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3FMS NEAN VIEW Eurocontrol ADS Programme: Definition of operational case studies - version 1.0 (DOC ID: P118D002 )

Subject This document has been produced by Helios Technology Ltd to support the Author(s) Mike Shorthose, Martin Hawley, Andrew Ives, Kevin
ADS NEAP Eurocontrol Automatic Dependent Surveillance (ADS) programme. A major work Tucker, Helios Technology Ltd
package of Stage 1 of the ADS Programme is intended to carry out a validation of the
AFMS NLR Architecture & Design ADS Strategy, Concept and Requirements. The work described in this note defines a
Keywords CNS, ADS-C, ADS-B
set of operational case studies (OCS) as the first step in Stage 1. Filename p118d002.pdf
AIRSAW PETAL Flight Trials Date 25 May, 2000

ARINC RHEA Mathematical Model

VIEW EUROCONTROL ADS Programme - Scenarios for Analysis (DOC ID SUR/ET3/ST06.2100/001)
DAG-TM RTCA Operational Concepts Subject This note describes ADS scenarios that will be used in support of the Author(s)
EUROCONTROL ADS programme. Each scenario will be used to illustrate how ADS
EMERALD SafeFlight21 Program, Planning, Progress could be introduced into Europe, describing the factors that will affect this
Keywords CNS, ADS-C

introduction.
Filename ads_scenarios_v10.pdf
EUROCAE SUPRA Simulation results Date 16 May, 2000

FARAWAY TELSACS Standards and Requirements

VIEW EUROCONTROL ADS Programme - High-Density 2015 European Traffic Distributions for Simulation (version
1.2)
FREER TORCH
Subject Contains the description of a distribution of aircraft traffic for the purposes of Author(s)
simulations. The distribution represents an instantaneous snapshot of aircraft
Glasgow Uni TUB Keywords CNS
traffic. It will be used for system performance modelling (particularly
surveillance/communications systems) under the highest instantaneous load
Filename traffic_distribution1_2.pdf
MAICA conditions. Date 24 March, 2000

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An Overview of ADS

- Principles, Drivers, Activities, Technology and Standards -

1 June 1999, v1.0

Table of Contents

1. Introduction ............................................................................................................4
1.1. General....................................................................................................................................4
1.2. How to get more information ....................................................................................................4

2. Principles of ADS ...................................................................................................5

2.1. Overview .................................................................................................................................5
2.2. Information content of messages..............................................................................................6
2.3. Operation in different phases of flight.......................................................................................6
2.4. ADS in relation to other surveillance approaches .....................................................................6
2.5. ADS-Contract and ADS-Broadcast ...........................................................................................8
2.6. The ADS System ................................................................................................................... 12

3. Drivers for ADS.....................................................................................................14

3.1. The Historical Development of ADS ....................................................................................... 14
3.2. ADS Requirements ................................................................................................................ 14
3.3. New Applications Enabled by ADS-B...................................................................................... 14
3.4. Use of ADS in ATM and Non-ATM Functions ......................................................................... 15

4. ADS-C Data Link Technologies...........................................................................17

4.1. Introduction ............................................................................................................................ 17
4.2. FANS-1/A ADS-C................................................................................................................... 17
4.3. ICAO ADS-C.......................................................................................................................... 18
4.4. The ADS-C protocol ............................................................................................................... 18
4.5. Subnetwork issues ................................................................................................................. 19

5. ADS-B Data Link Technologies...........................................................................20

5.1. Introduction ............................................................................................................................ 20
5.2. Mode S Extended Squitter ..................................................................................................... 20
5.3. VDL Mode 4 ........................................................................................................................... 21
5.4. UAT ....................................................................................................................................... 22

6. Supporting Technologies ....................................................................................23

6.1. Introduction ............................................................................................................................ 23
6.2. Navigation and other onboard data sources............................................................................ 23

1 June 1999, v1.0 An Overview of ADS Page 2

 6.3. Cockpit Display of Traffic Information (ADS-B)....................................................................... 23
6.4. Changes to SDPD and ground functions ................................................................................ 24

7. A Selection of ADS Activities ..............................................................................26

7.1. Introduction ............................................................................................................................ 26
7.2. EUROCONTROL ADS Programme........................................................................................ 26
7.3. Operational use of FANS-1/A in the South Pacific.................................................................. 26
7.4. NEAN/NEAP/NUP.................................................................................................................. 27
7.5. Safeflight 21........................................................................................................................... 27

8. Standards Development ......................................................................................29

8.1. Introduction ............................................................................................................................ 29
8.2. ICAO...................................................................................................................................... 29
8.3. AEEC..................................................................................................................................... 29
8.4. EUROCAE/RTCA................................................................................................................... 29
8.5. Summary of ADS Standards .................................................................................................. 31

9. Abbreviations .......................................................................................................32

1 June 1999, v1.0 An Overview of ADS Page 3

1. Introduction

1.1. General

This document gives an overview of ADS and in particular covers these topics:
§ The principles behind ADS,
§ The drivers for ADS,
§ ADS technologies,
§ A selection of ADS activities,
§ ADS standards.
In this document, the term “ADS” embraces both ADS Contract and ADS Broadcast. The terms
“ADS-B” / “ADS Broadcast” or “ADS-C” / “ADS Contract” are used explicitly where only one
concept is being discussed. This differs from ICAO usage where “ADS” refers to “ADS
Contract”, “ADS-B” refers to “ADS Broadcast” and there is no general term including both
concepts.

1.2. How to get more information

For more information on EUROCONTROL’s ADS Programme, contact Pieter van der Kraan at
EUROCONTROL on:

Telephone: +322 729 3359

Fax: +322 729 9086

Or visit the EUROCONTROL ADS website:

www.eurocontrol.be/projects/eatchip/ads

1 June 1999, v1.0 An Overview of ADS Page 4

2. Principles of ADS

2.1. Overview

ADS is defined by ICAO as:

“A surveillance technique in which aircraft automatically provide, via a datalink, data derived
from on-board navigation and position-fixing systems, including aircraft identification, four-
dimensional position, and additional data as appropriate.”(ICAO Circular 256-AN/152)

Although the ICAO definition refers explicitly to aircraft, ADS may also be used by ground
vehicles, although this is less mature than aircraft use of ADS. Together, aircraft and ground
vehicles may be referred to collectively as ‘mobile platforms’.

Using ADS, a mobile platform will send information in a surveillance message (an ‘ADS report’)
to other systems via the datalink. ADS-C and ADS-B are different techniques built on this
principle.

Figure 1 illustrates data transfer between the mobile platforms (aircraft and ground vehicles)
and ground systems that may occur using ADS.

Figure 1: ADS data transfer

ATM/Non-ATM
functions

ADS requires a data link and, reliable and accurate navigation system to be available on board
of the mobile platform. As a result of these requirements, ADS is highly dependent on
sophisticated airborne systems. This is different from conventional surveillance systems which
require less sophisticated aircraft equipment, if any. Another difference is that aircraft position
measurements are made at the ground sensor with conventional surveillance radar, but with

1 June 1999, v1.0 An Overview of ADS Page 5

 ADS the position measurements are made on the aircraft itself and are based on the
information used to navigate the aircraft.

On the ground ADS requires ground communications equipment (known as ‘data acquisition
units’) to receive ADS information and to pass it to the appropriate surveillance systems.

ADS does not usually require any input or co-operation from the aircrew or vehicle driver.

2.2. Information content of messages

A mobile platform’s ADS surveillance message is usually known as an ADS report and contains
information such as the following:
§ mobile platform identity;
§ 3-D position;
§ a timestamp;
§ indication of navigation figure of merit (this is a measure of the accuracy of the onboard
navigation system).
Other information may also be contained in the ADS report, such as:
§ ground track and speed;
§ airspeed and heading;
§ vertical rate;
§ next waypoint;
§ meteorological information.

2.3. Operation in different phases of flight

ADS has the potential to be used for:

§ Air-to-ground surveillance, i.e. surveillance of aircraft in flight by ground systems. This is a
conventional ATC role and would complement conventional techniques.
§ Air-to-air surveillance, i.e. surveillance between two aircraft, potentially without the
presence of a ground infrastructure. This is a unique feature of ADS-B and also gives
mobile platform-to-mobile platform surveillance.
§ Ground movement surveillance, i.e. surveillance of aircraft or ground vehicles when on the
ground by ground systems. This would provide for surveillance when on the airport surface
and again would complement conventional techniques.
ADS can potentially provide surveillance coverage from ‘gate-to-gate’, i.e. from the aircraft’s
first movement on the ground through all phases of flight and back onto the ground.

2.4. ADS in relation to other surveillance approaches

The following list describes the different approaches that presently used for civil aviation:

• Primary radar (PSR). Primary radar provides surveillance of all aircraft, independent of their
equipage. With primary radar, only aircraft 2-D position is known and other information such
as identity and altitude is not available. It is used largely by the military and as a back-up in
case SSR fails. Primary radar coverage is required for high-complexity TMAs by the

1 June 1999, v1.0 An Overview of ADS Page 6

 EUROCONTROL surveillance standard. Primary radar is also used to provide surveillance
used on the airport surface.

• Secondary radar (SSR) Mode A/C. Secondary radar provides surveillance of all aircraft
equipped with a functioning SSR transponder. The SSR transponder is used to report the
aircraft’s measured barometric altitude and an identity code via a simple data link, thus the
aircraft 3-D position and identity is known. Dual SSR coverage is required for use in en-
route airspace and major terminal areas by the EUROCONTROL surveillance standard.

• Mode S. This is an enhancement to SSR Mode A/C in which more data transfer capabilities
are added to the aircraft. It also overcomes certain limitations of SSR Mode A/C, for
example, increasing the number of aircraft identity codes available and providing greater
altitude precision. Mode S is not presently operational in ECAC airspace. Mode S includes
several capabilities:
• Elementary Surveillance: Basic identity and altitude reporting. The aircraft’s callsign can
also be made available to the ground via the data link.
• Enhanced Surveillance Reporting of intent, velocity and other information through the
use of the downlink of airborne parameters (DAPs). This makes information from the
avionics systems available to ground systems and in this respect provides a similar
function to ADS. The implementation of enhanced surveillance in the core area of
ECAC is the target of the EUROCONTROL IIMSES program.
• Data link: Mode S can potentially act as a communications subnetwork of the
Aeronautical Telecommunications Network (ATN). It also can also act as a non-ATN
data link with broadcast and other functions.
• Extended Squitter ADS-B: This is a potential ADS-B data link and is described in
Section 5.2.
• ACAS/TCAS is also related to Mode S/SSR operation. This airborne collision avoidance
system operates in the same frequency bands as Mode S/SSR and with compatible
protocols.

• Manual position reporting. Aircrew reports data from navigation system via a voice
communication link (usually HF radio). It is used in the North Atlantic and other areas where
there is communications coverage but no surveillance infrastructure. It may also be used in
the event of a failure of surveillance infrastructure in continental areas. Manual position
reporting is not generally used in ECAC airspace.

In the long term, a multi-surveillance environment could evolve in ECAC airspace. This would
see different types of surveillance system, including ADS, in operation in overlapping and
complementary coverage. Figure 2 illustrates the concept of the multi-surveillance environment.

1 June 1999, v1.0 An Overview of ADS Page 7

 Figure 2: Multi-surveillance environment

ADS-C

PSR
SSR/Mode S

ADS-B

2.5. ADS-Contract and ADS-Broadcast

There are two types of ADS: ADS-Contract and ADS-Broadcast, described below.

2.5.1. ADS-Contract

ADS-Contract (ADS-C, also known as ADS-Addressed, or ADS-A) involves the transmission of

position, identity and other information from a mobile platform (aircraft or ground vehicle) to a
single ground function. All ADS-C communications are point-to-point communications between
systems on the aircraft and the ground. ADS-C relies on a two-way communications flow from
ground functions to and from the mobile platform.

Figure 3 illustrates ADS-C information being passed from an aircraft to a surveillance function
on the ground.

1 June 1999, v1.0 An Overview of ADS Page 8

 Figure 3: ADS-Contract

ATM/Non-ATM
functions

The rate at which the mobile platform transmits information, the information sent and the
conditions under which the mobile platform transmits data are all controlled by the ground
function using a ‘contract’with the aircraft which specifies the reporting conditions. The contract
is initiated by the ground function and must be agreed between the ground function and the
ADS application on the mobile platform. An aircraft may have several different contracts with
different ground functions at the same time and they may be changed during the course of the
flight.

The ground function that establishes the contract and uses the data can include ATM and non-
ATM functions, and these are described in Section 3.4.

Because a point-to-point (connection oriented) data link is used, the reception of each ADS-C
message is guaranteed and reliable unless there is a total loss of data link communications in
which case the sender would be notified of this fact. ADS-C users may be confident that either
data will be delivered to the receiving party or they will be notified if communications have
failed.

Early implementations of ADS-C have focussed on satellite communications as the data link
because the greatest initial benefits of ADS are in areas where there is no surveillance
infrastructure at present, e.g. oceanic or continental areas with low traffic density.

Although it is technically possible for ADS-C to be used to provide position reporting in busy
TMAs and on the airport surface, the presently available data links are not suitable for this. The
EUROCONTROL ST-15 study, which investigated data link suitability for ATS applications,

1 June 1999, v1.0 An Overview of ADS Page 9

 determined that there was insufficient capacity from presently available data links to meet the
high reporting rate requirements that are defined for TMAs and surface movement. Hence ADS-
C will probably not be used by ground vehicles in the intermediate term and will be restricted to
aircraft applications where low reporting rates are required (eg low density areas).

ADS-C may be implemented at the same time as other data link applications, in particular
Controller-Pilot Data Link Communications (CPDLC). In fact, it is foreseen by ICAO that “the
ADS[-C] application should be supported by direct two-way controller pilot data link and voice
communication”, i.e. there will be CPDLC and voice communications also available.

2.5.2. ADS-Broadcast

ADS-Broadcast (ADS-B) is defined by ICAO as:

“ADS-B is a surveillance application transmitting parameters, such as position, track and ground
speed, via a broadcast mode data link, and at specified intervals, for utilisation by any air and/or
ground users requiring it.”

Figure 4 illustrates the transfer of ADS-B information from an aircraft to other users in the
vicinity.

1 June 1999, v1.0 An Overview of ADS Page 10

 Figure 4: ADS-Broadcast

For example,
ATM/Non-
cockpit display
ATM functions

ATM/Non-ATM
functions

ADS-B relies on the regular and frequent transmission of ADS reports via a broadcast data link.
The ADS-B reports are sent periodically by the mobile platform with no intervention from the
ground function. ADS-B reports may be received and processed by any recipient in range of the
transmitting mobile platform. If received by a ground data acquisition unit, the ADS-B report will
be processed with other surveillance data and used by ATM or non-ATM functions.

ADS-B offers surveillance data delivery from air-to-air or from air-to-ground. Transmitting data
directly from air-to-air means that there is no need for a ground infrastructure to be present for
airborne surveillance to be performed. Using ADS-B reports received from surrounding aircraft,
a traffic surveillance picture can be generated in the cockpit of all aircraft. Direct air-to-air
surveillance, as offered in ADS-B, is not available from ADS-C.

ADS-B reports are not acknowledged. Therefore, the transmitting mobile platform does not
know which, if any, recipients are receiving and processing the ADS-B reports. There will be an
occasional loss of messages (ie ADS reports transmitted but not received correctly) due to the
nature of this broadcast approach.

ADS-B transmissions lie outside of the ATN or ACARS, which only provide point-to-point
(connection oriented) communications.

1 June 1999, v1.0 An Overview of ADS Page 11

2.6. The ADS System

Figure 5 illustrates the components in the overall ADS System on an aircraft and ground
systems. Note that the ground components will always be present when using ADS-C, but they
may not be present in an ADS-B environment. Some of the components may have multiple
roles, for example the crew display may support other systems in addition to ADS.

Figure 5: ADS system components

Crew interface/
display *

Data link equipment/ ADS Navigation

Data acquisition unit application system

ATM/Non-ATM
functions

Surveillance data
Data link equipment/ ADS
processing and
Data acquisition unit application
distribution (SDPD)

* = Depends on implementation

The components are described below:

§ Navigation/avionics systems (mobile): These are the systems that provide the necessary
data to the ADS system, including user’s identity, position and other data.
§ ADS Application (mobile): This manages the processing, encoding and transmission ADS
data. It may also manage the reception of ADS-B information from other mobile units. In the
case of ADS-C, it must manage the contract that has been established with the ground ADS
application.
§ SDPD (mobile): This processes surveillance data, if it is received on the mobile unit, for use
by on-board systems.
§ Data Link Equipment/ Data acquisition unit (mobile): For ADS-B, this transmits the ADS-B
reports to other users and, possibly, receives ADS-B reports from other mobile units. In the

1 June 1999, v1.0 An Overview of ADS Page 12

 case of ADS-C, it provides a two-way communications functions with the ground systems,
including the transmission of the ADS reports to the ground.
§ Crew interface/display (mobile): This may have several functions, including the display of
other ADS information received from an ADS-B system, or the input of ADS data (for
example, aircraft callsign or next waypoint).
§ Data Link Equipment/ Data acquisition unit (ground): For ADS-B, this receives ADS-B
reports from mobile platforms and possibly transmits broadcast information to those users.
In the case of ADS-C, it provides a two-way communications functions with the mobile
systems.
§ ADS Application (ground): This manages the reception of ADS information from mobile
platforms. In the case of ADS-C, it manages the establishment and change of the ADS
contracts.
§ SDPD (ground): This processes the received surveillance data for use by ground systems.

1 June 1999, v1.0 An Overview of ADS Page 13

3. Drivers for ADS

3.1. The Historical Development of ADS

ADS has been driven, to a greater or lessor extent, by the availability of new technology.
Through the new technology, the possibilities of dependent surveillance have become visible.
The main two technological developments that have led to ADS are:

§ Data links which are used to transmit digital information from an aircraft to a ground system
(possibly via a satellite) or to another aircraft.

§ Navigation systems which can provide the aircraft location in terms of latitude/longitude co-
ordinates. Such systems have been around for some time (inertial navigation systems are
used for navigation in remote and oceanic areas) but low costs systems based on the
Global Positioning System (GPS) have only recently become available.

In ADS, these two technologies are integrated with appropriate protocols to provide the ADS
application.

The rapid pace of technology development, combined with the relatively slow pace of
international standardisation, has meant that the first systems to be available are based on
airline industry standards.

3.2. ADS Requirements

Development of operational requirements for ADS-C and ADS-B is undertaken at the highest
level by ICAO. The ICAO ADSP has produced a manual of ATS data link applications which
provides guidance on the implementation of data link applications for aviation authorities,
airspace users and service providers. It defines requirements for ADS-C and ADS-B
performance for air-to-ground purposes (not air-to-air).

The RTCA, an industrial organisation in the US, has also defined a ‘MASPS’ for ADS-B,
including requirements for air-to-air range for different applications.

3.3. New Applications Enabled by ADS-B

The ‘unique’feature of ADS-B is the capability that it provides for air-to-air (or mobile-to-mobile,
eg aircraft-to-ground vehicle) situation awareness without a requirement for a ground
infrastructure. This will enable new applications and the RTCA ADS-B MASPS identify such
applications. Some of the RTCA ‘near-term’airborne applications are summarised in Table 1,
although the operational details of these applications are not yet internationally agreed.

1 June 1999, v1.0 An Overview of ADS Page 14

 Table 1: New applications enabled by ADS-B

Application
In-trail climb/descent or
lateral passing manoeuvres
Station keeping
Final approach spacing
Enhanced visual acquisition
Note that ADS-B is not necessarily the only enabling technology that could support these
applications.
Description
Limited autonomous passing manoeuvres. Likely to be first
introduced in remote/oceanic areas.
Airborne separation maintained by one aircraft following
another. Separations may be set by a ground controller who
maintains control.
Pilot takes some responsibility for achieving optimum final
approach spacing.
Low-criticality application. ADS-B is used to help pilot identify
other aircraft in the vicinity.

3.4. Use of ADS in ATM and Non-ATM Functions

The EATCHIP operational concept document defines the following ground ATM functions, all of
which could potentially benefit from ADS data:

• Controller situation display which presents an accurate and timely indication of aircraft
position, identification and associated data.
• Safety nets (such as short term conflict alert, STCA, or minimum safe altitude warning,
MSAW) which alerts controllers of potential conflicts time, while minimising the number of
nuisance alerts.
• Medium term conflict detection (MTCD) which detects conflicts between approximately 2
and 20 minutes ahead of current time of the aircraft and makes them available for display
or to other functions
• Trajectory prediction tool which predicts the relevant trajectory data items of an aircraft over
a given time horizon ahead of current time.
• Flight data processing and distribution (FDPD) which checks and fuses all incoming flight
data, determines the route that each flight will follow and the sectors/terminal airspace
through which the flight will pass. FDPD also calculates and updates the estimated times at
which flights will be overhead points on the route, on the basis of Surveillance Data.
• Monitoring aids which has two functions:
• Conformance monitoring functions which obtain trajectory prediction data and compare
it with current Surveillance data. If the current data deviates from the predicted data by
more than a parameter then a deviation is declared and the controller warned.
• Automatic reminder functions which reminds the controller of actions he should perform
at a certain time or position.
• Departure and arrival management (DMAN/AMAN) which assists a controller in optimising
the sequence of arrivals and departures from one, or more, runways).
• Meteorological data management which collects the latest and forecast meteorological data,
and provide integrated meteorological information to functions which require it.
• Air traffic flow management which balances demand against capacity for the ATM system.
Non-ATM functions could also make use of ADS data. These functions include:
• international airports,

1 June 1999, v1.0 An Overview of ADS Page 15

 • aerodromes and heliports,
• weather service providers to aviation,
• air defence systems,
• search and rescue,
• law enforcement, and
• accident investigation authorities.

1 June 1999, v1.0 An Overview of ADS Page 16

4. ADS-C Data Link Technologies

4.1. Introduction

There are two implementations of ADS-C: FANS-1/A and ICAO ADS-C. They are described in
detail in the following sections, but the primary characteristics are summarised in Table 2.

Table 2: Primary characteristics of ADS-C technologies

FANS-1/A ATN
Standardised by Industry ICAO
Communications network ACARS ATN
used
Use of subnetworks Any ACARS subnetwork Any ATN subnetwork
(Satellite, VHF, HF) (Satellite, VHF, Mode S, HF)
including those defined in the
future
Availability and operation Available and operational Available and operational in
now the future

Although it is technically feasible for a ground vehicle to support ADS-C, it is not widely
foreseen that this would happen due to the relatively high costs of ADS-C equipment and the
lack of a suitable subnetwork at present. Therefore, the following ADS-C description is restricted
to aircraft.

4.2. FANS-1/A ADS-C

This is a general name for the industry-standardised implementations of ADS-C. FANS-1 is the
Boeing implementation and AIM-FANS is the Airbus implementation (commonly known as
FANS-A). Generically, they are known as FANS-1/A. Implementations by other airframe
manufacturers are also under development.

FANS-1/A operates over the ACARS data link and can use any of the ACARS mobile
subnetworks, i.e. satellite, VHF or HF. The ACARS (Aircraft Communication Addressing and
Reporting System) is a data link that is operated mainly for airline purposes. It provides air-to-
ground and ground-to-ground communications and has been operational for more than 20
years.

There are two service providers that provide ACARS services: ARINC, which operates
principally in the United States and China, and SITA, which operates mainly in Europe and the
rest of the world.

FANS-1/A has been widely trialled by many states and is presently operational in the South
Pacific.

FANS-1/A implementations are based on the ARINC 622 and ARINC 745 standards defined by
the AEEC (Airlines Electronic Engineering Committee), which is an airline industry standards
organisation.

1 June 1999, v1.0 An Overview of ADS Page 17

4.3. ICAO ADS-C

This is ADS-C implemented to ICAO standards and operating over the Aeronautical
Telecommunications Network (ATN). ICAO ADS-C can use any of the mobile ATN sub-
networks that are available to the aircraft and ground. It may also be known as ATN ADS-C.

At present the following ATN mobile subnetworks are defined by ICAO: satellite (AMSS), VHF
(VDL Modes 1 and 2), Mode S and HF. More subnetworks may be defined in the future.

ATN ADS-C is not used operationally and is presently the subject of trials and development.

The ICAO ADS-C standards are defined in SARPs (Standards and Recommended Practices) of
Annex 10. Various SARPs are defined, including those that define the ADS application and
those that specify the ATN communications systems and its subnetworks. The SARPs are at
different levels of maturity – not all are finalised yet. They are also supported by relevant
industry standards, such as MOPS.

The ICAO ADS-C application is similar, but not identical, to the FANS-1/A application.

Whilst ICAO ADS-C is generally accepted as the long term solution for ADS-C, there will need
to be a transition for those aircraft that are already equipped with FANS-1/A to ATN. The
timescales for such a transition are not clear and may take many years.

4.4. The ADS-C protocol

ADS-C relies on the establishment of contracts between an aircraft and the ground system. A
contract is an agreement between ground and aircraft systems as to how and when the aircraft
will transmit ADS reports to the ground. A contract is used in ADS-C to allow a ground system to
specify what information an aircraft reports and when it reports it. Contracts can be established,
modified and cancelled at any time during the flight.

There are three types of contract:

• Periodic: The aircraft transmits ADS-C reports at a regular rate.

• Event: The aircraft transmits ADS-C reports when certain events occur. An event could be,
for example, a change in altitude or speed for the aircraft or a deviation from the route.
• On-demand: The aircraft transmits a single ADS-C report when requested by the ground
ATCC (a ‘one-shot’).
An aircraft may also report in emergency mode. This is initiated by the airborne systems and is
not a contract. In this mode, the aircraft transmits ADS-C reports at a high rate to all ground
functions that it has a contract established with.

All ADS-C reports consist of a ‘basic ADS group’to which optional groups may be added (Note
that there are small differences between FANS-1/A and ATN messages.) The basic ADS group
consists of:
• Latitude/Longitude,
• Altitude,
• Time,
• Figure of Merit.
(Identity is also provided, although it is not part of the ADS group.)

1 June 1999, v1.0 An Overview of ADS Page 18

 The optional data can include: the projected profile, ground vector, air vector, weather
information, short term intent and extended projected profile.

4.5. Subnetwork issues

The performance of ADS-C is critically dependent on the performance of the mobile subnetwork
that provides the air-to-ground communications because this is often performance or capacity
limited. Therefore, subnetwork performance can place a practical limit on the overall
performance of the ADS-C application.

The primary characteristics of each ATN subnetwork are summarised in Table 3.

Table 3: Primary characteristics of ATN subnetworks

Satellite VHF * Mode S * HF *

(AMSS) (VDL)
Capacity Low High High Low
(relative)
Latency (relative High Low Medium Low
end-to-end
delays)
Cost (relative) High Low Medium Low
Coverage Almost global Within line of Within line of Hundreds of NM
for sight of ground sight of ground from ground
geostationaries: station station station
up to lat 80-90°
excluding poles
* = Expected or predicted

1 June 1999, v1.0 An Overview of ADS Page 19

5. ADS-B Data Link Technologies

5.1. Introduction

There are two primary implementations of ADS-B under discussion: Mode S extended squitter
and VDL Mode 4. A third implementation, UAT, is at a less mature stage of development. All
three technologies are discussed in the following sections and a summary of their primary
characteristics is given in Table 4.

Table 4: Primary characteristics of ADS-B technologies

Mode S Extended VDL Mode 4 UAT

Squitter
System Development of Mode New VHF data link New data link
S system
Communications band 1090 MHz (SSR band) 118-137 MHz around 960 MHz
used (VHF band) (proposed)
Communications Random ‘squitter’ Co-ordinated use of ’Squitter’in a random
protocol timeslots timeslot
Communications types Broadcast and point-to- Broadcast and point-to- Broadcast
offered point point

5.2. Mode S Extended Squitter

Mode S Extended Squitter is an enhancement to the Mode S SSR in which aircraft regularly
transmit ‘extended squitter’messages containing aircraft position, identity and other information.
The extended squitters are transmitted on the SSR frequency of 1090 MHz. They can be
received by any suitably equipped mobile platform or ground station.

In theory, ground vehicles could also transmit Mode S Extended Squitter, but this application is
much less mature than aircraft equipage.

Transmission of extended squitters should not be confused with the other functions of the Mode
S system: elementary surveillance, enhanced surveillance, and datalink, or with ACAS/TCAS.
All of the Mode S functions, and also ACAS/TCAS, operate using the same protocols and
message formats and on the same frequencies (1030 MHz for interrogations and 1090 MHz for
replies.)

Extended squitters are transmitted at random intervals with certain average transmission rates.
The transmission of extended squitters is not synchronised with the transmissions from any
other user.

A summary of the extended squitters contents and transmission rates is given in Table 5.

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 Table 5: Mode S extended squitters

Extended squitter type Message contents Average transmission rate

Airborne position latitude 0.5 s
(transmitted when longitude
airborne) altitude
status (i.e. alert conditions)
CPR format/time marker *
Surface position latitude/longitude (when moving) 0.5 s
(transmitted on surface) ground speed (when stationary) 5.0 s
ground track
CPR format/time marker *
Status altitude type (barometric/GNSS) Only transmitted on demand
transmission rate from a ground station
interrogator
Identification aircraft type (when moving) 5.0 s
accuracy of position information (when stationary)10.0 s
callsign (8 character ICAO code)
Velocity east-west velocity 0.5 s
north-south velocity
vertical rate
intent change flag
Event driven variable Only transmitted as result of
certain data changes
* CPR = Compressed Position Reporting, which is the position encoding system used. The
CPR format/time bit provides information for the CPR algorithm and time information.
A transponder capable of transmitting extended squitters may retain its original functionality
associated with Mode S SSR. Alternatively, an equipment might transmit/receive only extended
squitters, and not perform any other Mode S functions.

5.3. VDL Mode 4

VDL Mode 4 is being developed from a system known as STDMA (Self-Organising Time
Division Multiple Access) which was invented and developed in Sweden.

VDL Mode 4 is intended to support a range of broadcast and point-to-point applications of which
ADS-B is the most important. Like Mode S SARPs, VDL Mode 4 SARPs also include ATN
compatibility, so that VDL Mode 4 can act as an ATN subnetwork at the same time as providing
ADS-B (and other applications).

VDL Mode 4 operates in the Aeronautical Mobile (Route) Service (AMRS) band that is a VHF
band extending from 118.000 MHz to 136.975 MHz. Each VDL Mode 4 channel occupies one
25 kHz channel and the system is intended to operate with a minimum of two channels
simultaneously. More channels may be used locally to provide sufficient capacity for the
applications being supported by VDL Mode 4.

VDL Mode 4 is based on a VHF data link that uses a ‘timeslot’ structure for data link
communications. All transmissions are synchronised to the start of a timeslot and each timeslot
is a nominal period in which one user transmits a single ADS-B report. Timeslots are used in
turn by different mobile or fixed platforms.

1 June 1999, v1.0 An Overview of ADS Page 21

 The data link uses a set of ‘reservation protocols’ for managing media access which allow a
transponder to reserve a later timeslot for another message. They are designed to minimise
occurrences of two transponder’s transmissions interfering with each other and they also support
the basic ADS-B function.

A VDL Mode 4 transponder requires a source of precise time to maintain synchronisation to the
timeslots. The source of this data is not specified in the SARPs. A GNSS receiver can be used
to provide the necessary synchronisation, or another source might be suitable, e.g. an accurate
clock. Accurate time sources are presently under investigate through EUROCONTROL.

5.4. UAT

The Universal Access Transceiver (UAT) is an experimental data link system being developed
as a research and development project at The MITRE Corporation's Centre for Advanced
Aviation System Development in the US. The aim of the project is to illustrate and evaluate the
concept of a multipurpose broadcast data link architecture to meet aviation requirements.

UAT is a single-channel system, using a channel bandwidth of approximately 2 MHz. It operates

on the same frequency for transmit and receive in order to allow full air-air connectivity for
ADS-B with a minimum of new hardware. All UAT stations access the channel autonomously,
using random transmissions in a timeslot structure. UAT trials have been conducted at the
frequency of 960 MHz, which is a frequency in the DME band.

UAT supports only broadcast communications and does not provide point-to-point
communications or operate as an ATN subnetwork. There are no draft SARPs available for UAT
and it is not under development in any ICAO panel.

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6. Supporting Technologies

6.1. Introduction

This section describes some of the supporting technologies that, in addition to the data links
described in the previous section, are required to implement ADS.

6.2. Navigation and other onboard data sources

Suitable navigation systems (and other onboard systems) are required to provide the necessary
data for ADS. They must also have the necessary integrity, availability and other performance
parameters required for the functions/applications which are using ADS.

However, existing navigation systems were not designed with the requirements of ADS in mind
and therefore may not the requirements of some ADS surveillance applications.

Possible navigation systems that can provide ADS data on an aircraft include:
§ GPS/GNSS,
§ Inertial reference systems (IRS),
§ Multi-DME systems.
Combinations of these systems may also be used to improve overall performance.

For a ground vehicle, the most pragmatic system in the near-term is GPS. This can give high
accuracy when used with differential corrections and is a low cost system.

6.3. Cockpit Display of Traffic Information (ADS-B)

Some applications may require a cockpit display of traffic information (CDTI) that gives an
aircrew a surveillance picture of surrounding traffic. The data for a CDTI can be obtain by
receiving and processing ADS-B reports from surrounding mobile platforms or information
received from a ground station. The range of traffic on the display may be up to 200 NM.

Using a CDTI, an aircrew may be able to undertake new applications. These include airborne
self-separation and passing manoeuvres. Another benefit of CDTI is the increased situation
awareness for aircrew. This may be a particular benefit in the future as data link
communications replace the voice radio/telephony (R/T) that presently provides situation
awareness through the ‘party line’. Thus ADS-B may assist the introduction of data link
communications.

However, the introduction of these applications is not without difficulty since it raises questions
of integrity/availability of data and also of control/responsibility residing in the cockpit or with the
ground controller.

The NEAN project, and other VDL Mode 4/STDMA projects, are testing prototype CDTI’s (as
shown below) in various commercial aircraft and also in ground vehicles. The NLR has
undertaken flight simulations of a ‘free flight’ environment in which all aircraft perform self
separation using a CDTI.

1 June 1999, v1.0 An Overview of ADS Page 23

 Figure 6: Prototype CDTI’s tested in the NEAN project

In order to use surveillance data on the aircraft, some surveillance data processing (SDP) will
be required. This is largely undefined at present.

CDTI could also be provided using the Traffic Information Service (TIS or broadcast TIS, TIS-B)
data link application. This involves transmitting surveillance information from the ground to the
aircraft for display in the cockpit. The transmitted surveillance picture is derived from SSR.

6.4. Changes to SDPD and ground functions

Figure 7 shows how ground surveillance data processing and distribution (SDPD) systems will
be required to cope with more surveillance data sources in a multi-surveillance environment
that include ADS. In addition to previous activities, the SDPD system(s) will be required to:
§ fuse data from very diverse surveillance sources,
§ undertake integrity checks between different surveillance systems,
§ manage ADS-C contracts,
§ process ADS-B data,
§ cope with the new information (e.g. next waypoint) that will become available through ADS
and other similar systems.

1 June 1999, v1.0 An Overview of ADS Page 24

 Figure 7: Multi-surveillance environment

PSR/SSR/
ADS-C ADS-B Mode S

ATN
subnetwork

Surveillance Data Processing and

Distribution (SDPD)

ATM Functions Non-ATM Functions

In addition to the changes to SDPD, changes to the downstream functions relying on SDPD
data may be required. Examples of these changes include:

• Enhancements to controller displays to show additional information, eg callsign, next

waypoint.
• Enhancements to the performance of ground functions, eg improvements to trajectory
prediction using next waypoint and weather forecasts using aircraft wind measurements.
• The development of new functions making use of newly available information.

1 June 1999, v1.0 An Overview of ADS Page 25

7. A Selection of ADS Activities

7.1. Introduction

This selection describes a selection of ongoing ADS activities. There are too many to describe
in full, so a small number of influential activities have been selected.

7.2. EUROCONTROL ADS Programme

At the end of 1998, the first stage of the EUROCONTROL ADS Programme was formally
approved. The ADS Programme includes all necessary actions to achieve the initial
implementation and operational use of ADS in Europe. The programme relies on considerable
co-ordination and sharing of resources with States.

The following text describes the programme objectives:

“The first objective of the ADS Programme is to determine if ADS, as either sole means or in
conjunction with other surveillance sources, can meet the operational requirements for
surveillance for the medium or long-term. In parallel with this it has to be assessed whether ADS
as a concept and the various corresponding candidate ADS-B and ADS-C technologies are safe
and cost-beneficial in ECAC airspace.

The second objective of the Programme, subject to a positive outcome of a corresponding

business case, is the local implementation of operational systems (i.e. deployment of ADS
infrastructure in ECAC) and the maintenance and support activities for those systems.”

The programme is in 4 stages, of which the first (Stage 0) will last for 1999. Programme
activities are foreseen up to 2007.

The activities in the Stage 0 include:

§ Development of an ADS strategy,
§ Initial safety analysis,
§ Initial cost-benefit analysis,
§ Development of ADS initial technical requirements,
§ Development of ADS initial specifications.

7.3. Operational use of FANS-1/A in the South Pacific

Of the ADS technologies described here, only FANS-1/A is operational. As of March 1999,
FANS-1/A systems are operational in the South Pacific, between the US west coast and Sydney
and Auckland. Much of the trials of FANS-1/A systems has been in the Pacific area.

Three airlines are flying the ‘FANS routes’that have been established: United, Qantas and Air
New Zealand. Of the bordering control authorities, only the New Zealand authority has an
operational ADS ground system. Air Services Australia are presently testing an ADS system.

The primary certification of FANS-1 took place in June 1995 in conjunction with Qantas. To
meet the requirements for Pacific operation an aircraft must equip with the FANS-1 package
consisting of GPS, CPDLC, ADS and ACARS upgrades.

1 June 1999, v1.0 An Overview of ADS Page 26

 In the area of FANS-1 operations, two new operations have been built on the ADS-C/CPDLC
infrastructure: flex tracks and Dynamic Aircraft Re-route Planning (DARP). Flex tracks are
tracks that can move based on changing wind and temperature conditions, instead of the fixed
tracks previously in place. DARP allows a new track to be uplinked to an aircraft in flight. The
aircrew can choose whether to adopt the new track.

United Airlines have reported that flying FANS-1/A routes over the South Pacific has given
them typical fuel savings of 1,500 to 1,800 kg, and flight time reductions of 15 minutes per
flight.

One of the aims of the FANS-1/A Pacific work is to reduce separation standards. Current
separation standards in the Pacific are generally 100NM, although 50NM is used in some areas.
One quoted target is to reduce the standards to 30NM lateral separation.

7.4. NEAN/NEAP/NUP

Prototype VDL Mode 4 equipment, known as STDMA, has been trialled in several projects such
as the EC-sponsored North European ADS-B Network (NEAN) and its sister project NEAN
Applications Project (NEAP).

The NEAN project involved the implementation of a trials infrastructure for STDMA equipment
involving ground stations, aircraft and ground vehicles on the airport surface. The trials
infrastructure spreads across Denmark, Germany and Sweden. Participants include Lufthansa,
Scandinavian Airways System (SAS), German CAA, Swedish CAA and Danish CAA. In the
project, STDMA equipment and cockpit displays (as shown in Figure 6) were installed on
revenue aircraft including: SAS Fokker 28s, SAS DC9s and Lufthansa 747s.

The NEAP project testing applications of the NEAN infrastructure. The applications included:
§ air and ground situation awareness,
§ surface movement surveillance and runway incursion,
§ ATIS-broadcast,
§ TIS-broadcast,
§ DGNSS-supported approaches.
Although the STMDA trials are widespread and fairly extensive (they are the largest ADS-B
activities presently underway), the equipment used is simpler than that described in the draft
SARPs. An extension to NEAN/NEAP has recently started. This is known as NUP (NEAN
Update Programme) and it will include a transition of the NEAN infrastructure to equipment that
is compatible with the VDL Mode 4 draft SARPs.

7.5. Safeflight 21

Safeflight 21 is an FAA programme which will conduct and operational evaluation of nine
operational enhancements that ADS-B and other systems could deliver. The nine
1
enhancements have been defined by the RTCA:
§ “Provide weather and other information to the cockpit,

1
“Joint government/industry roadmap for free flight operational enhancements”, RTCA, August
1998.

1 June 1999, v1.0 An Overview of ADS Page 27

 § Affordable means to reduce controlled flight into terrain,
§ Improved capability for approaches in low visibility conditions,
§ Enhanced capability to see and avoid adjacent traffic,
§ Enhanced capability to delegate aircraft separation authority to the pilot,
§ Improved capability for pilots to navigate airport taxiways,
§ Enhances capability for controller to manage aircraft and vehicular traffic on airport surface,
§ Provides surveillance coverage in non-radar airspace,
§ Provides improved separation standards.”
The Safeflight 21 programme involves the trial of ADS-B (and associated) technologies to
evaluate the delivery of the above operational enhancements.

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8. Standards Development

8.1. Introduction

The section summarises the main ADS standards and activities of organisations working on
ADS standards.

8.2. ICAO

There following list describes the main ADS activities undertaken by ICAO Panels:

§ Automatic Dependent Surveillance Panel: The ADSP deals with the operational aspects of
ADS and Air Traffic Management data link services in general. The panel is investigating
the implementation of ADS-C and ADS-B with particular reference to requirements and
procedures. It has produced a ‘Manual of ATS Data Link Applications.’

§ Aeronautical Telecommunications Network Panel: The ATNP is responsible for developing

the ATN SARPs and the ICAO ADS-C application. These SARPs (known as CNS-ATM/1
SARPs) are already published.

§ Airborne Mobile Communications Panel: The AMCP is developing SARPs for the mobile
subnetworks of the ATN. SARPs have already been developed for the satellite subnetwork
(AMSS), VHF data links 1 and 2 and the HF data link. The panel is also developing SARPs
for VDL Mode 4 for surveillance applications.

§ SSR Improvements and Collision Avoidance Panel: The SICASP has developed SARPs for
Mode S as an ATN subnetwork and also for extended squitter.

8.3. AEEC

FANS-1/A ADS-C is defined by a set of ARINC standards, which are industry standards defined
by the AEEC (the Airlines Electronic Engineering Committee). The following standards define
FANS-1/A ADS-C:

• ARINC 745: This defines the ADS application, airborne equipment requirements and
interfaces to other airborne systems (e.g. navigation).
• ARINC 622: This is used to provide a suitable interface for the ADS application and to
enhance communications integrity of the ACARS data link.

8.4. EUROCAE/RTCA

EUROCAE (The European organisation for Civil Aviation Equipment) and RTCA (Requirements
and Technical Concepts for Aviation) are developing MASPS (Minimum Aviation System
Performance Standards) and (Minimum Operational Performance Standards) related to ADS.
EUROCAE is a European standards organisation and RTCA is the US equivalent.

The following list summarises the main EUROCAE and RTCA activities in the area of ADS:

§ EUROCAE Working Group 51: EUROCAE WG-51 is developing MASPS for ADS-B and for
MOPS for both Mode S Extended Squitter and VDL Mode 4.

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 § RTCA Special Committee 186: RTCA SC-186 is developing ADS-B MASPS and ADS-B
MOPS for Mode S Extended Squitter. It is also developing CDTI MOPS for ADS-B and
Airborne Surveillance Processing MOPS (ASSAP).

§ EUROCAE WG-49: EUROCAE WG-49 is responsible for the specifications for Mode S data
link transponders and processors. The ED-73 equipment characteristics document
published in 1998 includes the extended squitter functionality and is currently being updated
by the group.

§ EUROCAE WG-55: EUROCAE WG-55 is analysing the capabilities of next generation

satellite systems communications (NGSS). Part of its considerations include the use of
NGSS for ADS-C applications.

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8.5. Summary of ADS Standards
Document Developed/Published by Status
General ADS Standards (not data link technology specific)
ICAO Manual of ATS Data Link ICAO ADSP Published 1999
Applications
ADS and Air Traffic Services Data ICAO ADSP Published 1995
Link Applications Circular
RTCA ADS-B MASPS RTCA SC186 Published 1998.
Update expected early 2000
ADS-B CDTI MOPS RTCA SC186 WG-1 Being drafted, expected in 1999.
Airborne Surveillance Processing RTCA SC186 WG-4 Draft expected late 1999/early
MOPS (ASSAP) 2000.
ATN ADS-C Standards
ATN SARPs, Sub-Volume II – Air- ICAO ATNP Published
Ground Applications (‘CNS/ATM-1
SARPs)
ATN Subnetwork SARPs and MOPS Various, including Various, including some published
(Satellite, VDL, Mode S, HF and EUROCAE, RTCA, and and some in draft stage
others) ICAO AMCP and SICASP
FANS-1/A ADS-C Standards
ARINC 745 AEEC Published
ARINC 622 AEEC Published
Mode S (1090MHz) Extended Squitter (ADS-B) Standards
Mode S Extended Squitter SARPs ICAO SICASP Published July 1998
Manual on Mode S Specific Services ICAO SICASP Issue 1 published 1997. Updates
and modifications continue.
Mode S Extended Squitter ADS-B WG51 Sg1 & SC186 Wg3 Being drafted, expected early 2000.
MOPS
VDL Mode 4 (ADS-B) Standards
VDL4 SARPs ICAO AMCP Under validation. Expected 2000
VDL4 ADS-B MOPS EUROCAE WG51 SG2 Being drafted, expected early 2000
(dependent upon VDL4 SARPs)

1 June 1999, v1.0 An Overview of ADS Page 31

9. Abbreviations
ADS Automatic Dependent Surveillance
ADS-B Automatic Dependent Surveillance - Broadcast
ADS-C Automatic Dependent Surveillance – Contract
ADSP Automatic Dependent Surveillance Panel
AEEC Airlines Electronic Engineering Committee
AMAN Arrival Manager
AMCP Aeronautical Mobile Communications Panel
ARINC Aeronautical Radio Incorporated
ATN Aeronautical Telecommunications Network
ATNP Aeronautical Telecommunications Network Panel
CDTI Cockpit Display of Traffic Information
DGNSS Differential Global Navigation Satellite Systems
DMAN Departure Manager
EUROCAE European Organisation for Civil Aviation Equipment
FAA Federal Aviation Administration
FDPD Flight data processing and distribution
GNSS Global Navigation Satellite Systems
GPS Global Positioning System
MASPS Minimum Aviation System Performance Standards
MOPS Minimum Operational Performance Specification
MSAW Minimum Safe Altitude Warning
MTCD Medium Term Conflict Detection
NEAN North European ADS-B Network
NEAP North European ADS Applications
PSR (or PR) Primary Surveillance Radar
RTCA Requirements and Technical Concepts for Aviation
SARPs Standards and Recommended Practices
SICASP Surveillance Improvements and Collision Avoidance Panel
SSR Secondary Surveillance Radar
STCA Short Term Conflict Alert
STDMA Self-Organising Time Division Multiple Access
TIS-B Traffic Information Service - Broadcast
UAT Universal Access Transceiver
VDL VHF Digital Link

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