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Radio Altimeter Industry Coalition Coalition Overview David Silver, Aerospace Industries Association

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Radio Altimeter Industry Coalition Coalition Overview David Silver, Aerospace Industries Association Radio Altimeter Industry Coalition Coalition Overview David Silver, Aerospace Industries Association 7/1/2021 2 Background • The aviation industry, working through a multi-stakeholder group formed after open, public invitation by RTCA, conducted a study to determine interference threshold to radio altimeters • The study found that 5G systems operating in the 3.7-3.98 GHz band will cause harmful interference altimeter systems operating in the 4.2- 4.4 GHz band – and in some cases far exceed interference thresholds • Harmful interference has the serious potential to impact public and aviation safety, create delays in aircraft operations, and prevent operations responding to emergency situations 7/1/2021 3 Goals and Way Forward • To ensure the safety of the public and aviation community, government, manufacturers, and operators must work together to: • Further refine the full scope of the interference threat • Determine operational environments affected • Identify technical solutions that will resolve interference issues • Develop future standards • Government needs to bring the telecom and aviation industries to the table to refine understanding of the extent of the problem and collaboratively develop mitigations to address the changing spectrum environment near-, mid-, and long- term. 7/1/2021 4 Coalition Tech-Ops Presentation John Shea, Helicopter Association International Sai Kalyanaraman, Ph.D., Collins Aerospace 7/1/2021 5 What is a Radar Altimeter? • Radar altimeters are the only device on the aircraft that can directly measure the distance between the aircraft and the ground and only operate in 4200-4400 MHz • Operate when the aircraft is on the surface to over 2500’ above ground Radar Altimeter Antennas Radar Altimeter Antennas Photo credit: Honeywell Photo credit: ALPA 7/1/2021 6 How Does a Radar Altimeter Work? 1. The radar altimeter transmits a signal toward the ground 2. The signal bounces off the ground 3. The radar altimeter receives the reflected 1 3 signal 4. Round-trip time is translated into distance 2 Photo credit: Garmin 7/1/2021 7 How Does a Radar System Differ From a Communication System? • In a communications system, a receiver listens for signals that are generated by a transmitter and sent directly to the receiver. • Transmit power can be increased to compensate for local conditions • In a radar system, a receiver is listening for a transmitted signal that has reflected from an object or terrain • Transmit power is generally fixed and operates over a wide frequency range (up to 200 MHz) • Type of reflective surface can cause the return signal to vary widely in strength. The receiver must be very sensitive to receive signals reflected from tall grass, plowed fields, water/waves, snow, ice, etc. • Achieving this increased sensitivity means that radar receivers are inherently more sensitive to interference from strong signals in adjacent bands 7/1/2021 8 How Does Radar Altimeter Information Get Used? • Radar altitude is shown directly to the pilot during approach and landing • Essential to safe operation during heavy workload, and the pilot needs absolute trust • In addition, multiple other systems on the aircraft are fed the information directly: • Flight Controls • Automatic Landing Photo credit: Radio Nederland Wereldomroep, CC BY 2.0 • Advanced Aircraft Flight Control Modes Turkish Airlines 1951 crashed at AMS, in part due to • Terrain Awareness and Warning Systems a false radar altitude reading, which caused • Aircraft autothrottle to go to idle at inappropriate altitude • Helicopters • Other Warning Systems and Aircraft Systems 7/1/2021 9 Radar Altimeter Use on Helicopters • Helicopters operate at low altitudes in an even more challenging environment than airplanes • Approaches to random points-in-space and hospitals • Below fixed-wing obstacle protection surfaces • Congested urban areas • Radar altimeter critical for sling load operations / tall building construction • Search-and-Rescue and Medevac • Terrain / buildings / obstacles • Offshore platforms in all weather • Platforms will also be equipped with 5G wireless • Erroneous radar altimeter readings have been causes of numerous incidents/accidents 7/1/2021 10 Scenario 1a: Airliner or GA Visual Approach and Landing – Illustrative Example of Some RA Functions Even in good weather flying, without use of the autopilot, the radar altimeter is used for many important functions, such as: 1 2 1 At 2500’, radar altitude display active 3 At 2300’, Predictive Wind Shear activates (deactivates at 50’) 2 4 From 1550’ – 1000’, Traffic Alert Collision Avoidance System (TCAS) alerts change 5 3 At 900’ TCAS Resolution Advisories are inhibited (not shown due to lower priority) 6 4 At/below about 800’, many status and caution messages are inhibited to prevent distraction during landing; other warnings may be enabled at these altitudes (e.g. landing gear not down). (Note: similar warning changes during takeoff) 5 At 200’, “rising runway” symbol and landing visual cues are shown on flight instruments and Heads-Up Display / automatic altitude callouts to touchdown – e.g., 50, 40, 30, 20, 10 and “rising runway” animation At about 100’, some aircraft may transition to a “Flare and De-rotation” flight control law for enhanced handling qualities. Radar 6 altitude is also used in the arming and activation of ground spoilers, thrust reversers, and other landing systems For Illustrative Purposes – not all uses of radar altitude in airliner or GA visual approaches are described; the exact systems and altitudes vary by aircraft type Scenario 1b: Airliner or GA AUTOLAND, Visual or Low Visibility “CAT II/III” 1 Radar altimeter functions in addition to all of the items from the Visual Approach Scenario 1a: 2 Prior to approach, pilots select the approach in 3 1 the Flight Management System – includes “Decision Height” (e.g. 100’ radar altitude) 4 Selecting a different approach is disabled below a certain radar altitude; 5 2 manual tuning of the ILS system may be locked out below certain radar altitudes 6 Once a CAT II Autoland approach starts, loss of radar altimeter data usually requires the approach to 3 be abandoned (missed approach) 4 Autopilot sensitivity on ILS beam reduces with radar altitude, as ILS Localizer beam width narrows 5 At the specified Decision Height, the pilot must have the runway touchdown zone in sight or execute a missed approach 6 AUTOLAND will transition to Flare and Rollout modes at about 100’ radar altitude. For Illustrative Purposes – not all uses of radar altitude during AUTOLAND or CAT II/III approaches are described; the exact systems and altitudes vary by aircraft type Scenario 2: Windshear Encounter and Escape • Windshear is a weather phenomenon that causes aircraft to experience a rapid decrease in airspeed, due to wind flows near the ground • Hazardous during takeoff and landing. • Upon encountering a windshear, the Pilot Flying executes an “escape maneuver”: pitch to a nose-up attitude, and increase engines to full power • Aircraft can still lose altitude during the escape maneuver Windshear • The Pilot Monitoring continuously calls out radar altitude Warning to give the Pilot Flying critical situational awareness to help with decision making to avoid ground contact • Loss of, or incorrect radar altitude would greatly impair a Radar Altitude successful safe outcome Display 7/1/2021 13 Image Credit: Airbus Airliner Interference Hazards • Each use of the altimeter has a functional hazard assessment • Hazards for loss of or erroneous altitudes vary by application • Hazards range from ‘Major’ to ‘Catastrophic’ depending on phase of flight • Hazards from multiple affected functions could occur simultaneously and combine 7/1/2021 14 Scenario 3: Helicopter SAR Operation Helicopter operations often deal with demanding environmental factors • Typically Entire Flight at Low Altitude • Day/Night Conditions • Weather • Unfamiliar Areas • Obstacles • Time Critical Radar Altimeters feed a wide array of data/control systems designed to enhance safety: • GPWS/HTAWS • Aural Safety Warnings § 135.160 – Operable Radio Altimeters Required for Part 135 • TCAS • Descent Operations • Auto Pilots & Automatic Flight Control Systems • Flight displays §135.605 – HTAWS Required by Regulation for all Helicopter Air Ambulance Operations • Flight Directors – Including approach/hover modes 7/1/2021 15 Scenario 3: Helicopter SAR Operation Radar Altimeter interference can result in lost/inaccurate/erroneous/unreliable data that will be DETECTED or UNDETECTED: ___________Detected___________ ________Undetected______ _ . Hazardous flight profiles . Increased risk to aircrews . CFIT . Loss of situational awareness . Loss of aircraft control . Increased crew workloads . Distraction . Loss of mission Response to Detected Interference Effectiveness of Actions . Situational – dependent on flight operations/environment . No equivalent replacement for loss . Actions driven by risk-based analysis of altitude data . May be driven by company SOP or Regulation . Asking crews to operate at risk . Final response may range from continued flight to abort mission 7/1/2021 16 Where Can I Find More Information? • The RTCA published a report in October 2020: “Assessment of C-Band Mobile Telecommunications Interference Impact on Low Range Radar Altimeter Operations” • Section 5.3 describes specific aircraft systems that depend on radar altimeter information, and the effect of radar altimeter interference on those systems • https://www.rtca.org/wp-content/uploads/2020/10/SC-239-5G-Interference-Assessment-
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