federal aviation administration airport surface surveillance capability (assc) system industry day...

Federal AviationAdministration

Airport Surface Surveillance Capability

(ASSC) System Industry Day

Terrence Johnson - ASSC Project Lead

October 06, 2010

Airport Surface Surveillance Capability (ASSC) System Industry Day 2

Federal AviationAdministrationOctober 06, 2010

Agenda

• Ground Rules – Robert Valdes• ASSC Overview – Terrence Johnson• Key System Requirements – Steve Burnham• Questions and Answers Session – ASSC

Team



Ground RulesGovernment – Industry Communications

• The objective of Industry Day is to foster a productive exchange of information, and understanding of ASSC between Government and Industry.

• Inquiries regarding ASSC or Government postings thereof are to be addressed to the FAA Contracting Officer

• If an Industry question cannot be addressed at this forum, the Government will take the action to provide a response via the FAA Contract Opportunities website. – Audio/visual recording of ASSC Industry Day is not permitted



• The ASSC system fuses multilateration ground sensor data with Automatic Dependent Surveillance Broadcast (ADS-B) equipped aircraft information for display on an FAA certified airport tower controller display (included as part of the ASSC configuration).

• The ASSC system has the capability of providing data to other external FAA systems (e.g. Surveillance Broadcast Services (SBS), Runway Status Lights (RWSL), and Terminal Data Distribution System (TDDS)).

• The ASSC system tracks surface vehicles/aircraft providing information for Air Traffic Control (ATC) services, and provides pilot/vehicle operator improved situational awareness through ADS-B Traffic Information System Broadcast (TIS-B) services.

• Using the TIS-B data, pilots/vehicle operators with ADS-B equipped receivers will be able to locate the position of other non ADS-B equipped aircraft or vehicles.

What is the Airport Surface Surveillance Capability (ASSC) System?



MLAT•1090 260B – Required

• 978 282B – Required

DP

RMSCS

TP DisplayRADIO RADIORADIO

• 260A – Current 2010• 282A – Current 2010• 260B – Required • 282B – Required

TIS-B = MLAT 1090/978

ASSC System Infrastructure (Conceptual)

FAA SBS (Surface/Terminal/En Route) Infrastructure

FAA RWSL Infrastructure

FAA TDDS Infrastructure

FAA Terminal/En Route Automation Infrastructure

SDP

FAA Automation

DD

• 1090 260B • 978 282BADS-B

GS SREFTGS

ASSC System Interfaces

RWSLP TDDS



ASSC System Acronym Definitions

• RMS:• TP:• DP:• GS:• SREFT:• DD:• SDP:• CS:• RWSLP:• TDDS:

Remote Maintenance Subsystem

Target Processor

Display Processor

Ground Sensor

System Reference Transmitter

Data Distribution

Service Delivery Point

Control Station

Runway Status Light Processor

Terminal Data Distribution System



• Must be deployed to 9 sites, including all necessary FAA verification and operational testing, according to the following schedule:

– 1) Co-Key Sites 18 Months after award. • CLE - Cleveland-Hopkins International Airport

• SFO - San Francisco International Airport

– 2) Seven (7) remaining sites by CY 2015.• ADW - Andrews Air Force Base

• ANC - Anchorage International Airport

• CVG - Cincinnati/Northern Kentucky International Airport

• MCI - Kansas City International Airport

• MSY - New Orleans International Airport

• PDX - Portland International Airport

• PIT - Pittsburgh International Airport

The ASSC System Schedule



• These critical requirements are not intended as all-inclusive nor listed in order of importance: – Must be able to receive, multilaterate, and process target data on

1090 MHz (ATCRBS/Mode S) and 978 MHz (UAT) frequencies.– The 1090 MHz processing shall be in accordance with Minimum

Operational Performance Standard (MOPS) DO 260B. – The 978 MHz processing shall be in accordance with MOPS DO

282B. – Must have a GPS independent time reference for multilateration

calculations.– Must be able to interrogate target transponders (ATCRBS/Mode S) on

1030 MHz. – Must be able to interface with SBS to receive and process FAA

provided ADS-B source data. – Must be capable of receiving multiple inputs in ASTERIX formats (e.g.

cat023 status messages and cat033 target messages). – Must have the capability to output data in ASTERIX format through a

secure interface to external users (e.g. cat011 system track data, cat010/cat033 ADS-B reports, and cat010 multilateration track data).

ASSC System Critical Requirements (from the Market Survey)



Key ASSC System Requirements

• Target Capacity– Shall be capable of tracking 200 combined real surface and approach (arrival) targets.

• Probability of Detection– Shall be at least 93% for Mode S, ATCRBS, and UAT within the coverage volume.

• Position Accuracy– Shall calculate a 3D or a 2D-multilateration position.– Shall be less than or equal to 20 feet RMS error for every 100 contiguous feet of taxiway

and runway.– Shall be less than or equal to 296 feet (0.05 nautical miles) RMS from the threshold out

to 1.7 nautical miles in the approach corridors.– The time difference of arrival (TDOA ) RMS error shall be less than 13.4 nanoseconds for

TDOA values used in calculating a plot’s position. • Identification accuracy

– ID swapping for Mode S, Mode A, manually entered data tags, and system track numbers shall occur in less than 0.01% of track updates.

– The number of tracks for which the system incorrectly identifies automatically (either the Mode S code, Mode A code or Flight ID) for more than 5 seconds shall be less than 1 in 1000 tracks.

• Processing Legacy ATCRBS & Mode S– Shall be backward compatible with RTCA MOPS DO-260/260A transponders.



Key ASSC System Requirements (cont.)

• Spectrum– Shall conform to Section 2.4.2.1.2 “Receiver Characteristics”; Section 2.2.3

“Compatibility with Other Systems”; Section 2.2.3.8 “Transmit Pulse Characteristics”; and Section 2.2.4.4.2 “Reply Detection and Decoding” of RTCA/DO-185B.

– Shall operate in accordance with the Manual of Regulations and Procedures for Radio Frequency Management (47 Code of Federal Regulations (CFR) Part 300).

– Shall ensure electromagnetic compatibility with other licensed radio frequency systems.

– ASSC data or electromagnetic compatibility studies required to obtain spectrum certification shall be prepared and provided to the FAA.

– Total “off time” due to suppression or interrogation caused to a victim transponder shall NOT exceed 0.0025sec/sec.

– The total replies that the Multilateration subsystem elicits from a victim ATCRBS transponder shall NOT exceed 10 in 0.25 sec.



• False Track Rate– Dual and duplicate tracks shall NOT occur more than once per 12 hour period. – Shall employ use of resolution minimums of supporting sensors to avoid the

merging of separate targets.– Shall identify the merging of separate targets and automatically separate tracks

upon two successive determinations of 150 foot positional separation on the surface of plot reports or upon receipt of conflicting aircraft ID, Mode 3/A, or Mode S information.

– Shall detect track swap conditions based on velocity and identification data and corrected within 3 seconds for moving targets, if a track is supported by more than one sensor,

– The false system track rate due to ADS-B false tracks shall be no more than 1 per 30 days.

– The false track rate for MLAT tracks shall be:• ATCRBS-supported tracks - less than 1 percent of ATCRBS-initiated

tracks.• Mode S-supported tracks - less than 1 in 1000 Mode S-initiated tracks. • UAT- supported tracks - less than 1 in 1000 UAT initiated tracks.




• False Track Rate (cont.)– Shall report when an aircraft’s reported ADS-B position is:

• on the surface - greater than 100 feet away from the system track position derived from multilateration

• within 1.7 nautical miles of the runway threshold - greater than 500 feet from the system track position derived from multilateration.

• Update Rate– Shall provide target/track updates at a minimum of a once per second basis.

• Reliability– Shall have an MTBF of more than 2190 hours. – Shall have an MTTR of less than 30 minutes.– Shall include backup of all system setup, optimization and calibration files as

well as software and firmware.– Shall provide a means of recovery in case of a system failure.

• Data Fusion (Inputs are MLAT and SBS/ADSB)– Shall initiate and update system tracks on the basis of incoming plots from any

sensor.




ASSC System Significant Issues

• Explain Safety Logic Philosophy– Identify landers / departures accessing a closed runway– Identify how potential collisions are determined.

• How is “time till impact” calculated for arrivals/departures/aircraft on the surface.

– How / What can be adapted?

• Problems Encountered and Their Resolution – Describe typical potential collision scenario(s) and how they are

handled.– Identify issues with Land & Hold Short operations, angle of

intersection between intersecting runways or runway and taxiway.– With respect to the track’s position, where is the plane’s nose? Where

is its tail?



ASSC System Significant Issues (cont.)

• How will MLAT and SBS positions be validated?• What is your installation philosophy?

– What happens / When / Describe optimization process• What happens when the movement area changes?• Test / Integration / Lab Facilities Philosophy

– How are deficiencies or enhancements handled?• What maintenance philosophy is to be utilized?• What cyber security is provided?• Describe wireless technology that may be used for temporary

or permanent Multilateration Subsystem Sensors (MSS).• What data logging and playback is provided?• Government retains rights to source code, including firmware

– Maintenance/Ownership

federal aviation administration airport surface surveillance capability (assc) system industry day...

Documents

assc configuration

tisb data

objective of industry

industry question

adsb equipped receivers

external faa systems

government postings

dp rms cs tp display