广播式自动相关监视(ADS-B)在澳洲的运行
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广播式自动相关监视（ADS-B)在澳洲的运行ADS-B 飞行运行研讨会2010N年6月17-18日
Ed WilliamsAirservices AustraliaTemplate Last Updated: 24 February 2005
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内容
• 中国和澳洲
• 监视概念
• ADS-B如何工作
• Bundaberg运行验证
• ADS-B在澳洲的执行
• 规章的考虑
• 与邻近国家分享ADS-B数据
• 用ADS-B监视RNP（所需导航性能） – GLS（GPS着陆）
• 未来的应用
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75E大约5000 海里2S163E
澳洲的空中交通管制环境程序间隔雷达间隔
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中国&澳洲巨大的空域
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澳洲&中国都有国际航线网络高密度的国内空域相似的交通分布
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内容•中国和澳洲•监视的概念•ADS-B如何工作•Bundaberg 运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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空中交通管制程序控制
•机组报告其位置
–采用语音方式(高频,甚高频)
–慢, 冗长
–易受人为差错的影响
–广播: 每个人“在频率上”聆听
•通过程序和标准维持安全
•一种形式的相关监视
–我们依靠机组和飞机的导航能力
•大的间隔标准
–飞机位置不确定(ATC的观点)
–通信延迟(尤其是高频的语音)
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雷达监视
•雷达测量:
–飞机位置–距离& 方位角
•雷达下行:
–高度& 识别号
•以平面视角显示
–允许更小的间隔标准
–支持off-track & 航向
•价格昂贵
•终端区& 高密度航路
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•在“大”飞机上的FANS1/A设备–昂贵的航电设备•通过第三方服务商使用卫星和甚高频数据链•自动,准确的航路报告–较慢的更新率(通常每隔14分钟更新一次)–支持例行报告& 安全告警–其它飞机不能见到报告•数据链昂贵•不支持tactical control
合约式自动相关监视（ADS-C)SITA / ARINC...
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ADS-B是什么?•Automatic自动􀀴不需要机组介入•Dependent相关􀀴信息源在飞机上•Surveillance监视􀀴飞机位置􀀴高度􀀴识别号􀀴速度航向, + . . .•Broadcast广播􀀴任何地面站和飞机都可以接收
自动位置报告
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内容•中国和澳洲•监视概念•ADS-B如何工作•Bundaberg运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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通常两次广播每秒
ADS-B “OUT”
ADS-B地面站识别号(callsign)位置高度速度航向垂直速率空-地监视
多模式接收机全球导航卫星系统（GNSS）接收机应答机
应答机
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...ADS –B轨迹飞行计划轨迹雷达轨迹ADS-C轨迹
新标示
集成到空管系统
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ADS-B “IN”
交通信息显示在多功能显示器（MFD）或PDA上
增强“看见& 避让”空-空监视
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内容•中国和澳洲•监视概念•ADS-B如何工作•Bundaberg运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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Burnett Basin
•靠近班达伯格（Bundaberg）
•飞机监控
–雷达覆盖12000英尺
–ADS-B (初始) 120 Nm范围
Sydney
BrisbaneBurnett Basin
2 天线
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Bundaberg 实验•部署和运营受委任的ADS-B–在有限地域–初始装备9架飞机–DHC8, Shorts 360, B200, Jabiru–B738 & A320 2006年1月加入试验–39 架飞机其中2架直升机•一个共享区一个地面站•CASA 批准以5 海里间隔执行完成
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内容•中国和澳洲•监视概念•ADS-B如何工作•Bundaberg运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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内陆空域项目
Thales
ADS-B 接收机正在启封
ADS-B 覆盖
在30,000 英尺雷达ADS-B
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高空空域项目…
•ATC在大陆的覆盖范围
–29 双备份的地面台
–卫星通信连接到ATC
􀀴ADS-B 数据
􀀴VHF 空-地语音通信
•飞机需装备ADS-B设备
•对安全的益处–RAM, CLAM, STCA
•对效率的益处–optimum level, off fixed routes
•30000英尺以上交通管理
•低密度的非雷达管制空域
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在Woomera ADS-B 安装ADS-B天线到ATC中心的卫星通信将被拆除的旧塔VHF 通信天线
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在Longreach的ADS-B 安装VHF语音天线到ATC中心的卫星通信ADS-B天线
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在Esperance的ADS-B安装
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部分ADS-B安装在偏远地区
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太阳能电源•VHF Comms•ADS-B•Satellite Link
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Billabong RoadhouseADS-B天线在折叠的天线立柱上
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...ADS –B轨迹飞行计划轨迹雷达轨迹ADS-C轨迹新标示•通过24位地址码接入到FDP•包括网络安全警告(RAM, CLAM …)•集成到ATC培训模拟器•集成到记录和分析工具•已运行3年•验证成功–现已经投入日常运行中
集成到空管系统
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C8395/09 NOTAMNQ) YUXX/QXXXX/IV/BO/E/000/999/A) YMMM/YBBBB) 0912181400 C) 1001310600 ESTE) SURVEILLANCE SEPARATION AVBL OUTSIDE RADAR COVERAGE IN BRISBANE AND MELBOURNE FIR DUE ADS-B UPPER AIRSPACE PROGRAM STAGE 3 IMPLEMENTATION COVERAGE DETAILS AVAILABLE ATWWW.AIRSERVICESAUSTRALIA.COM/PROJECTSSERVICES/PROJECTS/ADSB/UAP.ASP
2009年12月18日开始运行
•在ATC显示27 (+3) 个地面站
•5 NM间隔授权
–所有的地面站
•管制员培训结束
•运行批准已获得
•NOTAM颁布
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跨越澳洲的ADS-B轨迹布里斯班达尔文ADS-B 飞行计划轨迹雷达FANS1/ ADS-C
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Jan 2010 -
2010年1月10日的ADS-B报告
由28个ADS-B &
TAS WAM 个地面站接收
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覆盖在10,000英尺
ADS-B 在低高度空域已提供了充足的覆盖
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Broome
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Broome
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地面移动ADS-B
悉尼
墨尔本
布里斯班
珀斯在跑道上的飞机地面车辆
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ADS-B 装机比率vs时间ADS-B FITMENT RATES OVER TIME0.00%10.00%20.00%30.00%40.00%50.00%60.00%70.00%80.00%Aug-07Oct-07Dec-07Feb-08Apr-08Jun-08Aug-08Oct-08Dec-08Feb-09Apr-09Jun-09Aug-09Oct-09Dec-09Feb-10DatePercentage fitmentALL SCHEDULED INTERNATIONALSDOMESTIC GENERAL AVIATIONDOMESTIC MILITARYDOMESTIC NON-SCHEDULEDDOMESTIC SCHEDULEDPoly. (
ALL SCHEDULED INTERNATIONALS)Poly. (DOMESTIC SCHEDULED)按航班计算
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内容•中国和澳洲•监视概念•ADS-B如何工作•Bundaberg运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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批准的标准手册
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现在包括在AIP中
AIP补充􀃆AIP
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AIP 补充
机组必须键入飞机ID(FPL 第7项):•CSN 1234•CES 5678
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提供的机组学习资料
•2006年4月所有机组配备ADS-B手册•2006年4月提供基于网络的飞行运行信息包•通用航空FAQ & 介绍􀀹http://www.airservicesaustralia.com/pilotcentre/projects/adsb/faq.asp􀀹http://www.casa.gov.au/pilots/download/ADS-B.pdf]http://www.airservicesaustralia.com/pilotcentre/projects/adsb/presentations.asphttp://www.casa.gov.au/pilots/download/ADS-B.pdf
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ADS-B 要求
•经批准的GNSS接收机
•经批准的应答机
•输入飞机ID
•ADS-B 的要求:
–当前的自愿者–飞机被给予更高的运行优先级
–12/12/2013后–在FL 290以上飞行必须具备
•GNSS接收机的要求
–在完整性中必须使用水平保护标准（HPL）
–28/6/2012后的新飞机必须有SA aware
•ADS-B 信号必须满足标准(DO260 / A / B ...)
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问什么航电采用TSO-C145/146/196
•为什么ADS-B采用TSO-C156/146/196或
CASA或批准的等效文件
•可获得和持续
•TSO 要求:
–输出水平保护标准（HPL）
–没有假设SA (对HPL有较大影响)
•不要求卫星增强系统/广域增强系统（SBAS/WAAS）信号
•TSO-C129a + FDE + SA aware
–视为等效文件
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ADS-B接收机自主完好性监测系统
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ATC ADS-B 间隔标准
•ICAO ADS-B 间隔标准
–基于同雷达的比较评估
–5 海里和
–3 海里
•SASP & OPLINK 开发和同意
•出版PANS ATM Doc 4444
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内容•中国和澳洲•监视概念•ADS-B如何工作•Bundaberg运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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Summary All IncidentsCLAM, 62ETO, 27RAM-FLIPCY, 22AWARENESS, 24CO-ORD TIME, 19Not ADS-B, 262无足够的协作时间飞机不在预期的高度飞机不在预期的航路飞机不在预期的时间非预期的飞机ADS-B没有辅助
飞行情报区边界事件回顾
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分享ADS-B数据
•“Strawman”presented at last SEA meeting–Phase 1a : 2 sites each􀀴Merauke& Saumlaki􀀴Thursday Is & Gove􀀴For situational awareness, safety nets & support procedural ATC–Phase 1b : Only when Phase 1a successful􀀴More sites–Phase 2 : Progress towards separation
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重大进展
•Airservices& DGCA已近批准项目
•Gove & Thursday 正在运行(澳洲)
•Merauke& Saumlaki正在运行(印尼)
•其它国家部门已经准备供审议的协议草案
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内容•中国和澳洲•监视概念•ADS-B如何工作•Bundaberg运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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RNP & GLS监控
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内容•中国和澳洲•监视概念•ADS-B如何工作•Bundaberg运行验证•ADS-B在澳洲的执行•规章的考虑•与邻近国家分享ADS-B数据•用ADS-B监视RNP（所需导航性能）–GLS（GPS着陆）•未来的应用
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在驾驶舱中的交通显示FL360FL340FL350标准间隔期望的高度层
一般情景意识
其它飞机在接近
高度层更换程序In Trail Procedures
其它飞机位置可见
ADS-B提供与前面飞机的距离
支持在被占用的高度层上上升或下降
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ADS-B / PBN 配合
Nav Spec
Avionics
RNAV 10
(RNP 10)
Inertial with or without VOR/DME update; or
GNSS
RNAV 5
DME-DME, Inertial with VOR/DME update; or
GNSS
RNAV 2
DME-DME, Inertial with VOR/DME update; or
GNSS
RNAV 1
DME-DME, Inertial with VOR/DME update; or
GNSS
RNAV(GNSS)
GNSS
Nav Spec
Avionics
RNP 4
GNSSwith inertial(only found in modern jet aircraft)
RNP 2
GNSS(with or without inertial)
RNP 1
GNSS(with or without inertial)
RNP 0.3
RNP APCH
GNSS(with or without inertial)
RNAV
(GNSS)
GNSS(with or without inertial)
ADS-B 位置信号源GNSS
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讨论
Ed.Williams@AirservicesAustralia.com
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驾驶舱交通信息显示
情景意识的新阶段
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Pass Behind Application
Courtesy of BAe Systems
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Additional Slides
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Avionics
•Avionics
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AircraftStateRS-232AltitudeGillhamA-429RS-232KLN 94
KT 73ANTENNAANTENNAANTENNAANTENNAALTIMETERALTIMETERNon-TCAS Equipped AircraftEXISTINGEXISTINGNEWNEWDF 17 Squit+Mode A/C/S
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TCAS Equipped AircraftANTENNAANTENNAALTIMETERALTIMETEREXISTINGEXISTINGL-BAND SUPPRESSION BUSL-BUSAircraftStateRS-232AltitudeGillhamA-429RS-232KLN 94KT 73ANTENNAANTENNAANTENNAANTENNAGNSSNAVIGATORGNSSNAVIGATORDIVERSITYTRANSPONDERDIVERSITYTRANSPONDERTCASTCASDISPLAYDISPLAYNEWNEWDF 18 SquitOnlyMode A/C/S
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ADS-B Class B (ADS-B Out) Avionics Architecture TCASMode S TransponderTransponder/TCAS Control Panel & CablesBaseline in Passengerconfiguration. May need to be upgraded to Change 7 to be compatible with upgraded TransponderUpgrade To Include ADS-B FunctionalityReplace if required for Flight IDGNSS AvionicsControl PanelExisting UnitsNew AdditionsPosition,Velocity, ...Air Data ComputerAltitudeADS-BOUTAdapted from a FedEx presentation
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Airliner Mod Kit for “ADS-B out”
•Transponder Software
•GNSS Avionics to Transponder 429 data bus
Adapted from a FedEx presentationDon’t need cockpit displays for ADS-B out
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Smaller Aircraft avionics
•Development of ADS-B capability in transponders
–Low cost, size and weight
•eg Microair: Bundaberg Queensland
•eg Avionics AustralAsia: Brisbane Queensland
•eg Filser & Becker: Germany
•eg Honeywell & Garmin: USA
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Kinetic Avionics
•Twiglettechnology demonstrator developed
•World’s smallest ADS-B receiver
•Designed for airborne platforms
•Can be integrated into transponders
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UAT
•UAT
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UAT Background
•UAT development began around 1995 as part of larger Mitre initiative on broadcast data link
•UAT selected by FAA for Capstone large scale trial in Alaska
•Designed specifically for ADS-B with no constraints from legacy systems (“clean slate”)
•Operates on a single common wideband channel & Supports multiple broadcast applications
•Chosen by FAA as link for “Low end”General aviation
•Adopted ONLY by USA forsmall GA aircraftONLY
•1090 adopted by world for ALL aircraft
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Synergy with Multi-Lat
•Synergy with Multi-Lat
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Multilateration signals
•Principle: Difference in Time of arrival at multiple sitesMULTILAT and ADS-B GROUND STATION(s)LOW NOISE AMPLIFIERSIGNAL PROCESSORCOMPUTERRF•SSR on 1090 Mhz (A/c without mode S)•Need interrogation to trigger transponder•Gets altitude•Use ADS-B squitters•Use Mode S squitters on 1090 MhzDF11 –Acquisition SquitterDF17 or DF18 ADS-B Squitter
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Multi-lateration systems
•Airport surveillance multi-lateration systems use 1090Mhz receivers and decoders•All commercial vendors offer ADS-B outputs from multi-lateration base stationsMULTILAT and ADS-B GROUND STATION(s)LOW NOISE AMPLIFIERSIGNAL PROCESSORCOMPUTERGROUND STATIONRFADS-B MESSAGES &MULTILAT MESSAGES TO ATCLOW NOISE AMPLIFIERSIGNAL PROCESSORCOMPUTERGROUND STATIONRFLOW NOISE AMPLIFIERSIGNAL PROCESSORCOMPUTERGROUND STATIONRFTOA&ADS-BMessageMULTI-LATPROCESSTOA&ADS-BMessageTOA&ADS-BMessage
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Surveillance technology comparison
•Radar
–High performance, High cost
•Multilateration
–High performance
–Cost highly dependent on environment
􀀴Often cost effective for Terminal areas
–Good transition technology -works on existing transponders
􀀴Better on Mode S transponders
–Good surface movement technology
•ADS-B
–Highestperformance, Lowest cost if aircraft equipped
–Supports Air-Air surveillance
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Details of Mode-S
•Details of Mode-S
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SSR background1030 Receiver1030Mhz Interrogations 3 pulses (P1,P2,P3)1090 Transmitter1090Mhz reply messages 12 pulses(no error detection)ModeA, C interrogationsModeA, C repliesAIRCRAFT
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MODE S background1030 Receiver1090 Transmitter1030Mhz register requests (phase encoded messages)1090Mhz reply messages(pulse position modulatedwith error detection)Readout BDS RegistersMode A & C interrogationsMode A & C replies
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TCAS background1030 Receiver1030Mhz Interrogations 3 pulses1090 Transmitter1090Mhz reply pulses1030Mhz register requests (phase encoded messages)1090Mhz reply messages(pulse position modulatedwith error detection)1090 Receiver1030 TransmitterMode C interrogateMode S interrogate (UF0)Transmit DF11TCAS LOGIC& DisplayReceive ModeC repliesReceive DF0Receive DF11
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Enhanced & Elementary Surveillance1030 Receiver1030Mhz Interrogations 3 pulses1090 Transmitter1090Mhz reply pulses1030Mhz register requests (phase encoded messages)1090Mhz reply messages(pulse position modulatedwith error detection)Readout : Callsign Bank angleSelected levelAirspeedHeading GNSSReceiverFMSAir Data ComputerCallsign panelDATA to FILL the REGISTERS
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ADS-B background1030 Receiver1030Mhz Interrogations 3 pulses1090 Transmitter1090Mhz reply pulses1030Mhz register requests (phase encoded messages)1090Mhz reply messages(pulse position modulatedwith error detection)1090 Receiver1030 TransmitterMode C interrogate other aircraft & Mode S encounterTCAS LOGIC& DisplayReceiveDF17,DF18ADS-B & displayTRANSMITDF17/18 ADS-B GNSSReceiver
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ADS-B simplified1090 Transmitter1090 ReceiverADS-B DF17/18 DisplayReceiver ADS-B GNSS ReceiverOPTIONAL
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Mode S Transponder & ADS-B24 bit code DF11 acquisition squit (TCAS : Here I am)PARITYCONTROL24 bit AIRCRAFTADDRESSPOSITION, ALTITUDE, IDENTITY(CALLSIGN), VELOCITY VECTOR, VERTICAL RATEPARITYADS-B MESSAGE56 BitsCONTROL24 bit AIRCRAFTADDRESSTCASADS-B
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Overseas Implementations
•Overseas Implementations
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ADS-B-NRA Trials
13 ANSPs
200 aircraft280,000 flights/year
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Pioneer Airlines
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Expanded Surveillance
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Australia: 11% of World Airspace
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The Australian airspace is large
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Chinese FIRs
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Secondary Radar Surveillance
•Radar measures position of aircraft
–in range & azimuth
–relies on cooperation of aircraft to reply
•High update, more accurate
•Downlink:
–Altitude & Identity
–Dependent
•SSR only typically used ENR
•Co-operative / Dependant
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Aircraft
5 -Dash 8
2 -Beech 200
Bell 206 +
Kawasaki BK117
Shorts
B737
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In Trail Procedure (ITP)FL360FL340FL350Standard Separation
blue = ADS-B transceiver and onboard decision support system
red = ADS-B out minimum required
white = no ADS-B requirementsDesired AltitudeALLOWEDBLOCKEDCurrent RulesIn Trail Climb
Sequence of Events
Climb desired
Standard climb?
ITP following climb?
Request ITP following climb
Unable
Valid
Approved
ITP criteria
Groundspeed difference < 20 ktand difference in range > 15 nm
or
Groundspeed difference < 30 ktand difference in range > 20 nmITP Rules
谢谢辛苦了 收藏一下 下来看啊看
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