ICAO/FAA Workhkshop on ADS B and Multilateration Implementation · 2013. 8. 20. · ICAO/FAA...

/ k h dICAO/FAA Workshop on ADS‐B and Multilateration Implementation ICAO NACC Regional Office Mexico City Mexico 6 to 8 September 2011ICAO NACC Regional Office, Mexico City, Mexico, 6 to 8 September 2011

OUTLINEOUTLINE

• Introduction• GlobalPlanInitiatives• Guidelines for ADS B/MLAT• GuidelinesforADS‐B/MLATimplementation

l / d l d• RegionalCAR/SAMGuidelinesandStrategy• NACCWorkingGroups• RelevantConclusions• Operational Scenario for the CAR RegionOperational Scenario for the CAR Region

INTRODUCTIONINTRODUCTIONGLOBAL ATM OPERATIONAL CONCEPT (Doc 9854)

G ide the implementation of CNS/ATM technolog b pro iding aGuide the implementation of CNS/ATM technology by providing a description of how the emerging and future ATM system should operate

Assist the aviation community to transition from the air traffic control environment of the twentieth century to the integrated and collaborative

air traffic management system needed to meet aviation’s needsair traffic management system needed to meet aviation s needs

Vision of an interoperable, integrated, harmonized and global air trafficmanagement system, for all users during all phases of flight, that meetsg y g p gagreed levels of safety, provides for optimum economic operations, isenvironmentally sustainable and meets national security requirements.

Performance based Approach: Focus on services/results and not inpptechnology

Manual on ATM Requirements (Doc 9882) and Manual on Global Performance of the Air Navigation System (Doc 9883)

Gate to Gate Concept

INTRODUCTIONGate to Gate Concept

Phases of flight (Doc 9854)

DCBAOM

TS

AOM

PlanningPlanning

AUOCruiseCruise CollectionCollection

RampRampRampRamp

PlanningPlanning

SDM CM AO

LandingLanding

DepartureDepartureSurface Surface departuresdepartures

Surface Surface arrivalarrival

COMMUNICATION (C) - NAVIGATION (N) – SURVEILLANCE (S)

pp arrivalarrival

INTRODUCTIONAIR NAVIGATION SYSTEMS IMPLEMENTATION

• Global ATM Operation Concept (Doc 9854) Global

INTRODUCTION

• GlobalATMOperationConcept(Doc9854)

Gl b l Ai N i ti Pl (D 9750)

Vision

St t i• GlobalAirNavigationPlan(Doc9750) Strategic Planning

• RegionalPlanning(Doc8733)• RegionalPerformanceObjetives – RPO

(NAM/CARRPBANIP) Regional

Actions( / )

N ti l Pl National

• NationalPlans Action

INTRODUCTIONHomogenous Areas and main Traffic flows

GLOBAL PLAN INITIATIVES

Global Air Navigation Plan (Doc 9750)

Operational implementation of data link based surveillance

(GPI(GPI--9) SITUATIONAL AWARENESS9) SITUATIONAL AWARENESS

Operational implementation of data link-based surveillance.

The implementation of equipment to allow traffic information tobe displayed in aircraft supporting implementation of conflictbe displayed in aircraft supporting implementation of conflictprediction and collaboration between flight crew and the ATMsystem.

Improve situational awareness in the cockpit by making availableelectronic terrain and obstacle data of required quality.

GLOBAL PLAN INITIATIVES(GPI(GPI--9) SITUATIONAL 9) SITUATIONAL

AWARENESSAWARENESS reductions in separation minima and an enhancement of safety

Enhanced surveillance

techniques (ADS-C ADS B)

improved flight efficiency

increase in capacity

surveillance to areas where there is no primary or secondary radar

C or ADS-B) COST-EFFECTIVE BASIS

in airspaces where radar is used, enhanced surveillance can bring further reductions inaircraft separation minima

i hi h t ffi d it i th lit f ill i f ti ( d/ i ) in high traffic density areas improve the quality of surveillance information (ground/ air),increasing safety levels.

quality assured electronic terrain and obstacle data necessary to support the groundi it i t ith f d l ki t i id f ti llproximity warning systems with forward looking terrain avoidance function as well as a

minimum safe altitude warning (MSAW) system

GLOBAL PLAN INITIATIVES(GPI(GPI--9) SITUATIONAL AWARENESS9) SITUATIONAL AWARENESS

Implementation of surveillance systems for surface movement at aerodromes whereweather conditions and capacity warrant will also enhance safety and efficiency whileimplementation of cockpit display of traffic information and associated procedures willenable pilot participation in the ATM system and improve safety through greater situationalawareness.

In remote and oceanic airspace where ADS-C is used, FANS capabilities exist on manyair transport aircraft and could be added to business aircraft.

ADS-B can be used to enhance traffic surveillance in domestic airspace: 1090 extendedsquitter is available as the global choice for the ADS-B data link.

A i l d d d d b i ifi i d b l hAt terminal areas and at aerodromes surrounded by significant terrain and obstacles, theavailability of quality assured terrain and obstacle databases will improve situationalawareness and contribute to the overall reduction of the number of controlled flight intoterrain related accidents (DAIW, MSAW, STCA)

GLOBAL PLAN INITIATIVES

Global Air Navigation Plan (Doc 9750)

(GPI-17) DATA LINK APPLICATIONS

Increasetheuseofdatalinkapplications

Harmonization of communication data link and data link surveillancetechnologies and applications should be selected and harmonizedf l d i t bl l b l tifor seamless and interoperable global operations

ADS-C, ADS-B and CPDLC are in service in various regions ofthe world but lack global harmonizationthe world but lack global harmonization.

Benefits: global equipage requirements, minimize userinvestmentinvestment.

Guidelines for ADS‐B/MLAT implementationGuidelines for ADS‐B/MLAT implementationICAO Aeronautical Surveillance Systems Doc 9924

Chap 7 Surveillance system deployment considerations

STEPSRECOMMENDEDFORPLANNINGANDIMPLEMENTATIONOFSURVEILLANCESYSTEMS

a)Definetheoperationalrequirements:S l t li ti t b t d• Select applications to be supported

• Define area of coverage• Define the type of traffic

b) D fi l l i t ( t d f t )b)Definelocalenvironment(currentandfuture):•Currentandexpectedfuturetrafficdensities•Route structureT f i b i l d d f h diff f• Type of airborne equipage currently mandated for the different types offlights

•Type ofaircraft• Segregation between the different types of traffic•Segregationbetweenthedifferenttypesoftraffic•Specific localRFenvironment.

Guidelines for ADS‐B/MLAT implementation/ p

) A l d i ti d d t i hi h t h i b d

ICAO Aeronautical Surveillance Systems Doc 9924 Chap 7 Surveillance system deployment considerations

c) Analyse design options and determine which techniques can be used• existing surveillance sensors may be re‐used• new surveillance sensors and techniques may be deployed at lowest costh b f i d i i h i il bili• the number of sites and investigate their availability

• the level of redundancy required and fall‐back mode of operation• whether new airborne equipment carriage will be necessaryi i l d• impact on operational procedure;

• cost‐benefit studies and feasibility analysesd) Make a safety analysis of the new proposed system:

d h h ll d h f• To demonstrate that the system will provide the necessary performance inits nominal mode of operation;

• To demonstrate that the different failures have been analysed;To demonstrate that they have been found to be either acceptable or can be• To demonstrate that they have been found to be either acceptable or can bemitigated.

Guidelines for ADS‐B/MLAT implementation/ pICAO Aeronautical Surveillance Systems Doc 9924


e) Implement:• If new airborne equipment is required, then prepare airborne carriage

mandate• Procure and install the new system• Evaluate the performance of the new system

f) Establish operational service• Transition from existing system to the new system

g) Deliver operational service• Periodically verify the performance of the new system• Conduct regular and preventive maintenance.

Guidelines for ADS‐B/MLAT implementationGuidelines for ADS B/MLAT implementationICAO Aeronautical Surveillance Systems Doc 9924


TRANSITION TO DEPENDENT SURVEILLANCE SYSTEMS

must provide at least the same level of performance required (accuracy availability reliability integrity and update rate) by the

CONSIDERATIONS:

(accuracy, availability, reliability, integrity and update rate) by the existing applications

a) an adequate level of protection against common mode failuresb) fallback surveillance system and/or some operational procedures to

accommodate the loss of the GNSS function in an individual aircraft(e.g. due to an equipment malfunction) would be required

c) the possibility of the loss of the GNSS function over an extended area(e.g. due to interference effects on GNSS operation) should be taken( g p )into account

d) Validation of the reported ADS-B position



e) in operational environments, where the threat to safety is of


significant concern, it should be possible to detect and suppress thecreation of tracks on ADS-B reports that contain intentionallyincorrect position information; and

f) measures should be in place to cope with the expected growth in traffic over the planned life of the system.

In general, the performance of a surveillance system for a given area andan operational scenario should be specified by the responsible authority.Depending upon the particular airspace and the application, this may implythe need to continue to retain a certain level of SSR operation during thethe need to continue to retain a certain level of SSR operation during thetransition period.




Designing a surveillance system

a) need to identify the source of surveillance when information is displayed. ->if the type or condition of the source affects procedures

b) ability to uniquely identify targets) i f h l f ill f i di id l i f h d lc) impact of the loss of surveillance of individual aircraft: short and long term

d) the impact of the loss of surveillance over an extended areae) backup or emergency procedures to be applied in the event of aircraft or

ground system failureground system failuref) the ability to operate to specification with the expected traffic densityg) the ability to operate in harmony with other systems such as ACAS and

ASAASAh) the interaction between CNS functions

Guidelines for ADS‐B/MLAT implementationGuidelines for ADS B/MLAT implementationICAO Aeronautical Surveillance Systems Doc 9924

Data Transmission and Sharing

ASTERIX specifications

to harmonize the transmission ofsurveillance informationspecifications surveillance information.

Formats:for the exchange of data between the surveillance sensors and datafor the exchange of data between the surveillance sensors and dataprocessing systems, and for the generalized exchange of surveillance data between systems

The specification defines the message field content and formats. The messages may be transmitted using any suitable data transport

mechanisms such as UDP or TCP. Current set of ASTERIX documents includes categories for the transmission

of radar, multilateration, ADS-B and integrated surveillance data.

• GuidelinesforADS‐B/MLATimplementation

ICAO Proposal for the amendment of the PANS-ATM, Doc 4444 relating to separation minimum using ADS-B and/or

/ p

4444 relating to separation minimum using ADS-B and/or multilateration system

(ref. AN 13/2.5-11/2 dated 15 April 2011)

contains provisions to be incorporated into the PANS-ATMwhich will allow controllers to separate by 5.6 km (3.0c a o co o e s o sepa a e by 5 6 (3 0NM) aircraft whose position is being determined by ADS-B and/or MLAT

comments were requested for 27 July 2011 (done)

applicability on 15 November 2012

Regional CAR/SAM Guidelines and Strategy

Reference:Vol I,PartIV,COMMUNICATIONS,NAVIGATIONAND

CAR/SAMANPDoc8733:

, , ,SURVEILLANCE(CNS):

It is envisaged that the use of ADS/ADS-B will gradually increase,especially in areas where the provision of radars is not practical orespecially in areas where the provision of radars is not practical oreconomical.

Planning and implementation of surveillance radar systems: CAR/SAM Planning and implementation of surveillance radar systems: CAR/SAMStates, during the planning and implementation of new surveillance radarsystems or in improving existing facilities, should consider the GREPECASGuidelines.

Planning and implementation of ADS: CAR/SAM States, in coordination withairspace users, should consider the implementation of ADS for providingsurveillance in areas in which the provision of radar is not feasible orsurveillance in areas in which the provision of radar is not feasible oreconomical.


Reference: Vol I, Part IV, COMMUNICATIONS, NAVIGATION AND SURVEILLANCE (CNS)

CAR/SAMANPDoc8733:

SURVEILLANCE (CNS):

Sharing of radar data: In order to facilitate the implementation ofsurveillance radar service in a safe, efficient and cost beneficial manner,surveillance radar service in a safe, efficient and cost beneficial manner,CAR/SAM States should consider the possibility of bilateral/multilateralarrangements for sharing of radar data between the ATC centres inneighbouring States and the use of a common radar data format and a

i ti t l f d d t h i th CAR/SAMcommon communication protocol for radar data exchange in the CAR/SAMregions to be adopted by GREPECAS.

Surveillance Systems (CNS TABLE 4 A)

• Includes the planning for SSR/PSR and ADS systems.• Last ammended in March 2009:


C2ProjectGREPECASSupportingStructures

PROGRAMME:ATMAUTOMATIONANDSITUATIONALAWARENESSPROJECT: C2.IMPROVEATMSITUATIONALAWARENESSPROJECTCOORDINATOR: AlejandroRomero(COCESNA)

No. Task Start End Responsible Status Deliverable

1 2 3 4 5 6

C 2.1 Identify parties concerned 2009 GREPECAS Completed Identification of parties concerned

Evaluation of surveillance infrastructure and R i i t R i l ill t

C 2.2 Identification of Surveillance system improvements to support continental en-route and terminal Airspace in CAR/SAM Regions, airspace classification, PBN and the ATFM

2009-2012 Project C2 Valid

Revision to Regional surveillance system implementation strategy (surveillance system infrastructure analysis for PBN and ATFM implementation)

C 2.3 Monitor the implementation of ATM surveillance systems for situational traffic information and associated procedures

2010-2015 ICAO Valid

Monitor the implementation of ground and air

C 2.4

electronic warnings, as needed Conflict prediction Terrain proximity MSAW DAIW Surveillance system for surface movement

2008-2014 Project C2 Valid Guidelines for improvement to ground and air electronic warnings

C 2.5 Elaboration of a Regional Plan for the implementation of ADS C and ADS B 2008-2014 Project C2 ValidGuidelines for an operational ADS-B implementation and data exchange (initial steps to the operational implementation of ADS –C and ADS B j g ( p pimplementation of ADS B)

C 2.6 Monitor the regional activities to optimize the use of radio frequency environment 2009/2014 ICAO Valid


CARSAMRegionalStrategy for the

DraftElements

StrategyfortheADS‐BSystemsImplementation

Potential AirforaRegionalStrategyforSurveillanceSystems

PotentialAirSpaceto

implementADS‐CandADS‐B

SurveillanceStrategyfortheCAR/SAM

y

CAR/SAMRegions— FirstEdition,Rev2.0

http://www.mexico.icao.int/CNS.html#GREPECAS


Section 1: general considerationsSection 2 the Surveillance Operational Scenario Evolution for short (2009-2010), medium (2010-

Surveillance Strategy for the CAR/SAM Regions , Rev 2.0

2015) and long terms (2015-2025) for En-Route and TMA Airspace, Aerodrome Operations andAircraft Systems.

Section 3 the Surveillance Infrastructure Evolution required to cope with the foreseen operationalenvironment and specifies a tentative action plan

Short term (until 2010)Until 2010, independent surveillance systems will be predominant in CAR/SAM Regions (ex. SSR,MSSR radars).

Medium term (2010-2015)Medium term (2010 2015)From 2010 onwards, the provision of ADDs to ground stations to support TMA and En Routeoperations is envisaged, following the increasing rate of Mode S equipped aircraft (new andoverhauled) that will be able to transmit ADS-B messages (ADS-B out).The first set of new applications that are envisaged to be supported in CAR/SAM Region are the

d S ill (ADS B t) i d i t (ADS B NRA) i d i tground Surveillance (ADS-B out) in a non-radar environment (ADS-B-NRA), in a radar environment(ADS-B-RAD) and Airborne Derived Data (ADS-B-ADD). ADS-B-out is expected to reach fulloperational capability status in 2015.

Long term (until 2015-2025)g ( )Airborne Surveillance (ADS-B-in, possibly supplemented by TIS-B) including: Airborne situationalawareness (ATSA-AIRB), visual separation on approach (ATSA-VSA) and In-trail Procedure inoceanic airspace (ATSA-ITP). ADS-B-in for air traffic situational awareness is expected to belaunched after 2015.


CAR/SAM REGIONAL ACTIVITIES PLAN FOR A PLANNING AND CAR/SAM REGIONAL ACTIVITIES PLAN FOR A PLANNING ANDIMPLEMENTATION OF AIR – GROUND DATA LINKS• Proposes several activities to promote air‐ground data link

applicationsapplications•

CAR/SAM REGIONAL PROGRAM FOR THE IMPLEMENTATION OFTHE AIR – GROUND DATA LINKS• Short/Medium/Long term implementations/ / g p•


CAR/SAM Regional Strategy for the deployment of the ATN and itsCAR/SAM Regional Strategy for the deployment of the ATN and itsapplications• Implementaion Planning of ATN and its applications• CNS 1Ba y 1Bb Tables• CNS 1Ba y 1Bb Tables•

CONCLUSIÓN 15/40 – Workshop/seminar on the implementation ofAir-Ground Data Link and its Applications

•Santo Domingo, Dominican Republic , November 2009

Regional CAR/SAM Guidelines and Strategy ACTIVITIES TO BE CONSIDERED FOR ADS B TRIAL

ADS‐BTRIALS

Planning FunctionPlanning

develop a Concept of Operations (CONOPS):scope, the operational requirements, kind ofservice will be provided in the trial area, thecomplete schedule to perform the actionsrequired and the issues that have to be

PlanningFunction

ExpectedCriteria

ResultsDissemination required, and the issues that have to be

addressed (e.g. efficiency improvement, fuelsavings, capacity enhancement, etc.)

All stakeholders should be identified andbrought to the program by promoting some

CriteriaDissemination

user and customer conferences, to discuss thecontents of the CONOPS and present thebenefits of new technologies.

It is also important to have some Airlinecandidates to commit and be part of the

TestParametersTrialLimitation

candidates to commit and be part of theprogram from the beginning.


EXPECTED CRITERIA

ACTIVITIES TO BE CONSIDERED FOR ADS B TRIAL

The migration to ADS-B environment should be costeffective

The use of the new technology must provide safety benefitTh t i l t b l d d i bl ti fThe trial must be concluded in a reasonable time frameThe ANSPs must get full commitment from users and

regulators before the beginning of activities It is important to have some radar coverage (at least partial)

th t i l t lid t ADS B iti tover the trial area to validate ADS-B position reportsA performance baseline for the designated areas of trials

(e.g. existing routes) should be established to make futurecomparisons possible

A C t B fit l i (CBA) h ld b f d f thA Cost Benefit analysis (CBA) should be performed for thecustomers by the ANSP

Data collection should be performed and a safety casebased on that data should be presented to Regulators.


TEST PARAMETERS


Update rate of the prototype system should be measuredand compared to the expected rate, depending on thedesignated airspace (en-route, TMA, ground); f th t h ld b l t d baccuracy of the system should be evaluated by

comparison with a known legacy system (e.g. secondaryradars);Performance of the system should be monitored, in terms

f NUC (f D260 tibl i i ) N i tiof NUC (for D260 compatible avionics) or NavigationIntegrity Category (NIC), Navigation Accuracy Category(NAC), System Integrity Level (SIL) (for D260Acompatible avionics);P b bilit f ti h ld l b dProbability of reception should also be measured over a

very large sampling of flights;Flight ID sent by any aircraft should be assessed by the

technical teams;O ll i il bilit t b d dOverall service availability must be measured and

determined Anomalies of all types shall be recorded andanalyzed.


TRIAL LIMITATIONS


should be limited to ADS-B out only;validate the performance of the existing

communication infrastructure;Monitor spectrum within the trial area: frequency

1090MHz won’t be affected for the legacy systems thatare currently deployed;It is desirable to have a monitoring system for the

health of the GPS constellation to validate itsperformance during the test event.

RESULTS DISSEMINATIONRESULTS DISSEMINATION

During the trial processes, a dedicated team should be assigned to collect, organizeand analyze data that will be used to write a complete report of the ADS-B trial results

NACC WORKING GROUPSNACC WORKING GROUPS

IMPLEMENTATION IN THE NAM/CAR REGIONS

NAM/CAR(NACC)Working

Groups

C/CAR/WG E/CAR/WG CA/ANE/WG CA/MEX/USA

NAM/CAR Regional Performance Based Air Navigation Implementation Plan (NAM/CAR RPBANIP)

NACC WORKING GROUPSNACC WORKING GROUPSIMPLEMENTATION IN THE NAM/CAR REGIONS

F NAM/CAR RPBANIP

4. IMPROVE ATM SITUATIONAL AWARENESS

Benefits

From NAM/CAR RPBANIP:

Efficiency enhanced traffic surveillance; enhanced collaboration between flight crew and the ATM system; improved collaborative decision-making through sharing electronic aeronautical data information; reduced of workload for both pilots and controllers; improved operational efficiency; enhanced airspace capacity;

improved implementation on a cost-effective basis; improved implementation on a cost effective basis;Safety improved available electronic terrain and obstacle data in the cockpit; reduced of the number of controlled flight into terrain related accidents; and improved safety management.

ATM Component

TASK DESCRIPTION START-END

RESPON-SIBLE

STATUS

.

.

.

SDM

k) Implement ground and air electronic warnings, as needed i. Conflict prediction ii. Terrain proximity

iii. MSAW iv. DAIW v Surveillance system for surface movement

2008 – 2012

States, Territories, Int.

Org Valid

v. Surveillance system for surface movement.l) Implement data link surveillance technologies and

applications: ADS, CPDLC, AIDC, as required. 2008 – 2012

States,Territories, Int.

Org Valid

NACC WORKING GROUPS9. OPTIMIZATION AND MODERNIZATION OF COMMUNICATION INFRASTRUCTURE

Benefits

Efficiency Improvements in ATS coordination Increase availability of communications Increase availability of communications Avoid misunderstandings in communications Facilitate the utilization of advanced technologies

Continuity improvement of airspace interoperability and seamlessness; and allow improvements to the provision of air traffic control services to all aircraft operations.

Safety Improvement in safety in airspaces and aerodromes

IMPLEMENTATION IN THE NAM/CAR

REGIONS

ATM

Component TASK DESCRIPTION START-

END RESPON-

SIBLE STATUS

.

.

. REGIONS

c) Develop Regional ATN Planning documents 2009-2012 GREPECAS Valid

d) Coordination and testing of ATN G-G Application implementation aspects 2009-2012

States, Territories, Int. Org,

Valid

States ValidFrom NAM/CAR RPBANIP:

AO, TS, CM, AUO, AOM,

SDM

e) Planning and trial activities for A-G data Application implementation 2010-2014


Valid

f) Technical review of Regional Telecommunication networks for ATN implementation 2009-2010


Completed

g) Implement available technologies in to facilitate ground and airborne applications (CPDLC, ADS-C, ADS-B)

2009-2015 States,

Territories, Int. Org,

Valid

h) Monitor the implementation and improvement of the telecommunications and ATN applications issues.

2009-2014 ICAO Valid

NACC WORKING GROUPS

IMPLEMENTATION IN THE NAM/CAR REGIONS

Ex. C/CAR/WG Action Plan on Surveillance Task g)

ID PFFsAsocciated

Task Name Start Finish Deliverables/ EntregablesAsocciated

41 4 k) ACT PLAN SUR 4. Implementation of 24 bits Address registry - Implementación del registro de direcciones de 24 bits

Tue 21/07/09 Fri 31/12/10 24 bits Aircraft Address registry - Registro de direcciones de aeronaves de 24 bits

42 9 g), 4 k) ACT PLAN SUR 5. ADS-B, ADS-C and MLAT trials - Realización deEnsayos ADS-B, ADS-C y MLAT

Mon 03/01/11 Fri 28/08/15 Trials on ADS-B, MLAT and ADS-C - Ensayos enADS-B, MLAT y ADS-C

43 ADS-C/ CPDLC evaluation and trial Plans - Evaluacion y planes de Fri 27/12/13 Fri 27/12/13 Plan on ADS-C and CPDLC

C/CAR/WG

C/CAR/WG

'09 '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 '23 '24 '25 '26 '27 '28 '2908 2010 2012 2014 2016 2018 2020 2022 2024 2026 2028

y pensayos para ADS-C/ CPDLC - Plan sobre ADS-C y

44 ADS-B trials - Ensayos ADS-B Mon 06/02/12 Fri 31/07/15 Plan on ADS-B/ Plan sobre ADS-B

45 MLAT evaluation and trial Plans - Evaluacion y plan de ensayos MLAT

Mon 03/01/11 Fri 28/08/15 Trial results on MLAT - Resultados de ensayos MLAT

46 9 g), 4 k) ACT PLAN SUR 6. ADS-B cost – benefit analysis - Analisis coste-beneficio del ADS-B

Wed 16/09/09 Fri 31/07/15 ADS-B cost-benefit analysis - Analisis coste- beneficio ADS-B

47 4 ) 4 k) ACT PLAN SUR 7 D l t f i l t t f ill T 21/07/09 F i 30/04/10 R i l St t f

C/CAR/WG

C/CAR/WG

C/CAR/WG

CNS/ATM/SG47 4e), 4 k) ACT PLAN SUR 7. Development of a regional strategy for surveillance systems - Desarrollo de una estrategia regional para los sistemas de vigilancia

Tue 21/07/09 Fri 30/04/10 Regional Strategy for Surveillance Systems - Estrategia Regional para

CNS/ATM/SG

RELEVANT CONCLUSIONS GREPECAS 16 Meeting approved the document entitled Unified Surveillance

Strategy for the CAR/SAM Regions.

GREPECAS 16/38 C IMPROVEMENTS TO THE ACTIVITIES REFERRED INADS-B TRIALS:

That States/Territories/International Organizations who are carrying out ADS-Btrials are urged to:a) Continue with the data collection and analysis, in accordance withGREPECAS guidelines (GREPECAS/15 report, Appendix Q);b) Search for the exchange of data between States, particularly with regard tocoverage superposition and analysis criteria;c) Solve, with the respective airspace users, the duplicate or illegal 24-bitAddress cases identified, and inform in this respect to the ICAO RegionalOffices;d) Inform airspace users on any anomaly in the received ADS-B messages, inpreparation of future ADS-B implementation; ande) Duly inform the ICAO Regional Offices on the trial results, for theirpublication.

RELEVANT CONCLUSIONSNACC/WG CONCLUSION 3/6 ADS-B TRIALS AND ANALYSIS IN THE CAR REGION

That, in order to consolidate ADS-B activities to have homogeneous criteria in the analysis and dataexchange:

a) States/Territories/COCESNA, who are carrying out ADS-B trials, or who have near term plans todo so:

i. inform the ICAO NACC Regional Office about these trials or plans by 31 December 2011;ii designate a point-of-contact to coordinate these activities and notify this information to theii. designate a point-of-contact to coordinate these activities and notify this information to theICAO NACC Regional Office;iii. consider the technical support and assistance offered by the United States on theseactivities;iv. report their progress to the ICAO NACC Regional Office for 31 December 2012;

) C O CC Offb) the ICAO NACC Regional Office:i. support coordination with users (IATA/ALTA) for their participation in these trial activities; andii. provide assistance to participating States with the development and definition of thishomogeneous analysis criteria as well as with the activities mentioned in item a).

NACC/DCA/4 : The United States is also supporting the ICAO/FAA Workshop on ADS-B and Multilateration Implementation, to be held in Mexico City, Mexico, from 6 to 8September 2011, and offered additional assistance to States upon request.

OPERATIONAL SCENARIO FOR CAR REGIONOPERATIONAL SCENARIO FOR CAR REGION

Radar Coverage in main Traffic Flows Radar Data Sharing/exchange Mode S Radar implementation High level of ATS Automation in Central America and High level of ATS Automation in Central America andCentral Caribbean

Regional telecommunication Networks:g– MEVA II– E/CAR AFS Network– Central American Network (Vsat and Terrestrial)– MEVA II/REDDIG Interconnection

N i l V N k (M i B h S M ) National Vsat Networks (Mexico, Bahamas, St. Maarten)

Radar Coverage in main Traffic Flows

OPERATIONAL SCENARIO FOR CAR REGIONRadar Coverage in main Traffic Flows

OPERATIONAL SCENARIO FOR CAR REGION

Within Central America (Belize Costa Rica El Salvador

Radar Data Sharing/exchange

Within Central America (Belize, Costa Rica, El Salvador,Guatemala, Honduras, Nicaragua, COCESNA)

Mexico / Central America Mexico / USA Cuba/ Central America French Antilles / Saint Lucia / Barbados/ Trinidad &Tobago

Planned: Jamaica/ Central America Cuba/ Mexico Planned: Jamaica/ Central America, Cuba/ Mexico,Radar Data Server in E/CAR, DominicanRepublic/Curacao, …


Mode S Radar implementation: 7 SSR Mode S Radar in Central America 7 SSR Mode S Radar in Central America 1 SSR Mode S in Trinidad and Tobago

HighlevelofATSAutomationinCentralAmericaandCentralCaribbean

FDP/RDP/DLP processors Multiple radar tracking S A f l Situation Awareness functionalitiesSYSTEM IMPACT SUMMARY TABLE REGIÓN CAR inNew FPL Format Section, NACCWebsiteNew FPL Format Section, NACCWebsite

OPERATIONAL SCENARIO FOR CAR REGIONOPERATIONAL SCENARIO FOR CAR REGIONRegional telecommunication Networks

MEVA N t kMEVA Network

42

OPERATIONAL SCENARIO FOR CAR REGIONOPERATIONAL SCENARIO FOR CAR REGION

E/CAR AFS NetworkCAMSAT Network

Regional telecommunication Networks

E/CAR AFS NetworkCAMSAT Network

OPERATIONAL SCENARIO FOR CAR REGIONRegional telecommunication Networks


GREPECAS is studying the Global Operational Data Link Document(GOLD) for its adoption in the CAR and SAM Regions

Communications, Navigation and Surveillance Roadmaps(System/Services Implementation) will be defined in GLOBAL AIRNAVIGATION INDUSTRY SYMPOSIUM (GANIS) to be held inM t é l f 20 23 S t b 2011Montréal from 20 - 23 September 2011:

•opportunity to discuss emerging issues and to chart out the nextsteps to achieve a seamless global air navigationp g g•Aviation System Block Upgrades discussion for example:

o B1-86 Improved access to Optimum Flight Levels throughClimb/Descent Procedures using ADS-BIn-trail procedure ADS-B to enable an aircraft to climb or descendIn trail procedure ADS B to enable an aircraft to climb or descendthrough the altitude of other aircraft when the requirements forprocedural separation cannot be met

Regional CNS strategies and implementation works will be reviewed Regional CNS strategies and implementation works will be reviewedbased on ANConf/12Agreements

ICAO/FAA Workhkshop on ADS B and Multilateration Implementation · 2013. 8. 20. · ICAO/FAA...

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