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Safety Management System
CNS/ATM
Automatic Dependent Surveillance - Broadcast
ADS - B
R. Ali Ziaee
ATC expert & Chief of
Aeronautical Information Services
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Safety Management System
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ICAO (recommendation 1/7 OF 11thANC)
‘’That ICAO and States ;
a) Recognize ADS-B as an enabler of the global ATM
operational concept bringing substantial safety and
capacity benefits...
b) Support the cost-benefit early implementation of
packages of ground and airborne ADS-B
applications,’’
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Safety Management System
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IATA (from IATA ATM Implementation Roadmap)
Surveillance is a fundamental enabler of ATM.
The partial or complete lack of adequate ground based
surveillance is a major safety and capacity issue.
Mode S Secondary Surveillance Radar is supported where
justified
IATA encourages the development and implementation of
automatic air ground position reporting, using inter alia, ADS
and ADS-B...
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Safety Management System
ADS-B
Concept & Techniques
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Safety Management System
ADS-B meaning
 Automatic:
no pilot action; no air or ground
request.
 Dependent: the surveillance is dependent upon
the data provided by the aircraft system.
 Surveillance: The primary intent is to perform
surrounding traffic surveillance.
 Broadcast: Aircraft data are provided to every
other equipped user ( both air and ground).
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Safety Management System
ADS-B vs. Conventional surveillance means
Primary radar is an independent and non co-operative
means. It does not provide altitude, identification...
 Secondary radar is independent (except for altitude)
and co-operative, but does not detect non equipped
aircraft.
 ADS-B is dependent and co-operative.
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Safety Management System
ADS-B vs. ADS-C
ADS-B
 Message is systematically sent
 Content is not fixed
 No designated recipient
 Not so far from a real time surveillance means
ADS-C
 Messages are sent in the context of a contract
 Messages are sent to one known recipient
 Far from a real time surveillance means
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Safety Management System
Airborne architecture
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ADS-B Out architecture only allows to transmitting messages for
users having a receiving capability.
Such architecture is sufficient for applications improving current
ATC services.
It is already available on most commercial aircraft.
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Safety Management System
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This architecture allows air-air applications implementation
ASAS).
Such architecture is more expensive than ADS-B out as it
requires, according to the type of applications, traffic display
(CDTI), new alerting devices, potentially interface with automatic
pilot…
Airbus and Boeing are currently specifying this kind of
architecture in order to provide package 1 capabilities on-board.
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Safety Management System
Ground architecture
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According to the data-link used, ADS-B messages need different
processing in order to be translated into reports that are sent to
the ATC, in ASTERIX 21 format.
Those reports can then be merge with other surveillance
information available in the environment (radar, multilateration,
ADS-C, flight plan…) before to be displayed to the ATC
Controller.
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Safety Management System
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TIS-B concept shows up to allow ADS-B equipped aircraft visualise all
surrounding traffic, even non ADS-B equipped ones.
Such technique can only be implemented in areas where several surveillance
means exist.
In those areas, the ground will transmit, using the ADS-B data- link a traffic
picture:
- A complete one (Full solution) or
- Only non equipped aircraft (gap filler solution) but also ADS-B equipped one
but transmitting an erroneous position.
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Safety Management System
ADS-B message
 For the moment, major ADS-B data are:
- Time stamp
-
Identification as: Call Sign& ICAO 24-bit address or registration
Aircraft category
Aircraft size (length and width)
Position (from a/c reference point)
Lat/Long in WGS-84 & Barometric altitude
Velocity vector: Ground (or air) speed & Vertical speed
Heading
Emergency messages (medical urgency, loss of fuel…)
Quality indicator
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Safety Management System
ASAS Definition
ASAS applications are defined as operational
procedures for controllers and flight crew that makes
use of the capabilities of ASAS system to meet a
clearly defined goals.
 The ASAS system should enable the flight crew to
maintain separation from one or more aircraft and
provides flight information on surrounding traffic.
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Safety Management System
ASAS categories
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Four categories of application have been defined:
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Traffic situational awareness
Airborne spacing
Airborne separation
Airborne self-separation
When developed a new ASAS applications,
identification of the correct category is essential or it
may have major effects on the flight safety.
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Safety Management System
Traffic Situational Awareness (Cat 1)
Enhanced knowledge of the surrounding traffic (in the
air or on ground) thanks to display of ADS-B
information on CDTI.
 Improve management of the flight,
 No change in separation and responsibility.

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Safety Management System
Spacing (Cat 2)
The flight crews shall achieve and maintain a given
spacing with a designated aircraft,
 New tasks are given to the flight crew but the ATC is
still responsible for the separation and applicable
separation minima are unchanged.
 Main benefit is to improve current spacing (in time or
distance) between a/c and therefore improve airspace
capacity.
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Safety Management System
Separation (Cat 3)
Separation is partially delegated to the flight crew who
ensures that the applicable airborne separation minima
are met.
 Such task is limited to the designated aircraft, is
specified by a dedicated clearance and is limited in
time and space.
 ATC is still responsible for separating aircraft engaged
in a separation application from other traffic.
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Safety Management System
Self separation (Cat 4)
These applications require flight crews to separate
their flight from all the surrounding traffic, in
accordance with the applicable airborne separation
standards and rules of flight.
 Those applications will be limited to specific airspaces
where ATC responsibility will be delegated to aircraft.
 This will require the establishment of new aeronautical
and juridical rules.
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Safety Management System
ADS-B (Non-Radar)
This application will be typically implemented in areas
where radar installation is not justified due to traffic
density, cost…
 Such application allows to :

– Improving surveillance capability and safety
– Potentially reducing current separations.
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By providing to the ATC controller a display, based on
information broadcast by aircraft, equivalent to a radar
display.
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Safety Management System
ADS-B (Non-Radar) –surveillance aspects
In non radar areas, the only means to monitor the traffic
are currently:
– Periodical position reports
– Flight plan information
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Availability of ADS-B information allows to:
– Displaying aircraft
– Avoiding position reports and therefore reducing both ATC
controller and pilots tasks.
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Safety Management System
ADS-B (Non-Radar) –separation aspect
Another major benefit brought by the use of ADS-B is
the potential for reduced separation.
 However, this will require to check the quality of the
navigation information transmitted by aircraft and to
perform the following activities:
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– Checking quality indicator are adequate,
– Considering and assessing, in safety analysis, the
consequences of an erroneous indicators.
– Implementing GPS monitoring site (if find sufficient)
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Safety Management System
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ADS-C
Using ACARS (VHF or satellite) each aircraft transmits: POSITION, ALTITUDE,
IDENTITY(CALLSIGN), INTENTS,MET DATA,...
FANS1/A Equipment in “big” aircraft
– Expensive avionics
– ACARS is not ICAO defined
ATN & ICAO ADS-C
– Expensive avionics
– Limited availability
Provides automatic, accurate routine reports
– Slow update rate ~ in minutes
– Allows exception reporting & supports safety alerts
– Reports are invisible to other aircraft
ATC system defines update message rate
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ADS-B
Each aircraft broadcast on 1090 Mhz its POSITION, ALTITUDE,
IDENTITY(CALLSIGN), VELOCITY VECTOR, VERTICAL RATE
- ICAO and IATA support􀂄 ADS-B
- 5 NM separation under development by ICAO SASP
- Ground station cheaper than secondary radar
- Aircraft manufacturers are now delivering new A/C equipped with ADS-B Out
- Can easily be co-located with remote VHF/VSAT
- Some ICAO regions are considering a regional mandate around 2010
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Safety Management System
Thank you for your attention
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