ED-102B/DO-260C APPROVED FOR PUBLICATION
ED-102B/DO-260C was approved for publication by EUROCAE and RTCA. The document contains Minimum Operational...
This number shows the percentage of aircraft that are subject to the SPI IR mandate, are registered in EU27+4 and were detected transmitting ADS-B Version 2 in the given month. State aircraft are not included.
ED-102B/DO-260C was approved for publication by EUROCAE and RTCA. The document contains Minimum Operational...
18 Dec, 2020
Radio Frequency (RF) interference and spectrum congestion of L-band, potentially affecting the 1090MHz Automatic...
09 Dec, 2020
On 28 March 2019, an operational trial of Advanced Surveillance-Enhanced Procedural Separation (ASEPS) using...
08 Dec, 2020
December 7th 2020 marks the passing of the first deadline for the implementation of...
07 Dec, 2020
On September 15th, 2020, draft ED-102B/DO-260C was approved for submission to the EUROCAE Council...
16 Sep, 2020
On 18 August 2020, the European Union Aviation Safety Agency (EASA) released the Acceptable...
20 Aug, 2020
SESAR Deployment Manager ADS-B team released a new episode of the regular ADS-B Podcast....
16 Jul, 2020
30 April 2020 – Today the European Commission published in the Official Journal of the...
30 Apr, 2020
22 April 2020 – On behalf of the European Commission, SESAR Deployment Manager is...
22 Apr, 2020
27 March 2020 – What kind of benefits can ISAVIA identify in ADS-B implementation?What...
27 Mar, 2020
24 March 2020 – EUROCAE and RTCA have been working jointly in the development...
24 Mar, 2020
“The military does understand the need to further develop and rationalise the CNS in...
10 Mar, 2020
13 Feb 2020 – As of AIRAC 02/2020, effective from 30 January 2020, a...
13 Feb, 2020
30 Jan 2020 – The “Europe for Aviation” team, made up of eight European...
30 Jan, 2020
ADS-B already in use on multiples sites in Spain 29 Jan 2020 – In...
29 Jan, 2020
Our newest podcast episode is out to take a closer look at European ADS-B...
23 Jan, 2020
On December 20, 2019, the Federal Aviation Administration (FAA) released the Notice of Proposed...
09 Jan, 2020
On 20 December 2019, the ADS-B Implementation Plan edition 2019 was delivered to the...
20 Dec, 2019
On 13 December, the European Commission launched the public consultation of the long anticipated...
16 Dec, 2019
Interested in European ADS-B implementation? SESAR Deployment Manager now brings you closer to the...
16 Dec, 2019
WASHINGTON – The Federal Aviation Administration (FAA) completed its final implementation milestone with Automatic Dependent Surveillance – Broadcast (ADS-B),...
16 Oct, 2019
According to the latest planning data aggregated by SESAR Deployment Manager (SDM), airspace users...
12 Jul, 2019
Airborne equipage has doubled since October 2018 in the European Union. This trend is...
12 Jul, 2019
In recent years ADS-B emerged as a cost effective surveillance technology with great potential towards innovative applications.
ADS-B involves the aircraft using a certified position source to determine own position and broadcasting it in short intervals by means of a data link in radio frequency spectrum. This functionality is usually referred to as ADS-B Out.
Conversely, an aircraft can be fitted with an ADS-B receiver – processor to display the detected ADS-B transmissions from other aircraft to the pilot. This is then referred to as ADS-B In.
With ADS-B, realtime visiblity is provided to air traffic control and to other equipped ADS-B aircraft with position and velocity data transmitted periodically. ADS-B also provides the data infrastructure for inexpensive flight tracking, planning, and dispatch.
In high complexity environments such as the EU airspace, ADS-B is envisaged to operate in conjunction with existing independent cooperative chains, greatly enhancing accuracy, data availability and reducing frequency load.
To pave the way for the transformation of the European surveillance infrastructure towards the less costly and more spectrum efficient ADS-B technology, the European Commission requires aircraft operators to equip their aircraft with respective surveillance functions. The mandate is known as the SPI IR, for Surveillance Performance and Interoperability Implementing Rule and the legal reference is CIR (EU) No 1207/2011. Following the most recent amendment CIR (EU) 2020/587, the general outline of the mandate is as follows:
For a detailed breakdown of the rule, see the dedicated section on CIR (EU) 2020/587
In 2018, the European Commission tasked SESAR Deployment Manager with the planning and execution of a coordinated and synchronized aircraft and ground implementation of ADS-B. In response to this request SESAR Deployment Manager produced ADS-B Implementation Plan, the first edition of which was delivered and published in December 2018. SESAR Deployment Manager continues to update the plan on a yearly basis.
SESAR Deployment Manager partnered with EUROCONTROL on this task. EUROCONTROL supports this activity by operational and technical coordination, performance monitoring of ADS-B as well as by contributing to the preparation of the activity deliverables.
In this diagram, we show the continued evolution of the equipage, categorized in the three populations as effectively created by the most recent amendment of the mandate. The diagram is updated monthly and is based on airline planning data covering 60% of the EU-based, mandated fleet, responsible for at least 85 % of monthly IFR movements. The evolution of the actual equipage (solid green curve) is monitored by EUROCONTROL.
The figure above shows the ratio of ADS-B version 2 flights per month and per geographical area. By moving the slider the evolution of the equipage ratio can be observed from January 2018 up to today.
The following maps show the current extent of ground-based ADS-B coverage generated by ANSPs installed systems, estimated at 3000ft and FL300. This comprises primarily combined WAM/ADS-B systems but also dedicated ADS-B Ground stations, and ADS-B capable airport multilateration systems and Mode S radars. Different colours illustrate the status of the systems as of December 2019.
In parallel to the deployment of ADS-B capable sensors to achieve the intended coverage, the other main step for ANSPs is to integrate ADS-B data in the surveillance chain.
If the integration is properly synchronized across domains and supported by a competent programme to catalyze ground investment plans, a large majority of European ANSPs indicated in 2019 that they could start providing separation using ADS-B in the continental airspace by end of 2023, assuming that 95% of EU commercial fleet will be ADS-B equipped and that outstanding technical and/or regulatory issues in the space, airborne and ground domains are satisfactorily addressed.
The 2018 edition of the ADS-B Implementation Plan established that the target date of the SPI IR, 7th June 2020, was not likely to be achieved by a non-negligible portion of the affected EU-based Airspace Users. Continuous monitoring of the implementation effort currently predicts the achievable compliance rate of the mandated fleet as approaching 80%. In order to provide an appropriate measure of legal accommodation of the residual fleet, the European Commission published COMMISSION IMPLEMENTING REGULATION (EU) 2020/587.
The regulation amends the existing SPI IR 1207/2011 and 1206/2011. Concerning the airborne implementation, it provides, beside the general shift of the compliance date, conditional transitional arrangements and exemptions.
Beside the transitional arrangements and the exemption scheme depicted in the figure above, the CIR 2020/587 revised other parts of the implementing rule.
Some of the changes relevant to the airborne implementation are as follows:
a) Flight plans
Operators of non-equipped State aircraft communicated as per Article 8(3) and operators of aircraft not equipped in accordance with Article 5(5) operating within the Single European Sky airspace, shall include the indicators SUR/EUADSBX or SUR/EUEHSX or SUR/EUELSX or a combination thereof, in Item 18 of the flight plan.
b) Scheduled Maintenance
The paragraph on the check of the transponder system at least every two years was removed.
Note: Manufacturer Maintenance Planning Documents and/or local requirements apply.
c) Defective Transponder System
For aircraft where the capability of the transponders to comply with the requirements on ADS-B and EHS is temporarily inoperative, operators shall be entitled to operate that aircraft in the Single European Sky airspace for a maximum of 3 consecutive days.
d) Certification Requirements
The installation requirements per Annex 10 to the Chicago Convention, Volume IV, Fourth Edition have to include all amendments up to No. 77, (previously No. 85)
Note: This pertains to Mode-S legacy equipment predating ADS-B V2.
e) Mode S EHS exemption
The EHS exemption for aircraft where required parameters are not available on a digital bus on-board has been clarified.
Some of the changes relevant to the ground implementation are as follows:
a) 24-Bit Address assignment standard
The standard for the assignment of 24-Bit ICAO aircraft addresses per Chapter 9 of Annex 10 to the Chicago Convention has to include all amendments up to No 90 instead of No 85
b) Data sharing
The definition of formal arrangements between air navigation service providers for the exchange or provision of surveillance data has been facilitated
c) Avionics monitoring
The requirement for Air Navigation Service Provider to inform operators of identified aircraft whose avionics exhibit a functional anomaly, has been deleted
Note: The scope of avionics monitoring remains covered by provisions in other regulations.
EASA released AMC/GM to the SPI IR regulation giving further information, definitions and recommendations on several articles and paragraphs as shown in the figure below, ordered by the addressed stakeholder groups.
There are numerous ADS-B mandates anticipated or already in place in many parts of the world. The map below shows in green the regions requiring at least ADS-B version 0, in blue the ones requiring ADS-B version 2, together with the anticipated date of entry-into-force, and in grey where regulatory activity is ongoing and mandates are expected in the near future. The map is maintained and updated as new information becomes available.
Space-based ADS-B is a relatively recent technology that utilizes a network of satellites to provide ADS-B coverage “from above”. The constellation listens to ADS-B messages broadcast from aircraft and forwards them to subscribers using a low latency link.
Aireon is the world’s first provider of this service and operates a space-based air traffic surveillance system for ADS-B equipped aircraft throughout the entire globe. Aireon harnesses next-generation aviation surveillance technologies that were previously only ground-based and, for the first time ever, extend their reach globally to significantly improve efficiency, enhance safety, reduce emissions and provide cost savings benefits to all stakeholders. Real-time ADS-B surveillance covers oceanic, polar and remote regions, as well as augment existing ground-based systems that are limited to terrestrial airspace. The Aireon system is hosted on Iridium’s network of 66 LEO satellites providing complete global coverage.
The performance of the space-based ADS-B surveillance by Aireon allows a drastic reduction in ICAO Doc 4444 PANS ATM longitudinal and lateral separation minima in the oceanic airspace for aircraft equipped with ADS-B Out. The corresponding amendment of ICAO Doc 4444 PANS ATM is currently pending publication, anticipated 5th November 2020. To apply these new separation standards, a number of prescribed conditions must be met, including specific RNP and RCP requirements. The new standards reduce the applicable minima to 19 NM / 17 NM longitudinal and can be further reduced to 15/14 NM in specific traffic conditions. NAV CANADA and NATS have been applying these new separation standards in the NAT Region since 2019, with other ICAO NAT ANSPs expected to follow suit.
On some North Atlantic Tango Routes, Space-based ADS-B has already been introduced as the main surveillance technology providing automatic position reporting. As such, the newly introduced NAT ADS-C requirement will not apply to ADS-B capable users on those specific routes. For more information, see the respective section of the UK AIP (link).
Space-based ADS-B will also enable continental coverage and ANSPs will be able to procure this product as a surveillance service.
The European Aviation Safety Agency (EASA) certified Aireon as a new air navigation service provider (ANSP) in May 2019, a first of its kind safety certification. Under the certification, Aireon is authorized as the first-ever certified provider of aircraft surveillance-as-a-service for oceanic separation of aircraft.
Shortly after the certification from EASA, Aireon and EUROCONTROL signed an agreement to use space-based ADS-B data to enhance air traffic flow management in Europe.
Air Navigation Service Providers reported that there are implementations of ADS-B sensors ongoing to complement redundant surveillance layers, and some limited operational use is already occurring. A high airborne equipage rate will be needed to allow for an ADS-B driven progressive rationalization of the highly redundant Secondary Surveillance Radar network in the European continental airspace.
A number of large European ANSPs announced major surveillance infrastructure renewal programs commencing 2020, which will present an opportunity to progress with ADS-B deployment.
ADS-B Version 2 provides the performance required to safely provide ATC service in the dense and complex European continental airspace.
Version 2 ADS-B conveys improved data accuracy, latency and integrity, borne among others from the requirement to directly wire the Global Navigation Sensor System to the ADS-B Transponder unit.
The two mandates are very similar, however there are a few differences. One difference relates to that the US mandate has additional requirements on the Position data quality requiring Satellite Based Augmentation Systems or operational procedures linked to the position source used, where some are subject to a temporary exemption until 31 December 2024.
Refer to the FAA website for the detailed exemption policy
A well rounded description of the FAA mandate is available here.
At system component level it is expected to happen in an increasing measure; this decision is for each ANSP to make, taking into account the specifics of own operational environment. As a technology, in continental Europe ADS-B is expected to complement, rather than replace, the independent cooperative layer, consisting of Mode S and multilateration systems and to a diminishing part, the legacy Mode A/C radars. The respective EUROCAE Standard for this application is the ED-161 and the deployment is already in progress in Europe.
Work is ongoing in further standardization of integrating ADS-B with independent cooperative sensors.
Based on the surveys, SDM anticipates the mandated fleet to reach the vicinity of 75% in mid-2020, 93% in 2023 and approach 100% in 2025; within a margin that is yet to be determined by future provisions, including the accommodation of a relatively small number of aircraft planned for phase-out before 2025, as well as by the stakeholders’ commitment to implementation. Learning from the experience with the implementation of the US mandate and from recent work carried out by SDM, the two most effective components in promoting compliance are timely clarity on anticipated regulatory action and continued support of the stakeholders in the form of frequent provision of up-to-date information to increase awareness as well as technical and operational coordination. Assuming both are put into effect in Europe, SDM believes that such percentages are reachable objectives.
As to what concerns General Aviation and other types of operations which reside outside of the scope of SPI IR, this domain is currently under the responsibility of EASA; queries and concerns regarding these types of operations should be addressed directly to EASA.
Yes; the mandated ADS-B Version 2 eliminates a large proportion of known causes of abnormal behavior observed in the previous versions. As usual, it will the responsibility of each individual ANSP to independently verify ADS-B performance before committing to a provision of ADS-B enabled ATC service.
|ADS-B||Automatic Dependent Surveillance – Broadcast|
|ADS-B Version 0||EUROCAE ED-102 / RTCA D260|
|ADS-B Version 1||RTCA DO-260A|
|ADS-B Version 2||EUROCAE ED-102A / RTCA DO-260B|
|ANSP||Air Navigation Service Provider|
|ATM||Air Traffic Management|
|CEF||Connecting Europe Facility, an EU infrastructure funding instrument under administration by INEA|
|Cooperative vs non-cooperative surveillance||Refers to whether the surveillance system includes any onboard components required to function.|
|EASA||European Union Aviation Safety Agency|
|FAA||Federal Aviation Administration|
|GAT||General Air Traffic, ICAO definition|
|ICAO NAT||North Atlantic region|
|Independent cooperative surveillance||A surveillance method that requires both onboard and off-board (terrestrial or satellite based) components to function and where the surveillance position is determined by the surveillance system itself.|
|Independent vs dependent surveillance||Refers to whether the surveillance position is determined by the surveillance system itself (independent) or reported by the aircraft (dependent).|
|INEA||Innovation and Networks Executive Agency|
|IFR||Instrument Flight Rules|
|OAT||Operational Air Traffic, ICAO definition|
|SPI IR||Surveillance Performance and Interoperability Implementing Regulation|
|STC||Supplemental Type Certificate|
|WAM||Wide Area Multilateration|
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