1. 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

2. 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

3. 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

4. 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

5. 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

6. 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

7. 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

8. 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

9. 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

10. 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

11. 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

12. 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

13. 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

14. 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

15. 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

16. 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

17. 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

18. 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

19. 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

20. 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

21. 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

22. “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

23. 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

24. 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

25. 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

26. 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

27. Seminar on the Implementation of Datalink and SATCOM Communications
Why VDL Mode 4?
17-19 Nov 2003
VHF radios requires 1-10 W power ( 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

28. 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
17-19 November 2003
Seminar on the Implementation of Datalink and SATCOM Communications
VDL Mode 4 Supporting Surveillance