VDL Mode 4 Supporting Surveillance 17-19 November 2003Seminar on the Implementation of Datalink and...

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)



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?



ADS-B

ADS-Bthe enabler of the ICAO Global ATM

Concept

=Revolution in aviation

All parties have access to the same information!



Cockpit displayCDTI

Position reportsADS-B

Air TrafficControl

VDL Mode 4 supporting surveillance



Ground Stations

Ground network

ATCAOC

Extending the coverage

Ground Network



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



Cockpit display (CDTI) – airborne sitution

Gives pilot a display of

surrounding traffic



Cockpit display (CDTI) – ground situation



GNSSAugmentation

VDL Mode 4Ground Station

Advanced Surface Movement Guidance and Control System

A-SMGCS

A-SMGCS combins:• ADS-B• GNSS augmentation • COM



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



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)



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



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)



Swedish Civil Aviation Administration

ADS-B implementation in Sweden



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



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



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



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



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



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



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



“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)



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



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...



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)



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



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.



Thank you for your attention!

More information:• CD: VDL Mode 4 in CNS/ATM – Master Document• www.nup.nu

VDL Mode 4 Supporting Surveillance 17-19 November 2003Seminar on the Implementation of Datalink and...

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