Update on VDL Mode 4 Activities

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AERONAUTICAL COMMUNICATIONS PANEL (ACP)

FIRST MEETING OF THE WORKING GROUP OF THE WHOLE

Montreal, Canada 21 – 29 June 2005

Update on VDL Mode 4 Activities

(Presented by Larry Johnsson)

1.INTRODUCTION

1.1Since many years several VDL Mode 4 activities are ongoing in Sweden. Some are directly related to an operational implementation, while others are more in the area of research and development but have been considered to have a good chance to provide valuable benefits for the actors in aviation.

1.2This paper provides information on ongoing VDL Mode 4 activities in Sweden and the philosophy behind the approach taken.

2.implementation of vdl mode 4 in sweden

2.1VDL Mode 4 is being implemented in Sweden with the purpose to provide a generic infrastructure for digital communications, i.e. exchange of digital data within the domains of CNS in support off the ICAO Global ATM Concept. Essential elements in the concept are based on changes in roles amongst the actors in aviation. Such changes assume availability of information in an efficient and timely manner for those who are going to make decisions.

2.2A wide range of applications and areas was assessed prior to the introduction of VDL Mode 4 in order to secure a positive business case. The “user wheel” approach was adopted in as a model to identify the common elements for various user groups and applications. In the center lies a set of communication elements that are common to all users, such as common time reference (UTC), unique position and mechanisms for security functions and management of the cellular
communications.

2.3The alternative is the “piecemeal” approach that is often applied in aviation, where one application, or set of applications, is related to a specific technology. This approach was discarded early as the fragmentation was found to be too costly for service providers as well as users. The technical limitations will most likely result in ongoing extensive implementations being unable to support the envisaged services in the new ATM system and unable to deliver the expected benefits. Furthermore, unique solutions for security mechanisms have to be found for each system.

2.4Luftfartsverket’s current plans call for a stepwise introduction of VDL Mode 4 in various areas, starting with airport efficiency (A-SMGCS), General Aviation (GA) and use of ADS-B in non-radar areas. The introduction of both systems and applications will allow for a logical build up of experience and understanding of the critical issues of using advanced data link communications.

2.5A network of VDL Mode 4 ground transceivers, covering the main airports and airspace in Sweden will be in place in 2006, providing the basis for subsequently expanding the services. In Kiruna, the northernmost airport in Sweden situated above the polar circle, will be the first airport to introduce “radar like” services, using ADS-B in non-radar airspace (NRA) on a daily basis. At the Stockholm/Arlanda airport, VDL Mode 4 is used for both optimising airport logistics as well as forming an integrated part of the A-SMGCS system. The investment in infrastructure is being shared between the airport and ANS provider, thus providing a positive business case for stakeholders involved.

2.6The implemented infrastructure and will, in cooperation with Eurocontrol, be used to continuously collect data that will be used in validation of ADS-B.

3.EGOA

3.1The Enhanced General aviation Operations by ADS-B (EGOA) project is addressing the General Aviation (GA) role in ATM. An extensive part of the GA represents the lower end of aviation with respect to capabilities to adopt new technologies. Solutions developed for large commercial operations can hardly be justified because of complexity and costs. Anyway GA represents a huge portion of aviation that has to be able to coexist in the same more and more regulated airspace used by airlines and military aircraft.

3.2The project is implementing new radios in GA aircraft including a combination of voice DSB-AM radios (25 kHz channel separation as well as 8.33 kHz) and data link capabilities through VDL Mode 4 (supporting COM applications, ADS-B and GNSS augmentation). Around 30 GA aircraft will be equipped with the combined voice and data radios and Cockpit Display of Traffic Information (CDTI) during 2005.

3.3The project is studying issues related to operational approval of applications and equipment. Applications studied include distribution of flight information (FIS and weather reports), situation awareness (ADS-B in/out), incursion of runway and control airspace warning functions and various applications supporting to flying school operations. The geographical area is the Östgöta airspace southwest of Stockholm that includes intense GA-operation, military activities and activities by SAAB aviation industry.

3.4The infrastructure established through the EGOA project will be used when developing operational procedures in support of airworthy Unmanned Aerial Vehicle (UAV) operations in airspace shared with civilian manned aircraft. VDL Mode 4 is expected to play an important role in making the UAVs visible to ATC and other airspace users. Furthermore VDL Mode 4 is expected to offer an extra safety net as the data link can be used for delivering control commands from the ground if the normal control link would suffer from malfunctions.

4.Nean Update Programme II+ (NUP II+)

4.1NUP II+ is a new project that is supported by the European Commission (EC). It is a follow-on project to the Northern European ADS-B Network project (NEAN), NEAN Update Project phase I (NUP I) and the NEAN Update project (NUP II).

4.2The NUP II+ is lead by Luftfartsverket. It has 12 different partners from including ANSPs, airlines, manufacturing industry and the airports. The project started in February 2005 and will go on until the end of December 2006.

4.3The main objective of the NUP II+ is to introduce applications based on ADS-B and 4D trajectory data in support of revenue flights. The applications considered by the project are:

a)Advanced Continuous Decent Approaches (A-CDA)

b)Collaborative Decision Making (CDM)

c)Departure Management (DMAN)

d)Surface Operations (runway incursion warning and routing services)

4.4Scandinavian Airline Systems (SAS) will equip their entire Boeing 737NG fleet with the Smiths FMS U10.6 upgrade that enables the output of 4D trajectory data from the FMS system in line with the AEEC 702 standard. This data will be down linked to ground units (ATC, AOC and airport) via data link. The already existing ACARS data link will be used for the initial data validation in support of ground applications. Full application functionality and possible operational use requires the capability that VDL Mode 4 offers.

4.5The VDL Mode 4 equipment that will be implemented by SAS, is theVHF Multimode Radio (VMMR) manufactured by Rockwell Collins. This radio supports DSB-AM, ACARS, VDL Mode 2 and VDL Mode 4. Electronic Flight Bags (EFB) will be installed in cockpit to present ADS-B data enabling airborne applications based on reception of ADS-B data. Six (6) of the SAS B737 NG aircraft will have full ADS-B functionality (in/out).

4.6Further information on the NUP II+ project is available through the website

5.development of data link ads-b based applications

5.1Technology is not the end state. It is the applications onboard aircraft and applications in ATC, in AOC and at the stakeholders on airports that will provide the benefits that are expected from the realisation of the ICAO Global ATM Concept. Supporting tools and functions are needed to allow actors in the aviation process to take new roles in the aviation process. Sufficient information supporting the decision making process has to be available in a timely manner. Information has to be presented in an easily understandable way. Supporting follow up functions including warning mechanisms are needed in order to ensure that safety are not compromised.

5.2Luftfartsverket has spent a lot of effort in developing a new HMI for air traffic controllers working positions in support of new Airborne Separation Assistance System (ASAS) functions. The HMI is the interface to several underlying functions that for example supports delegation of responsibility for separation to the aircraft crew from ATC. The HMI has been developed to support airborne applications as well as ground operation applications.

5.3The new HMI was developed for a number of real time simulations conducted at the SwedishATMR&DCenter including study of flow management tools like Departure Managers (DMAN) and Arrival Managers (AMAN); development of In Trail Spacing (ITS) functions; and Advanced Surface Movement and Ground Control System functions (A-SMGCS). The ITS work will continue this year in cooperation with Eurocontrol when applying tactical Controller Pilot Data Link Communications (CPDLC) in support of the ITS functions developed in previous simulations. The A-SMGCS functions studied will be implemented in the NUP II+ project and the include ground clearance delivery function over data link together with route deviation and runway incursion warning functions.

6.ACTION BY THE MEETING

6.1The ACP WGW is invited to:

a)note the information in this paper;

b)consider the “user weal” approach in the continued work on implementing the ICAO Global TM Concept; and

c)further develop coordination with ICAO panels that are working on ATM applications to ensure that the communication standards developed by ACP support the applications

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