Electronic Conspicuity and the GAINS Project. Julian Scarfe Bob Darby AGM 2018

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1 Electronic Conspicuity and the GAINS Project Julian Scarfe Bob Darby AGM 2018

interpret traffic information from radio ª Electronic Conspicuity:

other aircraft or ground receivers detect the broadcasts ( IN ) ª

2 What is electronic conspicuity? ª Conventional: ground radar detects other aircraft pilots interpret traffic information from radio ª Electronic Conspicuity: aircraft sense their position using GNSS and broadcast it ( OUT ) other aircraft or ground receivers detect the broadcasts ( IN ) ª Most common protocol is described as Automatic Dependent Surveillance Broadcast (ADS-B) PPL/IR Europe AGM of 18

3 Benefits of electronic conspicuity ª Air-to-air mid-air collision avoidance ª Ground radar replacement cost savings? EASA task RMT.0679 negative cost-benefit no EU mandate for ADS-B ª Airspace infringement detection CTR PPL/IR Europe AGM of 18

4 Technologies Common characteristics ª position source almost always GNSS connected to ª radio transmitter OUT the hard bit, particularly regulatory ª radio receiver cheap and fairly easy connected to ª display no shortage of glass these days IN PPL/IR Europe AGM of 18

5 Technologies Differences ª Power 125 W for ATM purposes from a 1090ES transponder 25 mw for glider-glider awareness in FLARM ª Data transmitted and interpretation ADS-B Out transmits position, level, velocity, data quality Enhanced Mode S aircraft also send their extended data FLARM transmits extra e.g. turn rates, and predicts conflicts ª Protocols ADS-B open standard protocols FLARM proprietary protocol ª Certification and standards 1090 MHz protected aviation frequency Installed ADS-B Out on 1090ES requires STC ( ) FLARM and PilotAware operate in TSM band PPL/IR Europe AGM of 18

MHz aviation VDL Mode 4 Sweden! VHF (4 x 25 khz) Pilot Aware (P3i) 10-20 NM 869.

6 Technologies What s out there? Tech Range Frequency Standard Certification 1090ES 200 NM 1090 MHz aviation UAT 200 NM 978 MHz aviation VDL Mode 4 Sweden! VHF (4 x 25 khz) Pilot Aware (P3i) NM MHz ISM band FLARM A few NM 868 MHz ISM band Global US Global Open Proprietary Certified Certified Certified Uncertified Uncertified PPL/IR Europe AGM of 18

Devices 1090ES Transponders with ADS-B ª Several Mode S transponders capable of 1090ES TSO C166b ª Need a position source, typically WAAS/EGNOS GPS Some have built in position source ª ADS-B Out

7 Devices 1090ES Transponders with ADS-B ª Several Mode S transponders capable of 1090ES TSO C166b ª Need a position source, typically WAAS/EGNOS GPS Some have built in position source ª ADS-B Out (transmit) only Some devices also have receiver ª Data quality (typical) SDA=2, SIL=3 (installed) SDA=1, SIL=1 (portable) [soon?] Garmin GTX 335 Trig TT22 ª Installed under STC STC must include transponder and position source Can t mix and match! ª Portable equipment approved in UK under CAP 1391 Garmin GTN 650 Trig TN70 PPL/IR Europe AGM of 18

8 Devices UAT ADS-B Transceivers ª FAA ADS-B Mandate has led to TSO C154 (UAT ADS-B) TSO-C199 (TABS) ª Need a position source, typically WAAS GPS ª Usually ADS-B Out and In ª UAT is also a multipurpose datalink weather data in US ª Data quality (typical) SDA=2, SIL=3 installed SDA=1, SIL=1 portable ª 978 MHz not generally available in Europe But trials of in-flight weather in UK uavionix echouat uavionix SkyBeacon uavionix skyecho PPL/IR Europe AGM of 18

Proprietary protocol Patent protects some aspects ª Data quality No promises!

9 Devices FLARM ª Designed for glider operations Very high proportion equipage in gliders ª Integrated position source ª Lots of OEM and 3 rd party licensing ª Proprietary protocol Patent protects some aspects ª Data quality No promises! ª Installed under CS-STAN ª May be portable equipment PPL/IR Europe AGM of 18

Bearing-less Mode A/C and S FLARM through rebroadcast (OGN-R) ª Data

10 Devices Pilot Aware ª Designed for light aircraft operations UK focus ª Uses open, published P3i protocol ª Multiple receivers 1090ES ADS-B In Bearing-less Mode A/C and S FLARM through rebroadcast (OGN-R) ª Data quality No promises! ª Portable equipment PPL/IR Europe AGM of 18

11 Issues Spectrum Congestion ª 1090 MHz is vital for the functioning of SSR ª The impact of all GA using 1090ES ADS-B Out has been modelled with a range of different results Depends on assumptions about Mode A/C migration to Mode S Drones will make it much worse if they transmit on 1090 ª BGA: 1,000-2,000 GA aircraft are simultaneously airborne in the UK at peak times, significantly exceeding CAT At peak, we estimate that GA aircraft could be airborne along the Lasham-Bicester corridor PPL/IR Europe AGM of 18

Issues Interoperability ª Single protocol If spectrum allows, a

Multiple technologies received by device Pilot Aware receives 1090ES

and UAT ª Rebroadcast via FAA system ADS-R, rebroadcasts 1090 <-> UAT

12 Issues Interoperability ª Single protocol If spectrum allows, a mandate for a single technology would force interoperability ª Multiple technologies received by device Pilot Aware receives 1090ES as well as P3i Many Garmin & uavionix products are dual band 1090ES and UAT ª Rebroadcast via FAA system ADS-R, rebroadcasts 1090 <-> UAT OGN-R Pilot Aware rebroadcasts OGN FLARM data as P3i PPL/IR Europe AGM of 18

13 Applications Human Factors ª Does EC encourage head-in time? ª Do pilots understand the limitations of the system? Visual acquisition before device detection Device detection before visual acquisition Data from Project EVA Area under curve shows limit of visual scan is ~2NM even when assisted by traffic information PPL/IR Europe AGM of 18

14 Applications Collision Avoidance vs Conflict Avoidance ª Short range technologies like FLARM based around collision avoidance When you hear an audio alert look out of the window! Safety net if see-and-avoid has failed ª Longer range technologies permit conflict avoidance Change course to avoid busy areas Change course or level to avoid proximity to individual aircraft long before they are in visual range ª What is useful in practice? TCAS criterion is about seconds before CPA PPL/IR Europe AGM of 18

15 Project EVA ª Project EVA established and demonstrated technical viability of lower cost, lower power, carry-on ADS-B- IN+OUT cockpit equipment for traffic situation awareness in class G VFR en-route operation interoperability with NATS CRISTAL ADS-B and WAM trial infrastructure and with DFS ADS-B infrastructure operational and human factors best practice ideas contributed to CAP1391 Electronic Conspicuity Devices ªHowever, not enough was done in the aerodrome environment, where the risk of an airborne collision can be about 10x that in enroute airspace. GAINS Overview 15

16 And now there is Project GAINS PPL/IR Europe AGM of 18

Boeing Communications Strategy

Boeing Communications Strategy Presentation to ATN2004 Rob Mead Date: September 15, 2004 Phone: 253-951-8447 Email: rob.mead@boeing.com Topics Data link in Boeing ATM concepts Boeing communications strategy