Surveillance Strategy ENRI International Workshop on ATM/CNS March 2009 Mel Rees Head of CNS EUROCONTROL 1
Pillars of ATM Ground Based Surveillance Non-Cooperative Independent Surveillance: Determines the (2D) position without reliance on aircraft avionics Primary Surveillance Radar (PSR) Cooperative Independent Surveillance: Provides the calculated aircraft position and processes other aircraft avionic data (Mode A/C/S, DAPs or ADD) (Monopulse) Secondary Surveillance Radar (SSR), SSR Mode S, Airport Multilateration (MLAT) and Wide Area Multilateration (WAM) Cooperative Dependent Surveillance: Provides the aircraft derived position (GPS or INS) and other aircraft avionic data to broadcast air-ground and air-air ADS-B (Out and In) 2
Surveillance Strategy 3 pillars of mutually interoperable and compatible technologies Primary Radar MSSR SSR Mode S ADS-B (Out) MLAT WAM Surveillance Data Processing Systems 3
Choice for Ground Based Surveillance The Surveillance Strategy for ECAC does not mandate the implementation of any of these surveillance technologies or techniques, but leaves the choice for ground based surveillance systems to the (ANSP) surveillance provider, depending on: Operational requirements Safety assessment The business case (geography, cost, topology, preference, integration risk, redundancy, integrity, etc). This relies on the availability of a suitable transponder. 4
SPI IR The draft Surveillance Performance and Interoperability Implementing Rule (SPI IR) will specify the performance and interoperability requirements for Surveillance, for 3/5nm separations. The transponder must therefore support all forms of ground based surveillance as well as enabling the air-to-air surveillance applications. All aircraft flying IFR/GAT will require SSR Mode S Elementary Surveillance (ELS) capability, and Aircraft >5,700Kgs or >250Kts airspeed will require SSR Enhanced Surveillance (EHS) capability, including Extended Squitter for ADS-B. 5
Redundancy The current EUROCONTROL Surveillance Standards specify two independent layers of co-operative surveillance. (e.g. 2 separate SSRs) The SPI IR will require each ANSP to generate a safety case to demonstrate the required level of redundancy, depending on density of airspace, separation and service requirements. Similarly, the current standard requires PSR in major TMAs as a safety fallback. In future the specific safety case will determine whether or not a non-co-operative independent surveillance requirement exists. This will give ANSPs greater flexibility in providing safe, cost effective surveillance solutions. 6
Typical TMA / En-Route Surveillance For safety or security reasons, Non-Cooperative Independent Surveillance is implemented, if required: PSR - Available Until 2020+, at least one layer of ATM ground surveillance should be an co-operative independent surveillance to meet safety requirements: Layer 1 Layer 2 Status: MSSR/SSR Mode S MSSR/SSR Mode S - Operational MSSR/SSR Mode S WAM - Operational MSSR/SSR Mode S ADS-B - Planned WAM ADS-B - Foreseen 7
Ground Based Surveillance at Airports For safety reasons, Non-cooperative Independent Surveillance is implemented, if required: SMR - Available at most airports To provide an Airport Situation Picture, including identification of aircraft and vehicles, a cooperative independent surveillance is required, that also supports the implementation of higher A-SMGCS levels. Airport Surveillance Multilateration (MLAT) Status: - Operational at many major European airport ADS-B - Planned at secondary airports 8
Surveillance Strategy for ECAC The evolution for the ground based surveillance infrastructure for En-Route and TMA applications is shown below: 2008 2010 2015 2020 Primary Surveillance Radar SSR or SSR Mode-S infrastructure Wide Area Multilateration using 1090 MHz (SSR Mode A/C/S and ADS-B) ADS-B Ground based surveillance using 1090 MHz Extended Squitter Purpose / Applications: Independent surveillance for Non-Cooperative targets where and when required Ground based position calculation Aircraft Derived Data (ADD) delivery to the ground systems and users Surveillance Data Processing and Distribution Ground based surveillance infrastructure for En-Route and TMA 9
Surveillance Strategy for ECAC The evolution of the Airport surveillance infrastructure is shown below: 2008 2010 2015 2020 Surface Movement (Primary) Radar (Airport) Multilateration and/or ADS-B Purpose / Applications: A-SMGCS level I and II (including ADS-B-APT) (Airport) Multilateration and/or ADS-B TIS-B (or equivalent) A-SMGCS level III and IV (including ATSA-SURF) Surveillance Data Processing and Distribution Surveillance Strategy at the Aerodrome 10
Transponder Monitoring The Airborne Monitoring Programme is also used to track the airborne transponder equipage: Mode-S and ADS-B Elementary surveillance Statistics ELS Percentage of the flights with SI code capability (bds1,0) Percentage of the flights with aircraft ID capability (bds1,0) Enhanced surveillance Statistics EHS (bds1,0 bit25=1) Percentage of the flights with enhanced surveillance capability ADS-B: Extended Squitter capability ES (bds 1,0) Percentage of flights with Extended Squitter capability January 2009 98.73 % 99.11 % 94.20 % 79.28 % Trend Flights with aircraft ID confirmed correct 93.15 % 11 In the European Core area January 2009 data
SSR Mode S and WAM Mode S Programme coming to completion end 2009, successful operational introduction of Mode S transponders and ground stations ELS and EHS. Transponder anomolies being chased. Some WAM systems already in operational use, however Standards not yet generally available. EUROCAE WG 70 WAM MOPS due 2009. Certification was based on comparison with the SSR Standards; shows performance equal to or better than SSR. Generic WAM Safety Statement, available. Guidelines for Approval and Introduction into service, available. 12
ADS-B Out & In Ground Surveillance Applications (ADS-B Out) In a non-radar environment In a radar environment On the airport surface 2008 ADS-B Receiver Airborne Surveillance Applications (ADS-B In) Airborne situational awareness Visual separation on approach In Trail Procedure Situational awareness on the surface 2011 13
Pioneer Aircraft Absolute Position Error 500 Average of TPE_95 5NM =926m 450 400 350 300 250 200 150 100 TransponderMake GNSSMMRMake XpM1 - GM1 XpM1 - GM2 XpM1 - GM3 XpM1 - GM4 XpM2 - GM1 XpM2 - GM2 XpM2 - GM3 XpM3 - GM1 XpM3 - GM2 XpM3 - GM3 50 0 AcT4 AcT5 AcT6 AcT9 AcT10 AcT6 AcT10 AcT11 AcT5 Op10 Op11 Op2Op3 Op4 Op5 Op6 Op7 Op8 Op9 Op12Op13Op14 Op15 Op17 1 2 Phase Operator ICAOType 14
Pioneer Aircraft Latency (95 % Bound) 0 Average of L_95-0,2-0,4-0,6-0,8-1 -1,2-1,4-1,6 1,5 secs TransponderMake GNSSMMRMake XpM1 - GM1 XpM1 - GM2 XpM1 - GM3 XpM1 - GM4 XpM2 - GM1 XpM2 - GM2 XpM2 - GM3 XpM3 - GM1 XpM3 - GM2 XpM3 - GM3-1,8 AcT4 AcT5 AcT6 AcT10 AcT6 AcT10 AcT11 AcT5 Op11 Op2 Op3 Op4 Op5 Op6 Op7 Op8 Op9 Op12Op13Op14 Op15 Op17 1 2 Phase Operator ICAOType 15
Pioneer Aircraft Latency (99.9 % Bound) 0 Average of L_999-0,5-1 -1,5-2 -2,5-3 3 secs TransponderMake GNSSMMRMake XpM1 - GM1 XpM1 - GM2 XpM1 - GM3 XpM1 - GM4 XpM2 - GM1 XpM2 - GM2 XpM2 - GM3 XpM3 - GM1 XpM3 - GM2 XpM3 - GM3-3,5 AcT4 AcT5 AcT6 AcT9 AcT10 AcT6 AcT10 AcT11 AcT5 Op10 Op11 Op2Op3 Op4 Op5 Op6 Op7 Op8 Op9 Op12Op13Op14 Op15 Op17 1 2 Phase Operator ICAOType 16
Pioneer Aircraft FOM/NUCp Distribution Phase 1 & 2 FoM/NUCp Distribution >145 Million Reports >145 Million Reports Percentage % 60,00 50,00 40,00 30,00 20,00 ED-126 43,16 51,65 % FoM 10,00 0,00 4,08 1,00 0,00 0,01 0,07 0,02 0,00 0,00 0 1 2 3 4 5 6 7 8 9 FoM/NUCp 17
Pioneer Aircraft Results Compared to ED-126 (NRA requirements) 100 % of the aircraft meet the absolute position accuracy requirement (<926 m) (95%). 98.7 % of the aircraft meet the latency requirement (<1.5 seconds) (95%). 100% of the aircraft meet the latency requirement (<3 seconds) (99.9%). 98,92 % of the reports meet the integrity requirement FOM >=4. Some anomalies detected, currently under investigation 18