Professional Documents
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Wm A. Thedford, Ph. D. Jacobs Technology, Inc. USAF ESC/HBAI Lead Surveillance Engineer
Topics
Delivering what we promised when we promised War-winning CapabilitiesOn Time, On Cost
ADS-B OUT
The use of 1090ES and UAT in USAF aircraft Transponders standards Comparison of US, European, Canadian, and Australian standards and requirements Position requirements and military issues
ADS-B IN
Integration of UAT, 1090ES, and TCAS data USAF considerations
1090 ES Operating Frequency Spectrum issues 1090 MHz Serious concern: Same frequency as Mode S; ATCRBS/TCAS II; Mode 4; Mode 5 Same as Mode S replies 2 Hz none 978 MHz
UAT No Concern;: Same frequency of a few DMEs in some in the US) Unique 1 Hz For aircraft flying below 18,000 feet
Operational areas
US only
USAF use
Some trainers
If ADS-B OUT function is integrated in the IFF transponder, RTCA DO 181E must be implemented (DO 181C in todays transponders) What happened to DO 181D?
Included new standards for European Elementary and Enhanced Surveillance (ELS and EHS) and some corrections and clarifications to DO 181C Did not meet the needs of ADS-B version 2
Why DO 181E?
Some modifications to correctly support ADS-B version 2
Integrity - Service - Excellence
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Horizontal Position
Source: GPS (PPS?) or tightly coupled INS The source must have data integrity of 10-7 per operating hour Requires valid position accuracy and integrity data Integrated so position latency supports:
Total latency < 2 seconds (US requirement) Uncompensated latency < 0.6 seconds
TSO-129 Availability Source Integrity Level (SIL) Horizontal Figure of Merit (HFOM) Geometric Altitude Confirmation needed Confirmation needed Confirmation needed Not provided Confirmation needed SA on 89.0%
Provided
Provided
Provided
Provided
Horizontal velocity
Vertical position accuracy
Provided
Not provided
Provided
Some modes of operation only
Latency
Use Standard
Use Standard
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TB1C
TCD
TOMB1
Measuring Equipment (GNSS
engine, integrated GPS/INS hybrid, etc.)
TB1
TOMC
TC
TOMD TD
Total Latency (of horizontal position) is to be less than or equal to 2 seconds. It is the age of the position data that is being used. It is the time from when the signal is received (left side of the diagram, position source time of measurement) to when the position data is transmitted.
Integrity - Service - Excellence
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1. Use Time of Measurement (TOM) from GPS manufacturer or standard. 2. Use standard to determine latency in the receiver and the distribution of data from the receiver. 3. Use measure data for delay in transfer of data from the receiver to the transponder.
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4. Transponder internal processes produce about 0.2 seconds latency. 5. Total latency is the time from TOM to transmit. 6. Reduce total latency by: a. Direct connect b. Position source update > 1Hz c. Use source that is TSOed > C129 d. Use GPS time mark
Integrity - Service - Excellence
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Uncompensated latency is the Time difference between the actual time and the time at which the aircraft was at the position it broadcast Last reported location from the Position Source is extrapolated forward in time using the horizontal velocity
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If part of the data path (e.g. through the bus) does not have a fixed time, use the average delay time
Direct connect avoids these issues
Determine the time since the last position update from the source and use that
Requires time delivered to the transponder and a T=1 ADS-B implementation
Integrity - Service - Excellence
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Note 1: ADS-B equipment compensated latency is bounded by the asynchronous nature of the position source delivery and ADS-B system transmission. Thus ADS-B equipment compensated latency is included in the asynchronous delay row.
Integrity - Service - Excellence
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ADS-B IN
Delivering what we promised when we promised War-winning CapabilitiesOn Time, On Cost
ADS-B IN is the aircraft function that receives ADS-B broadcasts and provides the data for use in the cockpit The ADS-B broadcasts may come from:
Another aircraft Rebroadcast (called ADS-R) of data on a different link (e.g., UAT) Broadcast in ADS-B format of secondary surveillance data from the ground (called Traffic Information Service Broadcast, TIS-B)
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To display position information on proximate aircraft it is necessary to take all of the sources of position information on an aircraft and integrate it into one position The different sources may be
TCAS II (range, azimuth, and altitude relative to own position) Received ADS-B OUT broadcast (Latitude, Longitude, Barometric / Geometric Altitude) Received ADS-R or TIS-B broadcast (Latitude, Longitude, Altitude)
Integrity - Service - Excellence
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Problems to be handled
ADS-B OUT broadcasts have known data latency (0.6 seconds uncompensated), accuracy, and integrity TCAS II position data has low data latency
Range to the other aircraft is very accurate and the azimuth to the other aircraft is very poor (+- 9o)
ADS-R and TIS-B have uncertain data latency and do not transmit data accuracy or integrity data