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ADS-B Version 2 ADS-B Automatic Dependent Surveillance–Broadcast Contents What is ADS-B? 01 Benefits of ADS-B 01 Airspace changes - ADS-B timeline 02 Aircraft equipment 06 Using ADS-B 07 ADS-B phraseology 13 ADS-B phraseology quick reference 14 Operations 15 Human factors and ADS-B 18 Are you ready to fly? 21 Glossary 22 ADS-B equipment mandates - existing & proposed 23 Common ADS-B installation problems 24 Contacts 25 This booklet is for general information only. Refer to current rules and the Aeronautical Information Publication (AIP) for full details of operational requirements. © November 2012 Civil Aviation Safety Authority 1210.1735 Automatic Dependent Surveillance–Broadcast 01 What is ADS-B? Benefits of ADS-B ADS-B is a broadcast surveillance system » Airservices’ policy is to give priority to with air-to-ground (aircraft to ATS) and ADS-B equipped aircraft (when doing air-to-air (aircraft to aircraft) applications. so gives an operational advantage to air ADS-B avionics broadcast identification, traffic control [ATC]) position, altitude, velocity and other data » Position reports by voice no longer automatically about every half second. required for identified ADS-B aircraft The system ‘depends’ on other aircraft systems, such as a barometric encoder » Ability to approve continuous rather than and global navigation satellite system stepped climbs and descents to and (GNSS) equipment for the data. from cruising level ADS-B ground station equipment » Greater flexibility in allocating comprises a receiver unit, an antenna appropriate flight levels at the request and a site monitor. Ground stations of pilots. (That is, to climb to optimum across Australia are connected to the flight level, as aircraft weight decreases Airservices Australia digital communication with fuel burn) infrastructure, and, combined with radar, » Airspace which previously had no radar, provide continent-wide, line-of-sight and only procedural separation services, surveillance coverage above 30,000ft, can now have an ATC surveillance as well as significant coverage at lower service levels. » Greater ability for ATC to grant ADS-B is a data-link system that normally clearances to fly requested routes or utilises the same transponder, but levels operates independently of the aircraft radar and traffic collision alerting and » Aircraft are easier to locate for search avoidance (TCAS) systems. Most modern and rescue (SAR) Mode S secondary surveillance radar (SSR) transponders are capable of transmitting SSR and ADS-B (also termed extended squitter) data. The older Mode A/C transponders do not support ADS-B. 02 Airspace changes fitted with ADS-B equipment complying with the technical standards and - ADS-B timeline requirements published by CASA. Airservices Australia has deployed In September 2012, with knowledge automatic dependent surveillance- and confidence of the ADS-B system broadcast (ADS-B) technology across well established (following an extensive Australia. trial period and ATC use of ADS-B data since late 2006), Airservices removed an There are currently 29 duplicated existing approval procedure. Airservices ADS-B ground stations plus wide area now provides all aircraft transmitting valid multilateration (WAM) systems in Sydney ADS-B data with an ADS-B separation and Tasmania that provide ADS-B data to service outside of radar coverage. The ATC. Australia now has extensive ADS-B only exception is for those relatively few coverage above FL250, and reasonable aircraft known to have ADS-B equipment coverage at 10,000 feet. Many remote not meeting the CASA standards. Those locations have ADS-B to ground level aircraft have equipment which may be including Broome, Karratha, Esperance, transmitting invalid position information Longreach, Bundaberg and Bourke. Even on occasions, or not having the necessary more ADS-B ground stations are planned level of integrity assurance in the for deployment in the coming years. transmitted information. The identity of Australia now also shares ADS-B data such aircraft is included on an ‘ADS-B with Indonesia, improving efficiency and blacklist’ and the aircraft are not displayed safety at the flight information region (FIR) to ATC by ADS-B means until such time boundary. This data is delivered on non- this aircraft equipment complies with the duplicated links and hence is not used for required standards. the support of five nautical mile separation standards. It supports situational As ATC will automatically provide all awareness, safety nets and removal of aircraft transmitting valid ADS-B with waypoint reporting. an ADS-B based separation service, pilots should know that their aircraft At the time of printing this publication is transmitting ADS-B, and should (November 2012); Airservices is providing be familiar with ADS-B related flight an ADS-B based separation service, mainly planning requirements, procedures and in, but not restricted to Class A en-route communication phraseology. airspace, to approximately 2000 aircraft Automatic Dependent Surveillance–Broadcast 03 Combined radar and ADS-B coverage with initial ADS-B rollout Existing radar coverage at 10,000ft ADS-B coverage 10,000ft Existing radar coverage at 30,000ft ADS-B coverage at 30,000ft Dates for phased introduction of ADS-B: mandates for fitting of serviceable ADS-B Future developments » 12 December 2013: aircraft operating at or In-trail procedure (ITP) will allow above flight level 290. Aircraft without ADS-B more frequent flight level changes in will be restricted to flight below FL290 unless procedural airspace (not covered by specifically exempted by CASA radar or ADS-B). ITP will enable two See page 23 of this booklet for the full or more aircraft, each equipped with timetable of ADS-B mandates for aircraft ADS-B and cockpit display of traffic operating under IFR information (CDTI), to approach closer than the 50nm separation allowed ADS-B rule: in procedural airspace, but no closer Civil Aviation Order 20.18 para 9B and Appendix than 10nm from each other. XI www.comlaw.gov.au/Details/F2012C00572 04 ADS-B transmission and display ADS-B ‘OUT’ On-board ADS-B equipment can consist An ADS-B transmitter enables the identity, solely of a transmission system to send position and altitude of an aircraft to ADS-B information. Aircraft can also be determined and displayed to an air be equipped with a cockpit display of traffic controller. The signal is broadcast traffic information (CDTI), but this is not from the aircraft approximately every essential. half second and, provided the aircraft is within the coverage volume of an ADS-B ground station, the data can be fed to the ATC facility and used to provide air traffic services. ADS-B transmission Information includes: position, altitude, identity, velocity vector and vertical rate. Typically broadcast twice per second. ATC facility ADS-B ground station Automatic Dependent Surveillance–Broadcast 05 ADS-B ‘IN’ Aircraft may also be equipped with a CDTI and associated receiver to display the broadcast positions of ADS-B-OUT aircraft. Cockpit displays of traffic information may be combined with other systems, such as moving map navigation displays. Aircraft fitted with transmitter and receiver. Information displayed on panel-mounted CDTI Aircraft fitted with ADS-B transmitter only 06 Aircraft equipment In most aircraft installations, the SSR transponder control module in In Australia, ADS-B is transmitted on the the cockpit also controls the ADS-B 1090MHz extended squitter datalink, also transmitter; operating the SSR known as ‘Ten Ninety’. Standards for the system will also operate the ADS-B extended squitter avionics are defined in system. Civil Aviation Order 20:18. CASA has also published Australian TSOs C1004 and C1005. International variations CASA may also approve equipment A number of states around the world are meeting suitable alternative standards. implementing ADS-B. Whilst harmonised as much as possible, there are some differences in equipment requirements GNSS provides the positioning and fitment. For example: the USA information for ADS-B, so if you requires either DO260B (also accepted by turn the GNSS receiver off, your Australia) or universal access transceiver aircraft will become invisible to (UAT) technology (not used in Australia). ADS-B surveillance. Anyone importing a GA category aircraft ADS-B equipment can have various pilot from the United States should make sure interfaces, ranging from a simple on/off the ADS-B fitted is the 1090MHz system, switch for the transmitter to a pilot control not the UAT system. Anyone importing interface with advanced features such as a an IFR aircraft from February 2014 should cockpit display of traffic information. make sure it is ADS-B and Mode S capable. It may also be combined with other systems, such as a secondary surveillance radar (SSR) transponder, traffic collision avoidance system (TCAS) or multifunction display (MFD). Automatic Dependent Surveillance–Broadcast 07 Using ADS-B Flight identification ADS-B systems typically broadcast two The aircraft identification (sometimes means of identifying the transmitting called the flight indentification or FLTID) is aircraft. the equivalent of the aircraft call sign and is used in both ADS-B and Mode S SSR » The first is the aircraft address (also technology. Up to seven characters long, it known as the 24-bit code) and is usually set in airline aircraft by the flight » the second is the flight identification crew via a cockpit interface. It enables air (FLTID) – the visual equivalent of a call traffic controllers to identify an aircraft on sign – used to identify targets on a a display and to correlate a radar or ADS-B display and link them to their flight plans. track with the flight plan data. Aircraft identification is critical information, so Aircraft address enter it carefully. Punching in the wrong characters could lead to ATC confusing Each aircraft has a unique aircraft address, your aircraft with another. which consists of a 24-bit code allocated by CASA. This code is usually entered It is important that the identification into the unit by a LAME at installation exactly matches the aircraft identification and may be expressed in either binary or (ACID) entered in the flight notification.
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