EUROPEAN ORGANISATION
FOR THE SAFETY OF AIR NAVIGATION
EUROCONTROL
Guidance for the Provision of Air
Traffic Services Using ADS-B for
Airport Surface Surveillance
(ADS-B-APT)
Edition Number
:
1.0
Edition Date
:
16 November 2009
Status
: OFG Approved Released
Issue
EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME
Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
DOCUMENT CHARACTERISTICS
TITLE
Guidance for the Provision of Air Traffic Services Using ADS-B for
Airport Surface Surveillance
(ADS-B-APT)
EATMP Infocentre Reference:
Document Identifier
Edition Number:
Edition Date:
09/10/28-28
1.0
16 Nov 09
Abstract
The objective of this document is to:
• give guidance on the use of ADS-B in order to provide a surveillance-based Air
Traffic Control service at airports where there is no surveillance coverage available
and also
• to give guidance in the use of ADS-B in a harmonised way to supplement
surveillance based Air Traffic Control service at airports where there is also radar
coverage available.
The document is targeted at ATCOs.
Keywords
ADS-B-APT
Guidance
Contact Person(s)
Procedures
Tel
S Muresean
+ 32 2 729 3166
W Marnane
+ 32 2 729 3323
Page ii
Unit
Edition Number 1.0:
Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
STATUS, AUDIENCE AND ACCESSIBILITY
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EATMP Stakeholders
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Printed & electronic copies of the document can be obtained from
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the EATMP Infocentre (see page iii)
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Page iii
ATC
Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
EATMP Infocentre
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This document is published by EUROCONTROL in the interests of exchange of information.
It may be copied in whole or in part, providing that EUROCONTROL is acknowledged as a
source. The information contained in this document may not be modified without prior
permission from EUROCONTROL.
Page iv
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
DOCUMENT APPROVAL
The following table identifies all management authorities who have successively approved
the present issue of this document.
AUTHORITY
NAME AND SIGNATURE
DATE
Please make sure that the EATMP Infocentre Reference is present on page ii.
Edition Number: 1.0
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
DOCUMENT CHANGE RECORD
The following table records the complete history of the successive editions of the present
document.
EDITION
EDITION
INFOCENTRE
PAGES
REASON FOR CHANGE
NUMBER
DATE
0.1
2 Apr 09
Initial draft for OFG Review and Comment
All
0.2
1 Jun 09
Revision post OFG/19
All
0.3
6 Jul 09
Revision post Internal (Agency) Review
All
Revision post 2nd Internal (Agency) Review
All
0.4
24 Sep
09
REFERENCE
AFFECTED
Exec
0.5
21 Oct 09
Revised “Target Environment”
Summary
and
Section 2
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
CONTENTS
DOCUMENT CHARACTERISTICS.............................................................................ii
DOCUMENT APPROVAL ...........................................................................................v
DOCUMENT CHANGE RECORD..............................................................................vi
EXECUTIVE SUMMARY.............................................................................................1
1.1
2.
Document Organisation ............................................................................................................2
INTRODUCTION TO ADS-B-APT ......................................................................3
2.1
ADS-B Definition and Description ............................................................................................3
2.1.1
3
ADS-B Out and ADS-B IN .................................................................................................4
2.2
ADS-B-APT Application ...........................................................................................................5
2.3
ADS-B-APT Environments .......................................................................................................5
USE OF ADS-B FOR SURVEILLANCE ON THE AIRPORT SURFACE.............7
3.1
General......................................................................................................................................7
3.2
Air Traffic Control Service .........................................................................................................7
4. ATS SURVEILLANCE SYSTEMS CAPABILITIES ..............................................9
4.1 Situation Display Capabilities ......................................................................................................9
5. ATS PROCEDURES AND PHRASEOLOGY .......................................................9
5.1
General Provisions....................................................................................................................9
5.2
Use of ADS-B in the Aerodrome Control Service .....................................................................9
6. WORKING METHODS........................................................................................10
7. IMPLEMENTATION CONSIDERATIONS...........................................................12
7.1
General Surveillance System Capabilities ..............................................................................12
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
7.2
Surveillance Coverage Considerations...................................................................................12
7.3
Need for a Safety Assessment ...............................................................................................13
7.4
Contingency Planning .............................................................................................................13
7.5
Automatic Recording of Surveillance Data .............................................................................13
7.6
Planned Outages, Failures and Monitoring Associated with ADS-B ......................................13
7.7
Training and Licensing ............................................................................................................13
7.8
Notification of ADS-B-APT ......................................................................................................14
8. ACRONYMS .......................................................................................................15
9. DEFINITIONS .....................................................................................................16
10. REFERENCES...................................................................................................18
ANNEX A – Flight Planning Provisions for Operating in ADS-B-APT .................19
1.
Flight Planning Provisions ...............................................................................................19
Annex B - Possible Training Objectives ................................................................20
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Guidance for the Provision of Air Traffic Services Using ADS-B
EXECUTIVE SUMMARY
ADS-B is a low cost enabling surveillance system that allows the periodic transmission of
parameters, such as identification, position and position integrity, via a broadcast-mode data
link. Any user, either airborne or ground-based, within range of this broadcast may choose to
receive process and display this information.
The principal objective of the ADS-B APT application is to enhance the safety, efficiency and
in some cases the capacity of surface operations at controlled airports through the use of
ADS-B surveillance. The ADS-B-APT application will support Air Traffic Services through the
addition of ADS-B surveillance in the provision of Aerodrome Control Services.
The introduction of ADS-B may enhance these services by improving the overall quality of
surveillance where none currently exists such that operational benefits may include an
increase in capacity during low visibility operations and improve the overall safety of the
aerodrome operation.
The ‘target environment’ for the ADS-B application description focuses on the postimplementation scenario (i.e. after ADS-B has been deployed). The ADS-B-APT application
will target ADS-B only and will not be combined with SMR or other surveillance sources. The
target airport environment is an airport with up to two active runways and a minimum runway
width of 45M.
With the exception of an active runway, current surface movement and control procedures
are largely based on visual methods for maintaining separation between aircraft, between
aircraft and obstacles, and between aircraft and airport vehicles, and to keep aircraft clear of
proscribed surfaces. The implementation of ADS-B will provide for a continuously updated
presentation of ADS-B derived surveillance information, including ADS-B position indications.
ADS-B surveillance will be available to the ATCO to augment the visual observation of traffic
and to provide surveillance of traffic on those parts of the manoeuvring area which cannot be
observed visually.
ADS-B surveillance will as a minimum provide:
•
Identity
•
Position
•
Emergency indicator(s)
•
Special Position Identifier (SPI)
•
Barometric Altitude (for airborne aircraft only) optional
•
Ground Movement Indicator (history dots or ground speed data)
•
Aircraft type and wake vortex category on each aircraft and be able to
distinguish between aircraft and vehicles. This data is not assumed to be sourced from the
ADS-B surveillance data but may be sourced from the filed flight plan although depending
on local implementations this data may be presented in the track label on the CWP, or be
located in a electronic or paper flight progress strip display.
The use of current standard ATC phraseology and procedures will essentially be adequate
for communicating with aircraft and airport vehicles.
Edition Number0.4
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
1. OBJECTIVE AND SCOPE OF DOCUMENT
The principal objective of the ADS-B APT application is to enhance the safety,
efficiency and in some cases the capacity of surface operations at controlled airports
through the use of ADS-B surveillance. The ADS-B-APT application will support Air
Traffic Services through the addition of ADS-B surveillance in the provision of
Aerodrome Control Services.
The introduction of ADS-B may enhance these services by improving the overall
quality of surveillance where none currently exists with the result that operational
benefits may include an increase in capacity during low visibility operations and
improve the overall safety of the aerodrome operation.
The purpose of this document is to give guidance on the implementation and use of
ADS-B for airport surface surveillance. The document is targeted at ATCOs and
implementers. In addition, the document may be amended as experience is gained
during the use of ADS-B-RAD.
This document covers the provision of the Aerodrome Ground Control Service based
on ADS-B only and provides guidance on the procedures to be used for provision of
surveillance service. Procedures are already established for the use of Surface
Movement Radar (SMR) and can be found in ICAO Doc 9246 (Ref 1). These
procedures can be adapted for use where ADS-B-APT is implemented (See Section
5).
Apart from the display of aircraft established in the circuit or on final approach, the
ADS-B-APT application does not include the management of airborne aircraft
particularly in so far as the establishment and monitoring of distance based
separation minima is concerned.
In addition, the document may be used to derive training objectives and as the basis
for training material.
1.1
Document Organisation
Section 1 outlines the Objective and Scope of the document.
Section 2 provides an introduction to ADS-B-APT. It gives some background
information, the scope of the ADS-B-APT baseline, and gives a description of the
environments in which the ADS-B-APT Service will be implemented (The Target
Environments)
Section 3 gives a description of how ADS-B can be used in the provision of Air
Traffic Control Service on the airport surface.
Section 4 addresses the ADS-B system capabilities required for ADS-B-APT.
Section 5 refers to ATS Procedures, Phraseology and Flight Planning.
Section 6 looks at Working Methods.
Section 7 is concerned with Human Factors.
Section 8 gives some Training Guidelines
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
Section 9 Information for Implementers
Section 10 deals with other implementation considerations
Sections 11 to 13 list the Acronyms, Definitions and References used in the
document.
2.
2.1
INTRODUCTION TO ADS-B-APT
ADS-B Definition and Description
ADS-B is a low cost enabling surveillance system that allows the periodic
transmission of parameters, such as identification, position and position integrity, via
a broadcast-mode data link. Any user, either airborne or ground-based, within range
of this broadcast may choose to receive, process and display this information.
ADS-B information is broadcast without any knowledge of which users may be
receiving it and without the expectation of an acknowledgement or reply.
Nevertheless, States are required to provide information on the area or areas where
ADS-B is in use as well as ATS surveillance services and procedures in accordance
with ICAO Annex 15, 4.1.1 and Appendix 1. (PANS-ATM 8.1.12.-Note)
ADS-B is automatic in the sense that no flight crew or controller action is required for
the information to be transmitted (apart from pilot procedures for turning on the
transmitter). It is dependent surveillance in the sense that the surveillance-type
information so obtained depends on the suitable position source and broadcast
capability.
ADS-B shall only be used for the provision of air traffic control service provided the
quality of the information contained in the ADS-B message exceeds the values
specified by the appropriate ATS authority. (PANS-ATM 8.1.10)
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
2.1.1
ADS-B Out and ADS-B IN
ADS-B Out and ADS-B In – Simplified Functional Diagram
ADS-B Message
An ADS-B Message is a packet of information broadcast by an aircraft/vehicle. Each
ADS-B message contains a defined set of aircraft/vehicle surveillance parameters.
Multiple messages are used to transmit all the required data (i.e. not all the data is
transmitted in each individual message but in separate ones to be consolidated by
the receiving system into a complete message). Message formats are link specific
(i.e. 1090 Mhz Extended Squitter, VDL mode 4, UAT etc), as is the number of
different messages required to provide a complete set of parameters. Linked to the
ADS-B message are 2 functions ADS-B Out and ADS-B In.
ADS-B OUT function: Represents the functional capability of aircraft/vehicles termed
the “Transmit Aircraft/Vehicle”. The ‘ADS-B OUT’ function consists of the Surveillance
Transmit Processing (STP) function and the ADS-B Transmit function. STP receives
and processes pertinent ADS-B source information from on-board aircraft sensors
and aircraft systems for subsequent transmission by the ADS-B Transmit function.
ADS-B IN function: Represents the ADS-B functional capability of aircraft/vehicles
termed the “Receive Aircraft/Vehicles”. ‘ADS-B IN’ includes the ADS-B Receive
function, which generates ADS-B reports from received ADS-B messages, the
Airborne Surveillance and Separation Assistance Processing (ASSAP) function,
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
which performs surveillance and application-specific processing, and the Traffic
Display function, which provides the Human Machine Interface (HMI) to the flight
crew.
2.2
ADS-B-APT Application
The principal objective of the ADS-B-APT application is to support safe operations,
and enhance the efficiency, predictability and in some cases the capacity of surface
operations at controlled airports through the use of sole ADS-B surveillance to
support ATC services on the airport surface.
Capacity benefits will be seen through the improvement of the ATCO’s situational
awareness leading to an improvement in decision making, anticipation and selection
of the most efficient surface movement particularly during LVO. Although SMGCS
procedures will still be in place in reduced visibility conditions, the introduction of
surveillance which brings additional data (as compared to an SMR) such as
identification, aircraft derived direction indication (also supported while the aircraft is
stationary) and pressure altitude (particularly useful for on ground/off ground
determination) all combine to enable the ATCO to maintain situational awareness and
support a more efficient flow of traffic.
The ADS-B-APT application will support Air Traffic Services through the addition of
ADS-B surveillance in the provision of Aerodrome Control Services.
The introduction of ADS-B may enhance these services by improving the overall
situational awareness of the ATCO and improve the overall safety of the aerodrome
operation.
2.3
ADS-B-APT Environments
The ‘target environment’ for the ADS-B application description focuses on the postimplementation scenario (i.e. after ADS-B has been deployed) and this was used in
the safety requirements derivation process (in particular in the Operational Hazard
Analysis (OHA). In conducting a hazard analysis, the target environment is used to
determine the severity of hazards taking into account any available environmental or
other external mitigation. The ADS-APT application has been scoped to analyse just
one target surveillance environment, ADS-B only, as the Eurocae/RTCA requirements
derivation process is targeted at the ADS-B technology only and this environment has
been deemed to be the most appropriate for the analysis [(see ADS-B APT OSED
section 5.4). Ref 2]
The ADS-B-APT application will therefore target ADS-B only and will not be combined
with SMR or other non-cooperative surveillance sources. However as ADS-B brings
the possibility of identification data, flight or aircraft ID, and an increase in position
accuracy it is anticipated that there will be a reduced impact on capacity in Low
Visibility Operations (LVO).
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
The following summarised environmental characteristics describe the target and reference
cases for the ADS-B application
Table 1 Summary of Airport environment characteristics
Characteristics
Target Env.
Reference Env.
ADS-B only
SMR only
Airport complexity
Simple to Complex
No. Of Runways
Up to 2 active runways at a time
Traffic
Medium
ATC Procedures
SMGCS supported by Surveillance
Runway Width
Minimum 45m
Note1: The terms used for complexity, traffic and weather are sourced from ICAO Doc 9476
Manual of Surface Movement Guidance and Control Systems 1st Ed, 1986. Further details
on the specifications for these terms are provided in sections below as indicated in the
Characteristics column above
Note2: Runway width applies performance requirements (as detailed in the OPA) that stress
the ADS-B surveillance system such that the smaller the runway width the more demanding
the requirements become. Hence airports having wider runways (but matching the other
assumptions in this section) would be expected to be covered by this assessment.
For the ADS-B APT scenario although the reference environment refers to ‘SMR’, the critical
element is the application of SMGCS procedures (as opposed to A-SMGCS procedures).
However to ensure an appropriate comparison of procedures the presence of SMR has been
assumed in the APT reference environment in order to ensure that SMR procedures are
adequately analysed and supported by the target environment.
The use of surface movement radar (SMR) to support the aerodrome control service is
described in ICAO Doc 9426. In particular, Section 5 Chapter 4 gives guidance on the role
and use of SMR.
The ADS-B only airport environment has been defined in order to allow early introduction of
ADS-B surface surveillance at less demanding airports which currently do not have
SMR/ASDE systems installed.
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
3
3.1
USE OF ADS-B FOR SURVEILLANCE ON THE AIRPORT SURFACE
General
With the exception of an active runway, current surface movement and control
procedures are largely based on visual methods to maintain separation between
aircraft, between aircraft and obstacles, and between aircraft and airport vehicles, and
keeping aircraft clear of proscribed surfaces. Runway incursions, defined as an
unauthorized entry by an aircraft or vehicle into specified protected areas surrounding
an active runway, is one of the main safety hazards in airport operations. Factors
leading to this situation include traffic increase, the complexity of airport layout and the
increasing number of operations which take place in low visibility conditions.
3.2
Air Traffic Control Service
The management of airport surface traffic by the control tower (”tower”) is essentially
based on visual methods which largely rely on out-the window visual scan by controllers
and flight crews. There are no separation minima defined in terms of distance or time on
the airport surface except for runway operations which utilise time based standards for
such things as wake vortex separation. Traffic on the airport manoeuvring area (defined
as runways and taxiways) is controlled by the tower through the issuance of a taxi
clearance and progressive instructions such as “Taxi behind”, “Hold short of” and
“Behind DC9 on short final line up behind” (Ref 4) which assume visual acquisition and
correlation of traffic by the flight crew and continuous position awareness of the ownship position. Priority between aircraft operating on the airport surface is at the
discretion of the controller. Typically, departing aircraft are considered to have priority
over aircraft taxiing to the apron after landing except on high-speed runway exits. In low
visibility conditions, the use of visual methods must be restricted for safety reasons and
supplemented by procedural methods, often resulting in a decrease of traffic throughput
and hence airport capacity.
Traffic on aprons is typically also managed by the tower, but the service is restricted to
the issuing of taxi instructions and information to flight crews about known traffic.
Whereas a dedicated apron control unit (possibly operated by a non-ATS organisation
such as an airline) manages traffic on aprons at some airports, this unit only manages
the gate allocations at other airports.
No airport vehicles are allowed on the manoeuvring area without prior permission by
voice communication from the tower. Access to and operation on the manoeuvring area
for all vehicles is therefore based on clearances from the tower. Only authorised drivers
and suitably equipped vehicles are allowed to operate on the manoeuvring area.
Service vehicles operating near aircraft stands and on dedicated roads are uncontrolled.
However, such traffic may be restricted when Low Visibility Procedures (LVP) are in
force.
The use of surface movement radar (SMR) to support the aerodrome control service is
described in by ICAO Doc 4444 (PANS-ATM)
Apart from the display of aircraft established in the circuit or on final approach, this
application does not include the management of airborne aircraft particularly in so far as
Edition Number: 1.0
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
the establishment and monitoring of distance based separation minima is concerned.
Although some tower operations include the management of airspace surrounding the
tower, those sectors (TMA or otherwise) are covered by other ground surveillance ADSB applications such as ADS-B RAD (ED161/DO318) and ADS-B NRA (ED126/DO303).
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
4.
ATS SURVEILLANCE SYSTEMS CAPABILITIES
4.1 Situation Display Capabilities
The ADS-B system will provide a continuously updated presentation of ADS-B
derived surveillance information, including ADS-B position indications. Surveillance
automation and display functions shall as a minimum display position targets with a
constant refresh cycle and display targets which are time synchronised.
ICAO requires that a situation display (CWP) providing surveillance information to the
controller shall, as a minimum, include position indications, map information and
information concerning the identity of the aircraft and the aircraft level (for airborne
aircraft
ADS-B surveillance will provide as a minimum:
•
Identity
•
Position
•
Emergency indicator(s)
•
Special Position Identifier (SPI)
•
Barometric Altitude (for airborne aircraft only) optional
•
Ground Movement Indicator (history dots or ground speed data)
•
Aircraft type and wake vortex category on each aircraft and be able to
distinguish between aircraft and vehicles. This data is not assumed to be sourced
from the ADS-B surveillance data but may be sourced from the filed flight plan
although depending on local implementations this data may be presented in the track
label on the CWP, or be located in a electronic or paper flight progress strip display.
Where surveillance data quality, combined or otherwise, degrades to a point where ATS
services are limited, the controller shall be informed of this condition through the use of
symbols or by other means.
5.
ATS PROCEDURES AND PHRASEOLOGY
5.1
General Provisions
The use of current standard ATC phraseology and procedures will essentially be
adequate for communicating with aircraft and airport vehicles.
5.2
Use of ADS-B in the Aerodrome Control Service
ADS-B surveillance will be available to the ATCO to augment the visual observation of
traffic and to provide surveillance of traffic on those parts of the manoeuvring area which
cannot be observed visually.
The ADS-B surveillance system will enable the following ATS methods to be performed
as those supported by SMR (as detailed in ICAO Doc 4444, 8.10.2.2.2)
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•
•
•
•
•
•
monitor aircraft/vehicle on the manoeuvring area for compliance with
clearances and instructions.
determining that a runway is clear of traffic prior to a landing or take-off;
providing information on essential local traffic on or near the manoeuvring
area;
determining the location of aircraft and vehicles on the manoeuvring area;
providing directional taxi information to aircraft when requested by the pilot or
deemed necessary by the controller. Except under special circumstances, e.g.
emergencies, such information should not be issued in the form of specific
heading instructions; and
providing assistance and advice to emergency vehicles.
In addition, the ADS-B surveillance system shall enable the following ATS
Actions/procedures to be performed as those supported by SMR (as detailed in ICAO
Doc 9426, Part 2, Section 5, 4.3.3.)
•
•
•
•
•
•
•
•
•
•
•
•
ensure that the departing aircraft is lined up on the correct runway;
ensure that the arriving aircraft has vacated the runway
ascertain that the departing aircraft has commenced take-off run
provide directional information to pilots or vehicle operators on request or as
necessary
monitor aircraft/vehicle compliance with control instructions on the
manoeuvring area
monitor the manoeuvring area and identify optimum taxiing routes that reduce
congestion and assist in expediting the flow of traffic during periods of low
visibility
confirm a pilot or vehicle operator position report;
provide guidance information to emergency vehicles, as necessary;
assist in the timing of landing and take-off clearances in low visibility
conditions to maximize runway utilization
provide detection and guidance information to an aircraft uncertain of its
position
assist in detecting runway intrusions; and
ensure that approving of requested push-back will not conflict with traffic on
the manoeuvring area.
ADS-B shall not be used to provide heading instructions for taxi guidance. Taxi guidance
instructions using ADS-B shall be the same as those applicable for visual control.
6.
WORKING METHODS
The responsibility for the prevention of collisions is shared between pilots, ATC and
vehicle drivers although all operations are still controlled by ATC and ATC bear the
responsibility for resolution of intersection conflicts. However, with the implementation
of ADS-B-APT the Tower Controller will be in a position to provide a surveillance
service. The point (based on RVR?) at which ATC assumes separation control from
the pilot during LVO is a matter for local implementation.
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Guidance for the Provision of Air Traffic Services Using ADS-B for Airport Surface Surveillance
The information provided by the surveillance systems and presented on a situation
display will be used to perform the following functions in the provision of a Control
Service on the airport surface:
•
providing ATS surveillance services as necessary in order to maximise airport
capacity ;
•
providing instructions to taxiing aircraft for the purpose of facilitating an
expeditious and efficient route to the departure point.
•
providing instructions to aircraft and vehicles for the purpose of resolving
potential conflicts
•
providing separation and maintain normal traffic flow and monitoring of the
aircrafts progress when it experiences a communication failure.
Edition Number: 1.0
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7.
IMPLEMENTATION CONSIDERATIONS
7.1
General Surveillance System Capabilities
The ADS-B-APT application builds on the reception and display of ADS-B reports from
aircraft and airport vehicles. Specific aircraft and vehicle equipment is required to transmit
ADS-B reports. This application assumes that all aircraft and surface vehicles are
equipped (i.e. 100%) with “ADS-B out” equipment which meets the applicable standards.
Aircraft CDTI is not a prerequisite for the application. Partial equipage issues will be
addressed and solved through the application of locally prescribed ATC procedures and
are not solved through changing the ADS-B requirements imposed on the aircraft or
positioning source. Partial equipage is therefore a major safety issue to be addressed in
the Operational Safety Analysis (OSA) process.
One or more suitably located ADS-B ground stations (depending on coverage
characteristics) may be required to receive aircraft and vehicle ADS-B reports, and a data
transfer system is required to pass the information to the ATC data processing system.
However position information is obtained a single plot should be displayed to the
controller. The method for producing a single plot is an implementation issue.
The ATC surveillance system will be able to display all ADS-B certified aircraft and
vehicles which are within the service volume at any one time.
As set out in Section 4, for surveillance purposes the controller should be provided with a
situation display of the area of responsibility of the ATC unit, showing the position,
identification and other information concerning aircraft and vehicles under the control of
that unit. Unauthorised targets which enter designated areas should also be displayed.
Airborne traffic within the service volume described above should be displayed.
The surveillance system will support the application and monitoring of time based wake
turbulence minima as per PANS ATM Doc 4444 5.8.3 as well as the monitoring of
intersection crossings and longitudinal spacing for aircraft on the taxiways during LVO.
7.2
Surveillance Coverage Considerations
Surveillance should be provided up to an altitude so as to cover all aircraft operations of
interest to ATC including missed approaches and low-level helicopter operations.
Surveillance should be provided for aircraft on approach to each runway at such a
distance that inbound aircraft can be integrated into surface operations. A seamless
transition should be provided between the surveillance of surface traffic and the
surveillance of traffic in the vicinity of an aerodrome.
It is assumed, as a minimum, that the ATCO will have access to surveillance data (at
least position altitude and identity) on airborne aircraft in the vicinity of the aerodrome
which is of sufficient quality to be suitable for information purposes (e.g. to identify the
inbound sequence). This analysis does not assume that this data is sufficient for the
application of airborne separation minima (e.g. 3nm). However should an implementer
require the ATCO to be licensed, and the surveillance system to be certified, for the
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application of Area or Approach Control Services reference should be made to other
standards and specifications such as ED-126/DO-303 or ED161 for ADS-B applications.
7.3
Need for a Safety Assessment
ICAO mandates that a safety assessment must be carried out in respect of proposals
for significant airspace reorganizations, for significant changes in the provision of ATS
procedures applicable to a particular airspace, or an aerodrome, and for the
introduction of new equipment, systems or facilities. Such is the case for
implementation of ADS-B in RAD.
Proposals will be implemented only when the assessment has shown that an
acceptable level of safety will be met. (PANS-ATM 2.6.1.1 and 2.6.1.2)
7.4
Contingency Planning
ICAO ANNEX 11 requires Air traffic services authorities to develop and promulgate
contingency plans for implementation in the event of disruption, or potential
disruption, of air traffic services and related supporting services in the airspace for
which they are responsible for the provision of such services.
7.5
Automatic Recording of Surveillance Data
Surveillance data from primary and secondary radar equipment or ADS-B, used as an
aid to air traffic services, should be automatically recorded for use in accident and
incident investigations, search and rescue, air traffic control and ADS-B systems
evaluation and training. (ICAO Annex 11)
7.6
Planned Outages, Failures and Monitoring Associated with ADS-B
The following abnormal modes may occur with ADS-B surveillance data:
•
Failure (or planned outage)
•
Degradation of all ADS-B data due to deterioration of positioning sources
(particularly those using GNSS).
The position quality in ADS-B Surveillance reports may fall below that required
for accurate position requirements on the airport surface. Methods of monitoring
the integrity of the ADS-system (Incl. GNSS/other positioning sources) by the
ground are desirable to detect and predict when this condition is likely to occur.
7.7
Training and Licensing
This document may be used to assist in the development of a training programme for
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ADS-B-APT applications for qualified controllers. Annex D contains a suggested list of
objectives which might be included in a training programme. They do not consider the
training guidelines for ab-initio controllers.
It is anticipated that in accordance with local requirements controller licenses will be
endorsed to confirm their qualification to provide ATS in an ADS-B-APT environment.
Implementers should be aware of DIRECTIVE 2006/23/EC OF THE EUROPEAN
PARLIAMENT AND OF THE COUNCIL of 5 April 2006 on a Community air traffic
controller licence (Ref 7) relating to the issuing of appropriate ratings and
endorsements for the provision of ATS to aircraft. Member States have been directed
to bring into force the laws, regulations and administrative provisions necessary to
comply with this Directive by 17 May 2008 at the latest. (Ref TBD)
7.8
Notification of ADS-B-APT
Where ADS-B-APT is implemented it is expected that the corresponding State will
notify airspace users of the service provisions, service schedule, relevant procedures,
and confirmation of compliance with relevant standards by the following means:
•
Aeronautical Information Circular (AIC)
•
Aeronautical Information Publication (AIP)
•
Notification to Airmen (NOTAM)
An AIC may be issued as an advance notice to inclusion in the AIP.
Information relating to the establishment and withdrawal of and changes to facilities,
services and procedures affecting aircraft operations should be provided according to
the Procedures specified in PANSA-ATM and should be notified and take effect in
accordance with ICAO Annex 15, “Aeronautical Information Services”, Chapter 4
(AIP), Chapter 7 (AIC) and Appendix 1 (AIP) 12th edition dated July 2004 (Amended
[Amendment 34] 22 November 2007).
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8.
ACRONYMS
ADS
Automatic Dependent Surveillance
ADS-B
Automatic Dependent Surveillance Broadcast
ADS-B-APT
Provision of ATC services using ADS-B for surveillance on the airport
surface.
ADS-B-NRA
Provision of ATC services in areas where Radar surveillance does not
exist.
ADS-B-RAD Provision of ATC services in areas where both ADS-B and Radar
surveillance exist in tandem.
AIC
Aeronautical Information Circular
AIP
Aeronautical Information Publication
ATC
Air Traffic Control
ATS
Air Traffic Services
CHG
ICAO defined Change message
CWP
Controller Working Position
ICAO
International Civil Aviation Organisation
LVO
Low Visibility Operations
RAIM
Receiver Autonomous Integrity Monitoring
TMA
Terminal Control Area
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9.
DEFINITIONS
Term
Air traffic control
clearance
Definition
Authorisation for an aircraft to proceed under conditions specified
by an air traffic control unit.
Note 1: For convenience, the term “air traffic control clearance” is
frequently abbreviated to “clearance”.
Note 2: The abbreviated term “clearance” may be prefixed by the
words “taxi”, “take-off”, “departure”, “enroute”, “approach” or
“landing” to indicate the particular portion of flight to which the air
traffic control clearance relates. [ICAO]
Air traffic
The dynamic, integrated management of air traffic and airspace
management
including air traffic services, airspace management and air traffic
(ATM)
flow management – safely, economically and efficiently – through
the provision of facilities and seamless services in collaboration
with all parties and involving airborne and ground-based
functions. [ICAO]
.
Air traffic
A system that provides ATM through the collaborative integration
management
of humans, information, technology, facilities and services,
system
supported
by
air
and
ground-
and/or
space-based
communications, navigation and surveillance. [ICAO]
New PANS-ATM CHAPTER 1. DEFINITIONS !!!!!!
Alert
A method to draw the attention of the flight crew or controller,
visually and/or aurally.
Automatic
A means by which aircraft, aerodrome vehicles and other objects
dependent
can automatically transmit and/or receive data such as
surveillance –
identification, position and additional data, as appropriate, in a
broadcast (ADS-
broadcast mode via a data link. [ICAO]
B)
PANS-ATM CHAPTER 1. DEFINITIONS
ATS surveillance
Term used to indicate a service provided directly by means of an
service
ATS surveillance system. [ICAO]
PANS-ATM CHAPTER 1. DEFINITIONS
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ATS surveillance
A generic term meaning variously, ADS-B, PSR, SSR or any
system
comparable ground-based system that enables the identification
of aircraft.
Note.- A comparable ground-based system is one that has
been demonstrated, by comparative assessment or other
methodology, to have a level of safety and performance equal to
or better than monopulse SSR.[ICAO]
PANS-ATM CHAPTER 1.
Position
The visual indication, in non-symbolic and/or symbolic form, on a
indication
situation display, of the position of an aircraft, aerodrome vehicle
or other object. [ICAO]
Position symbol
The visual indication in symbolic form, on a situation display, of
the position of an aircraft, aerodrome vehicle or object obtained
after automatic processing of positional data, derived from any
source. [ICAO]
Identification
The situation which exists when the position indication of a
particular aircraft is seen on a situation display and positively
identified. [ICAO]
Situation display
An electronic display depicting the position and movement of
aircraft and other information as required. [ICAO]
Licence
A certificate, issued and endorsed in accordance with regulations
and entitling its lawful holder to provide air traffic control services
in accordance with the ratings and endorsements contained
therein. [Directive 2006/23/EC on a Community air traffic
controller licence]
Rating
The authorisation entered on and forming part of a licence,
endorsement
indicating the specific conditions, privileges or limitations
pertaining to the relevant rating. [Directive 2006/23/EC on a
Community air traffic controller licence]
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10.
REFERENCES
The following references were used as input for this document:
1.
ICAO Doc 9426 Air Traffic Services Planning Manual FIRST (Provisional)
EDITION – 1984
2.
EUROCAE EDXXX Safety Performance and Interoperability Requirements
Document for the ADS-B Airport Application
3.
Flight Crew Guidance for Airport Surface Surveillance Using ADS-B (ADS-BAPT)
4.
ICAO Doc 4444 Procedures for Air Navigation Services – Air Traffic
Management (PANS-ATM) – Fifteenth Edition.
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ANNEX A – Flight Planning Provisions for Operating in ADS-B-APT
1.
Flight Planning Provisions
Procedures for Flight Planning can be found in PANS-ATM (ICAO DOC 4444) [Ref 2].
Operators and air traffic services units should comply with the instructions for completion of
the flight plan form and the repetitive flight plan listing form given in Appendix 2 of PAN-ATM
(PANS-ATM 4.4.1.3)
1.1
1.2
1.3
Operators of ADS-B equipped aircraft should insert in the Surveillance Sub
Field in Item 10 of the ICAO flight plan form:
D
ADS Capability
Aircraft operators may insert in Item 18 of the ICAO Flight Plan the aircraft
address (expressed in the form of an alphanumerical code of six hexadecimal
characters) when required by the appropriate ATS authority. Example:
CODE/F00001
“F00001” is the lowest aircraft address contained in the specific block
administered by ICAO.
Operators and air traffic services units should comply with:
a) the instructions for completion of the flight plan form and the repetitive flight
plan listing form given in Appendix 2; and
b) any constraints identified in relevant Aeronautical Information Publications
(AIPs).
Note 1. — Failure to adhere to the provisions of Appendix 2 or any constraint
identified in relevant AIPs may result in data being rejected, processed
incorrectly or lost.
2.
Changes to Flight Planning Provisions with effect from 15 November 2012
The Air Navigation Commission, acting under delegated authority, at the first and second
meetings of its 177th Session, on 22 and 24 January 2008, approved Amendment 1 to the
Procedures for Air Navigation Services — Air Traffic Management, Fifteenth Edition (PANSATM, Doc 4444) for applicability on 15 November 2012.
In respect of carriage of ADS-B in ITEM 10: EQUIPMENT AND CAPABILITIES of Flight
Plans the following will be inserted:
B1
B2
U1
U2
V1
V2
ADS-B with dedicated 1090 MHz ADS-B “out” capability
ADB-B with dedicated 1090 MHz ADS-B “out” and “in” capability
ADS-B “out” capability using UAT
ADS-B “out” and “in” capability using UAT
ADS-B “out” capability using VDL Mode 4
ADS-B “out” and “in” capability using VDL Mode 4
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Annex B - Possible Training Objectives
It is expected that Service Providers will develop training plans for ATCOs employed
in the provision of an ATS Service where ADS-B is used to supplement or replace
existing radar layers. Below is a list of topics that might be considered for inclusion in
such training plans. This list is a suggestion and is by no means exhaustive.
1.
General
For the award of tower surveillance ratings Controllers shall meet the
requirements specified in ICAO Annex 1 Chap 4 in so far as they affect the
area of responsibility, and shall have demonstrated a level of knowledge
appropriate to the privileges granted, in at least the following additional
subjects:
• principles, use and limitations of applicable ATS surveillance systems and
associated equipment; and
• procedures for the provision of ATS surveillance service, as appropriate,
including procedures to ensure appropriate terrain clearance.
2.
3.
Use of ADS-B
•
Controllers should be able to clearly define the context in which ADS-B will
be used in ADS-B-APT.
•
When using ADS-B, controllers should be able to define what the
limitations of the ADS-B surveillance.
•
If applicable controllers should be able to explain local procedures related
to the use of aircraft identification information
Abnormal events
•
Controllers should be able to state the procedures in the event of aircraft
radio communication failure, unlawful interference and/or any other
emergency in the context of ADS-B.
•
Controllers shall respect existing ICAO radio communication failure
procedures under these circumstances.
•
Controllers should be able to state and practice the procedures in the
event of an ADS-B failure in respect of:
o
Single aircraft
o
All Aircraft (Failure of Airborne System)
o
Failure of Ground System
o
Controllers should be trained in how to deal with a failure of ADS-B
scheduled withdrawal or unscheduled failure.
With respect to training, both ICAO Annex 1 and the Community Licence Directive
cover extensively all main training issues.
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