federal aviation administration by: dennis mills, afs-220 faa flight standards air carrier...

Federal AviationAdministration

By: Dennis Mills, AFS-220 FAA Flight Standards

Air Carrier Operations - New Technology

OSWG First Quarter 2011

Date: January 19, 2011

ADS-B Operational Approvals

(now and in the future)

2Federal AviationAdministrationOSWG First Quarter 2011 – ADS-B

Overview• What ADS-B is and isn’t

• Current OpSpec

• Future OpSpecs

• Current Applications

• Future Applications

• Ops Approval Process

• International Harmonization

• Part 129 Considerations


ADS-B vs ADS-C

• Communications Contract between the Operators & A/C and the controller

• Data link info transmitted automatically from A/C to Controller – not Pilot

• Part of Fans 1/A data link/ CPDLC equipage

• Not Transponder based

• Surveillance application which transmits and receives such things as position, track G/S etc by data link at specific intervals

• Data delivered air to air, ground to air and ground to ground

• ADS-Broadcast (ADS-B) is an extended squitter message using a transponder protocol

ADS-B : Automatic Dependent Surveillance-Broadcast

ADS-C : Automatic Dependent Surveillance-Contract


Introduction to ADS-B• Automatic

– Periodically transmits information with no pilot or operator input required

• Dependent– Position and velocity vector are derived

from the Global Positioning System (GPS)

• Surveillance -– A method of determining position of

aircraft, vehicles, or other assets

• Broadcast– Transmitted information available to

anyone with the appropriate receiving equipment


Why ADS-B?Air-to-Air• Improved Separation Standards• Improved Low-Visibility Approaches• Enhanced See and Avoid• Enhanced Operations for En Route Air-to-Air

Ground-to-Ground• Improved Navigation on Taxiways• Enhanced Controller Management of Surface Traffic

Air-to-Ground• Surveillance Coverage in Radar / Non-Radar Airspace

Ground-to-Air & Self-Contained• Weather and SSR Traffic to the Cockpit


ADS-B OUT NAS Ops Approval?• Not Required by the new Rule

Title 14 of the Code of Federal Regulations (14 CFR) part §91.225, Automatic Dependent Surveillance Broadcast (ADS B) OUT equipment and use

§91.227, Automatic Dependent Surveillance Broadcast (ADS B) OUT equipment performance requirements

• No Specialized Training Requirements for Operators, aircrew or dispatchers

• Necessary hardware must be installed by TC/STC

• Crew cannot monitor output – either it is on or off (Will be notified by ATC most likely?)


AC 90-ADS-B(Spring 2011)

Operational Approval is required only for certain ADS-B applications:

Federal AviationAdministration

1. ADS-B OUT –

Canadian Controlled Airspace - NRA

• ADS-B OUT – Off-shore Routes

• ADS-B IN – In Trail Procedures - ITP

• Numerous Future applications:

Interval Management (IM), SURF, ATSA…

…and many more in development


Inspector Guidance/OpSpec Requirements?

• Available information for the applicant if desired• Under construction and nearly ready-Spring 2011• Vetted at OpSpec Working Group (OSWG) - 2010

ADS-B OUT applicationsU.S. NAS – Presently no intent to require a formal authorization. More of a compliance requirement with Certification Standards and Continuing Airworthiness requirements like other avionic equipment.

Non-Rule Airspace such as Gomex and possibly the WATRS area will require OpSpec due to specific Operational advantages and reduced separation without radar (NRA)

Canadian Controlled Airspace


Inspector Guidance/OpSpec Requirements (con’t)

ADS-B IN applications - Require future Ops approval

• No rule in place to lay out the requirement for Operators

• Applications will require specific training, aircraft equipment and ICA requirements

• There will be operational benefit and thus additional requirements if Operator chooses to equip.

• Voluntary but highly likely to derive operational/cost benefit

• Meets expectation of “Best equipped, Best served”


• Advisory Circulars – One means of compliance

– AC20-165 Airworthiness Approval of Automatic Dependent Surveillance – Broadcast (ADS-B) Out Systems, 5/21/2010, as amended

– AC90-ADSB Operational approval of ADS-B, Spring 2011

• Inspector Guidance – 8900.1, Inspector Handbook

– Developed in conjunction with AC 90

• AIM/AIP

– General pilot information and guidance

Standards and Guidance

Inspector Guidance 9.1


OpSpec/MSpec/LOA A353 Authorization Approval Process

Application Process Flowchart

• Certificate Holder / Operator completes application package and submits to local FAA field office

• POI reviews application for compliance with regulatory requirements

• Local FAA field office forwards application package to HQ through their Regional Office 220 NextGen Branch.

• HQ evaluates package-if acceptable Concurrence Memo

• HQ has quick turn around process

• POI issues the OpSpec

Certificate Holder or Operator submits the following information to the local FAA Field Office1. ADS-B Application2. Completed ADS-B Application Package Checklist(s)

(checklist(s) located in WebOPSS A353 guidance section. Completion of checklist(s) is optional but highly recommended)

Local FAA Field Office reviews application

package. (FAA Order 8900.1 A353 guidance

as reference)

Does the application meet

regulatory requirements

Application Package and Memo sent to appropriate

AFS-400 branch

Does the application meet

technical requirements

AFS-400 sends DRAFT letter of concurrence to appropriate

AFS HQ policy division for signature

Does appropriate HQ policy division

concur withDRAFT?

AFS Regional Office Nexgen (AXX-220) Branch forwards HQ letter of concurrence to local FAA field office for final coordination and authorization. The local FAA field office must coordinate reconciliation of any HQ provisions of concurrence with Certificate Holder/Operator prior to issuing the A353 authorization.

YES

YES

YES

NO

NO

NO

AFS-400 and appropriate AFS HQ policy division

conduct technical review of application package

AFS Regional Office 220 Branch receives

and reviews application package

Does the Regional 220 Branch

concur?

Application Package and Memo sent to AFS

Regional Office Nexgen 220 Branch for review

NOYES

*NOTE - 1

*NOTE - 4

*NOTE - 7

*NOTE - 1: To obtain the nonstandard authorization A353, the certificate holder/operator and the Principal Operations Inspector (POI) are required to use the nonstandard request process. See 8900.1 Volume 3, Chapter 18, Section 2, paragraphs 3-712 to 3-713, for the nonstandard request.

*NOTE - 4: To expedite the technical review process, scan the application package in PDF format and e-mail to “9-AWA-AVS-AFS-400-flight-technologies-procedures-division” in advance of the official hard copy.

*NOTE - 7: To expedite the authorization, scan the signed Letter of Concurrence Memorandum in PDF format and e-mail to AFS Regional Office Nexgen 220 Branch in advance of the official hard copy.

*NOTE - 2: Application package returned to Certificate Holder / Operator with list of discrepancies.

*NOTE - 3

*NOTE - 2

*NOTE - 3: Application package returned to local FAA Field Office with list of discrepancies.

*NOTE - 6: Appropriate HQ policy division returns DRAFT Letter of Concurrence to AFS-400 with remarks.

*NOTE - 5: AFS-400 returns application package to AFS Regional Office 220 Branch with list of discrepancies.

*NOTE - 5

*NOTE - 6

Appropriate HQ Policy Division (AFS-200, 800 etc.) submits letter of concurrence (co-signed by AFS-

400) to AFS Regional Office Nexgen Branch (AXX-220)


WebOPSS Job Aid designed to assist POI with adding an ADS-B OUT/IN authorization(s) in WebOPSS for a specific aircraft or aircraft fleet type operated under FAR Part 91, 91K, 121, 125, 125M, or 135.

ADS-B Authorization WebOPSS Job Aid

A353 WebOPSS Job Aid


ADS-B Operation ApprovalCanadian Controlled Airspace Application Package Checklist

CCA Application Checklist


A353: “ADS-B Out Operations in the Hudson Bay Area, Canada”

Applicable to Parts 91, 91K, 121, 125, 125M, and 135

Only addresses Hudson Bay airspace

FL350 – FL400

Regulatory

EASA AMC 20-24

Transport Canada AC 700-009

NAVCANADA AIC 21/09

Current OpSpec


• Created at the request of Transport Canada • Cites Canadian and EASA requirements• Canada’s Requirement is an ADS-B OUT approval• OpSpec is NOT required unless U.S. operator wants

to utilize Canadian Controlled ADS-B Special Airspace

A353 OpsSpec - Hudson Bay (Canadian Controlled Air Space)


Working Forward

• Current form A353 will qualify operator for all of Canadian Controlled ADS-B Airspace

• Operator MUST provide 24-bit address to NAVCANADA to utilize services

Current ADS-B coverage in Canadian Controlled Airspace (CCA) displayed on next slide


Applicant Issues A353 – H. Bay

• Operational:– Misunderstanding/confusion between ADS-B & ADS-C.– Flight manuals must address system configuration & control

(e.g. if you turn off transponder, you also disable ADS-B and TCAS)

– Loss of capability; Emergency Codes– AFM compliance statement

• Training:– ADS-B phraseology– Specific training for Dispatch, Pilots and Maintenance

personnel


Applicant Issues A353 - H. Bay

• Maintenance:

– Establishment of periodic checks/inspections for the installed system

– Procedures for checking ADS-B message elements during initial/periodic inspection

• Dispatch:– Contingency procedures must be addressed in operations

manuals (loss of ADS-B, position source disparity)

...getting better with every application


New OpSpec: “ADS-B Operations” • Will still remain A353

•New Title: “ADS-B Operations”

Part 1 - Expanding Canadian ADS-B Airspace

Part 2 - ADS-B IN Operations - In-Trail Procedures (ITP), Interval Management (IM), and more

• Will allow for future ADS-B applications within the U.S.

• Future developments

• Will be “user friendly” for the POI’s

• Forecasted publication date: Spring 2011

Draft A353 121 Template

Sample B050 Notes B050 - Map


ADS-B IN - applications Active development

In Trail Procedures (ITP)


OPPORTUNITIES=CHALLENGENEED

Altitude Changes required for better fuel economy, winds, and ride quality

The combination of locally dense traffic and large separation minima limits altitude changes

Use airborne ADS-B applications to enable altitude changes otherwise blocked by conventional operations

FL360

FL340

FL350

Desired Altitude

Standard Separation

Motivation for ADS-B ITP


ADS-B In-Trail Procedures (ITP) - ADS-B enabled climbs and descents through altitudes where current non-ADS-B separation standards would prevent desirable altitude changes

ADS-B ITP

FL360

FL340

FL350

Desired Altitude

Standard Separation

ADS-B Transceiver and Onboard Decision Support SystemADS-B Out (required)No ADS-B capabilities required

ITP Separation Standard

ADS-B ITP ADS-B separation standard based on exchange of ADS-B data

between the reference aircraft and the ITP aircraft Controller separates aircraft using information derived from cockpit

sources and relayed by the flight crew to the controller No airborne monitoring during climb required


Developing Applications:Interval Management (IM)


What is Interval Management

• Precise management of intervals between aircraft whose trajectories are common or merging

• Two major components– Ground-based Interval Management (GIM)– Flight deck-based interval Management (FIM)

• Two separation responsibility paradigms– Spacing (-S)– Delegated Separation (-DS)

• FIM-S is the FAA’s CURRENT FOCAL POINTS


Service Availability Prediction Tool (SAPT) - under construction

• Pre-flight check to determine if system can support performance requirements

• Baseline NAC 8/NIC 7 can be met with TSO C145/146 equipment in all Domains

• When system will not meet performance of C145/146 avionics, ATC will issue NOTAM to waive ADS-B requirement

OR

Alter route, alter departure time, request waiver

(Refer to Draft A353 8900.1 guidance – Section 1 for detailed explanation of SAPT)


Future Applications

AWIP


International Harmonization• International Civil Aviation Organization (ICAO)

• Aeronautical Surveillance Panel (ASP)• Separation and Airspace Safety Panel (SASP)

• Eurocontrol• CASCADE: ADS-B is main focus of CASCADE, standardization, trials and

implementation activities are being funded, and it is the largest EUROCONTROL partner in terms of budget and staff

• Requirements Focus Group (RFG)• Joint RTCA / EUROCAE Working Group

• Recurring Coordination Meetings• Transport Canada• Civil Aviation Safety Authority (CASA) of Australia• Eurocontrol / EASA


What Part 129 and DOT 375 AOC Certificate Holders need to know

about ADS-B Operations?


"An operator shall ensure that all pilots are familiar with the laws, regulations, and procedures, pertinent to the performance of their duties, prescribed for the areas to be traversed, the aerodromes to be used, and the air navigation facilities relating thereto.

The operator shall ensure that other members of the flight crew are familiar with such of these laws, regulations, and procedures as are pertinent to the performance of their respective duties in the operation of the aeroplane."

ICAO Annex 6, Part 1, number 3.1.2:


• Must meet specific equipment and performance requirements after January 1, 2020. The requirement to conduct operations within

Class A airspace is unique and harmonized for operations by foreign operators. This includes:

1) The ADS-B equipment meet requirements of TSO-C166b

(as amended), Extended Squitter ADS-B and Traffic Information Service–Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz).

2) Meet the equipment performance requirements of 14 CFR Part § 91.227.

Part 129 Operators must


DOT-375 Approvals – Navigation of Foreign civil aircraft within the United States.

Part 375 approvals are granted by DOT subject to:1. All applicable requirements of 14 CFR Part 375;

2. All applicable requirements of the FAA – CFR’s and all applicable orders;

3. All applicable ICAO Standards Annexes: Annex 1, personnel Licensing; Annex 6 part 1, Operations of Aircraft; Annex 8, and Airworthiness of Aircraft;

4. All applicable U.S. Government requirements concerning security.


Future ADS-B IN applications

FAR Part 129/US Operators should anticipate requirement of an OpSpec/LOA to conduct ADS-B IN operations within the NAS.

DOT 375 AOC holders will comply with the notification procedures established by the DOT.


Contact Information

Dennis Mills, AFS-220Flight StandardsAir Transport [email protected]: 202-493-4901

Backup – Ricky ChitwoodFlight StandardsAir Transport [email protected]: 816-858-5258


Questions


ITP Agreements• UAL Agreement

– FAA and United Airlines (SOPAC operator) plus avionics vendor(s) selected by United

– Equip a portion of UAL 747-400 fleet with certified ITP systems

– Gather data on use of systems in SOPAC for a year starting in 2011

– UAL responsible for installing equipment and conducting flight evaluation

• Honeywell Agreement– Development of certified ITP avionics

– Goodrich: provide certified EFB

• ASPIRE Agreement Partners– Air Services Australia

– Airways Corp. New Zealand


ITP CurrentlyPurpose: Provide operational benefits in non-surveillance airspace by

enabling “in-trail” climbs/descents at reduced separation distances

Goal: Employ ITP in oceanic air carrier operations (revenue service) by 2011

Objectives: Validate operational performance and economic benefits of ITP

Develop and validate ADS-B ITP MOPS material

Partners: United Airlines, Honeywell, Goodrich, Airservices Australia, Airways Corp NZ

FL360

FL340

FL350

Desired Altitude

Standard Separation

ITP Separation Standard

TCAS & EFB STCs

Approved

Dec 2010

ControllerProcedures

Developed

Dec 2010

UAL 747 ITP STC

Approved

May 2011

UAL OTA

Signed

August 2009

Operational Approval

May 2011

Complete

In Progress

Not Yet Started

Flight Trial Begins

June 2011

Flight Trial Begins

June 2011


Expected IM Benefits

• Consistent, low variance spacing within aircraft pairs at specific point

• Continued Optimized Profile Descent (OPD) operations, with the associated benefits in medium density environments

• Reduced ATC interventions and workload– Without unacceptable increase in flight crew

workload


Interval Management FIM-SFlight Deck Based Interval Management – Spacing

Purpose: Precisely manage intervals between aircraft whose trajectories are common or merging

Partners: US Airways, ACSS, UPS

Flight Trials Validation

Sept 2012

FIM-S MOPS

Feb 2013

Approve Validated

MOPS

June 2013

FIM-S SPR

Dec 2010

In Progress

Unfunded

federal aviation administration by: dennis mills, afs-220 faa flight standards air carrier...

Documents

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