Implementation Guidance for

ADS-B/MLAT and Implementation

in the CAR/NAM Regions
ICAO/FAA Workshop on ADS-B and Multilateration Implementation
(ADS-B/IMP)
Mexico City, Mexico, 19 to 22 May 2014

Julio C. Siu
Regional Officer/ Communication, Navigation and Surveillance
ICAO NACC Office
 OUTLINE
• Global References
• Guidance Material
• Regional CAR/SAM Guidelines and Strategy
• NAM/CAR Working Group results
• Implementation in the CAR/NAM Regions
 Follow-up to First ICAO/FAA Workshop on ADS-B and Multilateration Implementation
(Mexico City, 6 to 8 September 2011)

 Agreement on a homogeneous ADS-B analysis criterion

 invitation to join the ADS-B Trials and ADS-B Ad-hoc Group implementation/ planning
 carry out ADS-B trials in a collaborative manner, share the information for analysis and
coordination activities among users in order to improve the integrity of this data
 To consider the use of MLAT/WAM for immediate benefits and ADS-B for medium term
benefits as to improve/optimize radar coverage and to cover existing radar coverage
gaps.
 Internal evaluation of their surveillance service and identification of improvements
with MLAT or Wide Area Multilateration (WAM)
 Consider ADS-B in their national plans
 Consider the operational benefits and opportunities with new surveillance by
evaluating airspace and procedures, seeking to use new surveillance techniques to
improve operations not possible with current surveillance infrastructure
 Apply the homogeneous criteria for ADS-B Data analysis to be developed by the ADS-B
Ad-hoc Group

3
 Follow-up to ICAO/FAA Workshop on ADS-B and Multilateration Implementation
(Mexico City, 6 to 8 September 2011)

 Follow-up regional guidelines for MLAT and ADS-B implementation such as example
Aeronautical Surveillance Manual - Doc 9924 and
 Follow-up NAM/CAR Working Groups tasks on the Regional Performance Objectives for
situational awareness improvements and CNS infrastructure implementation;
 Considering that training and development of the human resources is an essential
factor for the success implementation and conduction of ADS-B and MLAT aspects, CAR
States/Territories/International Organizations should identify training needs and their
capacity to satisfy these needs.
 ICAO to promote the establishment of an agreement among CAR States and United
States for the continued collaboration between states on ADS-B and Multilateration
surveillance harmonization.
 ICAO to lead the CAR states in the research and planning for the development of
regional and targeted implementation of ADS-B that support states improving
surveillance and situational awareness and to include cost-sharing for common benefit
implementations.

http://www.icao.int/NACC/Documents/Meetings/2011/ADSBMLT/SummaryofDiscussions.pdf

4
 Global References
• Global ATM Operation Concept (Doc 9854)  Global Vision

• Global Air Navigation Plan (Doc 9750)  Strategic

Planning

• Regional Planning (Doc 8733) - eANP

 Regional
• Regional Performance Objetives – RPO
Actions
(NAM/CAR RPBANIP)

 National
• National Plans Action
AIR NAVIGATION SYSTEMS IMPLEMENTATION
 Global References
The ATM system is a system that provides air traffic management through the
collaborative integration of humans, information, technology, facilities and
services, supported by air, ground and/or space-based communications,
navigation and surveillance.

Gate to Gate Concept

Phases of flight (Doc 9854)
DCB
AOM

TS

AUO Plan Ram

ning Ram
p Cruis Collec p
e tion
Landing
Surface
Departure SDM CM AO Surface
 Vision of an interoperable, integrated, harmonized departures arrival

and global air traffic management system, for all

users during all phases of flight, that meets agreed
levels of safety, provides for optimum economic
COMMUNICATION (C) - NAVIGATION (N) – SURVEILLANCE (S)
operations, is environmentally sustainable and Guide the implementation of CNS/ATM technology by providing a
meets national security requirements. description of how the emerging and future ATM system should operate
 Global References
3th Edition
Global Air Navigation Plan (Doc 9750) reductions in separation minima and an
enhancement of safety
(GPI-9) SITUATIONAL AWARENESS

Enhanced increase in capacity

surveillance
techniques (ADS-C improved flight efficiency
or ADS-B)
COST-EFFECTIVE BASIS

 surveillance to areas where there is no primary or secondary radar

 in airspaces where radar is used, enhanced surveillance can bring further reductions in aircraft separation
minima

 in high traffic density areas improve the quality of surveillance information (ground/ air), increasing safety
levels.

 quality assured electronic terrain and obstacle data necessary to support the ground proximity warning
systems with forward looking terrain avoidance function as well as a minimum safe altitude warning
(MSAW) system
Global References

 ICAO’s 15-year Plan

 ICAO’s Ten Key Air Navigation Policy

Principles

 Implementation: ASBU concept

 CNS/AIM/Avionic Roadmaps

 State´s experience and practical

implementation samples

8
 Guidance Material
STEPS RECOMMENDED FOR PLANNING AND IMPLEMENTATION OF SURVEILLANCE
SYSTEMS
a) Define the operational requirements:
• Select applications to be supported
• Define area of coverage
• Define the type of traffic
b) Define local environment (current and future):
• Current and expected future traffic densities
• Route structure
• Type of airborne equipage currently mandated for the different types of flights
• Type of aircraft
• Segregation between the different types of traffic
• Specific local RF environment.

ICAO Aeronautical Surveillance Systems Doc 9924

 Guidance Material
c) Analyse design options and determine which techniques can be used
• existing surveillance sensors may be re-used
• new surveillance sensors and techniques may be deployed at lowest cost
• the number of sites and investigate their availability
• the level of redundancy required and fall-back mode of operation
• whether new airborne equipment carriage will be necessary
• impact on operational procedure;
• cost-benefit studies and feasibility analyses
d) Make a safety analysis of the new proposed system:
• To demonstrate that the system will provide the necessary performance in its nominal
mode of operation;
• To demonstrate that the different failures have been analysed;
• To demonstrate that they have been found to be either acceptable or can be mitigated.
 Guidance Material
e) Implement:
• If new airborne equipment is required, then prepare airborne carriage
mandate
• Procure and install the new system
• Evaluate the performance of the new system

f) Establish operational service

• Transition from existing system to the new system

g) Deliver operational service

• Periodically verify the performance of the new system
• Conduct regular and preventive maintenance.
 Guidance Material
TRANSITION TO DEPENDENT SURVEILLANCE SYSTEMS

must provide at least the same level of performance required

(accuracy, availability, reliability, integrity and update rate) by the
existing applications

CONSIDERATIONS:

a) an adequate level of protection against common mode failures

b) fallback surveillance system and/or some operational procedures to
accommodate the loss of the GNSS function in an individual aircraft (e.g. due to
an equipment malfunction) would be required
c) the possibility of the loss of the GNSS function over an extended area (e.g. due
to interference effects on GNSS operation) should be taken into account
d) Validation of the reported ADS-B position
 Guidance Material
TRANSITION TO DEPENDENT SURVEILLANCE SYSTEMS

e) in operational environments, where the threat to safety is of significant

concern, it should be possible to detect and suppress the creation of tracks
on ADS-B reports that contain intentionally incorrect position information;
and
f) measures should be in place to cope with the expected growth in traffic
over the planned life of the system.

In general, the performance of a surveillance system for a given area and an

operational scenario should be specified by the responsible authority.
Depending upon the particular airspace and the application, this may imply
the need to continue to retain a certain level of SSR operation during the
transition period.
 Guidance Material
TRANSITION TO DEPENDENT SURVEILLANCE SYSTEMS

Designing a surveillance system

a) need to identify the source of surveillance when information is displayed. ->

if the type or condition of the source affects procedures
b) ability to uniquely identify targets
c) impact of the loss of surveillance of individual aircraft: short and long term
d) the impact of the loss of surveillance over an extended area
e) backup or emergency procedures to be applied in the event of aircraft or
ground system failure
f) the ability to operate to specification with the expected traffic density
g) the ability to operate in harmony with other systems such as ACAS and
ASA
h) the interaction between CNS functions
 Guidance Material
Data Transmission and Sharing

ASTERIX specifications to harmonize the transmission of

CAT 021- ADS-B target reports surveillance information.

Formats:
for the exchange of data between the surveillance sensors and data
processing systems, and
 for the generalized exchange of surveillance data between systems

 The specification defines the message field content and formats.

 The messages may be transmitted using any suitable data transport
mechanisms such as UDP or TCP.
 Current set of ASTERIX documents includes categories for the transmission
of radar, multilateration, ADS-B and integrated surveillance data.
 Guidance Material
Appendix M: MHz interference considerations

In the ATC environment SSR, ADS-B,

ACAS and military of IFF systems use
the same frequencies
(1 030 MHz and 1 090 MHz)

Interference can result in a degradation of system

performance causing lost or wrong information.

The reasons for this degradation are mainly

transponder occupancy and RF signal distortion.

maximum rate of 6.2 ES’s per second is Mode S- Cluster/ Selective Interrogation
near the limits in high traffic density areas Coordination with Military users
passive acquisition (e.g. ADS-B and multilateration)
transmission management,
interrogation rate management and
the appropriate antenna design for each system
 Regional CAR/SAM Guidelines and Strategy

Reference: CAR/SAM ANP Vol I, Part IV, COMMUNICATIONS, NAVIGATION AND

SURVEILLANCE (CNS):

 It is envisaged that the use of ADS/ADS-B will gradually increase,

especially in areas where the provision of radars is not practical or
economical.

 Planning and implementation of surveillance radar systems: CAR/SAM

States, during the planning and implementation of new surveillance radar
systems or in improving existing facilities, should consider the GREPECAS
Guidelines.

 Planning and implementation of ADS: CAR/SAM States, in coordination with

airspace users, should consider the implementation of ADS for providing
surveillance in areas in which the provision of radar is not feasible or
economical.
 Regional CAR/SAM Guidelines and Strategy

Reference: CAR/SAM ANP, Vol I, Part IV, COMMUNICATIONS, NAVIGATION

AND SURVEILLANCE (CNS):

 Sharing of radar data: In order to facilitate the implementation of surveillance

radar service in a safe, efficient and cost beneficial manner, CAR/SAM States
should consider the possibility of bilateral/multilateral arrangements for sharing
of radar data between the ATC centres in neighbouring States and the use of a
common radar data format and a common communication protocol for radar
data exchange in the CAR/SAM regions to be adopted by GREPECAS.

Surveillance Systems (CNS TABLE 4 A)

• Includes the planning for SSR/PSR and ADS systems.

• Last amended in March 2009
 Regional CAR/SAM Guidelines and Strategy

CARSAM Regional
Strategy for the
ADS-B Systems
Implementation
<see>
Draft Elements for
Potential Air Space
a Regional Strategy
to implement ADS-
for Surveillance
C and ADS-B
Systems
<see > <see >

Surveillance
Strategy for the
CAR/SAM
Regions — First
http://www.icao.int/NACC/Pages/ES/ Edition, Rev 2.0
edocs-cns_ES.aspx
 Regional CAR/SAM Guidelines and Strategy
Surveillance Strategy for the CAR/SAM Regions , Rev 2.0

Short term (until 2010)

Until 2010, independent surveillance systems will be predominant in
CAR/SAM Regions (ex. SSR, MSSR radars).
 the Surveillance Operational
Scenario Evolution for short (2009- Medium term (2010-2015)
2010), medium (2010-2015) and From 2010 onwards, the provision of ADDs to ground stations to support
long terms (2015-2025) for En- TMA and En Route operations is envisaged, following the increasing rate of
Route and TMA Airspace, Mode S equipped aircraft (new and overhauled) that will be able to transmit
Aerodrome Operations and Aircraft ADS-B messages (ADS-B out).
Systems. The first set of new applications that are envisaged to be supported in
 the Surveillance Infrastructure CAR/SAM Region are the ground Surveillance (ADS-B out) in a non-radar
Evolution required to cope with environment (ADS-B-NRA), in a radar environment (ADS-B-RAD) and Airborne
the foreseen operational Derived Data (ADS-B-ADD). ADS-B-out is expected to reach full operational
environment and specifies a capability status in 2015.
tentative action plan
Long term (until 2015-2025)
Airborne Surveillance (ADS-B-in, possibly supplemented by TIS-B) including:
Airborne situational awareness (ATSA-AIRB), visual separation on approach
(ATSA-VSA) and In-trail Procedure in oceanic airspace (ATSA-ITP). ADS-B-in for
air traffic situational awareness is expected to be launched after 2015.
 Regional CAR/SAM Guidelines and Strategy

ACTIVITIES TO BE CONSIDERED FOR ADS B TRIAL

Planning Function

Planning  develop a Concept of Operations (CONOPS): scope,

Function
the operational requirements, kind of service will be
provided in the trial area, the complete schedule to
Results perform the actions required, and the issues that
Expected
Disseminat
Criteria have to be addressed (e.g. efficiency improvement,
ion
fuel savings, capacity enhancement, etc.)
 All stakeholders should be identified and brought to
the program by promoting some user and customer
conferences, to discuss the contents of the CONOPS
Trial
Test and present the benefits of new technologies.
Parameter
Limitation
s  It is also important to have some Airline candidates to
commit and be part of the program from the
beginning.
Regional CAR/SAM Guidelines and Strategy
ACTIVITIES TO BE CONSIDERED FOR ADS B TRIAL

EXPECTED CRITERIA
 The migration to ADS-B environment should be cost effective
 The use of the new technology must provide safety benefit
 The trial must be concluded in a reasonable time frame
 The ANSPs must get full commitment from users and regulators
before the beginning of activities
 It is important to have some radar coverage (at least partial) over
the trial area to validate ADS-B position reports
 A performance baseline for the designated areas of trials (e.g.
existing routes) should be established to make future comparisons
possible
 A Cost Benefit analysis (CBA) should be performed for the
customers by the ANSP
 Data collection should be performed and a safety case based on
that data should be presented to Regulators.
Regional CAR/SAM Guidelines and Strategy
ACTIVITIES TO BE CONSIDERED FOR ADS B TRIAL

TEST PARAMETERS

Update rate of the prototype system should be measured and

compared to the expected rate, depending on the designated
airspace (en-route, TMA, ground);
accuracy of the system should be evaluated by comparison with a
known legacy system (e.g. secondary radars);
Performance of the system should be monitored, in terms of NUC
(for D260 compatible avionics) or Navigation Integrity Category
(NIC), Navigation Accuracy Category (NAC), System Integrity Level
(SIL) (for D260A compatible avionics);
Probability of reception should also be measured over a very large
sampling of flights;
Flight ID sent by any aircraft should be assessed by the technical
teams;
Overall service availability must be measured and determined
Anomalies of all types shall be recorded and analyzed.
 Regional CAR/SAM Guidelines and Strategy
ACTIVITIES TO BE CONSIDERED FOR ADS B TRIAL

TRIAL LIMITATIONS

should be limited to ADS-B out only;

validate the performance of the existing communication
infrastructure;
Monitor spectrum within the trial area: frequency 1090MHz won’t
be affected for the legacy systems that are currently deployed;
It is desirable to have a monitoring system for the health of the GPS
constellation to validate its performance during the test event.

RESULTS DISSEMINATION

During the trial processes, a dedicated team should be assigned to collect, organize and analyze
data that will be used to write a complete report of the ADS-B trial results
 Regional CAR/SAM Guidelines and Strategy
GREPECAS 16/38 C IMPROVEMENTS TO THE NACC/WG CONCLUSION 3/6 ADS-B TRIALS AND ANALYSIS IN THE CAR
ACTIVITIES REFERRED IN ADS-B TRIALS: REGION
That States/Territories/International
Organizations who are carrying out ADS-B trials That, in order to consolidate ADS-B activities to have homogeneous
are urged to: criteria in the analysis and data exchange:
a) Continue with the data collection and
analysis, in accordance with GREPECAS a) States/Territories/COCESNA, who are carrying out ADS-B trials, or who
guidelines (GREPECAS/15 report, Appendix Q); have near term plans to do so:
b) Search for the exchange of data between i. inform the ICAO NACC Regional Office about these trials or plans
States, particularly with regard to coverage by 31 December 2011;
superposition and analysis criteria; ii. designate a point-of-contact to coordinate these activities and
c) Solve, with the respective airspace users, the notify this information to the ICAO NACC Regional Office;
duplicate or illegal 24-bit Address cases iii. consider the technical support and assistance offered by the
identified, and inform in this respect to the United States on these activities;
ICAO Regional Offices; iv. report their progress to the ICAO NACC Regional Office for 31
d) Inform airspace users on any anomaly in the December 2012;
received ADS-B messages, in preparation of b) the ICAO NACC Regional Office:
future ADS-B implementation; and i. support coordination with users (IATA/ALTA) for their
e) Duly inform the ICAO Regional Offices on the participation in these trial activities; and
trial results, for their publication. ii. provide assistance to participating States with the development
and definition of this homogeneous analysis criteria as well as with
the activities mentioned in item a).
 NAM/CAR Working Group results

NAM/CAR
(NACC) Working
Groups

ANI/WG: ADS-B NAM/CAR

E/CAR/CATG
TF Regional Groups

NAM/CAR Regional Performance Based Air Navigation Implementation

Plan (NAM/CAR RPBANIP) ver. 3.1
NAM/CAR Working Group
results

27
NAM/CAR Working Group results
ASBU B0-75/SURF: Planning Targets and Implementation Progress
Elements Targets and Implementation Progress
(Ground and Air)
1. Surveillance System
for Ground Surface 30% of selected aerodromes with SMR/ SSR
Movement (PSR, Mode S/ ADS-B Multilateration for ground
SSR, ADS-B or surface movement by June 2018
Multilateration)
1. On-board
20% of aircraft on the NAM/CAR State registries
Surveillance Systems
to have surveillance system on board (SSR
(SSR transponder,
transponder, ADS B capacity) by June 2018
ADS B capacity)
1. Surveillance System 20% of vehicles at selected aerodromes with a
for Vehicles cooperative transponder systems by June 2018

ASBU B0-84/ASUR: Planning Targets and Implementation Progress

Elements Targets and Implementation Progress
(Ground and Air)
1. Implementation of 30% of selected aerodromes with ADS-B
ADS-B implemented by Dec 2018

1. Implementation of 80% of multilateration system implemented in

Multilateration selected aerodromes by June 2018

28
 NAM/CAR Working Group results
NAM/CAR Implementation supporting and implementing Bodies

Regional
CAR
RLA/08/801
Project

NAM/CAR Regional Performance-based

Air Navigation Implementation Plan
(RPBANIP)

http://www.icao.int/NACC/Pages/ ADS-B, AIDC, AIM, AMHS, ATFM, GOLD (CPDLC) and PBN,
nacc-regionalgroups-aniwg.aspx TaskForces
Responsibilities/ Work Programme/ Membership
 NAM/CAR Working Group results
GREPECAS Project C – Automation and improve
ANIWG/01 Results ATM situational awareness: developing
Guidelines on the operational implementation
of ADS-B and data exchange

IATA expressed full support for ADS-B

implementation and requested that ANSPs
inform on implementation in a timely manner
and provide user benefits of ADS-B

Creation of the ADS-B Task Force 2012 Avionic Equipage Survey-2012

(ToR, Work programme and
Membership) ADS-B Action Plan, Initial Points of
Contact and reorganization of ADS-B
ADS-B receivers specifications for Adhoc-Group
CAR Project Acquisition
 NAM/CAR Working Group results
Review of ADS-B TF activities
NACC/WG/04
States and ANSPs´ progress on ADS-B
Results
Agreement for 2nd ADS-B/MLAT Workshop

CONCLUSION
NACC/WG/4/10 ADS-B OUT
IMPLEMENTATION IN THE NAM/CAR REGIONS

That all States/Territories in the NAM/CAR

Region adopt/include in their implementation
plans the ADS-B implementation date by 31
December 2018, to finalize the operational
implementation of ADS-B out.

31
 Implementation in the CAR/NAM Regions
Review of Radar Data Processing and Exchange implementation
Bilateral –
multinational-
implementation
ASTERIX
Regional
compatible
interconnectivit
radar signal in
y available
all radars
Full radar coverage in
Radar data continental areas with
sharing in all multiradar radar coverage
CAR Region at enroute level

Several Mode S Several non

radar radar areas at
implemented low levels
 Implementation in the CAR/NAM Regions
Radar Coverage in main
Traffic Flows
 Implementation in the CAR/NAM Regions
Radar Coverage in main
Traffic Flows
 Implementation in the CAR/NAM Regions
Radar Coverage in main
Traffic Flows
 Implementation in the CAR/NAM Regions
• Radar data sharing implemented through
the E/CAR AFS network

• Trinidad and Tobago provides and hosts

the radar data server for the sharing of
radar data in the Eastern Caribbean
The radar data from Martinique and
Guadeloupe radars are presently available at
the Piarco ACC in addition to the Trinidad and
Tobago radar data.
Through multi sensor fusion the Piarco ATM
system will process and distribute via the
E/CAR AFS network a seamless composite
surveillance image to the E/CAR states.

• Radar Data Display implementation in

E/CAR States – system tracks /E/CAR
Radar Data Sharing Ad-hoc Group)
 Implementation in the CAR/NAM Regions
Status of Radar Data Exchange implementation:
Operational

 Within Central America (Belize, Costa Rica, El

Salvador, Guatemala, Honduras, Nicaragua,
COCESNA)
 Mexico / Central America
 Central America/ Panama
 Mexico / USA
 Cuba/ Central America
 French Antilles / Saint Lucia / Trinidad & Tobago
 Implementation in the CAR/NAM Regions

Status of Radar Data Exchange implementation: On going

 Jamaica/Central America: testing

 Cuba/ Jamaica: testing
 Sint Maarten/ Trinidad and Tobago: Pending
 several teleconferences
 Action Plan agreed
 Cuba/Mexico: Pending agreement
 Barbados/Trinidad & Tobago: Pending
 Antigua Radar reactivation: Pending
 Dominican Republic/Curacao: Pending
38
 Implementation in the CAR/NAM Regions
Status of Radar Data Exchange
implementation: On going

 Curacao/ Venezuela: Pending

 2 teleconferences
 Action Plan agreed

 Curacao/ Trinidad and Tobago:

Pending
 4 teleconferences
 Action Plan Agreed

39
 Implementation in the CAR/NAM Regions
Status of Radar Data Exchange implementation: Future considerations

Mode S Radar implementation:

 7 SSR Mode S Radar in Central America
 1 SSR Mode S in Trinidad and Tobago
 Several SSRs in Mexico
ADS-B implementation :
 Cuba
 Jamaica
 Trinidad and Tobago
 Mexico
 Central America
Implementation in the CAR/NAM Regions

41
 Implementation in the CAR/NAM Regions
Prior to 2009, Canada relied upon primary
and secondary radar systems to provide Air
Traffic Services (ATS) surveillance services

Traffic growth and complexity,

due in part to interactions In November 2010, ADS-B
between growing numbers of installations along the
cross-polar flights and other en north-eastern Coast of ADS-B implementations allow air traffic
route international traffic flows, Labrador and Baffin Island controllers to apply surveillance-based
led to studies of how best to added another 1,920,000 separation minima rather than procedural
address the necessary efficiency square kilometres of separation minima, which were on the
improvements. As a result, NAV airspace under ATS order of 60 nautical miles (NM) laterally
CANADA, the main Canadian Air surveillance. Most recently, and 80 NM longitudinally. The fuel savings
Navigation Services Provider in March 2012, ground from the Hudson Bay implementation are
(ANSP) commissioned a network stations in Greenland added estimated at 21 million litres annually, and
of 5 ADS-B ground stations in the an additional 1,320,000 those from the Labrador, Baffin Island and
Hudson Bay area of northern square kilometres of Greenland implementations are estimated
Canada. This expanded ATS airspace, including a at 9 million litres annually. These estimated
surveillance coverage to include portion of the North fuel savings equate to avoided CO2
an additional 850,000 square Atlantic Region where emissions of 77,000 tonnes annually.
kilometres of airspace, used by Canada provides air
approximately 35,000 flights per navigation services.
year.

42
 Implementation in the CAR/NAM Regions
GULF OF MEXICO AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B)

JetBlue Airways, KZHU, and Miami Air Route

Traffic Control Centre (KZMA) participated in an
Automatic Dependent Surveillance-Broadcast
(ADS-B) route test in the GOMEX airspace from
August 15, 2013 to October 15, 2013.

Favourable results that demonstrated an

increase in efficiency and cost saving
benefits to the user when alternative
ADS-B routes were used during periods
when weather impacted the GOMEX
airspace

43
44