Greg Dunstone

ADS-B in Australia

ADS-B technology
The Experience in Australia

Greg Dunstone
[email protected]

Version 1.10 1
This presentation (in 2 parts) Greg Dunstone
ADS-B in Australia
PART 1 : Australian experience
• What is ADS-B?
• The environment before ADS-B
• The environment with ADS-B
• Benefits
• How was it achieved ?
• The timeline
• Lessons learnt
• What was necessary ?
• Work in progress

PART 2 : Perspective on ADS-B issues

• Integration with ATC system
• GPS reliance/Spoofing/Privacy
• Bad ADS-B data
• Multilateration
• Other State plans
• DO260 , DO260A, DO260B & retrofit
2
What is ADS-B ? Greg Dunstone
ADS-B in Australia

• Aircraft determines its

position using GPS

• Broadcasts position,
identity, altitude and
velocity information (ADS-B
out)

• Ground stations receive the

broadcasts and relay the
information to air traffic
control

• Other aircraft receive

broadcasts & display to pilot
(ADS-B in)
Slide courtesy of Airservices Australia
3
Better performance than radar Greg Dunstone
ADS-B in Australia

 Better accuracy
₋ except very close to radar
 Higher update rate (2 * per second)
 Each report has an integrity measure
₋ unlike radar
 Significantly lower cost ( 1/10th)
 More data
₋ eg airborne derived velocity vector

Photo courtesy of Airservices Australia

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 What avionics are needed? Greg Dunstone
ADS-B in Australia

 Airframe dependent
3 major elements  Aircraft may have some
AIRCRAFT ID : CALLSIGN
- GPS elements already
- Transponder
- Callsign entry  Transponder
• ADS-B and Radar

 Multiple solutions
• Multiple vendors

 Australia uses 1090Mhz

 Position VARIANTS ONLY. No UAT is permitted.
• GPS SA ON
• GPS SA aware
• WAAS (OK, not POSITION &
required) INTEGRITY
 TRANSPONDER VARIANTS
• INS (not allowed) • DO260 (Version 0)
₋ Adopted by Asia Pac till at least 2020
GPS/ MMR ATC TRANSPONDER ₋ Us ed for 5Nm & 3 Nm s eparation in Australia

ALTITUDE • DO260A (Version 1)

• DO260B (Version 2)
₋ Required by USA/ Europe
Slide courtesy of Airservices Australia
5
 Greg Dunstone
The environment before ADS-B (2003) ADS-B in Australia

 A continent with only 20 radars

RADAR
 11% of worlds airspace, ~1200
controllers, ~12,000 GA aircraft, 480
airports, user pays fees

 Procedural control with VHF voice

communication
> 4 Hours flight time

 Procedural ATC at FIR boundaries

• mismatch of systems, cultures, language
etc
RADAR

 Growing traffic RADAR

 A new airline fleet

 High cost of radar ownership

6
The environment with ADS-B Greg Dunstone
ADS-B in Australia

RADAR

 Nature of ATC in Australia was transformed

• > 70 Ground stations
RADAR
 ADS-B has provided ATC separation
services for more than a decade.
 Transition from “procedural” ATC to ADS-B (only)
surveillance based ATC

 ADS-B separation
• 5 miles enroute
• 3 miles terminal area (Perth & Melbourne) RADAR
+ ADS-B RADAR
RADAR + ADS-B
 ADS-B only at remote towers
RADAR+
ADS-B
 ADS-B supporting surface surveillance
 “Radar identified” is now just “Identified”

7
Operational Benefits Greg Dunstone
ADS-B in Australia

Almost complete ADS-B (only) coverage @ FL290

 More clearances at optimal levels,
> 4 Hours flight time
fewer diversions, higher
predictability
 No stepped climb/descents
 Reduced voice communications
 Reduced ATC & Pilot workload
 Increased Air Traffic Capacity
 Enables ADS-B IN use

Graphic courtesy of Airservices Australia 8

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Safety Benefits Greg Dunstone
ADS-B in Australia

 ATC situational awareness

 ATC Safety nets

 Reduced voice channel congestion

Measured Occupancy
 FIR boundary safety

 Pilot situational improvement

ADS-B only display at remote control towers :

 Search and rescue capability Operational at 5 locations
enhanced Photo courtesy of Airservices Australia
9
Airservices Australia video Greg Dunstone
ADS-B in Australia

10
 Greg Dunstone
Australia shares ADS-B data with ADS-B in Australia
Indonesia and soon with PNG

• Improved safety at FIR boundaries

(common view of traffic) Indonesia PNG

• Operational Feb 2010

• Situational awareness
AUSTRALIA

• Automated Safety nets

• Supports procedural ATC

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Economic Benefits Greg Dunstone
ADS-B in Australia

 ATC provider
• Less radars required
• Increased capacity at lower cost
• Less ATC staff per flight

 Airline
• Operational efficiency
 Fuel & Operating time

• Lower airways charges

 Compared to alternative
 In Australia, Airspace users pay for all
facilities (not the Government)

Photo courtesy of Airservices Australia

• RVSM monitoring
 Without special flights or height
monitoring systems
12
Impact on radars Greg Dunstone
ADS-B in Australia

 Three enroute radars were scheduled to be

removed
• Reduce costs & no significant loss of
service

 First radar (Paraburdoo) was disconnected

on 21 June 2017
• See Australian AIC H12/17 “Paraburdoo
radar decommissioning”
• Airspace now ADS-B ONLY

 Second radar (Sydney basin) disconnected

November 2017
• Reduced radar coverage

 Third radar in progress (Perth TMA).

Safety work complete.

 Australia uses ADS-B as truth data to test

radars !

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How was this achieved ? Greg Dunstone
ADS-B in Australia
Learning, Demonstration, Co-operation, Hard work

 A step by step implementation over more than a

decade.

• A 24/7 operational trial & demonstration

(Bundaberg QLD in 2004)
 Demonstrated success : Seeing is believing

• Deployment of 28 ground stations based

on a one page business case
 Demonstrated success : Doing is better than talking

 Significant stakeholder engagement

• Aircraft New & Old, Big & small

• International, Regional, Bizjets, General

aviation

• Based on : What do we agree on?” and

“How do we get there?”
14
Australian ADS-B avionics Regulations & Greg Dunstone
ADS-B in Australia
Mandate were necessary to :
 Define the acceptable standards.

 Prohibit misleading or non compliant

ADS-B
• Note ICAO Regional Doc 7030 requirements

 Require all IFR to have ADS-B from

Feb 2017
• A few limited exemptions

• VFR exempt, but new transponders must be

ADS-B capable

• Forward fit requirement for SA aware GPS for

aircraft manufactured after Dec 2016

1
5
 Greg Dunstone
ADS-B avionics fitment debate ADS-B in Australia

•Like the SSR transponder

fitment debate

₋ 40 years ago

•How will it be viewed 20 years

from now?
16
Industry requested the Mandate Greg Dunstone
ADS-B in Australia

 Industry vision for “Surveillance in Australia”

developed by stakeholders (ASTRA see
www.astra.aero)
 Synchronised investment (ANSP & Operators)

 In 2010 the Industry stakeholders (ASTRA)

reached a compromise position and asked
regulator for Mandates

 ASTRA includes :
 Major airlines
 RAAA (Regional airlines)
 AOPA (GA) Photo courtesy of Airservices Australia
 ABAA (Bizjets)
 ASAC (Sport aviation)
Presentations & Demonstrations and
 Airservices Australia papers to trade shows, organisations and
 AAA (Airports) even to politicians at Parliament house

17
Australia had numerous mandates as it Greg Dunstone
ADS-B in Australia
learnt & phased in the technology
(Historical perspective – this would not be necessary for others)
Effective date Mandate Status
6 June 2007  Non compliant ADS-B must be disabled Regulation in place
before flight [no bad data] (see CAO 20:18)

12 Dec 2013  Operation at/above FL290 requires ADS-B (All airspace categories)

6 Feb 2014  All IFR aircraft first registered after

6 Feb 2014 must have ADS-B out
 VFR aircraft first registrations must have ADS-
B capable transponder (in class A,B,C,E or
above 10,000 feet)
4 Feb 2016  All IFR must have ADS-B out within 500 Nm Regulation in place
Perth to north & east (see CAO 20:18)

(Applies to aircraft operating in Class

A,B,C, E)

8 Dec 2016  ADS-B position source must be SA aware for Regulation in place
aircraft manufactured after date (see CAO 20:18)

2 Feb 2017  All IFR must have ADS-B out in

(All airspace categories)
Australia
18
Australia’s ADS-B timeline Greg Dunstone
ADS-B in Australia

> Decade of operational use – Aircraft separation

2004 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

DO260B FAA Mandate

Published Published
5/2010

Di scussion
& ADS-B
Approved Mul tiple ground stations being deployed
Vol untary fitment
SYSTEM Operational countrywide
Operational 5 NM (5 Nm Separation services)
tri a l separation

Define ADS-B standards (Avionics)

SYSTEMS Remote tower use
Terminal area
Agree 5 Nm separation for trial use (3 NM)

Mandate 1
MANDATE 1 : No bad ADS-B
transmissions
4 MANDATES
Published MANDATE 2 : PUBLICATION MANDATE 2 : Effective
Mandate 2 3/2009
ABOVE FL290 ABOVE FL290

Published MANDATE 3 :
Mandate 3 MANDATE 3 : PUBLICATION
9/2012 Effective
ALL IFR
ALL IFR
Mandate 4 MANDATE 4 : PUBLICATION
MANDATE 4 :
Effective
SA AWARE GPS (New Aircraft only)
SA AWARE GPS 19
ADS-B Transition Greg Dunstone
ADS-B in Australia

 Services were provided before the mandate

 Airservices gradually increased service

• Initially for situational awareness & safety nets

• Then 5Nm separation in a mixed equipage

environment
₋ Equipped aircraft separated by 5 nautical miles
₋ Non equipped aircraft separated procedurally

 Even in the mandated environment,

sometimes exempt aircraft are separated
procedurally
Radar, ADS-B and ADS-C symbols on live ATC display during transition

Photo courtesy of Airservices Australia

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Lessons were learnt Greg Dunstone
ADS-B in Australia

 Keep focussed on the outcome

 Remain flexible and able to compromise

 80% now is better than 95% in 10 years

 Do the right amount of planning

 Not too little, not too much
 Have a “Vision”
 Demonstrated performance is powerful

 Considerable ongoing effort is required no

matter what the plan
 Fault finding, bugs in equipment/procedures
 Education, media, politics
 Keeping everyone “on track”
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Surveillance and Greg Dunstone
ADS-B in Australia
Navigation were changed together
Navigation Surveillance – using
navigation source

GPS based navigation ADS-B instead of radar

instead of conventional
navaids

With a terrestrial sparse With a radar based backup

backup network
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 Greg Dunstone
Navigation program ADS-B in Australia

 The industry equipped aircraft with

suitable GPS.
Air transport jets used GPS already
GPS became mandatory for IFR in
2016

 Paves the way for PBN efficiency

benefits

 Airservices decommissioned 179

navaids in April 2016 (See Australian AIC
H11/16)

The alternative would have been to

replace them at enormous cost to
their customers.
Image courtesy of Airservices Australia 23
Contributions to achieve this : Greg Dunstone
ADS-B in Australia

 Air Navigation Service Provider (ANSP) provided :

• ATC technical capability (ADS-B receivers, ATC system)
• ATC procedures
• Monitoring capability, statistics, information flow to operators, installers, airlines
• Problem identification, negotiation of solutions, engagement in avionics issues
• Training & knowledge transfer about ADS-B, about GPS, about avionics, about ATC
systems See http://www.airservicesaustralia.com/projects/ads-b/

 ANSP & Regulator provided

• Monitoring capability (are installations good enough, equipage rate statistics)
• Managing exemptions & failures etc

 Airlines provided
• Airline compliance, installation (takes time)
• Procedures & processes for failure conditions

 Aircraft OEMs & Avionics companies

• Products & customer support

 All stakeholders provided

• Training & knowledge transfer
• A will to succeed

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 Greg Dunstone
Regulator Activity ADS-B in Australia

• Regulation to

₋ Define approved type of avionics

₋ Prohibit misleading data
₋ Require ADS-B equipage for operations in certain airspace and for certain
aircraft
₋ Forward fit requirement for SA Aware GPS
₋ Define when mandatory and allow time for fitment
₋ Follow-up and enforcement

• Training & education

Eg: See CASA brochure :
https://www.casa.gov.au/sites/g/files/net351/f/_assets/main/pilots/download/ads-b.pdf

• Procedures to manage exemptions 25

 Greg Dunstone
Engagement internationally ADS-B in Australia

 Significant engagement to ensure compatibility &

that Operators could equip with available
products

• Standard setting ( ICAO, RTCA/Eurocae)

• Airframe companies
• Avionics companies
• FAA, Eurocontrol, Navcanada, (Airservices)
• Our Neighbours : Indonesia, PNG
• IATA

 Least demanding requirement allowed (DO260 and

SA ON)

• Supporting current fleet

• Supporting 3Nm & 5Nm standards
• Recognising forward fit transition to better
standards
• Recognising FAA & Eurocontrol rules will
push DO260B
• FAA requirement for SA aware

26
 Greg Dunstone
ICAO in Asia Pacific ADS-B in Australia

 APANPIRG ICAO ADS-B Study & Implementation

WG (March 2003  April 2016)
 Guidance Documents available
• https://www.icao.int/APAC/Pages/edocs.aspx
• ADS-B Implementation Guidance Document (Version 10 )
• Safety case guidance

 ADS-B is used in Region (Singapore, China,

Vietnam, India, Indonesia, PNG, New Zealand,
Mongolia, Hong Kong….)

 ADS-B data sharing and VHF outlet sharing is

fully operational

 Asia Pac agreed that no “operational approval”

process is required

27
 Greg Dunstone
ICAO Supports ADS-B ADS-B in Australia

 Technical standards (Annex 10)

• Version 0 = DO260
• Version 1 = DO260A
• Version 2 = DO260B

 Separation standards (SASP)

• Circular 326

 PANS ATM Doc 4444

• Wording now “Surveillance” instead of “Radar”

 ASBUs

ICAO Circular 326 – Appendix C 28

 Greg Dunstone
Work continues in Australia : ADS-B in Australia

 Trial : ADS-B only for small airport surface

surveillance

 Examine : ADS-B only for Parallel runway

Monitoring operations

 Examine : Space based ADS-B

 Lower cost avionics (& standards) to enable VFR

voluntary equipage ADS-B only surface trial at Canberra airport

Photo courtesy of Airservices Australia

See http://www.airservicesaustralia.com/projects/ads-b/
29
 Greg Dunstone
ADS-B in Australia

What does ATC think?

 In more than 40 years
experience providing
technology to ATC, it was
the one that was very
enthusiastically accepted –
and more coverage volume
was demanded.

General Manager ATC (at the time) said “ADS-B is better than sliced bread”

30
A potential timeline to transition: Greg Dunstone
ADS-B in Australia

Modify ATC system (& ATC Deliver operational benefits for those equipped. Separation services
SYSTEMS simulator?) to accept Demonstrate value (for all)
ADS-B
Us e for Situational
Provide ADS-B Separation services Potential Critical
awareness & safety
messages to ATC system (for those equipped) path due ATC
nets. Build confidence
system
ATC procedures & training modification and
Adapt ATC procedures for ATC training as
acquisition
local conditions required

Regulator Develop &

publish Time for equipage (>3 years) Potential Critical
mandate path due avionics
Monitor & report fitment rate, support, advise airlines/operators, address equipage lead time
Prepare tools to monitor & issues
support fitment (normally 5 years)
(ANSP or Regulator) Develop compliance procedures & exception management

Safety Validate safety

Validate safety
Develop safety case for local requirements &
requirements &
environment assumptions (SA)
assumptions

All CONTINUALLY CONSULT & Engage all stakeholders 31

 Greg Dunstone
ADS-B in Australia

One minute break – before Part 2

The Blue mountains west of Sydney : ADS-B receiver at Kings Tableland to left.

32
 Greg Dunstone
ADS-B in Australia

PART TWO : A Perspective on ADS-B issues

ADS-B testing on B717

Qantaslink regional fleet

33
 Greg Dunstone
How can I connect ADS-B to ATC? ADS-B in Australia

ATC
System
 Optimum / Preferred : Upgrade ATC system to
accept ADS-B Asterix Cat 21 • Process ADS-B
₋ Simple tracking & matching with flight plan ADS-B (ADS-B data) data & fusion
 Flight ID, Mode A (if available), ICAO 24 bit (least Ground • Match with
desirable)
station(s) flight plan
₋ Include safety nets
₋ Flight plan designators • Safety nets
₋ Possible different ATC symbology • Flight plan
As used in Australian enroute centres designators

 Sub-optimal : Convert ADS-B messages to Radar only ATC

radar like messages ADS-B Convert System
₋ Pseudo radar rotation Ground to
₋ Performance still better than radar station(s) “radar” • Process & fuse
₋ Potential issues if no Mode A code (some old ATC
systems require it) “radar data”
Asterix Cat 21 Asterix Cat 48
 Can fuse based on ICAO 24 bit if Mode S radars are used
(ADS-B data) (“radar” data) • Match with
flight plan
• Safety nets
As used in Perth TMA and Melbourne TMAs
34
Claim : We don’t have a Conops Greg Dunstone
ADS-B in Australia

 The Conops could be as simple as to

“use ADS-B as if it is radar”

 Do you have a radar CONOPS?

• Cut and paste!
• Change the word “radar” to “surveillance”

 Don’t make it complicated

35
 Greg Dunstone
Claim : Aircraft aren’t equipped ! ADS-B in Australia

 That’s up to the ANSP, the regulator, the customers the

Industry & the Government.

• They won’t all equip until you have a mandate

 There is work to do, to “herd the cats”

• To get agreement
• To make it clear that it is good strategy & the benefits exceed
costs

 Each State can require equipage

• Choose whether DO260 is adequate (most airliners are already
equipped)
• DO260B is preferred for new fitments
• DO260 is used for radar like applications including 3Nm and
5Nm separation in Australia
• GPS SA aware preferred – forward fit requirement

 If you wait till everyone is equipped you will never

progress
36
 Greg Dunstone
Claim : Some aircraft give bad data ADS-B in Australia

 Initially true - It will remain the case unless you act. All Airframe OEMs
• What is the impact on ATC operations when experienced ?
All major avionics vendors
• Is radar data always perfect? No
New and Old equipment

 There are some known software or installation errors

• Like faulty SSR transponders. They need to be fixed.
• Investigation and root cause work is ongoing, as for transponders
• Compliance activity by regulator required

 Regulation required to prohibit bad transmissions

• Non compliant transmissions must have NIC/NUC=0
• See Asia-Pac ICAO 7030

 Most bad data is ADS-B transmissions with “INS position

source”
• In early days were seen with NUC*or NIC*=0 and discarded by ATC system
₋ But remained a favourite advertising gimmick by multilateration vendors

• No longer seen in Australia – because

₋ ADS-B is mandatory for IFR. All INS aircraft have ADS-B with GPS position source

Nul labor ADS-B Ground station : Photo courtesy of Airservices Australia

37
* ADS-B reported integrity
 Greg Dunstone
ADS-B depends on GPS ADS-B in Australia

 As does much of society

• Banks, Public Land transport, Pizza delivery
• Enormous incentive to maintain it

 In Australia – a robust radar backup

network in critical areas
• A level of insurance against failure

 The alternative could be NO Sydney airport - Approx. 1,000 movements / day

surveillance

38
Claim : ADS-B - spoofing Greg Dunstone
ADS-B in Australia

 ADS-B data between aircraft and receiver can be spoofed & is

not protected by encryption
• As a one-way transmission, encryption key distribution is problematic
• Change would take 15+ years & require all avionics worldwide to
change.

 No other technical system in civilian ATC is encrypted today

including
• Voice communication
• Navaids
• FANS1A Data link
• Mode A, Mode C and Mode S radar

 One needs to look at total risk, consequences & mitigations

• Spoofing can be considered equivalent to denial of service
(surveillance failure), or equivalent to false radar targets
• One must balance between security/safety improvement and risk
• Air Traffic control is not determined by surveillance alone

39
 Greg Dunstone
Claim : ADS-B – privacy concern ADS-B in Australia

All TCAS aircraft have

 Mode S and TCAS transmissions uniquely identify each Mode S transponders
airframe Mode S
transponder
• Privacy was lost when TCAS & Mode S was implemented in 1970s Without ADS-B
• It is easy to listen to 1090 MHz replies to mode S radars

Autonomously
 Availability of low cost digital receivers makes it a easier to TRANSMITS worldwide
receive
unique 24 bit code
every 1 second
 ADS-B itself is a minor player in the loss of privacy – it adds
position (multilat can get position without ADS-B)
Most TRANSMIT
 Somewhat like character recognition of car licence plates IDENTITY when
for tollways so interrogated by
Mode S radar

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Claim : Multilateration is the solution Greg Dunstone
ADS-B in Australia
 A good tool for some applications (eg. surface
surveillance or PRM ) during transition to ADS-B Precison Runway Monitoring
(PRM) using multilat used at
Sydney
 Has a low cost of acquisition from supplier but is
outweighed by high cost of ownership &
complexity
₋ Communication links
₋ Multiple site ownership (lawyers, leases, power, shelter,
management etc)
₋ Ongoing “adjustment”
₋ Failure modes & duplication issues (how do you test?)
₋ Use of omni interrogators (1030Hz pollution)
₋ Much higher cost than ADS-B alone Airservices Australia uses multilateration for
a) Surface movement surveillance
b) Enroute ATC surveillance (WAM)
 Australia has 2 WAM systems for enroute & PRM c) Precision runway monitoring at Sydney airport (WAM)

applications Graphic courtesy of Airservices Australia

• No plans for more.

• Hopes to replace all existing WAM systems with ADS-B
41
Some Mandates Greg Dunstone
ADS-B in Australia
State What When effective Comments

Australia At or above FL290 Dec 2013 DO260 & SA ON accepted

All IFR all levels Feb 2017 Looking at TSO199 for GA
USA Most aircraft in controlled airspace Jan 2020 DO260B Required

Europe Aircraft operating IFR >5,700KG or >250KTAS cruise June 2020 DO260B Required & SA ON accepted

UAE All IFR Jan 2020 DO260B Required

Singapore At or above FL290 on specified routes Dec 2013 DO260 & SA ON accepted

Vietnam At or above FL290 on specified routes DO260 & SA ON accepted

Hong Kong At or above FL 290 on airways L642 and M771. Feb 2016 DO260 & SA ON accepted

Indonesia At or above FL290 Jan 2018 DO260 & SA ON accepted

Taiwan At or above FL290 on two routes Sept 2016 DO260 & SA ON accepted
All flights at or above FL290 Dec 2019
Colombia All airspace Jan 2020 DO260B

China Proposed and currently under consultation July 2019 DO260

Dec 2022 DO260B
New Zealand NPRM released - All aircraft above FL245 31 Dec 2018 DO260 (with forward fit for DO260B)
Proposed - All aircraft in controlled airspace 31 Dec 2021 Looking at TSO199 for GA
Canada No mandate proposed. Preferential service in Hudson Bay DO260 & SA ON accepted

42
DO260 and SA ON GPS Greg Dunstone
ADS-B in Australia

 DO260B has more functionality, eg

• Better for Surface Surveillance
• Supports Selected altitude warning
• Is required by some air-air applications

 DO260, DO260A and DO260B have

identical accuracy
• But REPORTED accuracy is different
• Accuracy is a function of GPS geometry ADS-B is used in the Tasman sea thanks to an ADS-B receiver on Lord Howe Island
• Radar has no reported accuracy nor reported Oceanic controllers have radar and ADS-B “on-screen”.
Picture is a landing by ADS-B equipped Dash 8 at Lord Howe Island
integrity

 SA aware GPS provides better reported

integrity and better reported accuracy.
• Hence better availability for a defined
containment radius ICAO APANPIRG – adopted DO260
• It is desirable. A forward fit requirement exists
in Australia.

43
The Retrofit challenge Greg Dunstone
ADS-B in Australia

 Whilst DO260B and SA aware are better and desirable

• most fleets have a large percentage of DO260 aircraft

• It is usually somewhat expensive to swap to DO260B
₋ More than software – needs pin wiring

• A good case can be made that DO260 & SA ON are good

enough for current applications but probably not good
enough for the generational paradigm shift required in
future.

 One strategy is to accept DO260 initially and slowly

transition to DO260B later Graphic courtesy of Airservices Australia

• Avoids having to immediately retrofit half the fleet

44
 Greg Dunstone

Summary ADS-B in Australia

 ADS-B is mature and in operational

use for separation for more than a
decade.
• Higher performance surveillance at lower
cost (compared to radar)

 There is cost of delay

• Higher safety risk compared to
alternative - depending on environment
• Radar cost of ownership
• Delay of benefits to airlines

45
 Greg Dunstone
ADS-B in Australia

 ADS-B Technology was

flying in 1994

 It is now widely fitted

and time for Industry to
derive maximum benefit

 Why delay?

Video courtesy of FAA

46
 Greg Dunstone
ADS-B in Australia

Thank you for your attention.

Questions ?

47
 Greg Dunstone
ADS-B in Australia

The Australian ADS-B mandate

 See https://www.casa.gov.au/standard-page/key-timelines

 See CAO 20:18

https://www.legislation.gov.au/Details/F2016C01077

48
Mandate extract : Greg Dunstone
ADS-B in Australia
9B.3 If an aircraft carries ADS-B transmitting equipment for operational use in Australian territory, the equipment must comply with an approved equipment configuration.
9B.4 If an aircraft carries serviceable ADS-B transmitting equipment for operational use in Australian territory, the equipment must transmit:

(a) a flight identification that corresponds exactly to the aircraft identification mentioned on the flight notification filed with ATC for the flight; or
(b) if no flight notification is filed for the flight — a flight identification that is:
(i) for an aircraft registered on the Australian Civil Aircraft Register and operating wholly within Australian territory — the aircraft’s registration mark; or
(ii) for an Australian aircraft registered by a RAAO — in accordance with the organisation’s operations manual; or
(c) another flight identification directed or approved by ATC.

9B.5 If an aircraft carries serviceable ADS-B transmitting equipment that complies with an approved equipment configuration, the equipment must be operated continuously during the flight in all airspace at all altitudes unless the pilot is
directed or approved otherwise by ATC.

9B.6 If an aircraft carries ADS-B transmitting equipment which does not comply with an approved equipment configuration, the aircraft must not fly in Australian territory unless the equipment is:
(a) deactivated; or
(b) set to transmit only a value of zero for the NUCp or NIC.
Note It is considered equivalent to deactivation if NUCp or NIC is set to continually transmit only a value of zero.

9B.7 However, the equipment need not be deactivated as mentioned in paragraph 9B.6 if the aircraft is undertaking an ADS-B test flight in V.M.C. in airspace below FL 290.

9B.8 On and after 12 December 2013, any aircraft that is operated at or above FL 290 must carry serviceable ADS-B transmitting equipment that complies with an approved equipment configuration by meeting the conditions for approval
set out in Appendix XI.

9B.9 An aircraft:
(a) that is manufactured on or after 6 February 2014; and
(b) that is operated under the I.F.R.;
must carry serviceable ADS-B transmitting equipment that complies with an approved equipment configuration by meeting the conditions for approval set out in Appendix XI.
9B.10 On and after 2 February 2017, an aircraft:
(a) that is manufactured before 6 February 2014; and
(b) that is operated under the I.F.R.;
must carry serviceable ADS-B transmitting equipment that complies with an approved equipment configuration by meeting the conditions for approval set out in Appendix XI.

9B.12 Paragraphs 9B.8 to 9B.11 do not apply to an aircraft if:

(a) the aircraft owner, operator or pilot has written authorisation from CASA, based on a safety case, for the operation of the aircraft without the ADS-B transmitting equipment; or
(b) the equipment is unserviceable for a flight, and each of the following applies:
(i) the flight takes place within 3 days of the discovery of the unserviceability;
(ii) at least 1 of the following applies for the flight:
(A) flight with unserviceable equipment has been approved by CASA, in writing, subject to such conditions as CASA specifies;
(B) the unserviceability is a permissible unserviceability set out in the minimum equipment list for the aircraft and any applicable conditions under subregulation 37 (2) of CAR 1988 have been complied with;
(iii) ATC clears the flight before it commences despite the unserviceability.

49
ADS-B standard Greg Dunstone
ADS-B in Australia
Part A
Approved equipment configuration
1 An equipment configuration is approved if it complies with the standards specified in Part B or Part C of this Appendix.
Part B
ADS-B transmitting equipment — standard for approval
2 ADS-B transmitting equipment must be of a type that:
(a) is authorised:
(i) in accordance with (E)TSO-C166( ), or a later version as in force from time to time; or
(ii) by CASA, in writing, in accordance with:
(A) ATSO-C1004a, or a later version as in force from time to time; or
(B) ATSO-C1005a, or a later version as in force from time to time; or
(b) meets the following requirements:
(i) the type must be accepted by CASA as meeting the specifications in RTCA/DO-260 dated 13 September 2000, or a later version as in force from time to time; and
(ii) the type must utilise HPL at all times HPL is available; or
(c) is otherwise authorised, in writing, by CASA for the purposes of subsection 9B of this Civil Aviation Order as being equivalent to one of the foregoing types.
GNSS position source equipment — standard for aircraft manufactured on or after 8 December 2016
3 For an aircraft manufactured on or after 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver of a type that is authorised in accordance with (E)TSO-C145a or (E)TSO-C146a, or a later version as in force from time to time; or
(b) a GNSS receiver of a type that is authorised in accordance with (E)TSO-C196a, or a later version as in force from time to time; or
(c) a GNSS receiver or system which meets the following requirements:
(i) is certified by an NAA for use in flight under the I.F.R.;
(ii) has included in its specification and operation the following:
(A) FDE, computed in accordance with the definition at paragraph 1.7.3 of RTCA/DO-229D;
(B) the output function HPL, computed in accordance with the definition at paragraph 1.7.2 of RTCA/DO-229D;
(C) functionality that, for the purpose of HPL computation, accounts for the absence of the SA of the GPS in accordance with paragraph 1.8.1.1 of RTCA/DO-229D; or
(d) another equivalent system authorised in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 3, namely, those certified to (E)TSO-C145a or (E)TSO-C146a, or later versions, or those manufactured to comply with (E)TSO-C196a.
GNSS position source equipment — standard for aircraft manufactured before 8 December 2016
4 For an aircraft manufactured before 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver or system that complies with the requirements of clause 3, other than sub-subparagraph 3 (c) (ii) (C) which is optional; or
(b) an equivalent GNSS receiver or system that has been approved in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 4, namely, those certified to (E)TSO-C145a or (E)TSO-C146a, or later versions, or those manufactured to comply with (E)TSO-C196a. Some later versions of GNSS receivers
certified to (E)TSO-C129 may also meet the requirements, i.e. those having FDE and HPL features incorporated.
Altitude source equipment — standard
5 The pressure altitude transmitted by the ADS-B transmitting equipment must be determined by:
(a) a barometric encoder of a type that is authorised in accordance with (E)TSO-C88a, or a later version as in force from time to time; or
(b) another equivalent system authorised in writing by CASA.
Aircraft address — standard
6 Unless otherwise approved, in writing, by CASA, the ADS-B transmitting equipment must:
(a) transmit the current aircraft address; and
(b) allow the pilot to activate and deactivate transmission during flight.
Note The requirement in paragraph 6 (b) is met if the ADS-B transmitting equipment has a cockpit control that enables the pilot to turn the ADS-B transmissions on and off.

50
ADS-B standard Greg Dunstone
ADS-B in Australia
Part C

Alternative approved equipment configuration — standard for aircraft manufactured on or after 8 December 2016

7 For an aircraft manufactured on or after 8 December 2016, an equipment configuration is approved if:

(a) it has been certified by EASA as meeting the standards of EASA AMC 20-24; and

(b) the aircraft flight manual attests to the certification; and

(c) the GNSS receiver or system complies with the requirements of clause 3 in Part B.

Alternative approved equipment configuration — standard for aircraft manufactured before 8 December 2016

8 For an aircraft manufactured before 8 December 2016, an equipment configuration is approved if:

(a) it has been certified by EASA as meeting the standards of EASA AMC 20-24; and

(b) the aircraft flight manual attests to the certification; and

(c) the GNSS receiver or system complies with the requirements of clause 4 in Part B.

51
 Greg Dunstone

ADS-B Reported Quality ADS-B in Australia

POSITION +

NUC/NIC (derived from HPL)

POSITION + POSITION +

FOM (derived from HPL)

GPS
ADS-B ADS-B
Calculate HPL TRANSMITTER GROUND ATC SYSTEM
HFOM STATION

HPL / HIL
ARINC130

POSITION +

Quality factors
ADS-B Cockpit Display
Airborne SYSTEM
Receiver

Philosophy : The user decides if the data is

good enough to use for the application!