB) Approach Enhanced Visual Approach (EVApp) Enhanced visual separation on approach (ATSA-VSA) Select another aircraft to get additional information Surface (Runways & Taxiways) Airport Surface Situational Awareness (ASSA) / Final Approach Runway Occupancy Awareness (FAROA) Enhanced traffic situational awareness on the airport surface (ATSA-SURF) See other aircraft on taxiways, runways, and traffic pattern Surface (Runways Only) Final Approach Runway Occupancy Awareness (FAROA) No Equivalent See other aircraft on runways and traffic pattern

12 Current ADS-B In Applications FIS-B: Requires UATADS ADS-B BIn and dmfd/efb FAA SBS ICD Draft

13 Future Potential ADS-B In Applications Surface with Indications and Alerts (SURF-IA) Undergone prototype trials at PHL, SEA Requires higher accuracy than mandate Line of sight issues In Trail Procedures (ITP) Oceanic air carriers only Flight Deck Interval Management and Spacing (FIM-S) and Interval Management-Delegated Separation (IM-DS) Air carrier applications Supported by ADS-B In ARC Honeywell and ACSS SURF IA displays on King Air, Cessna Sovereign, and US Air A330

14 More Future Potential ADS-B Applications Airborne Traffic Situational Awareness with Alerts (TSAA) TSAA is the next step beyond Airborne ADS-B application in providing visual and audible alerts to pilots of threatening traffic. Uses ADS-B In information to create alerts for the pilot similar to TAS or TCAS alerts (no RAs), but improved based on more accurate ADS-B data and potentially a database of airports and runways Algorithm development is going to be focused on GA operating environment including in the traffic pattern and helicopter operations MIT with partner Avidyne received contract from the FAA to prototype, demonstrate, and draft standards for the TSAA application FAA funding because of the benefits for non-tcas users Schedule: Application development and simulations: through 2011 Flight tests and refinements: 2012 MOPS and TSO published, available for all manufacturers: mid

15 Even More Potential ADS-B In Applications X 15 FAA Application Integrated Work Plan (AWIP) v2.0

16 FAA s ADS-B Progress Segment 1 / Segment 2 Roll Out Timeframe: Segment Segment Key: Adapted from FAA SBS Brief to ADS B In ARC, 7/1/10 16

17 Coverage from Radio Stations Courtesy ITT 17

18 ITT ADS-B Ground Station Equipment N 1090 Antennas UAT Wind Sensor VHF Adapted from FAA SBS Brief to ADS B In ARC, 7/1/10 Com Room - ITT Radios and CDP AWOS Sensor Suite 18

19 ITT ADS-B Control Center Photo courtesy of ITT 19

20 ADS-B Versions and Certifications Two links: UAT (978 MHz) and 1090 MHz Extended Squitter (1090ES) Three different revisions to ADS-B spec: Version 0: 1090ES, DO-260 MOPS Version 1: 1090ES TSO-C166a (DO-260A), UAT TSO-C154b (DO- 282A) Added separate integrity (NIC) and accuracy (NAC) fields Version 2: 1090ES TSO-C166b (DO-260B), UAT TSO-C154c (DO- 282B) December 2009 Changed how NIC, NAC, SIL are set and added medium power single antenna class Created in response to ADS-B Out ARC s recommendations after NPRM comments 20

21 US ADS-B Mandate Version 2 ADS-B Out TSO-C166b (1090ES) or TSO-C154c (UAT) ADS-B Out required in certain airspace on January 1, 2020 (similar, but not identical to current Mode-C airspace) Class A, B, and C airspace Class E airspace areas at or above 10,000 feet MSL over the 48 contiguous United States and the District of Columbia, excluding the airspace at and below 2,500 feet above the surface Airspace within 30 nautical miles (NM) of certain identified ed airports that are among the nation s busiest (based on annual passenger enplanements, annual airport operations count, and operational complexity) from the surface up to 10,000 feet MSL. These airports are listed in appendix D to part 91. Above the ceiling and within the lateral boundaries of a Class B or Class C airspace area up to 10,000 feet mean sea level (MSL) Class E airspace over the Gulf of Mexico at and above 3,000 feet MSL within 12 NM of the coastline of the United States 1090ES required above FL180 (Class A airspace) The rule does not preclude aircraft from equipping with both the 1090ES and UAT or general aviation equipping with 1090ES 21

22 Required ADS-B Airspace (In Green) Adapted from FAA SBS Brief to ADS B In ARC, 7/1/10 22

23 Mandated Performance Requirements Value Equivalencies / Descriptions NACp 8 Horizontal position accuracy < 92.6 meters (0.05 NM) NACv 1 Horizontal velocity accuracy < 10 meters per second NIC 7 Containment t radius < 0.2 NM (370 meters) SDA 2 Per flight hour probability of an avionics system failure causing false or misleading information to be transmitted from the aircraft 1x10-5 (Any TSO d GPS meets this per AC20-165) SIL 3 Per flight hour or per sample probability of exceeding the horizontal NIC containment radius 1x10-7 Latency Transmit Power Uncompensated latency 0.6 seconds Maximum total latency 2.0 seconds 16-watt minimum for 978 MHz 125-watt minimum for 1090 MHz ES Conclusion: WAAS GPS (Needs to output Version 2 parameters) Airliners may be able to use SA Aware GPS in existing MMR

24 US Installation Approval AC (December 2009) ADS-B Out Only Guidance for installation and airworthiness approval of ADS-B Out systems in aircraft for TC and STC applicants Barometric altitude source must be same as transponder Mode A code and Ident indication need to be included in ADS-B message, so must either hook up to transponder or have separate ADS-B controller (not recommended) No stand alone 1090ES transmitters, must be integrated with transponder Significant latency requirements, unclear if non-integrated GPS source will be adequate, must at least be TSO-C145 or C146 Must perform flight test with FAA ground station with FAA data analysis (once per ADS-B equipment/position source combination) DRAFT AC 90-ADSB issued for Public Comment in June Provides guidance on obtaining operational approval for use of ADS-B Out in accordance with 14 CFR and No operational approval required for Part 91 ops, but some other operations require FAA approval prior to ADS-B usage No FSDO field approvals of ADS-B systems until further notice Non-TSO d equipment cannot be used to comply with the mandate 24

25 ADS-B in Australia ADS-B OUT equipment mandated for aircraft operating above FL290 after December 12, 2013 If ADS-B Bis carried voluntarily for operational purposes (in any airspace at any altitude), it must be approved equipment Equipment must make specific flight identification transmissions Must be operated continuously Non-approved equipment must be deactivated ADS-B delivers both environmental & economic benefits through: improved aircraft access to preferred routes and levels more efficient diversions around restricted areas and weather increased accuracy of navigation. Other ADS-B safety & operational benefits include: Positive ATC identification while within ADS-B coverage No requirement for position reporting while identified Identified aircraft receive priority over non-identified aircraft Route and altitude conformance monitoring ATC safety net alerting functions (e.g. short term conflict alert and dangerous area infringement warning) 25

26 ADS-B Coverage Area Australia ft.) 28 of 43 sites now on line. 26

27 ADS-B Coverage Area Australia ft.) 28 of 43 sites now on line. 27

28 ADS-B in Europe The European Commission issued a Notice of Proposed Rulemaking in 2009 that would mandate 1090-ES ADS-B Out after February 5, 2015 for aircraft over 12,500 lbs or cruise speed greater than 250 kts. Europe chose 1090-ES since it works with their existing Mode-S Elementary Surveillance (ELS) and Enhanced Surveillance (EHS) mandates. 28

29 Oshkosh 2011 Introducing: Plug & Play, Panel-Mounted Avionics Stack from Avidyne The Easy Choice 29

30 The Avidyne Stack AMX240 PFD4000 IFD540 Aircraft owners will now be able to purchase a complete retrofit plug & play avionics stack from a single company, that t includes: PFD, FMS/GPS/NAV/COM, Audio Panel, Transponder and Autopilot. AXP340 DFC90 30

31 Avidyne AXP340 Mode S Transponder AXP340 Transponder with Extended Squitter (ES) meets ADS-B Out mandates in US and around the world Version 2: TSO C166b (DO-260B) Panel mounted Class 1 (240Watt), Mode S, Level MHz Datalink Transponder with Extended Squitter Plug & Play - Slide-in replacement for the popular KT76A & KT78A Mode A/C Transponders for easy upgradeability. Vibration testing to support both fixed-wing and rotorcraft installations List Price $5,995 available 1 st half

32 AXP340 Features Direct-entry numeric keypad, based on keyboard layout familiar to PC and smart phone users MODE button cycles through: STBY, ON, ALT. Automatic GND mode with WOW or airspeed switch installed. Hold to turn unit off. FUNC button cycles through: Squawk code entry (default), flight ID entry, stop watch, flight timer, GPS position o monitor, and altitude tude alerter GPS for ADS-B Out via Serial Input Avidyne GPS (including R9 and IFD540) Garmin GNS430W/530W, GTN650/750 Free Flight Model 1201/1204 NexNav mini-t WAAS GPS 32

33 AXP340 as part of a complete ADS-B Solution AXP340 for ADS-B Out Connect to IFD540 or other GPS for WAAS source TAS600A for ADS-B In Traffic Connect to any existing traffic display for basic ADS-B functionality: 1090ES targets at further range and better accuracy than active TAS Additional ADS-B data on compatible displays like EX600, IFD540 Retains Active Traffic protection that ADS-B alone can t provide 33

34 Why is an Active Traffic System still important? Active Traffic Systems (TAS, TCAS) use Mode-A, C, or S transponder interrogations to determine bearing, distance, and altitude Aircraft will still be required to have Mode C or S transponder 3 reasons Active Traffic is still valuable: 1. Through 2020 will have mixed equipage environment 2. ADS-R and TIS-B not guaranteed to existing in all areas even after 2020 and have latency and update rate issues 3. Active traffic is independent of GPS during periods of poor satellite geometry or solar storms ADS-B accuracy may degrade. FAA is using SSR as backup. 34

35 Avidyne s ADS-B Roadmap AXP340 Mode-S Transponder with ADS-B Out 1 st half 2012 TAS600A Beginning of 2012 Customers can lock in $2,000 upgrade price now Provisioned for TSAA ADS-B In application Future Plans TSAA ADS-B In Products True TSO d ADS-B Traffic Alerting designed for GA operations Combined 1090ES and UAT ADS-B In? 35

36 Timeline Avidyne AXP340 & TAS600A Available ADS B In Applications fully defined FAA ADS B Mandate Sit back and relax BuyADS-B B In upgradable TAS (AML STC) Get protected. Safety benefits now! TAS600A ADS-B In upgrade & Equip with ADS-B Out Upgrade ADS-B BIn system to have all needed ADS-B applications Upgrade or add MFD Full ADS B In benefits available 36

37 Questions? If you have additional questions, please post them on Aid Avidyne Sales: AVIDYNE 37

38 AXP340 Description Panel-Mounted Class 1 Mode S Level 2 Datalink Transponder with 1090 MHz Extended Squitter (1090ES) ADS-B Out Class 1 means power (240W) for flights up to 35,000 ft (Class 2 is less power for VFR in Europe) Mode S: Responds to selective interrogations from ground radars and TCAS to reduce frequency congestions Level 2 Datalink: Can send data like ICAO code, receive TIS Supports Elementary Surveillance Required in parts of Europe Provides 25 ft altitude resolution (with appropriate altitude encoder), ICAO code, etc. 1090ES ADS-B Out Version 2: TSO C166b (DO-260B) Will comply with AC for ADS-B Out installations in US. 38

39 AXP340 Interfaces Gray Code and Serial Altitude Inputs Serial Altitude Output External Standby Input (for dual transponder installations) Weight on Wheels Input (can also be airspeed switch) External Ident Input GPS for ADS-B Out via Serial Input Avidyne GPS (including R9 and IFD540) Garmin GNS430W/530W, GTN650/750 Free Flight Model 1201/1204 NexNav mini-t WAAS GPS 39

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