Module 12

HỌC VIỆN HÀNG KHÔNG VIỆT NAM

KHOA ĐIỆN TỬ VIỄN THÔNG

SLIDE BÀI GIẢNG

A　D　S　-　B
　 Table of contents

1. ADS-B Overview 　
2. Transponder registers
3. ADS-B signals
4. Issues of ADS-B
5. ADS-B surveillance
6. Summary of ADS-B

2
1. ADS-B Overview

3
ADS-B Basic
ADS-B ： Automatic Dependent Surveillance-Broadcast

Basic Schematic of ADS-B

Position data
Broadcast

ADS-B Ground Facility

(Receiver Site)

Controller’s Display

4
What’s needed (Airborne Equipment)
Position data
Broadcast

Equipment sending Equipment providing

position data position data

To Ground 2 ※ 1

3 ways: ※ ： Usually, an equipment

e.g.:
・ ATC transponder which relays position
・ WAAS
data is needed.
・ UAT ・ GPS
e.g. FMS
・ VDL/4 ・ DME/DME
POINT! ・ VOR/DME
Typically, NAV units (GPS Receiver), FMS and ATC Transponder ・ IRS
provide ADS-B function/operation on a passenger aircraft.
In this case, ATC Transponder should have capability to send the
Extended Squitter with correct position data.

5
Type of ADS-B
 Three type of the ADS-B avionics for aircraft
Format abbreviation frequency 普及エリア等
Extended squitter 1090ES 1090MHz Global operation
(for mode S transponder)

VHF Digital Link Mode 4 VDL (Mode) 4 108-137MHz Regional operation

• Northern Europe
• Russia
Universal Access UAT 978MHz Regional operation
Transceiver • USA(for small aircraft)
• Korea

1090ES
(Mode S transponder) VDL Mode 4 UAT

6
ADS-B airborne equipment
 Transmit power
• Large aircraft 　　 500W-600W
Collins

• Small aircraft 　　 250W

Honeywell
Bendix King
 Three types of equipments
• RTCA-260 　 (version 0)
• RTCA-260A 　 (version 1)
• RTCA-260B 　 (version 2)

7 7
Coverage of ADS-B(1090ES)
Depend on the receiver system performance
Maximum 100 – 150NM (in general)
　　 Important factor
 Type of antenna (non-directional or directional)
 receiver
 Location (geographical conditions)
 A number of aircraft and SSR 　

Reports of successful 350NM

 Directional antenna
 High performance receiver
 High altitude flight
 etc

8
Installation of ADS-B Ground station

Terrain screening causes gaps in SSR coverage.

ADS-B Ground station can provide gap filler surveillance function.
ADS-B coverage

ADS-B Ground station

SSR

SSR coverage

9
What’s needed ？ (ground system)

Basic Schematic of ADS-B

Position data
Broadcast

ADS-B Ground Facility

(Receiver Site)

Ground systems!!
Controller’s Display
　　 A Receiver is needed ！
　　　 (if you had already a ATC system)
10
Example of a simple monitoring system
 Cheap (hundreds dollars)
• including system software
• possible of data sharing
　　 with internet Kinetic SBS-3
Airnav Radarbox
 More cheaper (about ten dollars)
• USB stick type
• not including system software

 Other(network service)
• http://www.flightradar24.com/
• http://www.radarbox24.com/

11
Summary of Overview

 The monitoring method very simple

 The structure of receivers are simple
• Hardware
• Software
 Low cost
• Initial cost
• Maintenance costs 　　

12
2. Transponder registers

13
Transponder registers
Comm-B data selector (BDS) value 256 code (0016 ～ FF16 )
Transponder
Maximum
register Assignment
update interval
number

0216 Linked Comm-B,segment2 N/A

・・・ ・・・ ・・・
0516 Extended squitter airborne position 0.2 s
0616 Extended squitter surface position 0.2 s
0716 Extended squitter status 1.0 s
0816 Extended squitter identification and category 15.0 s
0916 Extended squitter airborne velocity 1.3 s
0A16 Extended squitter event-driven information variable
・・・ ・・・ ・・・
6116 Extended squitter emergency/priority status 1.0 s
・・・ ・・・ ・・・
F216 Military applications 15 s

14
3. ADS-B signals

15
1090MHz signal format for Mode S reply

8μs 56 or 112μs

preamble 56 or 112 bit

 preamble
◦ Indicate Mode S signal

 data block （ 56 or 112bit ）

◦ modulation type ： pulse-position modulation （ PPM)
◦ 56bit ： mode S surveillance for SSR, ACAS(short)
◦ 112bit ： mode S Data-link for SSR, ADS-B(1090ES)

16
1090MHz Extended Squitter format
An ADS-B capable ATC Transponder automatically sends an extended squitter
signal (112bits/112μs ） as below in almost one for each half second.
(Note: Transmitting rate is not fixed , since it is only SQUITTER)

１ ６ ９ ３３ ８９

DF
AA ME PI
CA
５ ８ ３２ ８８ １１２

DF Downlink Format
In case of ADS-B, it is fixed as [10001] meaning DF17.
CA Capability; Transponder level, either airborne or on the ground
Usually, set [100=on the ground] or [101=airborne]

AA Address; Aircraft 24bits address (=ICAO 24bits address)

PI Parity/Interrogator identifier

ME Includes aircraft parameters, 56bits （＝ 56μs ）

17
Include in ME field of DF-17(1090ES)
Seven (7) data types has specified and given number as below, which
are included in ME field of DF-17, 1090MHz extended squitter.

① BDS code 05 ： Airborne position (update interval:0.2sec ／ transmit interval:0.5sec)

② BDS code 06 ： Surface position (update interval:0.2sec ／ transmit interval:0.5sec)
③ BDS code 08 ： Aircraft identification and category (update interval:15sec ／ transmit
interval:5sec in air, 10sec on ground)

④ BDS code 09 ： Airborne velocity (update interval:1.3sec ／ transmit interval:0.5sec) 　

⑤ BDS code 0A ： Event driven information
⑥ BDS code 61 ： Emergency/priority status (update interval:1.0sec)
⑦ BDS code 65 ： Aircraft operational status (update interval:1.7sec)

 BDS code 62 ， 63 ， 64 ， 66 ～ 6F are reserved.

 Data of BDS code 65 on version-1 ADS-B equipment is different from data on version-0 ADS-B
equipment.

18
 Type of Message Extended Squitter(ME)
Periodic transmissions
Broadcast Rate
Transponder 1090 ES ADS-
Register B Message On-the-Ground, On-the-Ground
Airborne
not moving and moving

Airborne 0.4-0.6s
BDS0,5 N/A N/A
position (2 times per second)

LOW RATE 4.8-5.2s HIGH RATE 0.4-0.6s

BDS0,6 Surface position N/A
(every 5 seconds) (2 times per second)

Aircraft LOW RATE 9.8-10.2s HIGH RATE 4.8-5.2s HIGH RATE 4.8-5.2s
BDS0,8
identification (every 10 seconds) (every 5 seconds) (every 5 seconds)

Airborne 0.4-0.6s
BDS0,9 N/A N/A
velocity (2 times per second)

TCAS/ACAS RA or Mode-A Code change 0.7-0.9s

BDS6,1 Aircraft status No TCAS/ACAS RA, No Mode-A change 4.8-5.2s

No TCAS/ACAS RA, No Mode-A change, No Emergency, Mode-A Code set to
10008 No transmissions

Note! transmits to 4 or more times per second during flight

19
ADS-B version
ADS-B requirements
 Extended squitter Version 0 (RTCA DO-260)
• Use 1090 ES message format
• Report NUC (Navigation Uncertainty Category)
• NUC value that indicates the integrity and accuracy of the navigation data
• It is a value that includes the uncertainties in practice
 Extended squitter Version 1(RTCA DO-260A)
• Change from version 0
• Report each value which are integrity and accuracy of the navigation data
 NAC (Navigation accuracy category)
 NIC (Navigation integrity category)
 SIL(Source integrity level) 　　
 Extended squitter Version 2(RTCA DO-260B)
• Implemented the solution for the problems that obtained from operational experience
of ADS-B, for the purpose of standalone operation
• Compatibility with version 0 and version 1

20
Type Code Subfield Definitions(for ver.0)
BDS05 Airborne position ， NUCp(Navigation Uncertainty Category - Position)

95% Containment radius,μ and

Type Horizontal Protection Limit
NUCp v, on horizontal and vertical Altitude type
Code (HPL)
position error
9 9 HPL < 7.5m μ< 3m Barometric altitude

10 8 7.5m < HPL < 25m 3m ≤ μ < 10m Barometric altitude

11 7 25m < HPL < 0.1NM 10m ≤ μ < 0.05NM Barometric altitude

12 6 0.1NM < HPL < 0.2NM 0.05NM ≤ μ < 0.1NM Barometric altitude

13 5 0.2NM < HPL < 0.5NM 0.1NM ≤ μ < 0.25NM Barometric altitude

14 4 0.5NM < HPL < 1.0NM 0.25NM ≤ μ < 0.5NM Barometric altitude

15 3 1.0NM < HPL < 2.0NM 0.5NM ≤ μ < 1.0NM Barometric altitude

16 2 2.0NM < HPL < 10NM 1.0NM ≤ μ < 5NM Barometric altitude

17 1 10NM < HPL < 20NM 5NM ≤ μ < 10NM Barometric altitude

18 0 20NM < HPL 10NM ≤ μ Barometric altitude

20 9 HPL < 7.5m μ < 3m and v < 4m GNSS height

21 8 HPL < 25m μ < 10m and v < 15m GNSS height
22 0 25m ≤ HPL 10m < μ or 15m ≤ v GNSS height

21
Type Code Subfield Definitions(for ver.0)
BDS06 Surface position ， NUCp(Navigation Uncertainty Category - Position)

95% Containment radius,μ and

Type Horizontal Protection Limit
NUCp v, on horizontal and vertical Altitude type
Code (HPL)
position error
5 9 HPL < 7.5m μ< 3m No 　 altitude
6 8 HPL < 25m 3m ≤ μ < 10m No 　 altitude
7 7 HPL < 0.1NM 10m ≤ μ < 0.05NM No 　 Altitude
8 6 0.1NM < HPL 0.05NM ≤ μ No 　 altitude

BDS09 Airborne velocity

95% Containment radius,μ and
Type Horizontal Protection Limit
NUCp v, on horizontal and vertical Altitude type
Code (HPL)
position error
Geometric 　 height
19 N/A Not 　 applicable Not 　 applicable difference from 　
Barometric altitude

22
Type Code Subfield Definitions(for ver.2)
BDS05 Airborne position ， NIC (Navigation integrity category)
NIC supplement
Type Horizontal containment radius Navigation integrity
Altitude type
Code A B C limit(Rc) category(NIC)

9 0 0 -- Rc < 7.5m NIC=11

10 0 0 -- Rc < 25m NIC=10
1 1 -- Rc < 75m NIC=9
11
0 0 -- Rc < 0.1NM NIC=8
12 0 0 -- Rc < 0.2NM NIC=7
0 1 -- Rc < 0.3NM
13 0 0 -- Rc < 0.5NM NIC=6
Barometric altitude
1 1 -- Rc < 0.6NM
14 0 0 -- Rc < 1NM NIC=5
15 0 0 -- Rc < 2NM NIC=4
1 1 -- Rc < 4NM NIC=3
16
0 0 -- Rc < 8NM NIC=2
17 0 0 -- Rc < 20NM NIC=1
18 0 0 -- 20NM < Rc or unknown NIC=0
20 0 0 -- Rc < 7.5m NIC=11
21 0 0 -- Rc < 25m NIC=10 GNSS height
22 0 0 -- 25m < Rc or unknown NIC=0

23
Type Code Subfield Definitions(for ver.2)
BDS06 Surface position ， NIC (Navigation integrity category)
NIC supplement
Type Horizontal containment radius Navigation integrity
Altitude type
Code A B C limit(Rc) category(NIC)

5 0 -- 0 Rc < 7.5m NIC=11

6 0 -- 0 Rc < 25m NIC=10
1 -- 0 Rc < 75m NIC=9
7
0 -- 0 Rc < 0.1NM NIC=8
Barometric altitude
1 -- 1 Rc < 0.2NM NIC=7
1 -- 0 Rc < 0.3NM
8 NIC=6
0 -- 1 Rc < 0.6NM
0 -- 0 0.6NM < Rc or unknown NIC=6

BDS09 Airborne velocity

NIC supplement
Type Horizontal containment radius Navigation integrity
Altitude type
Code A B C limit(Rc) category(NIC)

Geometric 　 height
19 Not 　 applicable Not 　 applicable Not 　 applicable difference from 　
Barometric altitude

24
 Type Code Subfield Definitions(for ver.2)
NACp (Navigation accuracy category - Position) SIL(Source integrity level)
95% Horizontal Accuracy Bounds Probability of Exceeding the NIC
NACp SIL
(EPU: Estimated Position uncertainty) Containment Radius(Rc)
11 EPU < 3m – e.g. LAAS 3 ≤1 × 10-7 /per flight hour
10 EPU < 10m - e.g. WAAS
2 ≤1 × 10-5 /per flight hour
9 EPU < 30m – e.g. GPS (SA off)
8 EPU < 0.05NM – e.g. GPS (SA on) 1 ≤1 × 10-3 /per flight hour
7 EPU < 0.1NM – RNP-0.1
0
Unknown or > 1 × 10-3 /per
6 EPU < 0.3NM – RNP-0.3 flight hour
5 EPU < 0.5NM – RNP-0.5
4 EPU < 1NM – RNP-1
3 EPU < 2NM – RNP-2
2 EPU < 4NM – RNP-4
1 EPU < 10NM – RNP-10
0 10NM < EPU- Unknown

25
Airborne position squitter(BDS=05)ver.0
① ②③ ④ ⑤⑥ ⑦ ⑧
05

① 　 Type Code ： 9~22 are used in case of airborne position. Each number, 9~22
indicates parameters of position such as HPL, Rc, NIC, NUC and so on.
② 　 Surveillance Status ： Mode-A code
0:Normal operation 1:emergency 2:changing Mode-A code 3:SPI
③ 　 Single Antenna Flag ： number of L band antenna for ATC transponder
0:dual antenna 1:single antenna
④ 　 Altitude ： Baro altitude (Type code (① ) is 9~18) or GNSS height (Type code (① ) is
20~22)

⑤ 　 Time ：
0:not synchronized to UTC 1:synchronized to UTC

⑥ 　 Compact Position Reporting (CPR) ：

0:denote an even format 1:denote an odd format

⑦⑧ 　 Latitude/Longitude ：

26
Aircraft identification squitter(BDS=08)ver.0
① ② ③ ④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩
08

① 　 Type Code ： 1~4 are used in case of aircraft ID and category

　　　 1:category set D (reserved) 2:category set C (No aircraft) 3:category set B
(Glider/sailplane, Parachutist, Ultralight and so on) 　 4:category set A (Fixed wing
aircraft, Rotercraft)

② 　 Aircraft Category ：
0:No information 1:Light 2:Midium1 3:Midium2 4:High vortex aircraft 5:Heavey
6:High performance 7:Rotercraft

③ ～⑩　 Aircraft Identification Coding (Characters 1-8) ： Flight ID (Max. 8-charactors)

　　　 e.g. GA123 (Flight number)
　　　　　③　 000111 　 = 　 G
　　　　　④　 000001 　 = 　 A
　　　　　⑤　 110001 　 = 　 1
　　　　　⑥　 110010 　 = 　 2
　　　　　⑦　 110011 　 = 　 3
　　　　　⑧　 000000 　 = 　（ space ）
　　　　　⑨　 000000 　 = 　（ space ）
　　　　　⑩　 000000 　 = 　（ space ）

27
Airborne velocity squitter(BDS=09) ver.0 1/4
4 sub-groups that are classified ｂｙ type of aircraft and speed
• Subtype1 & 2 (Velocity over ground)
① ② ③④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩⑪ ⑫ ⑬⑭ ⑮
09 10011

① 　 Type Code ： fixed as 19.

② 　 Subtype ： 1 for Normal aircraft, 2 for Supersonic aircraft

③ 　 Intent Change Flag ： 4sec after [Selected WP], [Next WP] inputs.

④ 　 IFR Capability Flag ： Capability ADS-B based conflict detection

　　　 0:no capability 1:capable
⑤ 　 Navigation Uncertainty Category for Velocity

⑥ 　 Direction bit (E-W) ： 0:East bound, 1:West bound

⑦ 　 East – West Velocity ：

Supersonic aircraft:0~4086kt count by 4kt, Normal aircraft:0~1021.5kt count by 1kt

28
Airborne velocity squitter(BDS=09) ver.0 2/4
• Subtype1 & 2 (Ground speed)
① ② ③④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩⑪ ⑫ ⑬⑭ ⑮
09 10011

⑧ 　 Direction bit (N-S) ： 0:North bound, 1:South bound

⑨ 　 North – South Velocity ：
Supersonic aircraft:0~4086kt count by 4kt, Normal aircraft:0~1021.5kt count by 1kt
⑩ 　 Source bit for Vertical Rate ： 0:GNSS, 1:Baro

⑪ 　 Sign bit for Vertical Rate ：： 0:Up/climb, 1:Down/Descent

⑫ 　 Vertical Rate ： 0~32608ft/min count by 64ft/min

⑬ 　 Reserved for Turn Indicator

⑭ 　 GNSS Alt. Sign bit ： 0:GNSS above Baro, 1:GNSS below Baro

⑮ 　 GNSS Alt. Difference from Baro Alt. ： 0~3137.5ft count by 25ft

29
Airborne velocity squitter(BDS=09) ver.0 3/4
• Subtype3 & 4 (Airspeed and heading)

① ② ③④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩⑪ ⑫ ⑬⑭ ⑮
09 10011

① 　 Type Code ： fixed as 19.

② 　 Subtype ： 3 for Normal aircraft, 4 for Supersonic aircraft

③ 　 Intent Change Flag ： 4sec after [Selected WP], [Next WP] inputs.

④ 　 IFR Capability Flag ： Capability ADS-B based conflict detection

　　　 0:no capability 1:capable
⑤ 　 Navigation Uncertainty Category for Velocity ：

⑥ 　 Status bit ： Magnetic Heading 　

0:not available 1:available

⑦ 　 Magnetic Heading ： 0°~360° count by 0.35°

30
Airborne velocity squitter(BDS=09) ver.0 4/4
• Subtype3 & 4 (Air speed)

① ② ③④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩⑪ ⑫ ⑬⑭ ⑮
09 10011

⑧ 　 Airspeed Type ：　　　 0:IAS, 1:TAS

⑨ 　 Airspeed ：
Supersonic aircraft:0~4086kt count by 4kt, Normal aircraft:0~2021.5kt count by 1kt

⑩ 　 Source bit for Vertical Rate ：　　　 0:GNSS, 1:Baro

⑪ 　 Sign bit for Vertical Rate ：　　　 0:Up/Climb, 1:Down/Descent

⑫ 　 Vertical Rate ： 0~32608ft/min count by 64ft/min

⑬ 　 Reserved for Turn Indicator

⑭ 　 GNSS Alt. Sign bit ： 0:GNSS above Baro, 1:GNSS below Baro

⑮ 　 GNSS Alt. Difference from Baro Alt. ： 0~3137.5ft count by 25ft

31
Important Note!

Sheet-26 to Sheet-31 introduce data formats of ver.0

Extended Squitter (ADS-B).
If someone needs to confirm data formats of ver.1 and/or
ver.2 Extended Squitter (ADS-B), it would be found in
ICAO SARPs Annex 10 volume-IV and the guidance
material Doc.9871, Technical Provisions for Mode S
services and Extended Squitter.
There are characteristic differences between them.

32
ADS-B ground site/ detection process

Image of detection process

1090MHz ES
Time
17 AA ME (BDS-05) PI Get position data, altitude and so on from ME. Get 24bits address from AA.

17 AA ME (BDS-05) PI Update position data, altitude and so on from ME. Get and confirm 24bits address from AA.

17 AA ME (BDS-09) PI Get GS/TAS, Heading, VS and so on from ME. Get and compare 24bits address from AA.

17 AA ME(BDS-05) PI Update position data, altitude and so on from ME. Confirm 24bits address from AA.

17 AA ME (BDS-09) PI Update GS/TAS, Heading, VS and so on from ME. Confirm 24bits address from AA.

17 AA ME (BDS-08) PI Get Flight ID. Get and compare 24bits address from AA.. Compare the Flight ID with F/P.

17 AA ME (BDS-05) PI Update position data, altitude and so on from ME. Confirm 24bits address from AA.

17 AA ME (BDS-65) PI Detect aircraft status, especially ver.0,ver1 or ver.2 from ME.

17 AA ME (BDS-09) PI Update GS/TAS, Heading, VS and so on from ME. Confirm 24bits address from AA.

17 AA ME (BDS-05) PI Update position data, altitude and so on from ME. Confirm 24bits address from AA.

33
4. Issues of ADS-B

34
Issues!
To be used as a surveillance equipment is ADS-B…
 Independence
• Depend on aircraft avionics
• Add function(and/or equipment) necessary

 Integrity
• Position accuracy
• Pretend(spoofing?)(illegal information)

 Compatibility
• Update interval
• Different position accuracy

35
ADS-B Installation rate

Installation rate(%)
Item Remarks
Europe Japan
Aircraft
ELS(Elementary 98.28
84.4 identification
Surveillance)
98.75 SI code
EHS(Enhanced
95.45 84.0
Surveillance)
Extended squitter 77.47 77.8

Note1: Europe 2011/11, Japan 2013/1

Note2: The rate of ADS-B installation aircraft in the Mode S transponder
installation aircraft.
In the case of Europe, the rate of Mode S transponder installation
aircraft in the all transponder installation aircraft is 97.89%.

36
Status of the World
 USA
• Equipped with mandatory in 2020(ADS-B out)
• at or above 18,000ft : Mode S transponder 　　　
• below 18,000ft : UAT

 Europe
• Equipped with mandatory in 2025(ADS-B out)

 Japan
• No concrete plan of equipped with mandatory
Note!
Can’t impose a cost burden on the aircraft operators for ADS-B installation

37
Installation status of Japan
As of today, equipage of ADS-B related equipment on
Japan registered aircraft is estimated as below.
ver.0 :
almost 30 ~ 50 % passenger aircraft (more than 19
passengers and 5,700 kg take off weight)
ver.1 :
a few (maybe B787 only)
ver.2 :
none (The first ver.2 aircraft is expected on or after
2013)

38
Illegal information
in this situation, nobody believes what she said.
However, how shall we know her name and address?

illegal information
I have been waiting for you, my dear.
My name is Megawati, a member of the JKT48.
I am living in Akihabara.

39
Illegal information: data ｉｎ Tokyo area

Aircraft have enough

accuracy for ATC
operation

Aircraft provides no
accurate data .
？？？

40
 Different position accuracy(1/2)
Position Accuracy of ADS-B data is NOT fixed.
It depends on navigation equipment (avionics) and ground facilities.
In some cases, it may be swinging even during a flight.
WAAS available (NACp=10)

WAAS not available

GPS (SA on) available (NACp=8)

DME/DME available (RNP-4)

(NACp=3 → 6)

GPS Rx failed
IRS available (RNP-10) (NACp=1)

41
 Different position accuracy(2/2)
From same reason, position accuracies of ADS-B data from some aircraft who are
flying same air space are different.

FMS onboard (RNP-1 capable)

(NACp=4)

Only VOR/DME Rx onboard

(NACp=0)

GPS Rx onboard (NACp=8)

WAAS Rx onboard (NACp=10)

42
Other issues

 Signal environment
• Consider that many systems use 1,090MHz signals in
the same air space 　 (SSR,MLAT,WAM,ACAS…)
• Consider necessary that the transponder receives
1,030MHz signals
 Alternative
• Consider the plan when the airborne system fails
 security
• Assumption that the use of ADS-B is based on the
view that humans are born good

43
5. ADS-B surveillance

44
Before implementation
Before ADS-B surveillance implementation, States have
considered two examination points.
 Mandate and Requirements (Avionics version, Position
Accuracy, etc.)
Nav Configuration

SA ON GNSS SA AWARE GNSS

Canada/Hudson bay
Do-260/Ver.0 Australia
Hong Kong

Do-260B/Ver.2 Europe USA

 Target fusion (ADS-B and SSR, etc.)

45
Surveillance requirements

Example: USA requirements (Extended Squitter ver.2 only )

Airspace Enroute Terminal
Min Sepa 5NM 3NM 2.5NM in trail App 2.0NM para App Independent para App
NACp 7 8 8 8 8
NIC 5 6 7 7 7

Example: Australia requirements (Extended Squitter ver.0, ver.1 and ver.2)

Min Sepa 5NM 3NM
version Ver.0 Ver.1 and ver.2 Ver.0 Ver.1 and ver.2
NUC 3 - 4 -
NIC - 4 - 5
(Ref. IP ASP11-05 for the ICAO 11th ASP WG meeting)

46
Use of ADS-B
As well known, we have two options to use ADS-B data.
One is ADS-B-NRA, and the other is ADS-B-RAD.
Therefore, SSR can be backup for ADS-B within ADS-B-RAD operation
environment.

ADS-B-NRA ADS-B-RAD
(Non-Radar area) (within Radar coverage)
Australia USA mainland
Singapore Europe core area
Hong Kong (China) Japan (in future)
Bengal Bay etc
Hudson bay (Canada)
etc

47
ADS-B-RAD

In the ADS-B-RAD, one aircraft is monitored in two or more

sensors in the same air space.
For a aircraft target, may not be displayed target data from
several sensors on the control’s display.
→ 　 necessary to make one target data!

Generally, we have two method to integrate target position.

• Mosaic There are two
targets and it is
• fusion troubled.

※from Ministry of Land,Infrastructure,Transport and Tourism HP

48
Method of target integration

Generally, we have two method to integrate target position.

• Mosaic

so popular in this time, many data processing system use this

method. (Japanese existing system and Indonesian system also.)

• fusion
near future technology, some Nations are seeking an adequate
process/program for this method. (USA and Japan also.)

49
Target integration(1/2)
Scenario:
A
Aircraft-A is detected by SSR-1, SSR-2, SSR-3 and ADS-B within a
specified area (RSB=Radar Sort Box).
B Aircraft-B is detected by SSR-1 and SSR-3 only within a RSB.

【 Mosaic 】
Data processing system selects one of surveillance applications in accordance with
preliminary settled priority, and display it on controller’s display. (e.g. 1st=ADS-B,
2nd=SSR-2, 3rd=SSR-1 and 4th=SSR-3)
In case of the scenario as above, the position of Aircraft-A is provided by ADS-B and
Aircraft-B is done by SSR.

【 Fusion 】
Data processing system outputs calculated aircraft position using all surveillance
applications.
In case of the scenario as above, the position of Aircraft-A is calculated from 3-SSRs
data and ADS-B data, Aircraft-B is done by 2-SSRs.

50
Target integration(2/2)
For example
ADS-B

RSB

ADS-B SSR-5 ADS-B SSR-3 SSR-4 SSR-6 ADS-B

ADS-B SSR-5 ADS-B SSR-2 SSR-6 ADS-B SSR-8 SSR-8

SSR-1 SSR-1 SSR-2 SSR-2 ADS-B ADS-B SSR-7

51
What problem does Mosaic have?
It would be a very complicated display.
Some of traffics are displayed with fat refresh rate, and
another are with slow refresh rate.
In addition, on a boundary, controllers would suffer unnatural
moves.

ADS-B SSR-3 SSR-3

ADS-B A/C

SSR-1 ADS-B ADS-B Non ADS-B

A/C

ADS-B SSR-2 SSR-2

52
Target fusion between different applications
Imagine This is a timing chart of some different
ADS-B SSR surveillance applications, such as SSRs, ADS-B
and WAM.
Which data should be merged?
（ Basically, these three kinds of position data are NOT
provided at a same time. ）
Exact position???
WAM

SSR-1
SSR-2
SSR-3

ADS-B

WAM

10 sec 10 sec 10 sec

☆ 　 Conclusion 　☆
・ we need a fusion process in a data processing system.
・ New data processing system should present target position information on
a controller’s display with same data refresh rate for each aircraft.

53
Image of target fusion
SSR

ADS-B

WAM

10 sec 10 sec 10 sec

00:01 00:02 00:03 00:04 00:05 00:06 00:07 00:08 00:09 00:10 00:11 00:12 00:13 00:14 00:15 00:16

Output the
Calculate the aircraft position at 00:10 position
using several data data at
00:10

Note)
Output the
Calculate the aircraft position at 00:11 position There is no ICAO
using several data data at SARPs or international
00:11
standards on the
target fusion matter.
Output the
Calculate the aircraft position at 00:12 position It depends on your/our
using several data data at decision.
00:12

54
Summary of target integration
Mosaic
 merit
 Simple logic
 Cheap
 demerit
 Different update interval
 Not a smooth motion
Fusion
 merit
 Update at 　 regular interval
 Smooth motion
 demerit
 Complex logic
 expensive

55
6. Status of Japan’s ADS-B surveillance

56
RADAR coverage in Japanese air space
Japan has oceanic air space and land(domestic) air space.
Since all land air space are covered by SSRs, Japan will use
ADS-B data following ADS-B-RAD theory.
Yokotsudake
ARSR

Oga ORSR
Yokotsuda Kushir
ke o
Kushiro
Hirata ARSR ARSR

Hachino Hachinohe
Oginojo ARSR ARSR
Oga he

Fukue Jobonza
ORSR Sangunzan n
ARSR Oginojo
Hirat Iwaki
a
Sangunz Jobonzan ARSR
Fukue an Mikaw
Kaseda ARSR a Yamad
Mikunis a
Hakon Iwaki ORSR
Kaseda Imanoya an
e
ma
Hachijoji
ma
Mikawa
Amami ARSR Hakone ARSR

Imanoyama
ARSR
Yaedake

Miyakoji
Amami ARSR
ma

Hachijojima
　　　　　　　　 Ｌ　Ｅ　Ｇ　Ｅ　Ｎ　Ｄ
ORSR 　　　　　　　　　　　 Radar covering area(15,000ft)
Miyakojima ARSR 　　　　　　　　　　　 Radar covering area(30,000ft)
Yaedake ARSR
　　　　　　　　　　　 Dual radar covering area
　　　　　　　　　　　 (15,000ft)

As of Apr.1,2010

57
Use ADS-B in Japan
What shall we do to use the ADS-B on Japanese
ATC services right now?
 To increase number of ADS-B equipped aircraft
→ 　 Difficult! A/C operators never agree.
→ 　 We expects aircraft replacement.

 To consider target fusion with SSR target

→ 　 Ongoing! 　 Not yet.

 To establish operation rules regarding to ADS-B

→ 　 Ongoing! 　 Not yet.

It seems that Japan is an oxygen thief,

because of nothing to do about ADS-B.
58
 Use ADS-B in Japan
Visit the implementation plan(roadmap)
Systems for study
Concrete Policy 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
(Fisical Year)

KANTO/MINAMI-TOHOKU Evaluation

KINK/SETOUCHI

En route WAM CHUBU

HOKKAIDO
The introductory plan of
en route WAM,HARP and SUOUNADA
ADS-B
HARP
HARP
Evaluation

FUKUE

ADS-B HACHIJO

KUMEJIMA

Practical use of existing NARITA PRM

MLAT/PRM

SSR+WAM+ADS-
SSR only SSR+WAM
B

59
 Use ADS-B in Japan
Basic Strategy of JCAB
2010 2015 2020 2025
2010 2015 2020 2025
SSR
SSR SSR
SSR only SSR +WAM
SSR only +WAM +WAM
+WAM +ADS-B
+ADS-B

Increasing ADS-B equipped aircraft

Reducing SSR sites

Expect WAM to detect all

transponder equipped aircraft After the ADS-B equipped aircrafts have
reached enough percentage, Japan
would consider ADS-B mandate.
Using WAM Rx sites, monitor the
ADS-B equipped aircrafts
Note!
JCAB has no plan to avoid SSR facilities in future

60
Use ADS-B in Japan
Why WAM is first, and ADS-B is next?
Aircraft Transponde SSR
(both Mode-A/C WAM ADS-B
Type r and Mode-S)

○ ○ ○
Mode-S with
Newly ADS-B
Aircraft capability

○ ○ △
Mode-S
Carrier without ADS-B
Aircraft capability ver.0 &1

○ ○ △
Mode-S
Newly GA without ADS-B
Aircraft capability ver.0 &1

Old Aircraft
（ Lange and
Small ）
Mode-A/C
○ △ ×
61
3. Summary of ADS-B

62
 Summary of ADS-B
Advantage of the aircraft surveillance by ADS-B
• Air to Ground Surveillance
– High accuracy positioning
– High Update possible
– Low cost - Cost fall of a ground receiver
– Low maintenance - Maintenance of a ground receiver is easy.
– RADAR Shaded area surveillance possible
– PRM application - Surveillance is possible in one calm in the
ground and the air.
• Air to Air Surveillance
– Surveillance of a circumference airplane
– ACAS-X Highly-efficient-izing of an aircraft collision avoidance
system
– ADS-B in-trail - Airplanes operate autonomously.
63
Summary of ADS-B

 The introductory cost of ground facilities is low and a maintenance

cost is also cheap.
　　 However, expense occurs to a system on a plane.

 The design and expansion of surveillance coverage are easy.

 All airplanes cannot be supervised.

 The problem by the malfunction of a GNSS system, disturbance on

purpose, etc.

 It is not a single system and it is desirable to apply in combination with

existing system or WAM of a next-generation system, etc.

64