SURVEILLANCE BROADCAST SERVICES (SBS) OFFICE
Dan Hamilton is the Article 114 Representative to the SBS Office.
Background: The Surveillance and Broadcast Services (SBS) program was created to manage a program that will enable the air traffic control (ATC) system to migrate from one that relies on radar technology to a system that uses precise location data from the global positioning satellite network. An enabler of this evolution is the Automatic Dependent Surveillance Broadcast (ADS-B) technology. With this technology, both controllers and pilots will see radar-like displays of highly accurate traffic data. The system will also provide pilots access to weather services, terrain maps, flight information services as well as traffic information for better situational awareness.
Automatic Dependent Surveillance – Broadcast (ADS-B)
Andrew Stachowiak is the NATCA Article 114 ADS-B Terminal Fusion Representative / SME.
Background: The Fusion Focus Group continues to track and resolve facility reported issues with Fusion generated from the 155 terminal sites. These discrepancies are mitigated by experts from all of the software and hardware fields. Please report any issues to your OSF and our NATCA SBS group for assistance. It is critical that actual data is recorded for evaluation and proper resolution.
Andrew Stachowiak is the NATCA Article 114 Radar Divestiture Representative / SME.
Background: Over two years ago, the NATCA SBS team started a collaboration with the agency in efforts to optimize the NAS. The implementation of ADS-B as the preferred surveillance source for the Fusion Tracker, created the opportunity to modify our radar infrastructure. The SPA (Surveillance Portfolio Analysis) work group performed an extensive inventory analysis report for all of the radar sources in the FAA. The program’s mission is to capitalize on the benefits of new surveillance technologies by strategically reshaping our radar infrastructure to gain efficiencies and optimize services for air traffic control (ATC) operations today and into the future. This will be a long and completely transparent process involving data gathering, expert analysis, local facility coordination, and a safety panel for each proposed radar removal. In some situations, additional radar feeds could be added to enhance surveillance. As this program matures, activities and other information will be updated here.
Good News! The Radar Divestiture Program website page is now live via the following link: http://www.faa.gov/air_traffic/technology/radardivestiture
A virtual kick off outreach has been authorized for HQZ in the DFW Tracon (D10) airspace.
Track-Based Display Mode (TBDM):
Andrew Stachowiak is the NATCA Article 114 TBDM Representative / SME.
Background: Track Based Display Mode (TBDM) is a new display mode in ERAM. TBDM makes ADS-B the preferred sensor and provides controllers using ERAM with smoothed track positions rather than last-reported or extrapolated target positions Smoothed track positions are displayed in sync with the preferred radar sweep (4.6 or 12 secs); use of the smoothed track position maximizes display accuracy. Reports from 0 to 8 radars along with ADS-B can be fused to form a single aircraft track. TBDM provides no changes to target/track symbology and the display update rate remains the same. TBDM enables the use of ADS-B as the preferred surveillance source to support 3NM Separation no longer limited to 3NM separation based on distance from a radar sensor. ADS-B will backfill Radar Cones of Silence and airspace beyond the distance and site limitations of existing SRRs and LRRs. New SBS Validation capabilities support significant future expansion of 3NM validation and separation anywhere in EnRoute Airspace at or below FL230 with validated ADS-B targets to the 3 NM Terminal service volume validation threshold. The TBDM adaptation changes coming out of a successful key site operation (ZSE/ ZBW), determined that the adaptation changes would be (nearly) transparent to the Controller workforce. Therefore, based on that Key site testing information, AJV-P approved NAS-wide Notices permitting the use of ADS-B for 3NM separation when operating in TBDM. An ADS-B validation build deployed at ZSE on Mar 17th. SBS completed coverage plots showing where validated ADS-B may be used for 3NM separation. ZSE may expand 3NM operations using ADS-B in accordance with N JO 7110.773 and N JO 7210.920. SBS validation capabilities support the expansion of 3NM separation in ZSE airspace (CTV-2018). L3Harris deployed a validation build to RCS15 (ZSE) on Mar 17th. This build allows 3NM separation throughout overlapped ADS-B radio station coverage. ERAM adaptation changes required for expanded 3NM polygons are no longer a limitation based on distance from a radar sensor.
Covid-19 mitigation put on-hold the future roll-out plan of TBDM and the 3nm airspace expansion project. Several teleconferences have been accomplished to organize a power point presentation that the workgroup will review for future use at kick off meetings. New ADS-B coverage maps, developed by Regulus support, were shared with our Seattle Center (ZSE) / Boston Center (ZBW) TBDM key sites. Covid-19 mitigation also put on-hold planning for the expansion of designated 3nm separation areas. Special permission was given by the PMO and ERAW group to reach out to Indianapolis Center (ZID) and Miami Center (ZMA) regarding the possibility of having a planning meeting to implement TBDM. ZMA will transition to TBDM prior to the next SBA (Space-Based ADS-B) SRM Panel projected during the 2nd quarter of FY21. This allows the SBA Safety Case to be re-baselined with TBDM rather than SBDM. ZMA enabled TBDM December 10, and they will adapt their sort cells for ADS-B January 29. ZID enabled TBDM January 9 and will enable ADS-B 3nm separation on a future date. Oakland Center (ZOA) enabled TBDM on 1/28/2021 and plans to enable 3NM ADS-B as early as 2/25/2021.
ADS-B Avionics Issues
Andrew Stachowiak is the NATCA Article 114 ADS-B avionics issues SME.
NATCA SBS continues to work with the Agency toward a more proactive approach to ADS-B
avionics issues that result in position error. These issues occur when standards for installation
or configuration within aircraft or ground systems are not met. ADS-B is a cooperative
surveillance source relying on position accuracy determined onboard the aircraft. Controllers
and facilities are encouraged to report any identified events through ATSAP and via automation
trouble reports. Issues with the uAvionix SkyBeacon wingtip mounted ADS-B unit used for
general aviation aircraft are still being worked along with AVS (flight standards) and AIR (flight certification) in efforts to correct these issues. A quad zero automation test is in the works. There have been some recent flight planning routes exchanged that will involve a flight check of this uAvionix transponder issue in and or near the Houston Tracon airspace. Update: a volunteer aircraft that was to be used for this flight test is now unavailable. We are pursuing other options.
Dan Hamilton, SBS Lead Rep
Surface Surveillance encompasses ASDE-X and ASSC. Programs falling under this category include SMR Infrastructure SLEP (Service life extension program,) SMR SLEP, SMR Replacement, MLAT Divestiture, Baseline merge and any other program impacting our surface surveillance platforms
The surface team continues to focus on the feasibility of MLAT Divestiture. The hope is to gather additional data at key sites in June/July of this year. This program is still a big question mark. If the data shows divestiture is not achievable, the work will cease and the focus will change to Remote unit (RU) replacement. Dan Hamilton is deeply engaged in this entire research and analyzation process. Additionally, the team is working on a briefing for the service areas which will be needed prior to any facility engagement. Due to COVID, this briefing needs to be vetted through the same channels as every other program who has intentions on facility engagement.
Space Based ADS-B (ASEPS)
Dan Hamilton, SBS Lead Rep.
Background: With the terrestrial ADS-B platform fully deployed, the focus has turned to areas where surveillance is more difficult to achieve. Space Based ADS-B (SBA) utilizes low orbiting satellites to track aircraft that are ADS-B 1090ES Equipped. SBA provides updates every second, much like FUSION in STARS. SBA provides all the data controllers currently see on all platforms. It is also possible to gain additional data such as selected altitude. The team has been working with ZMA as they are the key site for operational evaluation in the Caribbean. As work in ZMA progresses, the team is also working with the ATOP team in the development of future concepts for SBA in the oceanic environment. Future concepts include work with New York center (ZNY), Anchorage Center (ZAN) and Oakland Center (ZOA).
There has been a change from a goal of an initial operating capability (IOC) to an Operational capability demonstration (OCD) and ZMA. All data analyzed thus far indicates that SBA is not currently meeting the ADS-B requirements for use in the NAS. Numerous issues exist including bottom mount antenna aircraft, 1090 frequency congestion which does affect performance, and lack of satellite overlap in the lower latitudes which affects the satellite’s ability to detect aircraft.
Tom Zarick is the NATCA Article 114 Interval Management Representative
Chris Aymond is the Interval Management SME for Terminal
Background: Interval Management, or IM, combines ground-based and flight-deck systems to provide precise inter-aircraft spacing between aircraft, providing air traffic with another tool to manage traffic flows. The objective of the IM application is to achieve and/or maintain an assigned spacing goal (ASG) between the IM aircraft and the ATC-designated aircraft by having the pilot follow speed commands generated by the flight deck avionics. The ASG is provided by the controller and may be given in time or distance.
ADSB-In Retrofit Solution (AIRS)
Background: AIRS is an application within the Interval Management domain that the Agency and American Airlines are engaged to promote the benefits and viability of ADSB-In.
The deployment strategy for IM will consist of three phases. The first phase or Phase 1, (similar to the AIRS concept) will consist of a subset of the IM functionality which will be limited to the same runway operations. Phase 2 will introduce more complex IM operations utilizing more of the flight deck avionics that adds functionality for Dependent Staggered Approaches (DSA) and Dependent Converging and Crossing Runways (DCCR). Phase 3 will introduce advanced IM capabilities that will be deployed to only a handful of facilities due to its limited benefits.
Updates and Upcoming Activities:
- The SBS Program Office had meetings with Charlotte (CLT) and Dallas Fort Worth (DFW) to discuss CAS (CDTI Assisted Separation). The goal was to gauge facility interest in the program and whether they would be suitable as a key site. CLT appears to have competing activities scheduled for the same time period. DFW has expressed interest in participating. Orlando (MCO) was an additional key site possibility for CAS, however, has been ruled out after further research.
- CAS Departures meeting is scheduled for February 5th. The purpose of the meeting is to determine if any benefits can be derived from this operation either from the controller side or from the flight deck.
- ADS-B In indicator work now scheduled to be packaged in EAS400 with a timeframe of August 2023.
- SBS and Mitre are starting to have meetings to determine the viability of a “simple IM” clearance. The goal is to assess if controllers can conduct and IM miles-in-trail operation in a mixed equipage environment using only the ADS-B In capability indicator.
- American continues to upgrade their Airbus 321 fleet. Five aircraft activations are scheduled for January and seven activations for February.
Dan Hamilton, SBS Lead Rep.
Background: Vehicle ADS-B is a program that equips vehicles with transponders so they will be visible not only by air traffic but also by airport operators. Aircraft that have ADS-B IN can also see vehicles on the flight deck. This program greatly increases safety and situational awareness in the field. Although vehicle equipage is not currently mandated, it is very much encouraged. The team that handles ASDE-X and ASSC also cover this program. There are currently 1775 vehicles equipped at 26 airports. PDX, IAD, and DCA are the latest airports to join in equipping.
Activities: There are no changes from the previous report.