Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance 17-19 Nov 2003 by Larry Johnsson and Fredrik Lindblom Swedish Civil Aviation Administration (SCAA) 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications Issues addressed 17-19 Nov 2003 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? This presentation focus on VDL Mode 4 supporting surveillance applications. 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications ADS-B 17-19 Nov 2003 ADS-B the enabler of the ICAO Global ATM Concept = Revolution in aviation ADS-B was identified by the 11th Air Navigation Conference as the enabler of the ICAO Global ATM Concept. Through ADS-B all “parties” active in the aviation processes will have access to position data giving pilots the same information about the actual situation surrounding the aircraft as previously was only given to controllers. All parties have access to the same information! 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

VDL Mode 4 supporting surveillance Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 supporting surveillance 17-19 Nov 2003 Position reports ADS-B In an ADS-B system each aircraft/vehicle is periodically broadcasting position and additional information. These transmissions are available for everyone who are properly equipped, i.e surrounding aircraft/vehicles, ATC and AOC centres. The received information is typically displayed on Cockpit Display Traffic Display (CDTI) in cockpit giving pilots information on the situation surrounding their own aircraft. The position data is also typically presented on controller’s displays. Cockpit display CDTI Air Traffic Control 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Extending the coverage Seminar on the Implementation of Datalink and SATCOM Communications Extending the coverage 17-19 Nov 2003 Ground network In order to get full coverage over larger areas, as required by ATC, a number of VDL Mode 4 ground stations have to be installed and connected in a ground network. Ground Stations ATC AOC Ground Network 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

ADS-C and ADS-B are complementary Seminar on the Implementation of Datalink and SATCOM Communications ADS-C and ADS-B are complementary 17-19 Nov 2003 ATN SATELLITE DL HF DL Air Traffic Services Mode S Extended Squitter VDL Mode 4 Cockpit display VHF DL Two types of ADS are defined by ICAO. One is an ATN service based on “point-to-point” communications, which is only supporting transfer of surveillance information between aircraft and ATS units on ground. The other one is ADS-B based on “broadcast” communications giving ATS as well as aircraft/vehicles access to surveillance data. These two versions of ADS are complementary. In areas without ground infrastructure, ADS-C will provide ATS with surveillance data and ADS-B will provide aircraft with surveillance data. 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Cockpit display (CDTI) – airborne sitution Seminar on the Implementation of Datalink and SATCOM Communications Cockpit display (CDTI) – airborne sitution 17-19 Nov 2003 Gives pilot a display of surrounding traffic 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Cockpit display (CDTI) – ground situation Seminar on the Implementation of Datalink and SATCOM Communications Cockpit display (CDTI) – ground situation 17-19 Nov 2003 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications A-SMGCS 17-19 Nov 2003 Advanced Surface Movement Guidance and Control System A-SMGCS combins: ADS-B GNSS augmentation COM GNSS Augmentation VDL Mode 4 Ground Station 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Applications of CDTI and Moving Map Seminar on the Implementation of Datalink and SATCOM Communications Applications of CDTI and Moving Map 17-19 Nov 2003 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Airborne Benefits of ADS-B Seminar on the Implementation of Datalink and SATCOM Communications Airborne Benefits of ADS-B 17-19 Nov 2003 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) 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Ground Benefits of ADS-B Seminar on the Implementation of Datalink and SATCOM Communications Ground Benefits of ADS-B 17-19 Nov 2003 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

VDL Mode 4 activities (implementation and projects) Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 activities (implementation and projects) 17-19 Nov 2003 Joint Control Board JCB MEDUP / MFF NUP SEAP Mongolia East Gate Russia Tyumen Stockholm Kiruna SUPRA NEAN NAAN PETAL II NEAP FREER III Southern Ring M-ADS MA-AFAS DEFAMME / BETA CDM G2G ADS Programme EUROCAE MOPS ETSI European Norm RFG 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

ADS-B implementation in Sweden Seminar on the Implementation of Datalink and SATCOM Communications ADS-B implementation in Sweden 17-19 Nov 2003 Swedish Civil Aviation Administration 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

ADS-B implementation in Sweden Seminar on the Implementation of Datalink and SATCOM Communications ADS-B implementation in Sweden 17-19 Nov 2003 Kiruna Implementation of VDL Mode 4 Ground Stations Hemavan Vidsel Storuman Luleå Östersund 2002 Umeå 2005 Sundsvall Idre Söderhamn Karlstad 2006 Borlänge Arlanda Bromma Växjö Landvetter Norrköping 2007 Jönköping Visby Ängelholm 2008 Kalmar Sturup Ronneby In total 23 ground stations 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Surveillance infrastructure Seminar on the Implementation of Datalink and SATCOM Communications Surveillance infrastructure 17-19 Nov 2003 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications ADS-B in Kiruna 17-19 Nov 2003 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 Q 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Benefits: Kiruna – Non-radar airspace Seminar on the Implementation of Datalink and SATCOM Communications Benefits: Kiruna – Non-radar airspace 17-19 Nov 2003 Increased safety Increased efficiency in bad weather conditions Cost effective surveillance in remote area En-route TMA – Flexible approaches Surface – 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications A-SMGCS 17-19 Nov 2003 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 Q 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications ATM 17-19 Nov 2003 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Sweden – Russia – Finland Cooperation Seminar on the Implementation of Datalink and SATCOM Communications Sweden – Russia – Finland Cooperation 17-19 Nov 2003 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

“Nordic Flow” a joint CDM initiative Seminar on the Implementation of Datalink and SATCOM Communications “Nordic Flow” a joint CDM initiative 17-19 Nov 2003 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) 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

VDL Mode 4 and Mode S ES (1090) are complementary Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 and Mode S ES (1090) are complementary 17-19 Nov 2003 VDL Mode 4 Mode S ES 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 Military Helicopter Commercial aviation VDL Mode 4 Mode S ES 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Introduction of applications Seminar on the Implementation of Datalink and SATCOM Communications Introduction of applications 17-19 Nov 2003 Technology is not the end state Benefits will come when applications, services and operational procedures are implemented CDTI Introduction ATC Integration Air / Ground integration 1090 VDL Mode 4 Package I Package II, III... 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 Time 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

VDL Mode 4 channel management scheme Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 channel management scheme 17-19 Nov 2003 Narrow band (25 kHz) Multi channel Directory of Services (DoS) Other bands TIS-B, FIS-B 137 MHz GSC1 VHF Communication band RSC1 ATN CPDLC 118 MHz GSC2 VHF Navigation band RSC2 LSC1 108 MHz 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Increased safety and security by knowing position Seminar on the Implementation of Datalink and SATCOM Communications Increased safety and security by knowing position 17-19 Nov 2003 CDTI Position reports ADS-B Air Traffic Control 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... B A ADS-B has an important, safety role to play. The availability of surveillance and intent data from ADS-B will increase situational awareness in the cockpit and of others actors such as the airline operation centre (AOC). Hence, more people will be “informed” about the developing situation; more “pair of eyes” will observe the aviation process, increasing the possibility that hazardous situations will be detected and ultimately, accidents avoided. An important issue is that the ADS-B position and intent data are generated and reported automatically without involvement of the aircrew. Hence, it is possible to detect deviations from the cleared flight route at an earlier stage and reduce nuisance alerts caused by incorrect data entry. This might provide longer lead-times for detection and resolving situations. Whilst the future ATC concepts provide for increased safety and security, they also open up a new threat to the underlying data links themselves. Therefore, applications such as controller pilot data link communications (CPDLC), digital voice, collaborative decision making, ADS-B and broadcast of weather information require data link security mechanisms to provide such services as: user authentication; integrity; confidentiality; and replay prevention. Security mechanisms will be required in both the air-ground and ground-ground infrastructure. However, the key concern here is the air/ground media where the application of industry solutions will be harder: a) the real time nature of aviation applications coupled to the limited bandwidth available on air-ground data links severely restricts the security solutions possible, both in the amount of information sent and in the timeliness of the information; b) the security guarantees, such as authentication, integrity or non-repudiation, in a broadcast environment have not been widely addressed by the computer industry. The implication is that aviation needs to look at the properties of air-ground data links and available information when determining how best to achieve the required level of data link security. For example, the exchange of data between the traditional independent domains of communications, navigation and surveillance, suggests the possibility of using reported position data in authentication mechanisms. As knowledge of position and intent is central to the future ATM concepts, these data should be used when ensuring that an aircraft is correctly identified prior to enabling access to ATC services such as datalink. However, the use of ADS-B data raises the issue that the position information itself may be spoofed. The position data should therefore be compared with measurements of the time it took for the data to be transmitted from the sender to the receiver, thus providing independent verification of the position information used to determine identity. Reporting position data and time measurements are inherent in an ADS-B system like VDL Mode 4, in which the receiver uses time measurements for independent verification of reported positions. 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 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications Why VDL Mode 4? 17-19 Nov 2003 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. 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance

Seminar on the Implementation of Datalink and SATCOM Communications 17-19 Nov 2003 Thank you for your attention! More information: CD: VDL Mode 4 in CNS/ATM – Master Document www.nup.nu 17-19 November 2003 Seminar on the Implementation of Datalink and SATCOM Communications VDL Mode 4 Supporting Surveillance