Transcript ADS-B Operational Approvals Federal Aviation Administration

Federal Aviation
Administration
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
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What ADS-B is and isn’t
Current OpSpec
Future OpSpecs
Current Applications
Future Applications
Ops Approval Process
International
Harmonization
• Part 129 Considerations
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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
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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
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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
Ground-to-Ground
• Improved Navigation on Taxiways
• Enhanced Controller Management of
Surface Traffic
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Air-to-Ground
• Surveillance Coverage in Radar / Non-Radar Airspace
Ground-to-Air & Self-Contained
• Weather and SSR Traffic to the Cockpit
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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?)
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AC 90-ADS-B
(Spring 2011)
Operational Approval is required only for certain
ADS-B applications:
1. 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
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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
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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”
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Standards and Guidance
• 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
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OpSpec/MSpec/LOA A353
Authorization Approval Process
Certificate Holder or Operator submits the following information to the local FAA Field Office
1. ADS-B Application
2. Completed ADS-B Application Package Checklist(s)
(checklist(s) located in WebOPSS A353 guidance section. Completion of checklist(s) is optional but highly recommended)
• Certificate Holder / Operator completes
application package and submits to local
FAA field office
*NOTE - 1
Local FAA Field Office
reviews application
package. (FAA Order
8900.1 A353 guidance
as reference)
NO
*NOTE - 2
Does the
application meet
regulatory
requirements
YES
Application Package and
Memo sent to appropriate
AFS-400 branch
Application Package and
Memo sent to AFS
Regional Office Nexgen
220 Branch for review
AFS Regional Office
220 Branch receives
and reviews
application package
YES
Does the Regional
220 Branch
concur?
NO
*NOTE - 3
*NOTE - 4
AFS-400 and appropriate
AFS HQ policy division
conduct technical review
of application package
NO
*NOTE - 5
Does the
application meet
technical
requirements
YES
AFS-400 sends DRAFT letter
of concurrence to appropriate
AFS HQ policy division for
signature
*NOTE - 1: To obtain the nonstandard authorization A353, the
certificate holder/operator and the Principal Operations Inspector
(POI) are required to use the nonstandard request process. See 8900.1
Volume 3, Chapter 18, Section 2, paragraphs 3-712 to 3-713, for the
nonstandard request.
*NOTE - 2: Application package returned to Certificate Holder /
Operator with list of discrepancies.
*NOTE - 3: Application package returned to local FAA Field Office
with list of discrepancies.
*NOTE - 4: To expedite the technical review process, scan the
application package in PDF format and e-mail to “9-AWA-AVSAFS-400-flight-technologies-procedures-division” in advance of the
official hard copy.
*NOTE - 5: AFS-400 returns application package to AFS Regional
Office 220 Branch with list of discrepancies.
NO
*NOTE - 6
Does appropriate
HQ policy division
concur with
DRAFT?
YES
*NOTE - 6: Appropriate HQ policy division returns DRAFT Letter
of Concurrence to AFS-400 with remarks.
*NOTE - 7: To expedite the authorization, scan the signed Letter of
Concurrence Memorandum in PDF format and e-mail to AFS
Regional Office Nexgen 220 Branch in advance of the official hard
copy.
Appropriate HQ Policy Division
(AFS-200, 800 etc.) submits letter
of concurrence (co-signed by AFS400) to AFS Regional Office
Nexgen Branch (AXX-220)
*NOTE - 7
AFS Regional Office Nexgen (AXX-220) Branch forwards HQ letter of concurrence to local FAA field office for final coordination
and authorization. The local FAA field office must coordinate reconciliation of any HQ provisions of concurrence with Certificate
Holder/Operator prior to issuing the A353 authorization.
OSWG First Quarter 2011 – ADS-B
• 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
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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.
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ADS-B Operation Approval
Canadian Controlled Airspace
Application Package Checklist
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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
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A353 OpsSpec - Hudson Bay
(Canadian Controlled Air Space)
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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
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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
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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
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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
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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
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ADS-B IN - applications
Active development
In Trail Procedures (ITP)
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Motivation for ADS-B ITP
Desired Altitude
FL360
FL350
Standard Separation
FL340
NEED

Altitude Changes 
required for better
fuel economy,
winds, and ride
quality
OSWG First Quarter 2011 – ADS-B
CHALLENGE
The combination of
locally dense traffic
and large
separation minima
limits altitude
changes
=
OPPORTUNITIES

Use airborne ADS-B
applications to enable
altitude changes
otherwise blocked by
conventional
operations
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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
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Developing Applications:
Interval Management (IM)
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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
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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)
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Future Applications
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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
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What Part 129 and DOT 375 AOC
Certificate Holders need to know
about ADS-B Operations?
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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."
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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:
1) 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.
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DOT-375 Approvals – Navigation of
Foreign civil aircraft within the United States.
Part 375 approvals are granted by DOT subject to:
1. All applicable requirements of 14 CFR Part 375;
2. All applicable requirements of the FAA – CFR’s and all
applicable orders;
3. All applicable ICAO Standards Annexes: Annex 1,
personnel Licensing; Annex 6 part 1, Operations of
Aircraft; Annex 8, and Airworthiness of Aircraft;
4. All applicable U.S. Government requirements
concerning security.
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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.
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Contact Information
Dennis Mills, AFS-220
Flight Standards
Air Transport Division
[email protected]
Phone: 202-493-4901
Backup – Ricky Chitwood
Flight Standards
Air Transport Division
[email protected]
Phone: 816-858-5258
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Questions
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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
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ITP Currently
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
Partners:
United Airlines,
Honeywell, Goodrich,
Airservices Australia,
Airways Corp NZ
FL360
Desired Altitude
Standard Separation
FL350
ITP Separation
Standard
Complete
FL340
Not Yet Started
In Progress
UAL OTA
Signed
August 2009
TCAS & EFB
STCs
Approved
Dec 2010
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Controller
Procedures
Operational
Approval
Developed
UAL 747 ITP
STC
Approved
Dec 2010
May 2011
May 2011
Flight Trial
Begins
June 2011
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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
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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
FIM-S SPR
Dec 2010
Flight Trials
Validation
Sept 2012
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FIM-S
MOPS
Feb 2013
Approve
Validated
MOPS
In Progress
Unfunded
June 2013
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