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EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME

Guidance for the Provision of Air Traffic Services Using ADS-B in

Radar Airspace (ADS-B-RAD)

Edition Number : 1.0

Edition Date : 1 December 2008

Status : Released Issue

Guidance for the Provision of Air Traffic Services Using ADS-B in Radar Airspace (ADS-B-RAD)

Page ii Edition Number: 0.3

DOCUMENT CHARACTERISTICS

TITLE

Guidance for the Provision of Air Traffic Services Using ADS-B in Non Radar Airspace (RAD)

EATMP Infocentre Reference:

Document Identifier Edition Number: 1.0

Edition Date: 1 December

2008

Abstract The objective of this document is to give guidance in the use of ADS-B in a harmonised way to supplement surveillance based Air Traffic Control service in areas where there is also radar coverage available. The document is targeted at ATCOs.

Keywords

ADS-B-RAD Guidance Procedures

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W Marnane + 32 2 729 3323

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Edition Number: 1.0 Page v

DOCUMENT APPROVAL

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the present issue of this document.

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Please make sure that the EATMP Infocentre Reference is present on page ii.


Page vi Edition Number: 1.0

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present

document.

EDITION

NUMBER

EDITION

DATE

INFOCENTRE

REFERENCE REASON FOR CHANGE

PAGES

AFFECTED

0.1 01 Feb

08 Creation of Document All

0.2 25 Apr 08 Revision following CASCADE OFG/15 All

0.3 25 Jun 08 Revision following CASCADE OFG/16 All

0.4a 24 Jul 08 Revision following internal review of V0.3 All

0.5 22 Sep

08 Revision following internal review of V0.4a All

0.5a 26 Oct 08 Revision following CASCADE OFG/17 All

1.0 1 Dec 08 Released Issue following CASCADE OFG

Approval All


Edition Number: 1.0 Page vii

CONTENTS

DOCUMENT CHARACTERISTICS........................... ..................................................ii

DOCUMENT APPROVAL.................................. .........................................................v

DOCUMENT CHANGE RECORD..............................................................................vi

EXECUTIVE SUMMARY.............................................................................................1

1. OBJECTIVE AND SCOPE OF DOCUMENT.................... ....................................2

1.1 Document Organisation ............................................................................................................2

2. INTRODUCTION TO ADS-B-RAD .......................... .............................................3

2.1 ADS-B Definition and Description ............................................................................................3

2.1.1 ADS-B Out and ADS-B IN .................................................................................................4

2.2 ADS-B-RAD Application...........................................................................................................5

2.3 ADS-B-RAD Environments.......................................................................................................6

3. USE OF ADS-B IN COMBINATION WITH RADAR FOR SURVEILL ANCE ........7

3.1 General......................................................................................................................................7

3.2 Air Traffic Control Service .........................................................................................................7

3.3 Flight Information Service .........................................................................................................8

4. ATS SURVEILLANCE SYSTEMS CAPABILITIES .............. ................................9

4.1 Situation Display Capabilities ......................................................................................................9

4.2 Ground System Functionality ..................................................................................................10

5. ATS PROCEDURES, PHRASEOLOGY AND FLIGHT PLANNING.... ...............11

5.1 General Provisions..................................................................................................................11

6. WORKING METHODS........................................................................................12


Page viii Edition Number: 1.0

7. IMPLEMENTATION CONSIDERATIONS...................... .....................................13

7.1 General Surveillance System Capabilities ..............................................................................13

7.2 Surveillance Coverage Considerations...................................................................................14

7.3 Need for Safety Assessment ..................................................................................................14

7.4 Contingency Planning .............................................................................................................14

I7.5 Automatic Recording of Surveillance Data .............................................................................14

7.6 Planned Outages, Failures and Monitoring Associated with ADS-B ......................................15

7.7 Planned Outages and Failures Associated with Radar (PSR and/or SSR)............................15

7.8 Training and Licensing ............................................................................................................16

7.9 Notification of ADS-B-RAD Services.......................................................................................16

8. ACRONYMS .......................................................................................................18

9. DEFINITIONS .....................................................................................................19

10. REFERENCES...................................................................................................22

ANNEX A – Procedures for Application of ATS Surveil lance using ADS-B-

RAD ....................................................................................................................23

ANNEX B - Phraseology for Application of ATS Survei llance in ADS-B-

RAD ....................................................................................................................31

ANNEX C – Flight Planning Provisions for Operating in ADS-B-RAD ................33

Annex D - Possible Training Objectives............. ...................................................34


Edition Number: 1.0 Page 1

EXECUTIVE SUMMARY

The objective of ADS-B-RAD is to supplement, or replace, one or more radar layers (PSR and/or SSR) in existing radar surveillance airspace using ADS-B. The purpose of this document is to give guidance on the implementation and use of ADS-B and is targeted at ATCOs and implementers. It covers the provision of Area Control Service, Approach Control Service and Flight Information Service based on ADS-B plus radar and provides guidance on the procedures to be used for provision of surveillance service in such areas. 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. 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 and 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)

The integration of ADS-B data with radar data (ADS-B-RAD) can provide improvements to the surveillance function. Multi-Radar infrastructure costs are expected to be reduced by replacing radars that provide redundancy with ADS-B stations which are less expensive to install and to maintain, than current radar installations. The ‘target environment’ for the ADS-B application description focuses on the post-implementation scenario (i.e. after ADS-B has been deployed). It is likely that ADS-B-RAD will not be implemented before there is a mandate for airborne equipage and with all aircraft transmitting ADS-B data surveillance it is anticipated that ATS procedures for surveillance may not be any different from those in use today. Furthermore, with the implementation of ADS-B-RAD there are no changes foreseen in the roles and responsibilities of the aircrew or controllers with regard to the provision of Air Traffic Services. There are multiple variations of radar environments (Enroute, Medium density Terminal Areas or High Density Terminal Areas) and consequently, implementations of multiple combinations of radar plus ADS-B are possible. Whatever combination is implemented the separation minima set out in PANS ATM (Ref 2) will be applied. ADS-B systems used in the provision of air traffic services shall have a very high level of reliability, availability and integrity. The possibility of system failures or significant system degradations which may cause complete or partial interruptions of service shall be very remote. This document may be used to assist in the development of a training programme for ADS-B-RAD applications for qualified controllers.


Page 2 Edition Number: 1.0

1. OBJECTIVE AND SCOPE OF DOCUMENT The objective of ADS-B-RAD is to supplement, or replace, one or more radar layers (PSR and/or SSR) in existing radar surveillance airspace using ADS-B. The purpose of this document is to give guidance on the implementation and use of ADS-B. 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 Area Control Service, Approach Control Service and Flight Information Service based on ADS-B plus radar. It provides guidance on the procedures to be used for provision of surveillance service in such areas. The provision of Aerodrome Ground Control Service is not within the scope of the ADS-B-RAD application 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-RAD. It gives some background information, the scope of the ADS-B-RAD baseline, and gives a description of the ECAC Airspace in which the ADS-B-RAD Service will be implemented (The Target Environment) Section 3 gives a description of how ADS-B can be used in the provision of Air Traffic Control Service and Flight Information Service.

Section 4 addresses the ADS-B system capabilities required for ADS-B-RAD.

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

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. INTRODUCTION TO ADS-B-RAD

2.1 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 will 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) An assessment of the use of ADS-B for the application of 9.3 km (5.0 NM) separation minimum has been performed based on a comparison of the technical characteristics of ADS-B and a single monopulse SSR. This comparison, including performance values, is contained in the Assessment of ADS-B to Support Air Traffic Services and Guidelines for Implementation (ICAO Cir 311). (PANS-ATM 8.1.10.-Note)



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 ASSAP function, 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-RAD Application

The integration of ADS-B data with radar data (ADS-B-RAD) can provide the following improvements to the surveillance function by:

• allowing the tracking processor to use ADS-B data instead of radar data when radar replies overlap and garbling occurs. Synchronous garbling is a known problem which may also require the intervention of both the controller and pilot in order that surveillance identification is maintained;

• allowing the ground tracking processor to use ADS-B data when aircraft are temporarily confronted with transponder problems, or screening of their on-board antennas during manoeuvres;

• permitting, where ADS-B ground stations are strategically situated, the ground system to acquire surveillance data in silence cones, low altitude areas and other areas where radar, due to its line-of-sight propagation limitation is blind.

• allowing the number of radars required to supply full surveillance coverage to be minimized (ADS-B can fill gaps in existing radar coverage)

• providing, in a cost effective manner, the redundancy required (e.g. double surveillance coverage) to meet a specified level of continuity of service. Furthermore, a diversified redundancy provided by a completely different type of system, subject to different risks than radar, minimizes the probability of a total failure

• improving the accuracy of tracking. Due to both the high reporting interval and high accuracy of GPS derived position information.

• allowing the ATC system to automatically acquire aircraft identification, thus overcoming current problems connected with SSR code-call sign correlation and with radar identification and transfer procedures;

Multi-Radar infrastructure costs are expected to be reduced by replacing radars that provide redundancy with ADS-B stations which are less expensive to install and to maintain, than current radar installations. In order to do so, Multi-Radar trackers will need to be modified in order to process ADS-B as an additional source.

The ADS-B-RAD application is designed to support, and in some cases enhance, Air Traffic Services through the addition of ADS-B surveillance, in areas where radar surveillance currently exists. The application is designed to support the following ICAO Air Traffic Services. • Air Traffic Control Service

� Area Control Service and � Approach Control Service

• Flight Information Service • Alerting Service, • Air Traffic Advisory Service In some volumes of airspace where ATS is provided based on single radar coverage, the ICAO separation minima are not applied today, although the radar performance allows it. When this is due to local back up and fall back



requirements, adding ADS-B surveillance may facilitate a decision to reduce the separation applied towards the ICAO minima:

· “En route” separation: 5NM · Terminal area: 3 NM · Separation to succeeding aircraft on same final: 2.5NM : · Separation for dependent parallel approaches between successive

aircraft on adjacent ILS /MLS: 2.0 NM It is to be noted that in such environments, a radar failure will result in ATC reverting to the 5 NM separation minimum which is the only one approved by ICAO in case ADS-B is the only surveillance means. (See PANS-ATM 8.7.3.1) NOTE: AENA has conducted an assessment of the integration of ADS and SSR based on a comparison of the performance of multi-radar tracking and an ADS-SSR tracking for different scenarios. This comparison, including performance values, ADS and ADS-SSR tracking design, fusion schemes, integration benefits and a preliminary specification for an ATC system based on ADS-SSR integration is contained in the AENA ADS-SSR Integration Study (Ref 4)

2.3 ADS-B-RAD Environments

The ‘target environment’ for the ADS-B application description focuses on the post-implementation scenario (i.e. after ADS-B has been deployed) and this has been used during the safety requirements derivation process (in particular during the 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. It is likely that ADS-B-RAD will not be implemented before there is a mandate for airborne equipage and with all aircraft transmitting ADS-B data surveillance it is anticipated that ATS procedures for surveillance may not be any different from those in use today. There are multiple variations of radar environments (Enroute, Medium density Terminal Areas or High Density Terminal Areas) and consequently, implementations of multiple combinations of radar plus ADS-B are possible. Whatever combination is implemented the separation minima set out in PANS ATM (Ref 2) will be applied.



3. USE OF ADS-B IN COMBINATION WITH RADAR FOR SURVEILLANCE

3.1 General

The same Air Traffic Services that are presently supported by a radar environment will be supported by a combined radar /ADS-B environment. This includes Air Traffic Control Service, Flight Information Service, Alerting Service and Air Traffic Advisory Service.

3.2 Air Traffic Control Service

Therefore, the information provided by surveillance (radar/ADS-B) systems and presented on a situation display will be used to perform the following functions in the provision of an Area Control Service and an Approach Control Service:

a) provide ATS surveillance services as necessary in order to improve airspace

utilisation, reduce delays, provide for direct routings and more optimum flight profiles, as well as to enhance safety;

b) provide vectoring to departing aircraft for the purpose of facilitating an expeditious and efficient departure flow and expediting climb to cruising level;

c) provide vectoring to aircraft for the purpose of resolving potential conflicts; d) provide vectoring to arriving aircraft for the purpose of establishing an

expeditious and efficient approach sequence;

e) provide vectoring to assist pilots in their navigation, e.g. to or from a radio navigation aids, away from or around areas of adverse weather, or during time of onboard navigation difficulties or system failures etc.;

f) provide separation and maintain normal traffic flow and monitoring of the aircrafts progress when it experiences a communication failure;

g) maintain flight path monitoring of air traffic;

h) when applicable, maintain a watch on the progress of air traffic, in order to

provide a procedural controller with:

i) improved position information regarding aircraft under control; ii) supplementary information regarding other traffic; and



iii) information regarding any significant deviations by aircraft from the terms of their respective air traffic control clearances, including their cleared routes as well as levels, when appropriate.

3.3 Flight Information Service

In a similar manner to radar the information provided by ADS-B systems and presented on a situation display will be used to provide identified aircraft with: a) information regarding any aircraft observed to be on a conflicting path with the

identified aircraft and suggestions or advice regarding avoiding action; b) information on the position of significant weather and, as practicable, advice to

the aircraft on how best to circumnavigate any such areas of adverse weather; and

c) information to assist the aircraft in its navigation.



4. ATS SURVEILLANCE SYSTEMS CAPABILITIES

4.1 Situation Display Capabilities

4.1.1 Labels associated with displayed targets will be the same as used today to provide, in alphanumeric form, relevant information derived from the means of surveillance and, where necessary, the flight data processing system. In respect of ADS-B-RAD these could include ground speed and velocity. In addition, labels shall, as a minimum, include information relating to the identity of the aircraft, e.g. SSR code or aircraft identification and, if available, pressure-altitude-derived level information. This information may be obtained from SSR Mode A, SSR Mode C, SSR Mode S and/or ADS-B.(PANS-ATM 8.2.8 [Ref2])

4.1.2 The ADS-B and Radar systems shall provide for a continuously updated presentation of surveillance derived information, including position indications.

4.1.3 Whilst implementation of ADS-B will not bring any changes to the controllers’ display distinct symbols should be used for presentation of:

a) unintentionally duplicated aircraft identifications; b) predicted positions for a non-updated track; and c) plot and track data.

4.1.4 Reserved SSR codes, including 7500, 7600, 7700, operation of IDENT and ADS-B emergency and /or urgency modes, safety related alerts and warnings shall be presented in a clear and distinct manner, providing for ease of recognition. (PANS-ATM [8.2.6])

4.1.5 Operation of IDENT, emergency and/or urgency modes, safety-related alerts and warnings whether from ADS-B or a radar source, as well as information related to automated coordination shall be presented in a clear and distinct manner, providing for ease of recognition.

4.1.6 Where changes in the integrity of surveillance data quality may be caused by satellite constellation issues local implementers shall review the need to have in place a mechanism that provides the controller with an advance warning. This is due to the high reliance on position quality to the application of separation minima 4.1.7 Where surveillance data quality degrades such that services need to be limited, symbology or other means shall be used to provide the controller with an indication of the condition. (PANS-ATM 8.2.5)

4.1.8 Although individual position symbols for different surveillance sources may be presented to the controller, combined symbols are recommended. The presentation of individual ‘non-correlated’ symbols on the ATCO’ s display for the same aircraft



creates a safety issue in that ATCOs may not know which one to use for separation and which one to ignore. Separate symbols should only be displayed to the ATCO as a last resort when the system is unable to maintain the combined symbols Indeed, it is assumed that surveillance information, whether it is from radar, ADS-B or combined data, will be presented to the controller in a manner similar to current radar.

4.1.9 Track labels associated with displayed targets should be used to provide, in alphanumeric form, relevant information derived from radar and ADS-B surveillance and, where necessary, the flight data processing system.

4.1.10 Track labels shall, as a minimum, include information relating to the identity of the aircraft, pressure altitude-derived level information and ground velocity. 4.1.11 Track labels shall be associated with their position indications in a manner precluding erroneous identification by, or confusion on, the part of the controller. All label information shall be presented in a clear and concise manner.

4.2 Ground System Functionality

4.2.1 If the ground system detects a difference in position information between two different surveillance sources such that it cannot detect which source is suitable for the application of the relevant separation minima for the airspace and that it cannot be confident (see note below) that the positions are from the same aircraft, the ground system is expected to present the separate position symbols on the CWP for each source. Note: In relation to surveillance environments that contain SSR, even though both the SSR and ADS-B systems may contain a common identification data item (and hence the positions seem to be from the same aircraft) system ‘confidence’ will still fail if the position information from the two sources differs sufficiently. The problem then is to identify which, if indeed either, is actually the “correct” position. 4.2.2 The ground system will perform consistency checks between different surveillance sources for the same identification data item (e.g. between Mode A code received from radar compared to aircraft identification received from ADS-B). This also includes consistency checking between the Mode A codes 7500, 7600, 7700 and ADS-B emergency modes received from ADS-B., Should an inconsistency be detected the ground system will provide an indication to the ATCO. 4.2.3 Due to the possible dual source of emergency indications (Radar and ADS-B), the surveillance system shall ensure that if one surveillance source corrupts or loses the emergency data the ATCO is informed of this inconsistency.



5. ATS PROCEDURES, PHRASEOLOGY AND FLIGHT PLANNING

5.1 General Provisions

Procedures, Phraseology and Flight Planning Provisions applicable in ADS-B-RAD areas will be based on the procedures set out in PANS-ATM, fifteenth edition (Ref 2)

The ADS-B-RAD related procedures in ANNEX A and phraseology in ANNEX B are cited from PANS-ATM (ICAO DOC 4444) Fifteenth Edition – 2007 (dated 22 November 2007. (Ref 2)

The procedures in ANNEX A are applicable when ADS-B and radar systems are combined for use in the provision of an area control service or an approach control service. Additional procedures applicable in the provision of the approach control service are detailed in Section 8.9 of PANS-ATM (ICAO DOC 4444) Fifteen Edition. (Ref 2)

The ADS-B RAD related Flight Planning Provisions in Annex C are cited from PANS-ATM (ICAO DOC 4444)



6. WORKING METHODS With the implementation of ADS-B-RAD there are no changes foreseen in the roles and responsibilities of the aircrew or controllers with regard to the provision of Air Traffic Services. The controller remains responsible for the provision of separation and expediting an orderly flow of air traffic. Aircrew, apart from their clear and important responsibilities for safe conduct of the aircraft, are responsible for acting upon ATC instructions and providing information to ATC. Working methods must be generated at the local level and cannot be specified in detail in a guidance document as local operational experience with ADS-B is required.



7. IMPLEMENTATION CONSIDERATIONS

7.1 General Surveillance System Capabilities

7.1.1 ICAO recommends that the ground domain of the surveillance system has the capability to receive, process and display, in an integrated manner, the data from all sources (8.1.2). This integration within the ground domain is required as it is not foreseen that ATCOs will manage different position source information and identity data in any other way. 7.1.2 The term ‘integrated’ refers to the presentation of all the necessary data (such as position, identification and level) on the ATCOs display such that the various data items for the same flight are integrated (e.g. a position symbol with a label for identification and level information). 7.1.3 ADS-B systems used in the provision of air traffic services shall1 have a very high level of reliability, availability and integrity. The possibility of system failures or significant system degradations which may cause complete or partial interruptions of service shall be very remote. Quantification of requirements and analysis of ADS-B system failures will be set out in ED xxxx (Expected to be published in Sep 08) Back-up facilities shall be provided. Note: Guidance material pertaining to use of ADS-B and to system performance is contained in the Assessment of ADS-B to Support Air Traffic Services and Guidelines for Implementation (ICAO Cir 311). 7.1.4 ADS-B systems should be capable of integration with automated systems used in the provision of ATS. They should provide for an appropriate level of automation with the objectives of improving the accuracy and timeliness of data displayed to the controller, reducing controller workload and reducing the need for verbal coordination between adjacent control positions and ATC units. 7.1.5 ADS-B systems should provide for the display of safety-related alerts and warnings, including conflict alert, minimum safe altitude warning, conflict prediction and unintentionally duplicated aircraft identifications.

7.1.6 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. 7.1.7 Environments that contain multiple surveillance sources may use the data either alone or in combination provided the coverage is reliable and probability of detection, accuracy, and integrity are all satisfactory (8.1.7). The ADS-B ‘only’ environment is covered in the ADS-B NRA application (Ref 3)



7.2 Surveillance Coverage Considerations

Whilst this document assumes that the ATC sector contains complete radar and ADS-B coverage it is understood that some regional deployment scenarios may result in some ATC sectors not containing complete ADS-B and radar surveillance coverage. Parts of the sector, particularly at lower altitudes or longer ranges, may contain ‘gaps’ of radar coverage where ADS-B coverage exists as the single source of surveillance. Where regional implementations foresee that sectors will contain ADS-B only pockets within a predominantly ADS-B-RAD sector environment it is the responsibility of the local authorities to assess and mitigate the impact on local ATC procedures and ground systems (e. g. Vide ADS-B-NRA [Ref TBD])

7.3 Need for Safety Assessment

ICAO mandates that a safety assessment shall 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. In particular, ATS authorities should provide controllers with adequate contingency procedures in the event of ADS-B system failures or degradation (Ref 1) In order to reduce the impact of a degradation of aircraft position source data, for example, a Receiver Autonomous Integrity Monitoring (RAIM) outage for GNSS, the appropriate ATS authority shall establish contingency procedures to be followed by control positions and ATC units in the event of data degradation (PANS-ATM 8.8.5.) The failure/loss of one or more elements of a multi surveillance system could affect separation minima. In developing safety cases, and consequent contingency plans, local implementers must consider the impact of such an occurrence and the effect, if any, on separation minima.

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 Associ ated with ADS-B

The following abnormal modes may occur with ADS-B surveillance data:

• Failure (or planned outage)

In the event of a failure or planned outage of ADS-B surveillance data resulting in reduced surveillance coverage, radar data should continue to be available. This assumes that there are no multiple simultaneous loss’ of ADS-B and radar surveillance data and includes all components that are particular to the radar system (airborne and ground). Status monitoring of the ground receiver systems is required to detect when unexpected deterioration occurs. In this case, procedures will be similar to those used for the failure or planned outage of a radar sensor(s) in radar airspace.

• Available Surveillance Sources

ADS-B-RAD provides an ADS-B surveillance layer. When the system detects ADS-B position quality degradation, the ASD-B data may have to be disregarded. In this case it is required that either the ATCO has a manual switch function to exclude all ADS-B data or the ATC system automatically excludes all ADS-B data and notifies the controller that it has done so.

• 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 surveillance separation. Increased separation may be required. [Note that ADS-B reported barometric flight level information is not affected by GNSS degradation]. 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. In this case, procedures could be similar to those used for degradation in performance of radar sensors in radar airspace.

7.7 Planned Outages and Failures Associated with Ra dar (PSR and/or SSR)

If the radar element(s) of the surveillance system fails and ADS-B becomes the “sole means” of surveillance then implementers may have to invoke contingency plans based on the procedures for ADS-B-NRA (Ref 3). In any event, unless otherwise prescribed the horizontal separation minimum based solely on ADS-B shall be at least 9.3 km (5.0 NM). (PANS-ATM 8.7.3.1). Indeed, it may be that with reduced surveillance coverage the horizontal separation minimum will have to be set at greater than 5.0 NM. This will be a matter for local authorities to assess and decide upon.



7.8 Training and Licensing

This document may be used to assist in the development of a training programme for ADS-B-RAD applications for qualified controllers. Annex D contains a suggested list of objectives that 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 ADS-B-RAD airspace. ICAO has recently amended the regulation pertaining to Controller ratings by replacing the approach and area radar control ratings by approach and area control surveillance ratings in recognition of the fact that surveillance systems are no longer limited to radar. Regulations for the issue of the appropriate ratings may be found in ICAO Annex 1 “Personnel Licensing”, 10th Edition, dated July 2006 (Amendment 168 [dated 22 November 2007])

Implementers should be aware of the 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 issue of appropriate ratings and endorsements for 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)

7.9 Notification of ADS-B-RAD Services

Where ADS-B-RAD is implemented and a surveillance service utilising ADS-B is provided, each 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).



8. ACRONYMS ADS Automatic Dependent Surveillance

ADS-B Automatic Dependent Surveillance Broadcast

ADS-B-RAD Provision of ATC services in areas where both ADS-B and Radar

surveillance exist in tandem.

ADS-B-NRA Provision of ATC services in areas where Radar surveillance does not

exist.

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

RAIM Receiver Autonomous Integrity Monitoring

TMA Terminal Control Area



9. DEFINITIONS

Term Definition

Air traffic control

clearance

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

management

(ATM)

The dynamic, integrated management of air traffic and airspace

including air traffic services, airspace management and air traffic

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

management

system

A system that provides ATM through the collaborative integration

of humans, information, technology, facilities and services,

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

dependent

surveillance –

broadcast (ADS-

B)

A means by which aircraft, aerodrome vehicles and other objects

can automatically transmit and/or receive data such as

identification, position and additional data, as appropriate, in a

broadcast mode via a data link. [ICAO]

PANS-ATM CHAPTER 1. DEFINITIONS

ATS surveillance

service

Term used to indicate a service provided directly by means of an

ATS surveillance system. [ICAO]

PANS-ATM CHAPTER 1. DEFINITIONS



ATS surveillance

system

A generic term meaning variously, ADS-B, PSR, SSR or any

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.

Flight information

service

A service provided for the purpose of giving advice and

information useful for the safe and efficient conduct of flights.

[ICAO]

Position

indication

The visual indication, in non-symbolic and/or symbolic form, on a

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]

Flight path

monitoring

The use of ATS surveillance systems for the purpose of providing

aircraft with information and advice relative to significant

deviations from nominal flight path, including deviations from the

terms of their air traffic control clearances. [ICAO]

Situation display An electronic display depicting the position and movement of

aircraft and other information as required. [ICAO]

Vectoring Provision of navigational guidance to aircraft in the form of

specific headings, based on the use of an ATS surveillance

system. [ICAO]



Licence Means 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

endorsement

Means the authorisation entered on and forming part of a licence,

indicating the specific conditions, privileges or limitations

pertaining to the relevant rating. [Directive 2006/23/EC on a

Community air traffic controller licence]



10. REFERENCES

The following references were used as input to this document:

1. EUROCAE ED161 Safety, Performance and Interoperability Requirements Document

for the ADS-B Radar-Controlled Airspace (RAD) Application 2. ICAO Doc. 4444 – Procedures for Air Navigation Services – Air Traffic Management

(PANS-ATM) – Fifteenth Edition 2007 3. CASCADE Programme - Guidance for the Provision of Air Traffic Services Using ADS-B

in Non Radar Airspace (NRA) (ADS-B-NRA_ Edition 1.0 dated 28 January 2008 4. ADS-SSR Integration Study – Executive Summary. AENA, October 1994



ANNEX A – Procedures for Application of ATS Surveil lance using ADS-B-RAD The procedures in this Annex A have been extracted from ICAO PANS-ATM (Doc. 4444 Fifteenth Edition 2007) Chapter 8 “ATS SURVEILLANCE SERVICES”. Only ADS-B related procedures have been included here; the rest, such as for example specific radar related procedures, have been excluded. The procedures in Section 1 are general procedures applicable when an ADS-B system is used to supplement radar in the provision of an area control service or approach control service. It is assumed that Service Providers are already familiar with the provision of ATS Surveillance Services using radar. It is an ICAO requirement that ATS surveillance systems used in the provision of air traffic services shall have a very high level of reliability, availability and integrity. The possibility of system failures or significant system degradations which may cause complete or partial interruptions of service shall be very remote. These systems can include PAR, SSR (incl Mode S) and ADS-B. Backup facilities shall be provided.

1. General Procedures

1.1 Provision of Surveillance Service supplemented by ADS-B

PANS-ATM

8.1.7 ATS surveillance systems, such as primary surveillance radar (PSR), secondary surveillance radar (SSR) and automatic dependent surveillance — broadcast (ADS-B) may be used either alone or in combination in the provision of air traffic services, including in the provision of separation between aircraft, provided: a) reliable coverage exists in the area; b) the probability of detection, the accuracy and the integrity of the ATS surveillance system(s) are satisfactory; and c) in the case of ADS-B, the availability of data from participating aircraft is adequate.

PANS-ATM

8.1.10 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. Note.— An assessment of the use of ADS-B for the application of 9.3 km (5.0 NM) separation minimum has been performed based on a comparison of the technical characteristics of ADS-B and a single monopulse SSR. This comparison, including performance values, is contained in the Assessment of ADS-B to Support Air Traffic Services and Guidelines for Implementation (Cir 311).

PANS-ATM

8.4.1 Information derived from ATS surveillance systems, including safety-related alerts and warnings such as conflict alert and minimum safe altitude warning, should be used to the extent possible in the provision of air traffic control service in order to improve capacity and efficiency as well as to enhance safety.



1.2 Use of ADS-B Transmitters

PANS- ATM 8.5.1

To ensure the safe and efficient use of ADS-B, pilots and controllers shall strictly adhere to published operating procedures and standard radiotelephony phraseology shall be used. The correct setting of aircraft identification shall be ensured at all times.

Note to PANS- ATM 8.5.4

Note - To indicate that it is in a state of emergency or to transmit other urgent information, an aircraft equipped with ADS-B might operate the emergency and/or urgency mode as follows:

a) emergency; b) communication failure; c) unlawful interference; d) minimum fuel; and/or e) medical.

PANS- ATM 8.5.4.1

Aircraft equipped with ADS-B having an aircraft identification feature shall transmit the aircraft identification as specified in Item 7 of the ICAO flight plan or, when no flight plan has been filed, the aircraft registration.

PANS- ATM 8.5.4.2

Whenever it is observed on the situation display that the aircraft identification transmitted by an ADS-B-equipped aircraft is different from that expected from the aircraft, the pilot shall be requested to confirm and, if necessary, re-enter the correct aircraft identification.

PANS- ATM 8.5.4.3

If, following confirmation by the pilot that the correct aircraft identification has been set on the ADS-B identification feature, the discrepancy continues to exist, the following actions shall be taken by the controller:

a) inform the pilot of the persistent discrepancy; b) where possible, correct the label showing the aircraft

identification on the situation display; and c) notify the next control position and any other unit concerned of

the erroneous aircraft identification transmitted by the aircraft.

1.3 Level Information based on the use of pressure altitude information.

PANS-ATM 8.5.5.1.3

If the displayed level information is not within the approved tolerance value or when a discrepancy in excess of the approved tolerance value is detected subsequent to verification, the pilot shall be advised accordingly and requested to check the pressure setting and confirm the aircraft’s level.

PANS-ATM 8.5.5.1.4

If, following confirmation of the correct pressure setting the discrepancy continues to exist, the following action should be taken according to circumstances:

a) request the pilot to stop Mode C or ADS-B altitude data transmission, provided this does not cause the loss of position and identity information and notify the next control positions or ATC unit concerned with the aircraft of the action taken; or

b) inform the pilot of the discrepancy and request that the relevant operation continue in order to prevent loss of position and



identity information of the aircraft, and, when authorized by the appropriate ATS authority, override the label-displayed level information with the reported level. Notify the next control position or ATC unit concerned with the aircraft of the action taken.

1.4 Performance Checks

PANS-ATM 8.6.1.1

The controller shall adjust the situation display(s) and carry out adequate checks on the accuracy thereof, in accordance with the technical instructions prescribed by the appropriate authority for the equipment concerned.

PANS-ATM 8.6.1.2

The controller shall be satisfied that the available functional capabilities of the ATS surveillance system as well as the information presented on the situation display(s) is adequate for the functions to be performed.

PANS-ATM 8.6.1.3

The controller shall report, in accordance with local procedures, any fault in the equipment, or any incident requiring investigation, or any circumstances which make it difficult or impractical to provide ATS surveillance services.

1.5 Identification of Aircraft (using ADS-B)

Identification procedures may differ depending on which combination of surveillance source is used. Depending on the combination implemented the ATCO may require knowledge of the surveillance source (perhaps through track symbols) to enable an appropriate choice of identification procedure.

PANS-ATM 8.6.2.1.1

Before providing an ATS surveillance service to an aircraft, identification shall be established and the pilot informed. Thereafter, identification shall be maintained until termination of the ATS surveillance service.

PANS-ATM 8.6.2.2

Where ADS-B is used for identification, aircraft may be identified by one or more of the following procedures:

a) direct recognition of the aircraft identification in an ADS-B label; b) transfer of ADS-B identification; c) observation of compliance with an instruction to TRANSMIT

ADS-B IDENT. Note. — In automated systems, the “IDENT” feature may be presented in different ways, e.g. as a flashing of all or part of the position indication and associated label

1.6 Additional Identification Method

PANS-ATM 8.6.2.5

When two or more surveillance position indications are observed in close proximity, or are observed to be making similar movements at the same time, or when doubt exists as to the identity of a position indication for any other reason, changes of heading should be prescribed or repeated as many times as necessary, or additional methods of identification should be employed, until all risk of error in identification is eliminated.



1.7 Transfer of Identification

Transfer of identification procedures from one controller to another varies depending on the source of identification data and in particular any difference in identification data source between the transferring sector and accepting sector. When using transfer of identification between ATS Units it is self evident that the identification data that has been verified by the transferring controller must be the same data that is used by the accepting controller (and the receiving controllers’ surveillance systems).

PANS-ATM 8.6.3.2

Transfer of identification shall be effected by one of the following methods: a) designation of the position indication by automated means,

provided that only one position indication is thereby indicated and there is no possible doubt of correct identification;

b) notification of the aircraft’s discrete SSR code or aircraft address; Note 1. — The use of a discrete SSR code requires a system of code assignment which ensures that each aircraft in a given portion of airspace is assigned a discrete code (see 8.5.2.2.7).

Note 2. — Aircraft address would be expressed in the form of the alphanumerical code of six hexadecimal characters.

c) notification that the aircraft is SSR Mode S- equipped with an aircraft identification feature when SSR Mode S coverage is available;

d) notification that the aircraft is ADS-B-equipped with an aircraft identification feature when compatible ADS-B coverage is available;

e) direct designation (pointing with the finger) of the position indication, if the two situation displays are adjacent, or if a common “conference” type of situation display is used;

Note. — Attention must be given to any errors which might occur due to parallax effects.

f) designation of the position indication by reference to, or in terms of bearing and distance from, a geographical position or navigational facility accurately indicated on both situation displays, together with the track of the observed position indication if the route of the aircraft is not known to both controllers;

Note.— Caution must be exercised before transferring identification using this method, particularly if other position indications are observed on similar headings and in close proximity to the aircraft under control. Inherent radar deficiencies, such as inaccuracies in bearing and distance of the radar position indications displayed on individual situation displays and parallax errors, may cause the indicated position of an aircraft in relation to the known point to differ between the two situation displays. The appropriate ATS authority may, therefore, prescribe additional conditions for the application of this method, e.g.: i) a maximum distance from the common reference point used by

the two controllers; and ii) a maximum distance between the position indication as

observed by the accepting controller and the one stated by the transferring controller.



g) where applicable, issuance of an instruction to the aircraft by the transferring controller to change SSR code and the observation of the change by the accepting controller; or f) issuance of an instruction to the aircraft by the transferring controller to

transmit/squawk IDENT and observation of this response by the accepting controller

Note.— Use of procedures g) and h) above requires prior coordination between the controllers, since the indication to be observed by the accepting controller is of short duration

1.8 Position Information

PANS-ATM 8.6.4.1

An aircraft provided with ATS surveillance service should be informed of its position in the following circumstances:

a) upon identification, except when the identification is established: i) based on the pilot’s report of the aircraft position or within one nautical mile of the runway upon departure and the observed position on the situation display is consistent with the aircraft’s time of departure; or ii) by use of ADS-B aircraft identification, SSR Mode S aircraft identification or assigned discrete SSR codes and the location of the observed position indication is consistent with the current flight plan of the aircraft; or iii) by transfer of identification;

b) when the pilot requests this information; c) when a pilot’s estimate differs significantly from the controller’s estimate based on the observed position; d) when the pilot is instructed to resume own navigation after vectoring if the current instructions had diverted the aircraft from a previously assigned route; e) immediately before termination of ATS surveillance service, if the aircraft is observed to deviate from its intended route.

1.9 Interruption or Termination of ATS Surveillance Service

PANS-ATM 8.6.7.1

An aircraft which has been informed that it is provided with ATS surveillance service should be informed immediately when, for any reason, the service is interrupted or terminated. Note. — The transition of an aircraft across adjoining areas of radar and/or ADS-B coverage will not normally constitute an interruption or termination of the ATS surveillance service.

1.10 Separation Application

Note.— Factors which the controller using an ATS surveillance system must take into account in determining the spacing to be applied in particular circumstances in order to ensure that the separation minimum is not infringed include aircraft relative headings and



speeds, ATS surveillance system technical limitations, controller workload and any difficulties caused by communication congestion. Guidance material on this subject is contained in the Air Traffic Services Planning Manual (Doc 9426). (Note to PANS-ATM 8.7.2 “Separation Application”)

1.11 Separation Minima

PANS-ATM 8.7.3.1

Unless otherwise prescribed in accordance with 8.7.3.2 (with respect to radar), 8.7.3.3 or 8.7.3.4, or Chapter 6 (with respect to independent and dependent parallel approaches), the horizontal separation minimum based on radar and/or ADS-B shall be 9.3 km (5.0 NM).

PANS-ATM 8.7.3.3

The separation minimum or minima based on radar and/or ADS-B to be applied shall be prescribed by the appropriate ATS authority according to the capability of the particular ADS-B or radar system or sensor to accurately identify the aircraft position in relation to the centre of a position symbol, PSR blip, SSR response and taking into account factors which may affect the accuracy of the ADS-B and/or radar-derived information, such as aircraft range from the radar site and the range scale of the situation display in use.



1.12 Transfer of Control

1.13 Aircraft Radio Transmitter Failure

PANS-ATM 8.8.3.1.1 and Notes 1 & 2

If two-way communication is lost with an aircraft, the controller should determine whether or not the aircraft’s receiver is functioning by instructing the aircraft on the channel so far used to acknowledge by making a specified manoeuvre and by observing the aircraft’s track, or by instructing the aircraft to operate IDENT or to make SSR code and/or ADS/B transmission changes. Note 1.— Transponder-equipped aircraft experiencing radio communication failure will operate the transponder on

PANS-ATM 8.7.4.1

Where an ATS surveillance service is provided transfer of control should be effected whenever practicable so as to enable the uninterrupted provision of the ATS surveillance service.

PANS-ATM 8.7.4.2

Where SSR and/or ADS-B is used and the display of position indications with associated labels is provided for, transfer of control of aircraft between adjacent control positions or between adjacent ATC units may be effected without prior coordination, provided that:

a) updated flight plan information on the aircraft about to be transferred, including the discrete assigned SSR code or, with respect to SSR Mode S and ADS-B, the aircraft identification, is provided to the accepting controller prior to transfer; b) ADS-B or radar coverage provided to the accepting controller is such that the aircraft concerned is presented on the situation display before the transfer is effected and is identified on, but preferably before, receipt of the initial call; c) when the controllers are not physically adjacent, two-way direct speech facilities, which permit communications to be established instantaneously, are available between them at all times; Note.— “Instantaneous” refers to communications which effectively provide for immediate access between controllers. d) the transfer point or points and all other conditions of application, such as direction of flight, specified levels, transfer of communication points, and especially an agreed minimum separation between aircraft, including that applicable to succeeding aircraft on the same route, about to be transferred as observed on the situation display, have been made the subject of specific instructions (for intra-unit transfer) or of a specific letter of agreement between two adjacent ATC units; e) the instructions or letter of agreement specify explicitly that the application of this type of transfer of control may be terminated at any time by the accepting controller, normally with an agreed advance notice; f) the accepting controller is informed of any level, speed or vectoring instructions given to the aircraft prior to its transfer and which modify its anticipated flight progress at the point of transfer.

PANS-ATM 8.7.4.3

The minimum agreed separation between aircraft about to be transferred and the advance notice shall be determined taking into account all relevant technical, operational and other circumstances.



Mode A Code 7600. Note 2. — ADS-B-equipped aircraft experiencing radio communication failure may transmit the appropriate ADS-B emergency and/or urgency mode.

PANS-ATM 8.8.3.1.2

If the action prescribed in 8.8.3.1.1 and Notes 1 & 2 is unsuccessful, it shall be repeated on any other available channel on which it is believed that the aircraft might be listening.

PANS-ATM 8.8.3.1.3

In both the cases covered by 8.8.3.1.1 and Notes 1 & 2 and 8.8.3.1.2, any manoeuvring instructions shall be such that the aircraft would regain its current cleared track after having complied with the instructions received.

(See PANS-ATM 8.8.3.1.4

Where it has been established by the action in 8.8.3.1.1 and Notes 1 & 2that the aircraft’s radio receiver is functioning, continued control can be effected using SSR code/ADS-B transmission changes or IDENT transmissions to obtain acknowledgement of clearances issued to the aircraft.

1.14 Degradation of Aircraft Position Source Data

(PANS ATM 8.8.5

In order to reduce the impact of a degradation of aircraft position source data, for example, a receiver autonomous integrity monitoring (RAIM) outage for GNSS, the appropriate ATS authority shall establish contingency procedures to be followed by control positions and ATC units in the event of data degradation.



ANNEX B - Phraseology for Application of ATS Survei llance in ADS-B-RAD

1.0 ATC phraseologies related to the use of ADS-B- RAD

1.1 Direct pilot-controller communications shall be established prior to the

provision of surveillance services, unless special circumstances such as emergencies dictate otherwise.

It is anticipated that phraseology for aircraft in receiving a surveillance service, where ADS-B-RAD is implemented should be very similar to that used today in radar surveillance services. The phraseology may need to be changed slightly for the new information source or ADS-B specific related instructions.

1.2 Controllers having a requirement to transmit information with respect to a an ADS-B or radar ground system failure to all stations concerned should preface such transmission by the general call “ALL STATIONS ADS-B/Radar FAILURE”, followed by the identification of the calling station.

1.3 The resumption of the normal use of ADS-B Radar shall be advised by using the following phrase:

“((call sign) or ALL STATIONS) ADS-B/Radar OPERATIONS RESUMED”

2.0 Phraseology in non-normal situations (voice ) (PANS-ATM 12.4.3)

Circumstances Controller

phraseology

Flight crew

phraseology

Ground to request the

capabilities of the

ADS-B airborne

equipment

ADVISE ADS-B

CAPABILITIES

ADS-B

TRANSMITTER...

ADS-B RECEIVER.

NEGATIVE

ADS_B.

Ground to request

reselection of the

RE-ENTER ADS-B

AIRCRAFT

WILCO / UNABLE

(1)



aircraft identification IDENTIFICATION

Ground to request

IDENT

TRANSMIT ADS-B IDENT ROGER IDENT

Ground to request

termination of ADS-B

transmitter operations

STOP ADS-B

TRANSMISSION

WILCO (2)

Ground to request

transmission of ADS-

B altitude

TRANSMIT ADS-B

ALTITUDE

WILCO (1)

Ground to request

termination of

Pressure altitude

transmission because

of faulty operation

STOP ADS-B ALTITUDE

TRANSMISSION

(WILCO / UNABLE

(1)

ADS-B equipment

degradation

ADS-B OUT OF SERVICE +

appropriate information as

necessary

Notes:

(1) Due to avionics architecture, not all aircraft will be able to comply with this request.

(2) In those aircraft where the avionics does not provide a specific control switch associated to the ADS-B system, flight crew should be made aware that stopping ADS-B transmission would also stop transponder transmission as well as the TCAS.



ANNEX C – Flight Planning Provisions for Operating in ADS-B-RAD

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 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

1.2

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.

1.3 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.



Annex D - 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 approach control surveillance and area control 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. Use of ADS-B

• Controllers should be able to clearly define the context in which ADS-B will be used in ADS-B-RAD.

• Controllers should be able to identify the circumstances in which the use of ADS-B is not possible for separation.

• When using ADS-B, controllers should be able to define when they would revert to separation using radar as “sole means”.

• Therefore, it must be emphasised to controllers that if any doubt exists as to the quality of the ADS-B data, or if they are in any way unsure as to the accuracy of an aircraft position, they must always revert to use of radar to provide safe separation.

• Controllers should be able to explain how transfer of aircraft from an ADS-B-RAD to a radar only, ADSB-NRA or procedural area is to be effected.

• If applicable controllers should be able to explain how to identify aircraft entering their area either from an ADS-B-NRA or with no surveillance means (procedural) or a Radar Area without ADS-B-RAD implemented.

• Controllers should be familiar with, and have a basic knowledge of, the RAIM functionality.

.

2. 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.

Training for these events should include the standard phraseology to use in the event of ADS-B being unusable. It should also include training in the return of the system to use.

With respect to training, both ICAO Annex 1 and the Community Licence Directive cover extensively all main training issues.