T & E M ASTER P LAN (TEMP) - ASAS TN & · PDF fileSpecifically, the report addressed risks to...

TEST & EVALUATION MASTER PLAN (TEMP)

PHASE I – OPERATIONAL EVALUATIONAIRBORNE EXPRESS AIRPARK (ILN)

WILMINGTON, OHSUMMER, 1999

CARGO AIRLINE

ASSOCIATION (CAA)ADS-B PROGRAM

FAA SAFEFLIGHT 21PROGRAM

FINALSEPTEMBER 17, 1999

PREPARED BY

OPERATIONAL EVALUATION COORDINATION GROUP (OCG)

OPEVAL TEST & EVALUATION MASTER PLAN SEPTEMBER 17, 1999FINAL

OPEVAL COORDINATION GROUP (OCG) i

FORWARD

This document outlines the activities leading up to and including the Cargo Airline Association’s (CAA)Operational Evaluation (OpEval) of Cockpit Display of Traffic Information (CDTI) and AutomaticDependent Surveillance – Broadcast (ADS-B) technologies. This OpEval, co-sponsored by the FederalAviation Administration’s (FAA) SafeFlight 21 Program Office, is scheduled to take place at AirborneExpress Airpark in Wilmington, OH (ILN) in mid-summer of 1999.

The OpEval Test and Evaluation Master Plan (TEMP) is being produced by the OpEval CoordinationGroup, formed by the CAA ADS-B Steering Committee. It presents program background, systemdescriptions, required resources, and test management, organization, and planning activities.

The OpEval TEMP is not intended as a Public Relations document; inquiries into such should be directedto the appropriate offices of the participating organizations.

ACKNOWLEDGEMENTS

The following organizations were instrumental in developing and executing the activities outlined in thisdocument.

− Airborne Express− AlliedSignal− BF Goodrich− Cargo Airline Association ADS-B Steering Committee− Cumulus Consulting− Federal Aviation Administration− Federal Express− Harris Corporation− Honeywell− Johns Hopkins University Applied Physics Laboratory− Lockheed Martin Air Traffic Management− Massachusetts Institute of Technology Lincoln Laboratory− MITRE Corporation− National Aeronautics and Space Administration− National Air Traffic Controllers Association− Ohio University− Rockwell-Collins− RTCA, Inc.− SafeFlight 21 Steering Committee− Sensis Corporation− Trios Associates, Inc.− United Parcel Service− United Parcel Service Aviation Technologies− United States Navy


OPEVAL COORDINATION GROUP (OCG) ii

EXECUTIVE SUMMARY

The Cargo Airline Association (CAA) is an industry trade organization representing numerous cargoairlines and associate industry members. In an effort to achieve an improved separation tool, in 1996 theCAA began a program to develop an Enhanced Collision Avoidance System (ECAS) based on theAutomatic Dependent Surveillance – Broadcast (ADS-B) technology. The CAA ADS-B Program consistsof three phases:

§ Phase I is intended to achieve fleetwide installation of an ADS-B based Cockpit Display of TrafficInformation (CDTI) system for use as a pilot aid to visual acquisition of other traffic for see andavoid.

§ Phase II is intended as a software upgrade to the Phase I system to provide conflict detectionfunctionality.

§ Phase III is intended as a software upgrade to the Phase II system to provide resolution advisories,resulting in full conflict detection and resolution (CD&R) functionality.

Concurrent to the progress of the CAA ADS-B program, a request from the Federal AviationAdministration (FAA) Administrator to assist in defining a restructured Flight 2000 Initiative led theRTCA Free Flight Select Committee to issue the “Joint Government/Industry Roadmap for Free FlightOperational Enhancements” in August 1998. Specifically, the report addressed risks to fieldingsophisticated communications, navigation and surveillance (CNS) technologies and obtaining operationalbenefits. In response to the Committee’s recommendations, the FAA’s SafeFlight 21 (SF21) ProgramOffice was established in the Fall of 1998. The SF21 Program Office, under the direction of the Director ofCNS Technologies, is focused on meeting the nine operational enhancements identified by the RTCAreport.

These two programs have combined resources to investigate the benefits of ADS-B. In order to thoroughlyevaluate specific ADS-B applications and candidate data link performance in accordance the “Developmentand Implementation Template for ADS-B and Other CNS Applications: An Implementation PlanningGuide” produced by RTCA Special Committee 186-Working Group 1, the CAA and SF21 Program Officewill conduct a Phase I Operational Evaluation (OpEval) in mid-1999 at Airborne Express Airpark inWilmington, OH.

The objectives of the Phase I OpEval is three-fold: (1) to demonstrate ADS-B technology, (2) to evaluatespecific air-air and air-ground applications, and (3) to develop a wide support base for the advancement ofADS-B implementation. These objectives will be met by a series of high and low altitude flight maneuversconsisting of multiple aircraft types, avionics platforms, and a government/industry ground stationconfiguration. The specific ADS-B air-air and air-ground applications being assessed are:

• Enhanced Visual Acquisition for “See & Avoid”• Enhanced Visual Approaches• Airport Surface Situation Awareness• Station Keeping and Enhanced In-Trail Climb/In-Trail Descent, Lead Climb/Lead Descent• Departure Spacing• Final Approach Spacing

These applications coincide with four of the nine RTCA operational enhancements being developed by theSF21 program [Improved Terminal Operations in Low Visibility Conditions (#3), Enhanced See & Avoid(#4), Enhanced Operations for En Route Air-to-Air (#5) and Improved Surface Operations (#6)].

Upon completion of the activities outlined in this TEMP, two documents will be produced to summarizethe findings: an OpEval Final Report (human factors and operational issues) and a SF21 Tech/CertSubgroup Link Analysis Report (data link evaluation).


OPEVAL COORDINATION GROUP (OCG) iii

TABLE OF CONTENTS

1. PART I—PROGRAM OVERVIEW ....................................................................................11.1 Background .................................................................................................................................... 1

1.1.1 Free Flight ............................................................................................................................... 11.1.2 Automatic Dependent Surveillance – Broadcast (ADS-B) ......................................................... 11.1.3 CAA ADS-B Program.............................................................................................................. 11.1.4 FAA SafeFlight 21 (SF21) Program.......................................................................................... 2

1.2 Objectives....................................................................................................................................... 31.2.1 Demonstrate Technology.......................................................................................................... 31.2.2 Evaluate Applications............................................................................................................... 31.2.3 Develop Industry Support......................................................................................................... 4

1.3 ADS-B Applications Development and Implementation Process...................................................... 41.4 ADS-B Data Link Development and Implementation Process .......................................................... 61.5 Schedule......................................................................................................................................... 71.6 System Description......................................................................................................................... 7

1.6.1 Airborne Elements ................................................................................................................... 71.6.1.1 CDTI..................................................................................................................................71.6.1.2 LDPU.................................................................................................................................8

1.6.2 Ground Elements...................................................................................................................... 91.6.2.1 SF21 ADS-B Ground Station..............................................................................................91.6.2.2 Air Traffic Management Demonstration System (ATMDS).................................................9

2. PART II – OPEVAL DELIVERABLES.............................................................................102.1 OpEval Final Report ..................................................................................................................... 102.2 SF21 Technical Certification Subgroup Link Analysis Report........................................................ 10

3. PART III--DEVELOPMENTAL TEST AND EVALUATION .........................................133.1 Systems Integration Testing .......................................................................................................... 133.2 Flight Maneuver Development ...................................................................................................... 13

3.2.1 Flight Maneuver Development Process ................................................................................... 133.2.2 Integration and Interaction Laboratory (I-Lab) Simulations ..................................................... 14

3.2.2.1 I-Lab I..............................................................................................................................153.2.2.2 I-Lab II ............................................................................................................................153.2.2.3 I-Lab III ...........................................................................................................................153.2.2.4 I-Lab IV...........................................................................................................................15

4. PART IV--OPERATIONAL EVALUATION ....................................................................164.1 Scope............................................................................................................................................ 164.2 OpEval Flight Test Matrix ............................................................................................................ 18

4.2.1 Flight Crew Maneuver Cards.................................................................................................. 184.2.2 Data Observer Forms.............................................................................................................. 18

4.3 Flight Profiles ............................................................................................................................... 184.3.1 Low Altitude Profile............................................................................................................... 184.3.2 High Altitude Profile .............................................................................................................. 194.3.3 RF/DOD Terminal Flights...................................................................................................... 204.3.4 RF Enroute............................................................................................................................. 214.3.5 RF MOA................................................................................................................................ 214.3.6 Surface Profile ....................................................................................................................... 224.3.7 Ground Station Coverage ....................................................................................................... 22

4.4 OpEval Schedule .......................................................................................................................... 234.5 OpEval Training ........................................................................................................................... 23

4.5.1 OpEval Flight Crew Mission Guide ........................................................................................ 234.5.2 CAA Flight Crew Proficiency Training................................................................................... 234.5.3 OpEval Controller Training .................................................................................................... 244.5.4 OpEval Flight Brief................................................................................................................ 244.5.5 Ops Brief ............................................................................................................................... 24


OPEVAL COORDINATION GROUP (OCG) iv

4.6 OpEval Flight Control................................................................................................................... 244.6.1 Staff....................................................................................................................................... 244.6.2 Communication Plan .............................................................................................................. 25

4.6.2.1 Flight Crew ......................................................................................................................254.6.2.2 Aircraft ............................................................................................................................254.6.2.3 “Ready For Start” Call......................................................................................................25

4.6.3 Flight Release/Dispatch.......................................................................................................... 254.6.4 Deviation Authority................................................................................................................ 25

5. PART V--SYSTEM SAFETY .............................................................................................275.1 From the Ground Up..................................................................................................................... 275.2 Risk Mitigation............................................................................................................................. 275.3 Weather Contingencies ................................................................................................................. 30

5.3.1 Arrival Window ..................................................................................................................... 305.3.2 Launch Window..................................................................................................................... 30

5.4 OpEval Profile Priority.................................................................................................................. 315.5 Divert Fields................................................................................................................................. 315.6 Communication ............................................................................................................................ 31

6. PART VI--TEST AND EVALUATION RESOURCE SUMMARY ..................................326.1 OpEval Coordination Group (OCG) Organization ......................................................................... 32

6.1.1 Test Operations Working Group ............................................................................................. 346.1.2 Human Factors Working Group.............................................................................................. 356.1.3 Air Traffic Control Working Group ........................................................................................ 356.1.4 Ground Station Integration Working Group ............................................................................ 366.1.5 Facilities Working Group ....................................................................................................... 366.1.6 Technical/Certification Working Group .................................................................................. 376.1.7 Cost/Benefit Working Group .................................................................................................. 376.1.8 Media/Public Relations Working Group ................................................................................. 38

6.2 Airborne Test Equipment .............................................................................................................. 396.2.1 LDPU .................................................................................................................................... 396.2.2 Data Acquisition and Transponder Analysis System (DATAS) ............................................... 396.2.3 Radio Frequency Measurement Facility (RMF)....................................................................... 39

6.2.3.1 Airborne Measurements Facility (AMF)............................................................................406.2.4 Other Participating Aircraft Test Equipment ........................................................................... 40

6.3 Ground Equipment........................................................................................................................ 406.3.1 SF21 ADS-B Ground Station.................................................................................................. 406.3.2 Air Traffic Management Demonstration System (ATMDS)..................................................... 416.3.3 SF21 Test Van ....................................................................................................................... 436.3.4 Communications Equipment................................................................................................... 44

6.3.4.1 OpEval Staff Communications..........................................................................................446.4 Test Site ....................................................................................................................................... 44

6.4.1 Airborne Express Airpark (ILN) ............................................................................................. 446.4.2 Facilities ................................................................................................................................ 44

6.4.2.1 Aircraft Fueling/Fleet Service ...........................................................................................446.4.2.2 Flight Crew Briefings/Debriefings ....................................................................................446.4.2.3 VIP Demonstration Room/Hospitality Room/Transportation .............................................446.4.2.4 OpEval Flight Operational Control Room .........................................................................446.4.2.5 Communications Frequencies ...........................................................................................456.4.2.6 Aircraft Parking................................................................................................................456.4.2.7 Aircraft Marshalling/Maintenance.....................................................................................456.4.2.8 Equipment Locations........................................................................................................46

6.5 Simulations, Models and Testbeds................................................................................................. 466.5.1 MITRE I-Lab ......................................................................................................................... 46

6.5.1.1 Cockpit Simulator ............................................................................................................466.5.1.2 Visual Scene.....................................................................................................................476.5.1.3 Controller Station and Communication System .................................................................47


OPEVAL COORDINATION GROUP (OCG) v

6.5.1.4 Simulation Limitations .....................................................................................................486.5.2 Data Link Simulators.............................................................................................................. 48

7. ACRONYMS .......................................................................................................................49

8. REFERENCES....................................................................................................................51

9. APPENDICES .....................................................................................................................51APPENDIX A: DESCRIPTIONS OF ADS-B APPLICATIONSAPPENDIX B: TECHNICAL OVERVIEW OF ADS-B DATA LINK CANDIDATESAPPENDIX C: HUMAN FACTORS EVALUATION PLANAPPENDIX D: DATA LINK CANDIDATE EVALUATION CRITERIAAPPENDIX E: OPEVAL SHAKEDOWN FLIGHT TEST PLANAPPENDIX F: OPEVAL FLIGHT TEST MATRIXAPPENDIX G: OPEVAL FLIGHT SCHEDULE


OPEVAL COORDINATION GROUP (OCG) vi

LIST OF FIGURESFIGURE 1-1: RTCA ADS-B STANDARDS DEVELOPMENT ............................................................................4FIGURE 1-2: APPLICATION OF RTCA CONSENSUS DOCUMENTS ON OPEVAL PLANNING ...............................5FIGURE 1-3: ADS-B DATA LINK EVALUATION PROCESS .............................................................................6FIGURE 1-4: OPEVAL SCHEDULE ................................................................................................................7FIGURE 1-5: LDPU AND CDTI DISPLAY .....................................................................................................8FIGURE 3-1: FLIGHT MANEUVER PLANNING PROCESS ...............................................................................14FIGURE 4-1: LOW ALTITUDE PROFILE .......................................................................................................19FIGURE 4-2: "HIGH" FLIGHT PROFILE .......................................................................................................19FIGURE 4-3: RF TERMINAL FLIGHT PROFILE .............................................................................................20FIGURE 4-4: RF ENROUTE FLIGHT PROFILE...............................................................................................21FIGURE 4-5: GA MOA FLIGHT PROFILE ...................................................................................................22FIGURE 4-6: SF21 ADS-B GROUND STATION COVERAGE..........................................................................23FIGURE 4-7: OPEVAL FLIGHT OPERATIONS CONTROL STAFF .....................................................................25FIGURE 6-1: OCG WORKING GROUP STRUCTURE, WITH DESIGNATED LEADS ...........................................32FIGURE 6-2: OCG STRUCTURE WITH RTCA SAFEFLIGHT 21 CROSS-REFERENCE .......................................33FIGURE 6-3: RMF BLOCK DIAGRAM.........................................................................................................40FIGURE 6-4: SF21 ADS-B GROUND STATION GENERAL ARCHITECTURE, WILMINGTON.............................41FIGURE 6-5: ATMDS ARCHITECTURE ......................................................................................................42FIGURE 6-6: ILN SURFACE MAP AND CONTROL FREQUENCIES ..................................................................44FIGURE 6-7: OPEVAL A/C PARKING LOCATIONS .......................................................................................45FIGURE 6-8: EQUIPMENT LOCATIONS, ILN................................................................................................46FIGURE 6-9: CAA CDTI FEATURES ON NAV. DISPLAY .............................................................................47

LIST OF TABLESTABLE 2-1: OPEVAL CONTRIBUTIONS TO SC-186 TEMPLATE ACTIVITIES ..................................................11TABLE 3-1: LIST OF INTEGRATION TESTS ..................................................................................................13TABLE 4-1: PARTICIPATING AIRCRAFT/EQUIPAGE .....................................................................................17TABLE 5-1: OPEVAL RISK MITIGATION TABLE..........................................................................................27TABLE 5-2: WEATHER CONTINGENCY PLAN..............................................................................................30TABLE 5-3: OPEVAL PROFILE PRIORITY....................................................................................................31TABLE 6-1: LIST OF TEST OPERATIONS WORKING GROUP MEMBERS .........................................................34TABLE 6-2: LIST OF HUMAN FACTORS WORKING GROUP MEMBERS ..........................................................35TABLE 6-3: LIST OF AIR TRAFFIC CONTROL WORKING GROUP MEMBERS ..................................................35TABLE 6-4: LIST OF GROUND STATION INTEGRATION WORKING GROUP MEMBERS ....................................36TABLE 6-5: LIST OF FACILITIES WORKING GROUP MEMBERS.....................................................................36TABLE 6-6: LIST OF TECHNICAL/CERTIFICATION WORKING GROUP MEMBERS ...........................................37TABLE 6-7: LIST OF COST/BENEFIT WORKING GROUP MEMBERS ...............................................................38TABLE 6-8: LIST OF MEDIA/PR WORKING GROUP MEMBERS.....................................................................38


OPEVAL COORDINATION GROUP (OCG) 1

1. PART I—PROGRAM OVERVIEW1.1 Background

1.1.1 Free FlightThe annual air traffic rate is expected to grow by 3 to 5 percent for at least the next 15 years, and thecurrent airspace architecture and management will not be able to efficiently handle this increase.Implementation of Free Flight, which offers benefits in system safety, capacity, and efficiency, is key toadvancing aviation by accommodating the nation's growing airspace needs. Free Flight is an innovativeconcept designed to enhance the safety and efficiency of the National Airspace System (NAS). Theconcept moves the NAS from a centralized command-and-control system between pilots and air trafficcontrollers to a distributed system that allows pilots, whenever practical, to choose their own route andfile a flight plan that follows the most efficient and economical route. From pre-flight planning todestination parking, Free Flight provides the aviation community with enhanced safety and moreflexibility. Free Flight is being developed, tested, and implemented incrementally by the FederalAviation Administration (FAA) and the aviation community. Safety remains the highest prioritythroughout the transition to full Free Flight.

1.1.2 Automatic Dependent Surveillance – Broadcast (ADS-B)1

Automatic Dependent Surveillance – Broadcast (ADS-B) is a surveillance application which allows thetransmission of parameters, such as position and identification, via a broadcast mode data link for useby any air and/or ground users requiring it. This capability will permit enhanced airborne and groundsituational awareness to provide for specific surveillance functions and co-operative pilot controller andpilot-pilot air traffic management (ATM). The ADS-B application is not limited to the traditional rolesassociated with ground-based radar systems. ADS-B will provide opportunities for new functionalityboth on board the aircraft and within the ground air traffic control (ATC) automation systems.Depending on the implementation, ADS-B may encompass both air-ground and air-air surveillancefunctionality, as well as applications between and among aircraft on the ground and ground vehicles.ADS-B will have many benefits in extending the range beyond that of secondary surveillance radar,particularly in airport surface and low altitude airspace, and in air-to-air situational awareness.

The ADS-B application supports improved use of airspace, reduced ceiling/visibility restrictions,improved surface surveillance, and enhanced safety. ADS-B equipage may be extended to vehicles onthe airport surface movement area, and non-powered airborne vehicles or obstacles. Each ADS-Bcapable emitter will periodically broadcast its position and other required data provided by the onboardnavigation system. Any user, either airborne or ground-based, within range of this broadcast maychoose to receive and process this information. The emitter originating the broadcast need have noknowledge of what system is receiving its broadcast. The requirements and performance characteristicsfor ADS-B information may differ between airborne emitters and emitters on the airport surface. Theymay also differ dependent on the class of airspace within which the emitters are intended to operate, andthe level of service offered in such classes of airspace. This will enable appropriate benefits to beoffered to all categories of users in a cost effective manner, and minimize the requirement for over-sophistication of equipage for general aviation and other non-revenue producing users.

NAS Architecture Version 4.0 indicates that based on successful Safe Flight 21 demonstrations, usersare expected to equip with ADS-B for air-air surveillance between now and 2002. In this event, ADS-Bwould be implemented during 2003-2011 to enhance en route, terminal, and airport surfacesurveillance.

1.1.3 CAA ADS-B ProgramThe Cargo Airline Association (CAA) is an industry trade organization representing numerous cargoairlines and associate industry members. In an effort to achieve an improved separation tool, in 1996the CAA began a program to develop an Enhanced Collision Avoidance System (ECAS) based on the

1 Excerpts from ICAO Manual of ATS Data Link Applications – Draft 4/1/98



Automatic Dependent Surveillance – Broadcast (ADS-B) technology. The CAA ADS-B Program, asdescribed in the CAA ADS-B Program Plan, consists of three phases:2

§ Phase I is intended to achieve fleetwide installation of an ADS-B based Cockpit Display ofTraffic Information (CDTI) system for use as a pilot aid to visual acquisition of other trafficfor see and avoid.

§ Phase II is intended as a software upgrade to the Phase I system to provide conflict detectionfunctionality.

§ Phase III is intended as a software upgrade to the Phase II system to provide resolutionadvisories, resulting in full conflict detection and resolution (CD&R) functionality.

Phase I has been segmented into two components: Phase I Initial and Phase I Fleetwide. During Phase IInitial, 12 CAA member aircraft will be equipped with a first-generation ADS-B CDTI system. Theseaircraft will conduct extensive data collection during line operations commencing in 1999. In order tomore thoroughly evaluate system capabilities and data link performance, the CAA will conduct a PhaseI Operational Evaluation (OpEval) in mid-1999.

1.1.4 FAA SafeFlight 21 (SF21) ProgramIn response to a request from the FAA Administrator to assist in defining a restructured Flight 2000Initiative, the RTCA Free Flight Select Committee issued the “Joint Government/Industry Roadmap forFree Flight Operational Enhancements” in August 1998. Specifically, the report addressed risks tofielding sophisticated communications, navigation and surveillance (CNS) technologies and obtainingoperational benefits. These nine operational enhancements are summarized below:

1. Flight Information Service (FIS) for Special Use Airspace Status, Weather and otherinformation

2. Cost Effective Controlled Flight Into Terrain (CFIT) Avoidance3. Improved Terminal Operations in Low Visibility Conditions4. Enhanced See and Avoid of other traffic5. Enhanced capability to delegate aircraft separation authority to the pilot6. Improved Surface Navigation7. Enhanced capability for controllers to manage aircraft and vehicular traffic on airport surface8. ADS-B for Surveillance in Non-Radar Airspace9. Establish ADS-B Based Separation Standards

In addition to the establishment of the nine operational enhancements, risks were identified, mitigationactivities considered, and a process established to facilitate coordinated implementation with jointgovernment/industry planning.

In response to the Committee’s recommendations, the Federal Aviation Administration’s (FAA)SafeFlight 21 (SF21) Program Office was established in the Fall of 1998. The SF21 Program Office,under the direction of the Director of CNS Technologies, is focused on meeting the nine operationalenhancements identified by the RTCA report.3

The objectives of the SF21 Program are:4

1. Conduct Operational Concept Validation for the Nine Free Flight Operational Enhancementsidentified by RTCA

2. Demonstrate and quantify operational benefits (safety and efficiencies)3. Demonstrate capabilities and evolve procedures4. Assist in the evaluation of candidate ADS-B data link technologies

2 “Cargo Airline Association Automatic Dependent Surveillance – Broadcast Program Plan,” Version 3.0; Nov 191998.3 “Joint Government/Industry Roadmap for Free Flight Operational Enhancements;” RTCA; August 1998.4 FAA AND-1 Briefing to REDAC, Jan 21 1999.



5. Change the way the FAA does business through cooperation with industry teams, developmentof manageable, incremental programs, and working cooperatively across lines of business.

The SF21 Program Office is meeting these objectives through participation in several operationalexercises during 1999 and beyond, each of which is designed to significantly advance the technologiesand enhancements identified by the RTCA Select Committee. Of the nine operational enhancements,four are being evaluated or demonstrated during OpEval. The four enhancements are ImprovedTerminal Operations in Low Visibility Conditions (#3), Enhanced See & Avoid (#4), EnhancedOperations for En Route Air-to-Air (#5) and Improved Surface Operations (#6). Specifically, the SF21Program Office role in the CAA Phase I OpEval is to:

§ Facilitate OpEval activities§ Acquire/install ADS-B ground technologies to support the evaluation§ Provide system engineering expertise§ Facilitate communications with other lines of business to help resolve procedural, certification,

spectrum, cost/benefit, union issues§ Identify potential paths for the transition of beneficial operational enhancements to NAS wide

implementation.

1.2 ObjectivesThe objectives of the Phase I OpEval is three-fold: to demonstrate ADS-B technology, to evaluatespecific air-air and air-ground applications, and to develop a wide support base for the advancement ofADS-B implementation.

1.2.1 Demonstrate TechnologyIn order to demonstrate the potential safety and efficiency benefits possible through ADS-B technology,a presentation will be conducted which stresses the advantages made possible by ADS-B technologyand what near-term benefits may be realized. In addition, both en route and terminal ATC automationsystems will be available for real-time viewing of OpEval flight events. Presentation topics will includetechnology and National Airspace System (NAS) issues.

1.2.2 Evaluate ApplicationsAs per the RTCA ADS-B MASPS, numerous ADS-B applications have been identified as offeringsignificant safety, efficiency, and capacity benefits. The CAA has identified several of these as “nearterm,” in that benefits would be achievable in a relatively short time period with little or no changes tocurrent ATC procedures. Flight activities were prioritized to focus on the near term benefits. Theseflight activities have been designed to focus on crew performance, operational procedures and benefits,and data link technical performance.

Applications will be evaluated to varying degrees based on near-term benefits as determined by theCAA ADS-B Steering Committee. This decision was a function of many variables including maturityof concept, current implementation, equipage level, and current ATC procedures. Two prioritycategories were established: evaluation and demonstration. Operational Evaluation addresses all majoroperational, technology, and acceptance issues that impact feasibility and benefit. Significant effortwill still be needed to complete certification and approval, but there should be no remaining “show-stoppers.” Demonstration illustrates systems or concepts without integration into a fully operationalcontexts, as well as only allowing for limited data collection.

Application priorities are (highest to lowest priority):• Evaluate Enhanced Visual Acquisition for “See & Avoid”• Evaluate Enhanced Visual Approaches• Demonstrate Airport Surface Situation Awareness• Demonstrate Station Keeping and Enhanced In-Trail Climb/In-Trail Descent, Lead

Climb/Lead Descent• Demonstrate Departure Spacing



• Demonstrate Final Approach Spacing

A detailed description of each application can be found in Appendix A.

1.2.3 Develop Industry SupportADS-B technology offers the most significant gains in safety, efficiency, and capacity when equipage isuniversal. In order to stimulate industry and general aviation support, numerous flight activities aredesigned to allow general aviation enthusiasts to get a first-hand look at ADS-B benefits. In addition,several avionics manufacturers will be flying airborne test beds to further ADS-B application Researchand Development (R&D) work. Numerous commercial and general aviation interests will be invited toattend in order to get a first-hand look at this promising technology. Following OpEval, presentationmaterial will be developed for specific audiences which will further the industrial support base formoving ADS-B forward.

1.3 ADS-B Applications Development and Implementation ProcessRTCA Special Committee 186 (SC-186) is a joint government and industry Federal Advisory Committeetasked with investigating ADS-B issues and applications. The group has produced three documents thatare consulted when developing ADS-B technologies. Figure 1-1 shows the development of these threestandards.

RTCA SpecialCommittee 186

Industry Government

CONOPS for CDTIDoc# RTCA 186-98/SC186-128

April 14, 1999 - DRAFT

MASPS for ADS-BDoc# RTCA/DO-242

February 19, 1998

ADS-B, CNS Development &Implementation Template

Doc# RTCA SC-186 WG1January 25, 1999 - DRAFT

Figure 1-1: RTCA ADS-B Standards Development

RTCA SC-186 Working Group 1 – Operations and Implementation (SC-186 WG1) is charged with boththe development of industry standards for ADS-B and CDTI, as well as following the implementation ofthose standards to facilitate direct feedback from implementation activities into the standards process. Tothis end, SC-186 WG1 has developed a process outline by which ADS-B and other Communications,Navigation and Surveillance (CNS) applications can be developed and implemented. This outline isnamed the “Development and Implementation Template for ADS-B and Other CNS Applications: AnImplementation Planning Guide.” The purpose of the “template” is to document the range of activitiesthat need to take place in order to fully bring an application from initial concept to operational use. Thetemplate describes thirteen elements under two categories of activities that lead to operational use of asystem. These are:

Development:1. Operational Concept2. Benefits and Constraints3. Maturity of Concept and Technology



4. Operational Procedures5. Human Factors Issues6. End-to-End Performance and Technical Requirements7. Interoperability Requirements for Airborne and Ground Systems8. Operational Safety Assessment9. Equipment Development, Test and Evaluation10. Operational Test and Evaluation

Implementation:11. Equipment Certification12. Operational Approval13. Implementation Transition

The template is being used as a guideline for the planning and reporting of OpEval activities. The flow ofhow the template and other RTCA consensus documents were used in the OpEval planning process isshown in Figure 1-2.

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CONOPS for CDTIDoc # RTCA 186-98/SC186-128

RTCA SC-186

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ADS-B MASPSDoc # RTCA DO-242

RTCA SC-186Human Factors Tech/Cert

ADS-B, CNS Development & Implementation Template Activities

Figure 1-2: Application of RTCA Consensus Documents on OpEval Planning

The tasks under the template elements that are planned to be performed during OpEval can be found in§4.



1.4 ADS-B Data Link Development and Implementation ProcessThe above elements describe the implementation of the applications being evaluated under the OpEval.In parallel, a decision process is under way to choose an appropriate data link by which to deliver theapplications to the end users. The RTCA SF21 Technical/Certification subgroup is heading an effort,harmonized with European efforts, to determine the optimal ADS-B link method. The OpEval is beingused as an opportunity to collect live data to aid in the industry/government decision process. Likewise,the CAA is using the collected data to justify its decisions on fleet wide equipage. The applicability ofdata collected during OpEval on the ADS-B data link decision process is shown in Figure 1-3.

SF21 Special Committee Tech/Cert Subgroup

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RTCA Steering Committee

SF21 Tech/CertSubgroup LinkAnalysis Report

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1.5 ScheduleFigure 1-4 shows a high-level schedule for tasks associated with the OpEval. A more detailed schedule isbeing maintained by the CAA.

7/74/26

SF 21 Master Plan

OpEval Test & Evaluation Master Plan(TEMP)

Supplemental Type Certificate (STC)

In Service Evaluation (ISE)

CAA Aircraft Equipment Installation

FAA Aircraft Equipment Installation

Other Aircraft Equipment Installation

DT&E

I-Lab (I,II,III,IV)

Washington Overflights

WMA Ground Station Integration

ILN Ground Station IntegrationSDF Ground Station Integration

Training

OpEval

Technical Evaluation (Tech Eval)

Reports

Quicklook Report

Data Link AnalysisLink eval Phase I CompleteTEMP Development for FY00-02

1st Quarter 2nd Quarter 3rd Quarter 4th Quarter 1st Quarter1999 2000

5/3 6/4

4/23

7/12

5/6 6/21

5/3 7/7

2/11 7/9

2/11 5/17

4/19

5/3 7/9

5/3 7/9

4/13 5/14

7/15

7/92/11

7/10

12/1

7/17 12/1

7/17 8/27

7/17 12/1

7/17

4/9

6/991/1

1/1 6/99

4/263/15

Figure 1-4: OpEval Schedule

1.6 System Description1.6.1 Airborne Elements

1.6.1.1 CDTIThe Cockpit Display of Traffic Information (CDTI), depicted in Figure 1-5, is a flight deck displaywhich presents relative position of other traffic in the vicinity with respect to own aircraft. In additionto aircraft position, other information, such as navigational aids and obstructions, may be displayed.Traffic information for the CDTI may be obtained from various sources, including ADS-B, TrafficInformation Service (TIS), or an on-board traffic alert and collision avoidance system (TCAS). Todisplay traffic information, the CDTI may use a dedicated display device or a shared multi-functiondisplay (MFD). Even though a visual, graphical presentation of the traffic on a heads-down displaywill be the most common in the near term, other types of presentation (e.g. aural, graphical, heads up)are also possible.

A primary task for pilots is awareness of nearby air traffic by maintaining a constant visual scan. TheCDTI assists the pilot with this “see-and-avoid” visual scan by providing a display of traffic. Fromthe pilot’s point of view, this capability should be considered as a complement to the traffic advisoryservice provided by air traffic controllers. CDTI can also enhance the pilot's ability to visuallyacquire traffic called out by ATC. The CDTI is currently intended only to assist in visual acquisitionof other aircraft in Visual Meteorological Conditions (VMC). It does not relieve the pilotresponsibility to “see-and-avoid” other aircraft. Currently, there are no aircraft evasive maneuversrecommended, authorized, or provided for as a sole result of the CDTI or CDTI alerts.



Figure 1-5: LDPU and CDTI Display

1.6.1.2 LDPUThe Link and Display Processor Unit (LDPU), manufactured by United Parcel Service AviationTechnologies (UPSAT) of Salem, OR, receives traffic surveillance data from each of the threecandidate ADS-B data links: Mode Select (Mode S) transponder (1090 MHz), Universal AccessTransceiver (UAT) (966MHz), and Very High Frequency (VHF) Data Link Mode 4 (108-136 MHzrange). It then transfers the data to the CDTI for display in the cockpit. A block diagram of theLDPU can be found in Figure 1-5.

The LDPU contains a 1090 MHz transceiver, a UAT transceiver, and a imbedded Global PositioningSystem (GPS) card for position information. Each aircraft is equipped with a Mode S transponderwhich is used for transmitting the ADS-B “extended squitter” on 1090 MHz and receiving TrafficInformation Service (TIS) information on 1030 MHz. The VDLM4 radio is also separate from theLDPU. More detailed information concerning each data link can be found in Appendix B.

TIS is a data link service through which Mode S ground-based surveillance radar sends nearby trafficinformation to a Mode S transponder. The TIS data link function provides automatic display to thepilot of nearby traffic and warnings of potentially threatening conditions. Transponder equippedtargets within five nautical miles and +/- 1,200 feet are uplinked as “proximate” targets from theMode S ground radar sites. If any target is determined to be a potential collision threat by the groundsystem, it will be uplinked as an “alert” target regardless of relative position. TIS only tracks targetsfor Mode A, C, or S equipped aircraft within approximately 55 NM of the Mode S ground radar sites(typically near major terminal areas). Outside this area of ground radar coverage, TIS is notavailable.

*UPS Only



1.6.2 Ground ElementsA ground system including receivers of the three data link candidates and an air traffic managementsystem will be located at Wilmington to receive and record ADS-B data. The ground system will alsodemonstrate that existing ground technologies can accommodate ADS-B information. The groundsystem consists of an SF21 ADS-B Ground Station and an Air Traffic Management DemonstrationSystem (ATMDS).

1.6.2.1 SF21 ADS-B Ground StationThe SF21 ADS-B Ground Station is a proof-of-concept ADS-B implementation to be integrated andinstalled by the MITRE Corporation. It receives broadcast from all three candidate links and logs andoutputs the data for processing by the ATMDS. During OpEval, two SF21 ADS-B Ground Stationswill be utilized; one at Wilmington Airpark (ILN) and another at Louisville International Airport(SDF). The SF21 ADS-B Ground Station is detailed in §6.3.1.

1.6.2.2 Air Traffic Management Demonstration System (ATMDS)The CAA has invited industry participation in the OpEval. The OpEval industry team is led byLockheed Martin Air Traffic Management (LMATM) and includes Harris Information SystemsDivision (ISD) of Melbourne, FL and Sensis Corporation of Syracuse, NY. The air trafficmanagement system receives ADS-B data from the SF21 ADS-B Ground Station and from twoadditional 1090 MHz receivers supplied by Harris and Sensis. The system also receives terminalradar data from the Airport Surveillance Radar – Model 9 and Monopulse Secondary SurveillanceRadar (ASR-9/MSSR) on site at Wilmington and fuses the two data types for display. The ATMDS isdiscussed in more detail in §6.3.2.

The ATMDS is intended to support the OpEval and to:• Demonstrate that existing ground system technologies can accommodate ADS-B• Provide a basis for planning evaluation of ADS-B operational concepts and procedures• Demonstrate the benefits of ADS-B to air traffic management• Demonstrate ability to use ADS-B in transitional environment• Provide early visibility into requirements for implementation of ADS-B into the NAS.



2. PART II – OPEVAL DELIVERABLESOpEval will provide information for a variety of on-going regulatory and industry activities. Table 2-1summarizes OpEval data collection efforts and applicable activities as outlined in the RTCA “Developmentand Implementation Template for ADS-B and Other CNS Applications: An Implementation PlanningGuide.” Two reports will be delivered following the OpEval: the “OpEval Final Report” and the “SF21Technical Certification Subgroup Link Analysis Report.” The OpEval Final Report will summarize theactivities and results that occur during OpEval and their relevance toward the RTCA template. The LinkAnalysis report will detail the results of the evaluation of the three candidate links. In addition, a “quicklook” report for each deliverable will be produced in a shorter time frame to support the CAA FleetwideSTC process.

2.1 OpEval Final ReportThe OpEval Final Report will serve to document those activities associated with the planning, executionand data analysis surrounding OpEval. A primary focus of the OpEval Final Report will be addressingpilot and controller human factors issues. Those issues have been documented in numerous publicationsas listed in Appendix C, Human Factors Evaluation Plan.

2.2 SF21 Technical Certification Subgroup Link Analysis ReportThe results of the data link evaluation will be documented in the SF21 Technical Certification SubgroupLink Analysis Report. An overview of the methodologies and requirements for the data link evaluationcan be found in Appendix D, Data Link Candidate Evaluation Criteria.



Table 2-1: OpEval Contributions to SC-186 Template Activities

SPONSOR ACTIVITY POC PRODUCT(REPORTING METHOD)

INFORMATION SOURCES

(1) Operational Concept J. Cieplak(MITRE/ CAASD)

• Validation of CDTI operational concepts asdeveloped by SC-186

• (OpEval Final Report)

• Test Ops Working Group Discussions/Notes• ILAB Debriefs and report• Human factors WG Discussions/Notes• OpEval Interim reports/notes• OpEval Flights

(2) Benefits & Constraints E. Hahn(MITRE/CAASD)

• Initial Benefits Analysis of SystemCapacity Improvements


• Surveillance track data• HF WG Discussions/notes• OpEval interim reports

(3) Maturity of Concept &Technology

V. Capezzuto(FAA AND-510,SF21)

• Analysis of relative link maturity• (SF-21 Technical Certification Subgroup

Link Analysis Report)

• Integration Testing• OpEval Flights

(4) Operational Procedures O. Olmos(MITRE/CAASD)

• Description of pilot operational procedures• Recommended in-flight maneuver cards• (OpEval Flight Crew Guide)

• Test Ops Working Group Discussions/Notes• ILAB Debriefs and report• Human factors WG Discussions/Notes• OpEval Interim reports/notes•

(5a) Human Factors: Pilot R. Ashford(NASA)

• Evaluation of CDTI human/machineinterface (HMI)

• Assessment of CDTI impact on flight crewinteraction/procedures

• Initial assessment of training methods forspecific applications

• Assess benefits of CDTI on flight crewsituational awareness


• NASA Data Observer Form and notes• OpEval Flight Crew Debriefs• ATC Debriefs• ATC voice tapes• Test Ops Working Group Discussions/Notes• Human factors WG Discussions/Notes• ILAB Debriefs and report• Pilot pink sheets• Surveillance track data

(5b) Human Factors: Controller M. Grossberg(FAA ATO-400)

• Assessment on impact to controllerworkload/traffic handling capacity

• Recommend changes to current ATCphraseology/procedures


• ATC Debriefs (ARTCC, TRACON, ILN)• ATC voice tapes• Surveillance track data• Controller workload assessment



SPONSOR ACTIVITY POC PRODUCT(REPORTING METHOD)

INFORMATION SOURCES

(6) End to End Performance &Technical Requirements


• Evaluation of relative link performance• Feedback into ADS-B standards

development• (SF-21 Technical Certification Subgroup


• LDPU Flashcards (all)• Specialized RF data collection equipment (eg-

DATAS, etc.)• SF21 ADS-B Ground Station• Industry ADS-B Receivers

(7) Interoperability Requirements forAir & Ground Systems


• Multi antennae environment (GA)• Assessment of spectrum (UAT on DOD,

VDL4 co-channel interference, 1090congestion)

• Feasibility of ADS-B/Radar data fusion• Interoperability with TCAS C7• Assess various 1090 squitter compatibility• (SF-21 Technical Certification Subgroup


• LDPU Flashcards (all)• Specialized RF data collection equipment (eg-

DATAS, etc.)• SF21 ADS-B Ground Station• Industry ADS-B Receivers• SF21 Test Van• ILN ASR-9/MSSR Radar data• Dayton Terminal Radar data• Indy En Route Radar data

(8) Operational Safety Assessment J. Cieplak(MITRE/CAASD)

• Qualitative Safety Assessment and SafetyProcedures/Guidelines for DemonstratedApplications

• (OpEval TEMP Section 5)

• Test Ops Working Group Discussions/Notes• ILAB Debriefs (Medium Fidelity Simulations)• Human factors WG Discussions/Notes• OpEval Interim reports/notes

(9a) Equipment Development, Test,and Evaluation: Aircraft


• Examination of Various ADS-BImplementations on Multiple Platforms

• (SF-21 Technical Certification SubgroupLink Analysis Report)


(9b) Equipment Development, Test,and Evaluation: Ground

P. Purcell(MITRE)C. Graham(LMATM)

• Analysis of Prototype ADS-B GroundStation



(10) Operational Test and Evaluation P. Fontiane(FAA AND-510,SF21)

• Test and Evaluation Master Plan• Final Report to support implementation

activities• (OpEval Test and Evaluation Master Plan,

OpEval Final Report)




3. PART III--DEVELOPMENTAL TEST AND EVALUATION3.1 Systems Integration TestingThe majority of the DT&E is being performed during multiple integration tests leading up to OpEval.Table 3-1 summarizes the integration tests being performed to ensure proper operation of airborne andground equipment prior to OpEval. CAA aircraft will utilize a certified system, all other aircraft willcomply via individual directives.

Table 3-1: List of Integration Tests

Event Objective Location Dates Participants ReferenceIT1 Ground System

Factory IntegrationTest

WMA April 19-21 • MITRE• Tech Center• LMATM• Sensis

OpEvalShakedown FlightTest Plan(Appendix E)

IT2 BOS/New YorkOverflight

BOS/NY May 20 • Tech Center None.

IT3 Ground System SiteIntegration Test

ILN May 24-26 • MITRE• Tech Center• Ohio U• LMATM• Sensis

OpEvalShakedown FlightTest Plan

IT4 Test Procedure“Rehearsal”

ILN Jun 15-17 • Ohio U• MITRE• LMATM• Sensis• Harris

OpEvalShakedown FlightTest Plan

IT5 Test Procedure“Rehearsal”

ILN June 28 –July 1

All OpEvalShakedown FlightTest Plan

IT6 OpEval Flight CrewTraining

ILN July 7-9 All Flight CrewMission Guide

IT7 RF Follow On ILN July 12-16 • FAA• Ohio U• LMATM

Tech/Cert TechEval Test Plan

IT9(ISE)

Air-Air & Air-Ground Integration

Various Various • CAA ISE Test Plan

3.2 Flight Maneuver Development3.2.1 Flight Maneuver Development ProcessOpEval flight maneuvers were specifically designed to replicate commercial air carrier “line”operations to the maximum extent possible. Likewise, no waivers to existing Air Traffic ControllerHandbook (FAA Order 7110) procedures were requested. All separation criteria and communicationprocedures are per current operational guidelines. These restrictions were established to ensure a moreline oriented evaluation of the ADS-B/CDTI system. In addition, the results would be easilyextrapolated into current line operations if the test environment were representative of present day NASoperations.



Flight ScheduleT-2hr T T+8hr

ABX1FDX1UPS1….Other

Flight Test MatrixManeuver Flt Conditions Assigned Tasks Data Collection Flightcrew / ATC

Airport Surface SFC 1-20kts runway clear / T/O clearance CDTI use, workload

Depart Spacing

…

Visual Approach

…

Airport Surface

FlightcrewMission Guide

- Overview- Walk-Through- Mission Break-Out - Maneuver Cards

RTCA SC-186CDTI Operational

Concepts Document

Data Collection MatrixObserver Card ... …Flt Crew Debrief ... …Voice Tapes ... …Track Data ... …Flash Card ... …

Figure 3-1: Flight Maneuver Planning Process

The planning process began by reviewing RTCA SC-186’s Operational Concepts for Cockpit Displayof Traffic Information (CDTI) Applications, Draft 2 (RTCA Paper No. 186-98/SC186-128, April 14,1999). This document establishes procedures and capabilities which serve as an initial effort in ultimateequipment certification and FAA operational approval. In addition, the “Ops Concept” documentdetails required tasks which a pilot must be able to perform in order to use the CDTI effectively. Uponconsidering those tasks, the OCG Test Operations and Human Factors Working Groups then designed aflight test matrix, flight scenarios, and flight schedule to achieve the required data.

The collected data will support system development and future operational approval of new ATCprocedures, but specific procedures will not be directly evaluated (e.g., no in-trail climb checklists orphraseology will be used). OpEval will allow data collection in an environment emulating a fully-ADS-B equipped operation. The reasoning is that the collected data would support fleetwide equipage,be transferable to other cargo hub operations (e.g., Memphis and Louisville), and indicated benefitscould be achievable during Phase 1 fleetwide equipage. The CDTI tasks performed by the flightcrewsare additional to and augment normal flight tasks (e.g., flightcrew must visually acquire aircraft, but canreference the CDTI to assist in the visual search).

3.2.2 Integration and Interaction Laboratory (I-Lab) SimulationsThe primary objective of the I-Lab simulation activity is to develop the application-specific proceduresand scenarios that will be flown in the OpEval flights. The intent is to “fly” the OpEval scenarios in theI-Lab before the actual flights at Wilmington. The I-Lab simulation will include both the flight deckand ATC environments (see §6.5.1 for a description of the I-Lab and its capabilities). Secondaryobjectives of the I-Lab simulation are to assist in the development and testing of the data collectionprocess, to collect data (e.g., operational benefits, flight crew performance and human factors) withinthe simulation to compare with actual flight test data, and to familiarize flight crews and observers withthe scenarios. The I-Lab simulation can be viewed as a risk reduction effort for preview of the flighttests. It is expected that all relevant parties will participate in the development and/or will observe thesimulations. The four I-Lab simulation phases are described below.



3.2.2.1 I-Lab IThe objective of I-Lab I (February 11-12) was to provide an opportunity for all interested parties toreview the I-Lab implementation of the CAA ADS-B/CDTI system and the Wilmington, Ohio flightenvironment. Initial scenario development occurred during this period but the primary purpose was toidentify any major deficiencies in the simulation before proceeding on to in-depth scenariodevelopment.

3.2.2.2 I-Lab IIThe objective of I-Lab II (March 15-16) was to run through several scenarios that may be run in theOpEval flights. Based on input gathered during I-Lab II, a final scenario set was proposed for use inI-Lab III and IV. The appropriate data collection parameters were developed throughout thissimulation period and finalized for use in I-Lab IV.

3.2.2.3 I-Lab IIIThe objective of I-Lab III (April 26-27) was to have an initial run through of the application-specificprocedures, briefing materials, scenarios, and data collection parameters that will be used in theOpEval flights. Results from this simulation were used to finalize all OpEval flights/activities whichwill be simulated for I-Lab IV. In support of these objectives, an OpEval flight crew and Daytoncontrollers participated in I-Lab III.

3.2.2.4 I-Lab IVThe objective of I-Lab IV (May 17-18) was to collect formal performance data with respect to theapplications that will be examined within the Wilmington OpEval. Based on the findings of I-Lab IV,the application-specific procedures, briefing materials, scenarios, and data collection parameters thatwill be used in the OpEval flights will be finalized.



4. PART IV--OPERATIONAL EVALUATION4.1 ScopeThe OpEval will consist of ground and flight evaluations conducted during day, VMC operations onSaturday, July 10th in the area of the Airborne Express hub facility in Wilmington, Ohio. A weatherbackup date of July 17th has been secured. Participating aircraft are detailed in Table 4-1.



Table 4-1: Participating Aircraft/Equipage

Org. Aircraft Model FLID Tail No. ICAO(Hex)

ICAO(Dec )

1090 UAT VDL4 CDTIModel

TCAS TIS Velocity Diversity LDPU Version,Other Equip

ABX DC-9-31 ABX44 N907AX AC8943 11307331 Yes No No 640 No Yes Yes T/B LDPU V. 1.1ABX DC-9-31 ABX33 N947AX AD273F 11347775 Yes No No 640 No Yes Yes T/B LDPU V. 1.1ABX DC-9-41 ABX55 N960AX AD5C3C 11361340 Yes No No 640 No Yes Yes T/B LDPU V. 1.1ABX DC-9-32 ABX22 N989AX ADCCA9 11390121 Yes No No 640 No Yes Yes T/B LDPU V. 1.1BF Goodrich C-90 (King Air) GOODRICH N333TL A3A2A8 10724008 Yes No No SkyWatch No Yes Yes T/B Collins TDR-94-DCollins Saberliner COLLINS N50CR AB37D9 10893273 Yes No No No Chg 7 Yes Yes T/B Collins 1090Cumulus BE-58 N74TB N74TB A9FIDC 11137500 Yes No No No No Yes No B Allied KT73, TIS

Avidyn MFDCumulus Bonanza N4505S N4505S A57534 10843444 Yes No No No No Yes No B GA Panel Allied

KT70X, TIS(laptop)

FAA B-727 FAAN40 N40 A4AA47 10791495 Yes Yes Yes PC Chg 7 Yes Yes T/B LDPU V. 2.0 (Mod)FAA CV-580 FAAN49 N49 A60DBE 10882499 Yes Yes Yes PC Chg 7 Yes Yes T/B LDPU V. 2.0 (Mod)FAA CV-580 FAAN39 N39 A4806F 10780783 Yes Yes Yes PC Chg 7 Yes Yes T/B LDPU V. 2.0 (Mod)FedEx B727-100c FDX9001 N152FE A0D21 10539551 Yes No No 550 No Yes Yes T/B LDPU V. 1.1FedEx B727-100c FDX9002 N117FE A04666 10503862 Yes No No 550 No Yes Yes T/B LDPU V. 1.1FedEx B727-100c FDX9003 N118FE A04A6D 10504813 Yes No No No No Yes Yes T/B LDPU V. 1.1Honeywell Citation TCAS N189H A162CA 10576586 Yes No No No Chg 7 Yes Yes T/B Honeywell 1090IIM Partnavia PN-68 N8238P N3238P A4691B 10774811 Yes Yes Yes 550 No Yes Yes T/B LDPU V. 2.0, NavNASA B757 NASA557 NASA557 A71A99 10951321 Yes No No No Yes Yes Yes T/B Honeywell 1090Ohio U. PA-32 OHIO823 N8238C AB3F73 11222899 Yes Yes Yes PC No Yes Yes T/B LDPU V. 2.0SF21/Trios Ground Van TRI05 TRI05 249249 2396745 Yes Yes Yes PC No Yes Yes T LDPU V. 2.0UPS B727-100c UPS303 (AM),

UPS505 (PM)N902UP AC786A 11303018 Yes Yes No 550 No Yes Yes T/B LDPU V. 2.0, Nav

UPS B727-100c UPS808 (AM),UPS 707 (PM)

N903UP AC7C21 11303969 Yes Yes No 550 No Yes Yes T/B LDPU V. 2.0, Nav

UPS B727-100c UPS101 (AM),UPS606 (PM)

N904UP AD4553 11355475 Yes Yes No 550 No Yes Yes T/B LDPU V. 2.0, Nav

UPS B727-100c UPS404 (AM),UPS909 (PM)

N905UP AC838F 11305871 Yes Yes No 550 No Yes Yes T/B LDPU V. 2.0, Nav

UPS B727-100c UPS202 N954UP AC7FD8 11304920 Yes Yes No 550 No Yes Yes T/B LDPU V. 2.0(Mod), Nav

US Navy P-3 WB204 WB204 2608DD 11404335 Yes Yes Yes Yes No Yes Yes T/B LDPU V. 2.0



4.2 OpEval Flight Test MatrixThe OpEval Flight Test Matrix (FTM), provided in Appendix E, provides a description of the maneuvers,flight conditions, assigned pilot and controller tasks, and data collection that will be performed duringOpEval. All OpEval flight maneuvers, regardless of parent organization (CAA, FAA, NASA, etc.) aredocumented in this matrix. No additions or deviations to this matrix are authorized except as providedfor in §4.6.4, Deviation Authority. Two sets of reference materials have been developed directly from theFTM for use in flight: Flight Crew Maneuver Cards and Data Observer Forms.

4.2.1 Flight Crew Maneuver CardsThese cards have been developed to assist the flight crews during training, briefing, and as an in-flightreference for procedures, tasks, and techniques to be used in the CDTI evaluation. Flight CrewManeuver Cards are included in the Flight Crew Mission Guide, June 21, 1999.

4.2.2 Data Observer FormsThese cards will serve as the data collection device for Data Observers (DO’s) during flight. D/O formsare included in Appendix C, as part of the Human Factors Evaluation Plan.

4.3 Flight Profiles4.3.1 Low Altitude ProfileThe Dayton TRACON will vector aircraft for visual approaches to the parallel runways with multipleaircraft (up to 10 total) using standard visual approach procedures. The low altitude profile has beendesigned with the following objectives:

1) Maximize flightcrew use of the CDTI (e.g., "tight" patterns that allows for earlier visualacquisitions/clearances)

2) Vary the aircraft geometries to ensure a mix of aircraft encounters in the visual approachpattern.

The preferred runway is 22L/R for airspace considerations. A switch to runway 4 L/R will be made ifthe surface tailwinds become excessive. All low altitude profiles will be conducted using standardATC procedures and phraseology. However, flightcrews participating in these profiles with a CDTIcan use a non-standard radio call that informs the controller they have made the correlation between thedisplayed and the actual (out the window) target. This situation is described in the correspondingOpEval maneuver card and only applies to CDTI equipped aircraft.

The visual pattern depicted in Figure 4-1 will be flown in both morning and afternoon flight periods,and will each consist of four CAA aircraft and one Bizjet on each runway (ten aircraft total morningand afternoon). The primary purpose of the Bizjets is to act as spacers so that the first CAA crew hasan ADS-B traffic to follow during the first several approaches.



Alt 30 -50210 kts

Alt 30 - 50210 kts

10 - 15 Mile Final

Figure 4-1: Low Altitude Profile

4.3.2 High Altitude ProfileThe high altitude profile depicted in Figure 4-2 will be conducted once (morning or mid-day flightperiod) dependent upon weather and aircraft availability. Up to four CAA aircraft will fly on an IFRflight plan using the CDTI to maintain 15 nmi (+/- 1) spacing. The route that will be flown is shownbelow (Note: This route will be abbreviated to end at PXV104080):

ILN MXQ305032 VHP J24 TILMN J73 PXV PXV 104080 LOZ LOZ085100 YRK HOC ILN

70 MilesTILMN

VHP

PXV

94 Miles

80 Miles

ILN

RID

123 Miles

Maneuvering Area(FL190 - FL220)

123 Miles

Figure 4-2: "High" Flight Profile



This route is designed to demonstrate en route applications such as station keeping and lead/trail climbsand descents. The route includes Air Refueling Route 315 and other tracks where a “block” altitude ofFL190-FL220 has been coordinated with Indianapolis Air Route Traffic Control Center (ARTCC) toallow the climb and descent work. Upon completing the demonstration points, pilots will receive radarvectors for sequencing back to Wilmington and into the visual pattern. Data requirements dictate onlyone High Profile is required; if the flight in the morning is cancelled due to weather, the route isavailable in the afternoon. If the morning flight period is utilized, the FAA 727 will be flown asopposite direction (at much higher altitude) traffic, to collect maximum range and closure geometry air-to-air RF data while inbound to Wilmington for the mid-day RF radial flight.

4.3.3 RF/DOD Terminal Flights

RF OverflightMXQ 085100


Pattern Work

Figure 4-3: RF Terminal Flight Profile

The RF radial patterns (Figure 4-3), at altitudes above 10,000 ft, are designed to collect RF performancedata while numerous aircraft are working in the Wilmington area. Three separate FAA aircraft (twoConvairs and a 727) will cover these radial patterns, out to approximately 100 nmi and back, for each ofthe three flight periods. The United States Navy (USN) P-3, which will fly in the morning period, willuse the southeast radial Convair as a target to perform station keeping operations as described in theirseparate test plan. The P-3 will also perform some pattern work in the mid-day period. The FAA 727that arrives from DCA that morning will provide the mid-day period RF coverage. RF radial aircraftwill be on VFR flight plans.



4.3.4 RF Enroute

70 Miles

TILMNVHP

PXV

94 Miles

80 Miles

ILN

RID

123 Miles


123 Miles

Figure 4-4: RF Enroute Flight Profile

The “RF” Enroute profile, depicted in green in Figure 4-4 above, is designed to collect RF performancedata. The FAA 727 will fly this profile from Washington National Airport (DCA) on the morning ofJuly 10th. The IFR flight profile includes takeoff, departure, flying from DCA to ILN, and a full stoplanding at ILN.

4.3.5 RF MOAThe Buckeye Military Operations Area (MOA) has been reserved for OpEval use on Saturday 10 July.During the morning and afternoon flight periods, the two avionics manufacturers Bizjets will use theMOA, blocked altitude 14,500-17,500 ft, for self-contained data collection profiles of varyinggeometries. During the mid-day period the general aviation aircraft will proceed to the MOA aftervisual pattern work. While in the MOA, the GA aircraft will be altitude segregated (5,000-10,000 ft)while flying the depicted holding pattern that allows the RF collectors to gain necessary changingaspect angle data. There is a GA airstrip (Highland County) co-located with the Hillsboro (HOC 278)non-directional beacon (NDB) navaid which is under the MOA that the five GA aircraft will land torefuel and to rest before the afternoon flight period. Approximately halfway through the afternoonflight period they will return to the MOA GA holding pattern before recovering back at Wilmington.GA and Bizjet aircraft will be on VFR flight plans.



MXQ135015, 35 nmi legs VFRBlock 13,500 - 17,500 ft.Honeywell Citation, Collins Saberliner(1500 - 1600)

MXQ135015, 20 nmi legs VFRAssigned IFR Altitude per A/C (5,000- 9,000 ft.)IIM Partnavia, Cumulus Baron/Bonanza, Ohio U Saratoga, AGATEBonanza

Figure 4-5: GA MOA Flight Profile

4.3.6 Surface ProfileA NASA 757 will be participating in OpEval. It's primary purpose will be to collect surface RF data inconjunction with the SF21 test van from various locations on the airpark during the morning andafternoon flight periods. Two types of tests are to be conducted using the SafeFlight 21 test van and theNASA 757 aircraft. The first of the tests will involve the NASA 757 following the SF21 test van as thetwo taxi down the length of the runway and return via the adjacent taxiway. This test will be repeatedon the second of the two parallel runways. The second test will involve the NASA 757 executingmissed approaches on one runway while the SF21 test van holds short at all intersecting taxiways (thesevisual approaches will not mix with the GA aircraft that are conducting multiple approaches on theother runway). The same test will again be repeated on the second of the two parallel runways.

4.3.7 Ground Station CoverageFigure 4-6 below shows the five SF21 ADS-B Ground Station locations and high altitude coverage.Only the ILN and SDF sites will be used in support of OpEval flight profiles.



Figure 4-6: SF21 ADS-B Ground Station Coverage

4.4 OpEval ScheduleOpEval activities begin Friday, July 9th and continue on Saturday, July 10th as listed below:

Friday, July 9th:0900-1200 Crew Proficiency Training1300-1630 OpEval Flight Brief

Saturday, July 10th:0700-0730 Ops Brief0900-1700 Flight Ops1730 Flight Crew Debrief Complete

The OpEval Flight Schedule, listed in Appendix H, provides detail information concerning OpEval flightactivities on July 10th.

4.5 OpEval Training4.5.1 OpEval Flight Crew Mission GuideThe OpEval Flight Crew Mission Guide (FCMG) will serve as an information packet for all OpEvalparticipants. The FCMG will be distributed to participating crews approximately two weeks prior toOpEval. The FCMG will also serve as an aid during the OpEval Flight Brief on July 9th.

4.5.2 CAA Flight Crew Proficiency TrainingCAA Flight Crew CDTI Proficiency Training is the responsibility of each carrier Flight OperationsDepartment. Prior to attending OpEval, each carrier must ensure that flight crews are proficient in thefollowing CDTI functions (proficiency is considered as understanding the utility of and demonstratingthe ability to accomplish a given mode setting):

1. Perform CDTI Preflight Setup2. Target Selection (Deselect/Change)



3. Display Mode (Arc/Rose) Selection4. Range Selection5. Declutter Selection6. Flight ID7. Vector/Vector Time Selection8. Altitude Range Selection

Training methods for the above functions are at the discretion of each carrier, though the crews musthave hands-on experience with the CDTI and Control Panel prior to attending the OpEval Flight Briefon Friday, July 9th. In the event that a carrier can not arrange for this training, time has been set asidefor CDTI Training at 0900 on Friday, July 9th using assets that are in place for OpEval. This trainingwill include hands-on practice with UPSAT representatives present.

4.5.3 OpEval Controller TrainingAir traffic controllers will use standard operating procedures and are familiar with the OpEvalobjectives and maneuvers through the I-Lab simulations and participation with the OCG.

4.5.4 OpEval Flight BriefOn Friday, July 9th, an OpEval Flight Brief will be held at the Airborne Express hub facility inWilmington, OH from 1300-1630. The OpEval Flight Brief is mandatory for all participating flightcrew members and data observers. In addition, Wilmington, Dayton Approach, and Indy Centercontrollers (or representatives) will be present. The briefing will provide a “Mission Overview”(objectives, line-up, etc.), a “Walk-Thru” of Saturday’s flight procedures, and “Profile Breakout”sessions.

4.5.5 Ops BriefOn Saturday, July 10th, an OpEval Flight Crew Ops Brief will be held to discuss last minute issuesconcerning the days flight activities. Specific items to be addressed will include: ac status, schedulechanges, weather, and any other issues required. The Ops Brief should take no more than 30-45minutes; time will be allowed for flight crew questions as necessary and a reiteration that safety isparamount.

4.6 OpEval Flight Control4.6.1 StaffAll OpEval flight operations will be coordinated through OpEval Flight Control. In order to affecttimely, accurate communications which result in safe, effective decision making, a staff has been set upfor activities on 9/10 July as depicted in Figure 4-7:



Flight Test CoordinatorCraig Bowers (UPS)

Flight OpsJim Cieplak (MITRE)

FAA LiaisonPaul Fontaine (SF21)

FacilitiesRandy Wallace (ABX)

Assistant FTCSteve Kuhar (FedEx)

Assist. Flt OpsMike McNeil (FAA)

Data Collection CoordinatorVincent Capezzuto (SF21)

RF Data CollectionRon Hall (APL)

HF Data CollectionRose Ashford (NASA)

FDX A/C LiaisonDennis Lee (FDX)

ABX A/C LiaisonGlenn Gosnell (ABX)

UPS A/C LiaisonSteve Smith (UPS)

ATCChuck Penchoff (DAY)

Flt Standards/Cert.Dick Temple (FAA)

Flt Ops StaffOscar Olmos (MITRE)

Crissy Padgett (MITRE)Cary Bodoh (MITRE)Yec Chea (MITRE)

GSI Data CollectionJeff Giovino (MITRE)

Duties:Flight SchedulingA/C Status

Duties: FAA Standards/CertificationPR LiaisonData Collection

Duties: Worker TransportationA/C SupportTower Control, etc.

Duties: CAA A/C StatusATC Liaison

Location: OperationalControl Room

Locations: Mobile

Demo Ops LiaisonEd Hahn (MITRE)

A/C SupportPhil Brown (ABX)

Ramp OperationsAnthony George (ABX)

ABX MX ControlRandy Kuntz (ABX)

Airport OperationsPaul Bobay (ABX)

ABX Flight ControlDonna Hanshew (ABX)

FAA A/CLarry VanHoy (N40)Mark Ehrhart (N49)John Geyser (N39)

BizJetBrian Albers (Collins)

Sandy Wyatt (HW)

GADoug Gibbs (BFG)

NavyMark Dykoff (USN)

NASACharlie Cope (NASA)

SF21 Test VanDave Stewart (Trios)

Figure 4-7: OpEval Flight Operations Control Staff

4.6.2 Communication Plan4.6.2.1 Flight CrewEach non-CAA Pilot-In-Command (PIC) or representative will carry a pager/cell phone so as to beavailable by Flight Ops staff if necessary. Staff Reps should be aware of crew locations and aircraftstatus throughout the day.

4.6.2.2 AircraftAll aircraft will monitor OpEval Flight Control (“Cargo Ops”) on 130.92 MHz from start-up to shut-down. The exception to this is those aircraft with single VHF radio equipage, as listed in Table 4-1.In the event of single VHF, aircraft will be contacted via ATC if necessary.

4.6.2.3 “Ready For Start” CallDuring normal planned operations, the only communication required between aircraft and Flight OpsControl will be the “ready for Start” call. This call will be made by turning on transponder.

4.6.3 Flight Release/DispatchAll CAA flights will be dispatched via normal company procedures through own hub facilities.Paperwork may be faxed to flight crews via ABX Flight Control at 937-383-3424.

4.6.4 Deviation AuthorityNo deviations from activities outlined in this TEMP are authorized without prior approval from OpEvalFlight Control. Any situations which arise that require deviation from scheduled activities should be



brought to the attention of Craig Bowers, Paul Fontaine or Jim Cieplak in OpEval Flight Control(“Cargo Ops”). Any required deviations will be coordinated as situations warrant.



5. PART V--SYSTEM SAFETY5.1 From the Ground UpOpEval has been planned from the ground up with “safety of operation” as the driving factor. Significanteffort has been dedicated to designing and executing a program which moved in a coordinated fashionfrom idea to design to implementation, while ensuring periodic safety “reviews” have been conducted. Alarge portion of the safety consideration has taken place within joint Test Operations, Human Factors, andATC Working Group Meetings and phone teleconferences. This approach has allowed the program tocapitalize on the diverse backgrounds and experience reflected within these groups. This closecoordination has also resulted in ensuring that all procedures have been developed with two guidingprinciples:

1. All Part 121 aircraft flight maneuvers should be designed to reflect line operational flightprocedures, and

2. NO deviation from current ATC operational procedures or regulations will be required.

The OpEval safety posture is also directly related to the effort given to flight crew and controllerpreparation. MITRE/CAASD I-LAB simulations were conducted in part to allow the OpEval CrewTraining Program to be optimized both in format and content. The Crew Training Program includes thisOpEval Flight Crew Guide, CDTI Proficiency Training, and an OpEval Flight Brief that will beconducted the day prior to OpEval.

The unique characteristic of OpEval is the complexity of the operation due to the number of aircraft anddiversity of organizations represented. All participants should have a general understanding of the flowof events that day and understand how their aircraft fits into the larger picture. While nothing in thissection is meant to supplant normal Pilot In Command operational principles nor judgement, it isintended to provide general guidance towards areas which warrant special consideration. Each crew isexpected to operate their aircraft in compliance with applicable operator manuals, organizational policies,and all applicable Federal Aviation Regulations.

5.2 Risk MitigationUpon completion of ILAB 4, a portion of the Flight Operations working group representing various flightoperations departments met to focus on the flight schedule with the express purpose of highlighting thoseareas where special attention was warranted. The result of that discussion is the OpEval Risk MitigationTable, listed below, which lists potential hazards and procedures designed to mitigate those risks. Thistable will be reviewed at the OpEval Flight Brief the day prior to OpEval.

Table 5-1: OpEval Risk Mitigation Table

HAZARD MITIGATION PROCEDURE“Go Around”(200’ AGL)

Crews should climb on runway heading to 2500 ft MSL or as directed by Tower. Ifunable to contact Tower, maintain VMC at VFR altitudes and attempt to contactDayton Approach on the last frequency. If you maintain runway heading, do notallow your course to drift between the runway centerlines and be cognizant of thepossibility you may be abeam another aircraft departing the parallel runway at thesame time. Dayton will not be able to accept IFR until one of you turns to obtainrequired radar separation. Also, be aware that the GA aircraft will likely beexecuting their missed approaches at less than 200’ AGL.

NOTE: A GO-AROUND FROM A VISUAL APPROACH DOES NOTAUTHORIZE FLYING THE PUBLISHED INSTRUMENT MISSEDAPPROACH (AIM 5-4-20.e)



HAZARD MITIGATION PROCEDURE“MissedApproach”(prior to 200’AGL)

In the event of a missed approach (prior to the nominal “Go Around” altitude of200’ AGL), crews should execute a turn in the direction of traffic (i.e. - lefttraffic=left turn, right traffic=right turn) to a heading which is 45 degrees off theassigned runway heading. When able, crews should climb or descend, asnecessary, to the following altitude depending on the aircraft altitude at the pointthe “missed approach” was commenced:• If at 4,000 ft MSL or above at the time the Missed Approach was commenced,

climb/descend to and maintain 4,500 ft MSL,• If below 4,000 ft MSL, climb/descend to and maintain 2,500 ft MSL.Notify ATC as soon as possible and proceed as directed. Until directed otherwise,maintain VMC at VFR altitudes.

NOTE: DO NOT ENTER THE NO-TRANSGRESSION ZONEBETWEEN RUNWAY CENTERLINES.

Bird Strikes The majority of the flight time will be conducted in the low altitude, landingpattern where bird strikes are more prevalent. Crews need to be prepared forpossible windshield strikes and abnormal engine responses/failures.

DissimilarAircraftCategories

Normal ATC procedures tend to separate these dissimilar performance a/c types.OpEval will place these types together, but not simultaneously in the landingpattern for a common runway.

Wake Turbulence Aircraft will be executing multiple low approaches throughout OpEval so allflightcrews should be especially aware of possible wake from the precedingdeparture aircraft. Adherence to the 2 mile spacing restriction will help to mitigatesome of the wake turbulence effects.

Mid-Air Potential Close adherence to ATC instructions will prevent the loss of adequate separation.ATC will continue to monitor separation distances after a pilot assumesresponsibility for safe separation on a visual approach. The CDTI should assist thecrew in traffic awareness.

Low AltitudeManeuvering

Close adherence to established minimum maneuvering speeds per flap settings isrequired for close to the ground operations, such as immediate turns to downwindafter the missed approach.

Increased CrewWorkload

Use of the CDTI will add additional crew responsibility, primarily to the PNF. TheCDTI Pilot’s Guide provides general guidance on how to use the device. Crewswill need to guard against the tendency for a dual “heads down” tendency andprocedures to ensure that someone is always flying the airplane.

FrequencySaturation

Callsign coordination was accomplished between CAA carriers to avoid confusion(i.e. no ABX 100, FDX 100, UPS 100 common callsigns). Separate frequencieswill be provided for each runway's approach pattern. Specific communicationprocedures with regard to CDTI usage are included in the maneuver card packets.The CDTI will assist in developing the situational "big picture", but crews shouldnot attempt to strategize with ATC.

Data ObserverInteraction

Although immediate CDTI utility comments from the crew would assist in datacollection, the data observers will remain seated and be trained to take the data asavailable. All flight crews with Data Observers on board will need to brief, andcomply with, applicable jumpseat procedures.



HAZARD MITIGATION PROCEDUREComplacency After a few repetitive laps around the pattern, the tendency is to let down your

guard. This tendency will be accentuated in the PM period. Crews need to beprepared for this tendency and continue to execute proper procedures at all times.

ParallelApproaches

Crews should have the ILS available to assist in intercepting and maintaining theassigned runways extended centerline. Watch for any crosswinds at altitude andmake appropriate corrections. Be aware that ATC may issue a change in theexpected landing runway. The CDTI should be helpful in monitoring patternseparation with other aircraft.

Loss of situationalawareness

In the unlikely event where situational awareness is lost and loss of aircraftseparation is feared the following actions shall be adhered to. Advise ATC of yourcurrent situation.• DO NOT CROSS the extend runway centerline. Proper use of localizer will

ensure runway separation.• See Missed Approach prior to 200 feet AGL, for further instructions.

CDTI Failure Outside the ILN traffic pattern: Suspend planned maneuvers and advise ATC ofequipment failure. Maintain 280 Kts. IAS If you were cleared into the blockaltitudes, then level at FL 210. Attempt to regain use of CDTI. If unable to regainuse of CDTI, when the situation permits, advise ABX Flight Control, frequency130.92 or ARINC 129.35, for further route instructions.

In the ILN traffic pattern: When the situation permits advise ABX flight control,frequency 130.92, of equipment failure. Expect to remain in the traffic pattern untilcompletion of planned maneuvers.

Loss of VisualContact

Acceptance of a visual clearance stipulates that you are capable of maintaining“clear of clouds” and proceeding to the airport, either by having the airport in sight,or following another aircraft that is proceeding to the airport. Before losing sightof the aircraft or the airport, notify ATC of the impending loss of contact andcomply with their instructions. DO NOT CROSS the extended runway centerline.Early recognition of not being able to maintain sight of the aircraft you arefollowing, the airport, or “clear of clouds” will assist ATC.

Inadvertent IMC(aircraft on VFRFlight Plan)

No variances to any FAR’s are granted for this evaluation. Consequently IMC isnot permitted while on a VFR flight plan. VMC on Top procedures can beexecuted, and the MOA aircraft will be assigned preferred altitudes to assist inmaintaining vertical separation, but IMC is not to be penetrated to attain thesealtitudes without the proper IFR clearance.

AircraftEmergency

A/C Emergency: Crews should notify ATC as soon as the situation permits. ATCwill provide priority handling to the maximum extent possible in accordance withcrew desires. If an aircraft needs to delay somewhere to work the problem,the crew should notify ATC and they will create the airspace necessary basedon the traffic situation that exists at the time.

Non-BriefedManeuvers

ALL maneuvers have been thoroughly developed through extensive planningmeetings, coordination, and simulation. ALL authorized flight maneuvers arelisted in the OpEval Flight Matrix or similar document. No maneuvers will beperformed which have not been previously authorized and subsequentlycoordinated during pre-flight briefings.



HAZARD MITIGATION PROCEDURENon-ParticipatingAircraft

This evaluation will not be conducted in exclusive use airspace. Consequently allOpEval crews need to remain vigilant for non-participating "intruders". Specificawareness items to be briefed are: the close proximity of airway Victor 5 to theairfield, and the lack of VFR traffic advisory services in the MOA. Coordinationwith CVG FSDO to publicize the OPEVAL specifics to all local GA airfields willbe accomplished 2-3 weeks prior to the event.

Aircraft RadioFailure

FAR 91-185

5.3 Weather Contingencies5.3.1 Arrival WindowThe arrival window for the CAA aircraft is 0600 – 0730. However, if a situation arises and the aircraftwill not be arriving until after that time, please contact Flight Operations Control via phone at (937)382-5591, x2450. The final arrival window for all CAA aircraft is 12:45. If it becomes clear that theaircraft will not be arriving until after 12:45 please advise OpEval Flight Operations.

5.3.2 Launch WindowTable 5-2 outlines the weather contingency plan for OpEval Flight Operations. A weather review willbe conducted at 2000 local time on July 9th to determine if any significant weather exists that wouldrequire canceling the CAA ferry operation on the morning of the 10th. A weather review will beconducted again at 0600 on July 10th to determine if any morning events should be altered. For thepurposes of this table, the “window” during which the weather must be considered is the time that theaircraft are expected to be in the local traffic pattern +/- ½ hour. (i.e., if pattern time for the morninglow event is 9:30-11:00, the “window” is 9:00-11:30).

Table 5-2: Weather Contingency Plan

“CONDITION” ILN WX(Forecast)

Launch Events

I 3000/5 or Better (1) Low: As PlannedHigh: As PlannedRF FAA: (2)RF Bizjet: (2)RF GA: (2)

II Less than 3000/5(1), At Least1000/3

Low: ILS PatternHigh: As PlannedRF FAA: (2)RF Bizjet: (2)RF GA: IFR Holding Pattern

III Less than 1000/3,Better than 500/1

Low: CancelledHigh: Enroute As Planned; ILS Approach to Full-Stop LandingRF FAA: (2)RF Bizjet: (2)RF GA: IFR Holding Pattern

IV 500/1 or Less OpEval Flight Operations Not Authorized



NOTES:(1) The decision to discontinue visual approaches will remain with ATC throughout OpEval.(2) May fly as long as able to maintain VMC at briefed flight altitude

5.4 OpEval Profile PriorityThe CAA has prioritized the OpEval flight segments based on the near-term benefits associated with thevarious CDTI applications. In general, priority has been given to the low altitude visual approach flightprofiles (Table 5-3).

Table 5-3: OpEval Profile Priority

# CAAAircraft

Available

Profile Priority

Low (1) High12 8 4

11 8 3

10 8 2

9 8 (and spare) 0

8 8 0

7 7 0

6 6 (all one side) 0

5 5 (all one side) 0

4 4 0

5.5 Divert FieldsABX: DAY, CVG, CMHFDX: INDUPS: SDF

5.6 CommunicationIn the event of an in-flight situation which requires deviation from the briefed maneuver (due toemergency, weather, etc.), Flight Control will monitor aircraft status through the ILN Tower. If desired,crews may notify Flight Control via VHF on 130.92, or via phone at (937) 382-5591, x2450.



6. PART VI--TEST AND EVALUATION RESOURCE SUMMARY6.1 OpEval Coordination Group (OCG) OrganizationThe OCG is a subgroup of the CAA Steering Committee. The CAA Steering Committee has establishedthe OCG for test plan development, execution and reporting for the OpEval. The OCG consists ofrepresentatives from all participants in the Operational Evaluation. To meet the goals of the OperationalEvaluation, the OCG has established Working Groups to focus on specific areas. An overview of theOCG, with the designated leads of each Working Group, is shown below in Figure 6-1. Four of the OCGWorking Groups mirror responsibilities with the subgroups of the RTCA SafeFlight 21 SteeringCommittee. This cross-matrix of subgroups is shown in Figure 6-2, page 33. A short description of theduties of each group are described in the following sections.

Media/PR

Ken Shapero (UPS)C. Graham (LMCO)

OCG

Test Ops ATC Ground StationIntegration

Facilities

Human Factors

J. Cieplak (MITRE) K. Dutch (FAA ATO-400) V. Capezzuto

(FAA AND-510)C. Graham (LMCO)

D. Wittnebert (ABX)

R. Ashford (NASA)

Tech/Cert Cost/Benefit

G. Ligler (PMEI)R. Jennings (FAA AIR)

B. Flathers (MITRE)

CAA ADS-BSteering

Committee

C. Bowers (UPS) (Co-Chair)P. Fontaine (FAA AND-510) (Co-Chair)

T. Timmons (FedEx) (Chair)

CAA S. Alterman (President)

Figure 6-1: OCG Working Group Structure, With Designated Leads



SF-21 SteeringCommittee

Operations/ProceduresSubgroup

Technical/CertificationSubgroup

Cost/BenefitSubgroup

Free FlightSelect

Committee

Free FlightSteering

Committee

Media/PR

OCG

Test Ops ATC Ground StationIntegration

Facilities

Human Factors

Tech/Cert Cost/Benefit

CAA ADS-BSteering

Committee

C. Bowers (UPS) (Co-Chair)P. Fontaine (FAA AND-510) (Co-Chair)

T. Timmons (FedEx) (Chair)

CAA S. Alterman (President)

Figure 6-2: OCG Structure with RTCA SafeFlight 21 Cross-Reference



6.1.1 Test Operations Working GroupLead: James Cieplak, MITRE CorporationThe primary responsibility of the Test Operations (TestOps) Working Group is to design the OpEvalFlight Test Matrix, so that proper data can be collected to evaluate the operational capability the OpEvalapplications, using the CAA’s equipment. “Operational capability” includes: safety and operationalbenefits (including procedure viability), human factors assessment (e.g., pilot interaction with CDTI),and comparison between the three data link technologies. The TestOps Working Group will coordinatewith the Cost/Benefits, Human Factors, and Tech/Cert Working Groups to incorporate their datacollection requirements into the OpEval Flight Test Matrix (Appendix E). The TestOps Working Groupwill also coordinate with the ATC to incorporate operational constraints into the Flight Test Matrix. Asa secondary responsibility and upon direction from the CAA ADS-B Steering Committee, the TestOpsWorking Group will also integrate non-CAA/FAA aircraft.

Table 6-1: List of Test Operations Working Group Members

Name Organization Phone E-mailAshford, Rose NASA-Ames 650-604-0914 [email protected]

Battiste, Vern NASA-Ames 650-604-3666 [email protected]

Belcher, Sean NASA-Ames 650-604-2505 [email protected]

Bowers, Craig UPS Flight Ops 502-359-8438 [email protected]

Capezzuto, V. FAA AND-520 202-267-3078 [email protected]

Cieplak, Jim MITRE 703-883-5292 [email protected]

Domino, Dave MITRE 703-883-3695 [email protected]

Dutch, Keith FAA ATO-410 202-267-9332 [email protected]

Dykhoff, Mark Naval Air Warfare Center 301-342-9279 [email protected]

Flathers, Bill AOPA/MITRE 540-937-7369 [email protected]

Fontaine, Paul V. FAA AND-510 202-267-3468 [email protected]

Gibbs, Doug BFGoodrich 614-825-2211 [email protected]

Graham, Candy LMATM 301-640-2411 [email protected]

Grossberg, Mitch FAA ATO 202-493-4030 [email protected]

Groves, Al IPA (UPS Pilots’ Union) 502-245-8529 [email protected]

Hoerl, Rosmarie Naval Air Warfare Center 301-342-9164 [email protected]

Howell, Charles NASA-LaRC 757-864-3974 [email protected]

Jones, Clarence FAA AT 202-493-4549 [email protected]

Kuhar, Steve FedEx 901-224-5339 [email protected]

Lee, Dennis FedEx 901-224-5340 [email protected]

Livack, Gary FAA AFS 202-267-7954 [email protected]

Lunder, Joe WJHTC 609-485-8188 [email protected]

Maestre, Ruth FAA DAY TRACON 937-484-7300 [email protected]

McNeil, Michael WJHTC 609-485-4453 [email protected]

Mundra, Anand MITRE 703-883-6011 [email protected]

Olmos, Oscar MITRE 703-883-5746 [email protected]

Olsen, Dan NATCA 206-768-2840 [email protected]

Penchoff, Chuck FAA DAY TRACON 937-454-7331 [email protected]

Petri, Mike WJHTC 609-485-5455 [email protected]

Rankin, James Ohio U. 740-593-1514 [email protected]

Rathinam, Sethu Rockwell Collins 319-295-3256 srrathin@collins,rockwell.com

Talotta, Nick WJHTC 609-485-5279 [email protected]

Taylor, Don Cumulus 561-241-7877 [email protected]

VanHoy, Larry WJHTC 609-485-4552 [email protected]

Verstynen, Harry NASA-LaRC 757-864-3000 [email protected]

Wallace, Randy ABX Pilots’ Union N/A [email protected]

Wittnebert, Dave ABX 937-382-5591x2420

[email protected]

Wyatt, Sandy Honeywell 602-436-1891 [email protected]



6.1.2 Human Factors Working GroupLead: Rose Ashford, NASA-AmesThe HF WG will be responsible for- design of data collection questionnaire & protocols- design of HF observer training program- selection, training, scheduling of HF observers- designing procedures for administration of questionnaire to flight crews and de-brief- HF evaluation and analysis

A detailed description of the Human Factors Working Group plan is contained in Appendix C.

Table 6-2: List of Human Factors Working Group Members

Name Organization Phone E-MailAshford, Rose NASA Ames 650-604-0914 [email protected], Vern NASA Ames 650-604-3666 [email protected], Sean NASA Ames 650-604-2505 [email protected], Craig UPS Flight Ops 502-359-8438 [email protected], Jim MITRE 703-883-5292 [email protected], Mitch ATO-410 202-493-4030 [email protected], Peter AND-400 202-267-9586 [email protected], Nancy NASA/SJSU 650-604-1877 [email protected], Walt NASA 650-604-3667 [email protected], Carol AAM-500 405-954-6849 [email protected], Mike ACT-530 609-485-5380 [email protected], Tom AAR-100 202-267-7167 [email protected], Mike ACT-310 609-485-4453 [email protected], Scott AAM-500 405-954-6848 [email protected], Ann ATO-410 202-267-9375 [email protected], Eric DTS-45 617-494-2449 [email protected], Oscar MITRE 703-883-5746 [email protected], Rick ACT-310 609-485-5368 [email protected], Al AND-3H 202-493-4519 [email protected], Roni AAM-500 405-954-6841 [email protected], Dave AAM-500 405-954-6825 [email protected]

6.1.3 Air Traffic Control Working GroupLead: Keith Dutch, FAA ATO-410The purpose of the ATC group is to coordinate FAA Air Traffic requirements and needs for theOperational Evaluation.

Table 6-3: List of Air Traffic Control Working Group Members

Name Organization Phone E-MailClatterbuck, Greg FAA DAY ATCT 937-454-7333 [email protected]

Cole, Peggy Airborne Express ILN ATCT 937-382-2450 [email protected]

Dutch, Keith FAA ATO-410 202-267-9332 [email protected]

Henshew, Donna Airborne Express ILN ATCT 937-382-2457 [email protected]

Jones, Clarence FAA ATO-410 202-493-4549 [email protected]

Krumwiede, Keith NATCA ZID ARTCC 317-247-2547 [email protected]@aol.com

Maestre, Ruth NATCA DAY ATCT 937-454-7300 [email protected]

Marino, Tony FAA ZID ARTCC 317-247-2585 [email protected]

Mueller, Sean Airborne Express ILN ATCT 937-382-2450 [email protected]

Olmos, Oscar MITRE/CAASD 703-883-5746 [email protected]

Olsen, Dan NATCA National ADS-BRepresentative

206-768-2840 [email protected]

Penchoff, Chuck FAA DAY ATCT 937-454-7331 [email protected]



Strawbridge, Dan FAA ARW-100 202-267-7465 [email protected]

6.1.4 Ground Station Integration Working GroupLeads: Vincent Capezzuto, FAA AND-510

Candy Graham, Lockheed Martin Air Traffic ManagementThe primary responsibility of this group will be to ensure the ground infrastructure needed for theOpEval is in place and operating as planned and on schedule.

Table 6-4: List of Ground Station Integration Working Group Members

Name Organization Phone E-MailBarrett, Larry Lockheed Martin ATM 301-640-3590 [email protected]

Brackett, Harold Harris 407-727-6402 [email protected]

Capezzuto, V. FAA AND-510 202-267-3078 [email protected]

Curry, Mike FAA AND-510/Trios 301-982-2075 x210 [email protected]

Farneth, Mike Sensis 315-445-5825 [email protected]

Graham, Candy Lockheed Martin ATM 301-640-2411 [email protected]

McNeil, Mike WJHTC 609-485-4453 [email protected]

Purcell, Paul MITRE 703-883-7748 [email protected]

Scott, Bill Lockheed Martin ATM 301-640-3429 [email protected]

6.1.5 Facilities Working GroupLead: Dave Wittnebert, Airborne ExpressThe purpose of the Facilities Working Group is to provide a liaison to the OpEval site (ILN) for theother participants of this evaluation. It will also ensure adequate facilities are available for the OpEvalitself.

Table 6-5: List of Facilities Working Group Members

Name Functional Area Phone E-Mail

Barrett, Bruce Airborne ExpressNavaids/Radios

937-382-5591 x2045 [email protected]

Bennett, Greg Airborne ExpressEngineering


Bobay, Paul Airborne ExpressAirport/Facilities


Brewer, Terry Airborne ExpressRamp Operations


Brown, Phil Airborne ExpressLine Maintenance


Carey, Jamey Airborne ExpressAircraft Fuel


Carey, Rita Airborne ExpressCommunity Relations


Cole, Peggy Airborne ExpressTower Controller


Flint, Billie Rae Airborne ExpressAircraft Scheduler


George, Anthony Airborne ExpressDay Sort Operations


Gilcher, Jeff Airborne ExpressComputer/Phone


Gosnell, Glenn Airborne ExpressFlight/Pilots


Gray, Bob Airborne ExpressFlight Safety




Name Functional Area Phone E-Mail

Hamlin, Brad Airborne ExpressMaintenance Control


Hanshew, Donna Airborne ExpressFlight Control


Hosier, Jeff Airborne ExpressDay Sort Operations


Huber, Beth Airborne ExpressCommunity Relations


Lueck, Mike Airborne ExpressGround Safety


Moorehead, Dave Airborne ExpressNavaids/Radios


Mueller, Sean Airborne ExpressTower Controller


Rooth, Ed Airborne ExpressAircraft Plan/Sched


Taylor, Jim Airborne ExpressSort Operations


Tovornik, Steve Airborne ExpressLine Maintenance


Wittnebert, Dave Airborne ExpressFlight/Pilots


6.1.6 Technical/Certification Working GroupLeads: G. Ligler, PMEI/Rockwell

Richard Jennings, FAA AIRThe purpose of this group is to determine the metrics by which to evaluate the three candidate datalinks. It is a shared group with the RTCA SF21 Steering Committee.

Table 6-6: List of Technical/Certification Working Group Members

Name Organization Phone E-MailLigler, George Ligler/RockwellJennings, Rich FAA AIR [email protected]

Bergstrom, Tommy EUROCAECapezzuto, Vincent FAA AND-510 202-267-3078 [email protected]

Harman, Bill MIT/LL [email protected]

Jones, Stan MITREMoody, Chris MITRENilsson, Johnny SwedaviaBernays, Jonathan MIT/LLPassman, Bob FAA AIR [email protected]

Tedford, Ann FAA ASD [email protected]

Nguyen, Vincent FAA AIR [email protected]

Willis, Don FAA ASR [email protected]

6.1.7 Cost/Benefit Working GroupLeads: Bill Flathers (MITRE)

The purpose of this group is to determine the metrics by which to evaluate the cost/benefit of the nineFree Flight Select Committee operational enhancements. It is a shared group with the RTCA SF21Steering Committee. This group is expected to grow in size and duties in post-OpEval activities.



Table 6-7: List of Cost/Benefit Working Group Members

Name Organization Phone E-MailRovinsky, Bob FAA ASD-410 202-358-5212 [email protected]

Flathers, Bill MITRE 540-937-7369 [email protected]

6.1.8 Media/Public Relations Working GroupLeads: Ken Shapero, UPS

Candy Graham, Lockheed Martin Air Traffic ManagementThe purpose of this group is to coordinate and execute public relations activities associated with theOpEval.

Table 6-8: List of Media/PR Working Group Members

Name Organization Phone E-MailShapero, Ken UPS 502-329-6522 [email protected]

Carey, Rita Airborne ExpressCommunity Relations


Graham, Candy Lockheed Martin ATM 301-640-2411 [email protected]

Huber, Beth Airborne ExpressCommunity Relations




6.2 Airborne Test Equipment6.2.1 LDPUThe LDPU avionics has the capability to record data received and transmitted on all three links, as wellas CDTI keypad entry and TIS data. This data will be used in the human factors and RF analysesfollowing the OpEval. For more information on the recording capabilities of the LDPU, please see thedocument entitled “ADS-B Data Log Design Description, Document Number PD1287,” IIMorrow, Inc.

6.2.2 Data Acquisition and Transponder Analysis System (DATAS)The DATAS will monitor and report the performance of the ADS-B 1090 MHz frequency. Since theADS-B 1090 MHz system co-operates in the frequency with ground ATCRBS and Mode Sinterrogators and TCAS, the DATAS provides the measurements required to quantify the RFenvironment and evaluate the performance of ADS-B receiving systems in the environment. DATASdecodes ATCRBS, Mode S, ADS-B and TCAS activities and records all events with time tags andsignal characteristics. Post-test analysis of the collected data provides detailed measurements includingdata contents of all decoded messages.

The DATAS can provide the following measurement parameters:

• Counts of Mode S and ATCRBS replies• Amplitude distribution of the replies• Position of other aircraft producing these replies with respect to ‘own aircraft’ that carries the

DATAS• Counts of replies as a function of ‘own aircraft’ position• Squitter reception as a function of range

6.2.3 Radio Frequency Measurement Facility (RMF)The WJHTC is developing an RMF with the capability to collect and analyze the RF data of all threecandidate ADS-B technologies. The DATAS and RMF can be used either together or separately.When used together both DATAS and RMF share the same RF input.

The RMF can record the RF data of any of the ADS-B technologies and play back the recordings foranalysis. The video signal from an ADS-B link receiver is sent to a Video Distribution Amplifier. Oneof the output channels of the Video Distribution Amplifier is recorded with an Advisor Video Recorderonto analog videotapes. In the playback mode, the Advisor Video Recorder reads the data from analogvideotapes for specially developed application software to analyze and display.

The DATAS can also be used to analyze and on-line monitor the RF data in both record and playbackmodes.

A long-term plan is to replace the Advisor Video Recorder with a state-of-the-art digital recorder or tofeed the video recorder output into a digital recorder where post-processing could be performed on thedata.

The block diagram of the RMF is shown in Figure 6-3. In the record mode, the video from the ADS-BLink receiver is sent to the LPDU for processing by the II Morrow system independently of DATAS.One of the channels (top or bottom) is selected for processing by DATAS while recording the data fromboth channels on the Advisor tape recorder. Auxiliary data such as ‘Time of Day’ can also be stored onthe tape. DATAS provides ‘on line’ monitoring of the data as the recording is made. In the Playbackmode, the output of the recorder is sent to a dual DATAS (2 sets of hardware processing cards undercontrol of a single processor) so that ‘diversity’ data can be processed.

Future plans provide for replacement of the analog recorder with a ‘state of the art’ system that storesthe data. Software will be developed to analyze the raw data.



ADS-B L Rx

Top

Bot

VideoDistribution

Amp

Top Ant

Bot. Ant

TopOut

BotOut

Top Bot

IIMorrowLDPU

TopIn

BotIn

Top OrBotOut

DATAS On LineMonitoring

DATAANALYSIS

PROGRAMS

ADVISORVIDEO

RECORDER

DATAANALYSIS

PROGRAMS

TopOut

BotOut

TopOut

BotOut

To OtherUsers

AnalogVideo Tape

Aux Inputs`

RECORD MODE

On LineMonitoring

DATAANALYSIS

PROGRAMS

ADVISORVIDEO

RECORDER

AnalogVideo Tape

DUALDATAS

TopIn

BotIn

PLAYBACK MODE

Figure 6-3: RMF Block Diagram

6.2.3.1 Airborne Measurements Facility (AMF)The AMF is an RF measurement-capable set of equipment similar to the WJHTC’s RMF. It will beinstalled and operating on N39 during the OpEval.

6.2.4 Other Participating Aircraft Test EquipmentOther participating aircraft (e.g., NASA B757) had specialized test equipment on board to aid in thedata collection as it pertained to the individual organization. As such, it is out of the scope of thisdocument to discuss this equipment.

6.3 Ground Equipment6.3.1 SF21 ADS-B Ground StationThe SF21 ADS-B Ground Station provides a data collection capability and an interface between theADS-B receivers and the ATMDS (see §6.3.2 for more information on the ATMDS). The SF21 ADS-B Ground Station receives ADS-B data on the three candidate links from a set of LDPU equipment.



The SF21 ADS-B Ground Station then distributes the data in ASTERIX Category 21 format to theATMDS.

Figure 6-4 shows the current architecture for the SF21 ADS-B Ground Station installation atWilmington.

LDPU

(1090 Rx,UAT Tx/Rx)

VDLM4

LAN/

WAN

GBS

ATMDS

Other GBS Sites

GPS

L-B

and

(UA

T &

109

0)

VH

F (V

DL

M4)

Figure 6-4: SF21 ADS-B Ground Station General Architecture, Wilmington

The SF-21 ADS-B ground station is comprised of the following elements:

1) A three antenna array consisting of:§ L-Band Antenna for common reception for the UAT transceiver (966 MHz) and the Mode S

Squitter receiver (1090 MHz)§ VHF antenna for the VDLM4 transceiver§ GPS antenna

2) The UPSAT LDPU containing the Mode S Squitter, UAT receiver, and externally integratedVDL-4 transceiver.

3) The MITRE Ground Broadcast Server (GBS) receives ADS-B traffic data each of threetechnology receivers from the LDPU, and outputs target data to connected Air TrafficManagement (ATM) Systems via compatible surveillance formats. The international standardinterface protocol ASTERIX 021 has been adapted by all participants in the CAA test bed. TheGBS supports a local display of all ADS-B targets (as well as TIS-B / FIS-B up link data). TheGBS records all traffic data output to all users.

4) A Wide Area Network (WAN) interconnects all SF-21 ADS-B Ground stations. This capabilitywill permit all targets seen by all the five sites to be output to connected users at any of the sites.The WAN will be used at OpEval to provide both ILN and SDF data to provide continuouscoverage of the selected flight paths from the ILN site to the connected ATMDS. The networkwill also be used to download data collected at each of the unmanned sites and to perform routinesoftware and hardware maintenance activities from a central site (initially the 6th station locatedat MITRE in McLean, VA.

6.3.2 Air Traffic Management Demonstration System (ATMDS)The industry ATMDS is intended to support the OpEval and demonstrate that existing ground systemtechnologies can accommodate ADS-B. The ATMDS receives ADS-B data from the SF21 ADS-BGround Station and from additional 1090 MHz receivers. The system also receives terminal radar data



from the ASR-9/MSSR on site at Wilmington, and fuses the two data types for display. Figure 6-5shows the industry ground architecture.

Wilmington, Ohio

100

Bas

e-T

10 B

ase-

T

Lockheed MartinCargo Ops Display

Lockheed MartinTower Display

Modem

Modem Rack

Sensis SensorInterface Unit

Sensis SensorInterface Unit

Ground Sites- Wilmington, Ohio- Louisville, Kentucky

Central Site- Wilmington, Ohio

ASR-9/MSSR

MITRE CAASDGround Broadcast

Server

ModemSensis SystemInterface Unit

UPS AT LDPU

Harris Mode-S (1090)Ground Station

10 Base-T

UPS AT Mode-S (1090)Ground Station

UPS AT UATGround Station

Sensis Mode-S (1090)Ground Station

GPSReceiver

Modem

Sensis TIS-BMulti-Sensor TrackerSensis Communications Gateway/

Control and Maintenance

GPS Receiver

ADSI VDL-4Ground Station

VDL4 Radio

VDL4 Radio

ADSI VDL-4Ground Station

Lockheed MartinMEARTS Surveillance

Data Processing

GPS Receiver

Flight Data

Figure 6-5: ATMDS Architecture

The list below summarizes the functions of each of the system components and the organizationsresponsible for the component. The numbers refer to Figure 6-5.

ADS-B Ground Stations• VDLM4 Ground Station (ADSI) - Receive ADS-B transmissions using Self-Organizing Time

Division Multiplex Access protocol.• Mode-S (1090) Ground Station (II Morrow, Harris, Sensis) - Receive ADS-B transmissions using

Mode S 1090.• Universal Access Transmitter (UAT) Ground Station (II Morrow) - Multipurpose broadcast data

link, which uses a single wideband radio channel.

Surveillance Data Processing• MEARTS Surveillance Data Processing with IMM multi-sensor tracker / System Maintenance and

Control (LMATM)- Fuses radar and ADS-B data from the Communication Gateway and providesair situation and safety alerts. Can generate TIS data. SMC function provides MEARTS statusreporting and control.

• TIS-B / Multi-Sensor Tracker (Sensis) – Performs plot level fusion of multi-radar multi-ADS-Bsensor target data. Capable of sending geographically sorted fused data to remote base station foruplink to cockpit.

Controller Displays• ACC / Terminal Display (LMATM) -Provides fused air situation display of ADS-B and radar data

integrated with flight data on a controller workstation.



• Tower Radar Display (LMATM) – Provides fused air situation display of ADS-B and radar dataintegrated with flight data on a tower workstation.

Performance Analysis• Ground Broadcast Server (MITRE) – Provides recording of ADS-B messages for future analysis.

Communication / External Interfaces• Communication Gateway/Control and Maintenance (Sensis) - Provides common communication

interface to radar and ground stations. C&M function provides Communication Gateway statusreporting and control.

• Global Positioning System (Harris, LMATM, MITRE, Sensis) - Provides timing to GPS receivers.Expandable to provide corrections and integrity messages to GPS receivers.

• Sensor Interface Units /Remote Base Stations (Sensis) - Provide physical and logical layerconnectivity to radar and ground sites.

• Flight Data Interface (LMATM) -Provides flight plan data needed to populate full data blocks onthe surveillance displays.

Telecommunications / Networking• 33.6 Kbps modem / Modem rack (Sensis) -Provides transmission of radar or ADS-B data from the

ground site(s) to the central site.• 10 Base-T Local Area Network (Sensis) – Provides sensor data distribution between processors

attached to this network at 10Mbps.• 100 Base-T Local Area Network (LMATM)- Provides data distribution between processors

attached to this network at 100 Mbps.

6.3.3 SF21 Test VanSF21 has acquired a Ford E-350 super van from Shook Electronics in San Antonio, TX, for use as amobile test facility. The test van provides a test platform for verification of the systems used in the ILNdemonstrations and tests. The van is equipped with a generator to provide a flexible lab environment inthe field. Three floor-to-ceiling racks, lab bench, and a cargo area are housed inside. A lab-likeenvironment is made possible with the provision of the following equipment:

• Tektronix 3271-71 Spectrum Analyzer• Tektronix THS-720A Oscilloscope• UPSAT LDPU• Complete electronic toolkit• Complete mechanical toolkit• 12v power supply• 400Hz frequency converter• Rack-mount PC w/ CD-writer• Printer

The SF21 test van is equipped with a 7.0-kilowatt generator to supply power for all onboard systems.AC outlets are distributed throughout the interior of the vehicle. A 10base-T LAN is incorporated intothe van’s construction with wall jacks distributed throughout the interior.

To enable airport surface testing, amber safety lights have been installed for use when operating on theairport surface. A Very High Frequency (VHF) radio is installed to enable communication with AirTraffic Control for instructions while on the surface.

The roof of the van is equipped with a rack for easy mounting of various antennas. A pneumaticantenna boom is also available to raise an antenna to 40 feet while stationary. Safety features includeobstruction/high voltage detectors and van stabilizers.

To provide climate control for the electronics equipment, a roof mount air-conditioner is installed.



6.3.4 Communications Equipment6.3.4.1 OpEval Staff CommunicationsInter-team communications will be accomplished through the use of a private network of digitalcellular telephones provided by NEXTEL. NEXTEL phones combine the capability of a digitalcellular phone with extended range 2-way radio communications via their digital network. NEXTELi390 phones will be utilized.

6.4 Test Site6.4.1 Airborne Express Airpark (ILN)

22 L

D

4 L 22 R

4 R

B

C

A

Flt. Control 130.92Mx. Control 131.97Ground 121.60

Twr East 125.60Twr West 119.47

DQN Dep East 126.50DQN Dep West 126.15

Closed

Closed

Figure 6-6: ILN Surface Map and Control Frequencies

6.4.2 Facilities6.4.2.1 Aircraft Fueling/Fleet ServiceParticipating aircraft will require fuel. Jet-A and 100LL Avgas are available for overwing orunderwing refueling. Prist is also available. Payment can arranged through Airborne Express. Fleetservice for permanently installed lavatories is not available.

6.4.2.2 Flight Crew Briefings/DebriefingsCrews will require briefings the day before and the day of OpEval. They will also require humanfactors debriefings and a general debriefing after their flights. The flight crew lounge (Bldg 2053, 2nd

floor) will be used for all crew briefings and the general debriefings. Various rooms in Bldg 2053(and if necessary other nearby buildings) can be used for human factors debriefings. Crew luncheswill also be served there.

6.4.2.3 VIP Demonstration Room/Hospitality Room/TransportationVisitors will require space to observe OpEval activities and transportation to/from activities andaircraft. We will use Laurel Oaks Development Center for VIP activities. VIP meals andrefreshments will also be served there. Laurel Oaks is located adjacent to “B” ramp. Transportationwill be via tour buses.

6.4.2.4 OpEval Flight Operational Control RoomThe operational command and control structure requires oversight and communications capabilities.Flight Control (Bldg 2052, 2nd floor) will serve these functions. An ADS-B display terminal will belocated in Flight Control.



6.4.2.5 Communications FrequenciesAdequate communications capability will be required. Frequency 130.92 will be used for air-to-ground mission control. Frequency 128.85 will be used for air-to-air communications if necessary.(130.92 and 128.85 are ARINC frequencies that may be in use by other entities periodically).Frequency 121.6 is Wilmington Ground; frequency 119.47 is Wilmington Tower (may also use125.6). Frequency 131.97 is ABX Maintenance. Frequency 122.85 is for crew transportation to/fromthe aircraft.

6.4.2.6 Aircraft ParkingParking is required for all participating aircraft. All visiting large aircraft will park on “B” ramp. TheABX DC-9’s will park on “C” ramp. The NASA B-757 may relocate to another part of the airfieldfor specific ADS-B ground activities and/or data collection. Visiting small aircraft will park on theGA ramp or B ramp as required. Aircraft that arrive before the day of OpEval will park on the GAramp and “D” ramp as required until the day of OpEval.

Figure 6-7: OpEval A/C Parking Locations

6.4.2.7 Aircraft Marshalling/MaintenanceAircraft will require marshalling into/out of the chocks and may require maintenance. ABX GroundDepartment will provide aircraft marshalling. Aircraft will be parked such that taxi in/taxi out will beutilized and towing/pushback should not be required. ABX Aircraft Maintenance will host andprovide transportation for and assistance to visiting maintenance personnel. Chocks, fireextinguishers, stairs, and external power carts (115vac and 28vdc) are available as required (28vdccarts are limited). Visiting aircraft should provide their own tow bars if desired, although ABX has auniversal Douglas-Kalmar Tugmaster tow tractor available if needed.



6.4.2.8 Equipment LocationsFigure 6-8 shows a diagram of the locations of the equipment to be used during the OpEval.

ASR-9/MSSR Radar Interface

GBS, Antennas(“Old Tower”)

Demo Room(Laurel Oaks

Development Center)

Not Shown: CDTI in Aircraft

ILN

Figure 6-8: Equipment Locations, ILN

The various components of the ground system will be located at the test site as follows:• The LDPU, Harris 1090 receiver, SF21 ADS-B Ground System and associated antennas will

be located on the "old" tower• The Sensis radar SIU will be collocated with the Wilmington ASR9 radar• The Sensis 1090 will be located at Louisville (co-located with the GBS equipment at

Louisville)• The Communications gateway, the MicroEARTS processor, and ATM displays will be

located in the Laurel Oaks Careeer Development Center.• The tower display will be located in the control room in the "new" tower.• An additional display will be located at Flight Control (Bldg 2052, 2nd floor)

6.5 Simulations, Models and Testbeds6.5.1 MITRE I-LabPre-OpEval simulations will be conducted within the Integration and Interaction Laboratory (I-Lab) atthe MITRE Corporation’s Center for Advanced Aviation System Development (CAASD). This sectiondescribes the I-Lab simulation environment which is composed of a simulator cockpit, a computer-generated visual scene, and a controller/monitor station which includes the associated communicationinput/output devices. The Wilmington Ohio flight environment (e.g., navigation aids, visual scene)will also be modeled in support of this simulation.

6.5.1.1 Cockpit SimulatorThe I-Lab cockpit simulation capability is configured to approximate the performance of a twinengine, transport category airplane. The cockpit simulation employs a fixed base, non-motionplatform of typical transport category dimensions, and is coupled to a projection visual system thatprovides a view of the external visual scene. The flight dynamics and performance approximate thoseof the Boeing 757.



Vertical and lateral flight control can be accomplished through an autopilot mode control panel, ormanually through side stick controllers similar to those installed on Airbus aircraft. Thrust control canbe accomplished through a pilot-selectable auto throttle system, or manually through the thrust levers.Cockpit displays are software generated and are modeled to be similar in form and function to thedisplays installed on the Boeing 747-400. The Electronic Flight Instrument System (EFIS) displaysinclude a Primary Flight Display (PFD) of attitude, airspeed, altitude and vertical rate information forbasic aircraft control, and a mode-selectable Nav Display (ND) which depicts lateral navigationinformation in a plan view map. The CAA CDTI information and related display features will bedisplayed on the ND using the Map mode (see Figure 6-9). The CAA CDTI control panel will belocated on the center console between the two pilots.

Figure 6-9: CAA CDTI Features on Nav. Display

6.5.1.2 Visual SceneThe visual scene encompasses a 150° lateral by 40° vertical field of view using a single screen front-view projection system with a refresh rate of 30 frames/second. Targets appearing on the trafficdisplay are correlated with visible traffic in the out-the-window view. That is, pilots can verify‘traffic in sight’ using the simulated visual scene and follow that traffic to a landing or a parallelrunway. The terrain for the visual scene will be built using the Defense Mapping Agency’s (DMA)Digital Terrain Elevation Data (DTED) and accuracy will be ensured through use of the NationalOceanic and Aerospace Administration (NOAA) airport obstruction charts. Aircraft models (e.g.,727, DC-9) are constructed using dimensions from Jane’s All the World’s Aircraft.

6.5.1.3 Controller Station and Communication SystemThe cockpit is linked to a controller station that is composed of a combined TRACON and Towerposition. ATC communications are accomplished using headsets and microphones in the simulator.Pilots can be provided with a voice partyline to simulate a combination of ATC and pilotcommunications of other aircraft.



6.5.1.4 Simulation LimitationsThe I-Lab simulation will not fully replicate the CAA interface/control panel implementation. Thefollowing are specific limitations of the current simulation:

1) The I-Lab CAA interface/control panel is a software implementation with a touch-screencapability to manipulate the CDTI (i.e., no CDTI hardware will be simulated).

2) The cockpit interface is modeled after the 747-400, so a separate CDTI, overlaid onto theNav. Display, will be displayed to each pilot. As such, no dedicated traffic display will besimulated. However, both displays will be simultaneously controlled through the CAAcontrol panel located between the EFIS displays.

3) In light of specific time constraints and based upon the determination of applicationinformation requirements, some features (e.g., menu key) may not be simulated in thisimplementation.

6.5.2 Data Link SimulatorsRF simulators and models will be used in the evaluation of the three candidate ADS-B data links. Thevarious models are currently being assessed by John Hopkins Applied Physics Lab for feasibility.Development and use of these simulators will occur after completion of the OpEval.



7. ACRONYMS

AC Advisory CircularABX Airborne ExpressADC Air Data ComputerADS-B Automatic Dependent Surveillance – BroadcastAGL Above Ground LevelAMF Airborne Measurements FacilityARINC Aeronautical Radio, Inc.ARTCC Air Route Traffic Control CenterASR-9 Airport Surveillance Radar-Model 9ASTERIX All-Purpose Structures Eurocontrol Radar Information ExchangeATC Air Traffic ControlATCRBS Air Traffic Control Radar Beacon SystemATCT Air Traffic Control TowerATM Air Traffic ManagementATMDS Air Traffic Management Demonstration SystemBOS Boston Logan International AirportCAA Cargo Airline AssociationCAASD Center for Advanced Aviation System DevelopmentCD&R Conflict Detection and ResolutionCDTI Cockpit Display of Traffic InformationCFIT Controlled Flight Into TerrainCMH Port Columbus International AirportCNS Communications, Navigation and SurveillanceCONOPS Concept of OperationsCVG Cincinnati/Northern Kentucky International AirportDATAS Data Acquisition and Transponder Analysis SystemDAY James M. Cox Dayton International AirportDCA Reagan Washington National AirportDFW Dallas-Ft. Worth International AirportDMA Defense Mapping AgencyDO Data ObserverDOD Department of DefenseDOT Department of TransportationDT&E Developmental Test and EvaluationDTED Digital Terrain Elevation DataECAS Enhanced Collision Avoidance SystemEFIS Electronic Flight Instrument SystemEMI Electromagnetic InterferenceFAA Federal Aviation AdministrationFAATC FAA Technical CenterFAR Federal Aviation RegulationsFCMG Flight Crew Mission GuideFDX FedExFIS Flight Information ServiceFIS-B Flight Information Service - BroadcastFSDO Flight Standards District OfficeFTM Flight Test MatrixGA General AviationGBS Ground Broadcast ServerGPS Global Positioning SystemHF Human FactorsHMI Human Machine InterfaceHUD Heads Up Display



ICAO International Civil Aviation OrganizationIFR Instrument Flight RulesI-Lab Integration and Interaction LaboratoryILN Airborne Express Airpark, Wilmington, OHIMC Instrument Meteorological ConditionsISE In-Service EvaluationITC In Trail ClimbITD In Trail DescentLAN Local Area NetworkLAX Los Angeles International AirportLC Lead ClimbLD Lead DescentLDPU Link and Display Processor UnitLMATM Lockheed Martin Air Traffic ManagementMASPS Minimum Avionics System Performance SpecificationsMEARTS Microprocessor En route Automated Tracking SystemMFD Multi-Function DisplayMOA Military Operations AreaMode S Mode Select Beacon SystemMOP Measure of PerformanceMSL Mean Sea LevelMSSR Monopulse Secondary Surveillance RadarNAS National Airspace SystemNASA National Aeronautics and Space AdministrationNATCA National Air Traffic Controllers AssociationND Navigational DisplayNDB Non-Directional Beaconnmi Nautical MilesNOAA National Oceanographic and Atmospheric AdministrationOCG OpEval Coordination GroupOpEval Operational EvaluationORV Ohio River ValleyPC Personal ComputerPFD Primary Flight DisplayPIC Pilot in CommandR&D Research and DevelopmentRF Radio FrequencyRFI Request For InformationRMF Radio Frequency Measurement FacilityRTCA Requirements and Technical Concepts for Aviation (Inc.)S/W SoftwareSC-186 RTCA Special Committee 186SDF Louisville International - Standiford Field AirportSF21 SafeFlight 21ProgramSIU System Interface UnitSTC Supplemental Type CertificateTCAS Traffic Alert and Collision Avoidance SystemTechEval Technical EvaluationTEMP Test & Evaluation Master PlanTestOps Test OperationsTIS Traffic Information ServiceTIS-B Traffic Information Service – BroadcastTRACON Terminal Radar Approach ControlUAT Universal Access TransceiverUPS United Parcel ServiceUPSAT United Parcel Service Aviation Technologies



USN United States NavyVDLM4 VHF Data Link Mode 4VFR Visual Flight RulesVHF Very High FrequencyVMC Visual Meteorological ConditionsWAN Wide Area NetworkWG Working GroupWJHTC William J. Hughes Technical CenterWMA Washington, D.C. Metro Area

8. REFERENCES§ “Air Traffic Controller Handbook,” FAA Order 7110.§ “Cargo Airline Association Automatic Dependent Surveillance – Broadcast Program Plan,” Version

3.0; Nov 19 1998.§ “Development and Implementation Template for ADS-B and Other CNS Applications: An

Implementation Planning Guide,” RTCA SC-186 WG1, May 10, 1999.§ “Flight Crew Mission Guide, Phase I – Operational Evaluation,” OpEval Coordination Group, June 21,

1999.§ “Joint Government/Industry Roadmap for Free Flight Operational Enhancements;” RTCA; August

1998§ “Manual of ATS Data Link Applications,” ICAO, April 1, 1998.§ “Minimum Aviation System Performance Specification (MASPS) for Automatic Dependent

Surveillance – Broadcast (ADS-B),” RTCA/DO-242, February 19, 1998.§ “NAS Architecture Version 4.0,” Office of System Architecture, FAA.§ “Operational Concepts for Cockpit Display of Traffic Information (CDTI) Applications, Draft 2,”

RTCA Paper No. 186-98/SC186-128, April 14, 1999.§ “OpEval Shakedown Flight Test Plan,” Paul Purcell, MITRE, July 6, 1999.

9. APPENDICES[See attachments]


OPEVAL COORDINATION GROUP (OCG) APPENDIX A A-1


APPENDIX A: DESCRIPTION OF ADS-B APPLICATIONS



ENHANCED VISUAL ACQUISITION FOR “SEE AND AVOID”The CDTI enhanced visual acquisition application is a capability that aids pilots in visually acquiring otherproximate traffic as well as increasing their traffic awareness. This concept can be expanded to include thevisual acquisition of suitably equipped ground vehicles. Pilots using a CDTI would be expected tocontinue their visual scan but would have an additional aid to more efficiently visually acquire otheraircraft by focusing attention to a specific area. The CDTI would serve as an enhancement for the visualacquisition of traffic and potentially ground vehicles, thus improving the safety and efficiency of flightoperations. During OpEval, visual acquisition data will be collected throughout all flight maneuvers on“targets of opportunity” in the traffic pattern and during departure/arrival phases.

ENHANCED VISUAL APPROACHESWhen conducting a CDTI enhanced visual approach procedure, the flight crew would fly the visualapproach as is done currently, but they would have additional electronic information available on the CDTIto aid in their conduct of the approach. This additional information will allow the flight crew to determinetarget position, flight identification, closure rate, and ground track. This information is expected to (1)improve the routine conduct of visual approaches, (2) increase the safety of the procedure, (3) enhanceflight crew confidence in their ability to detect an aircraft and keep that aircraft in sight throughout theprocedure, and (4) reduce controller workload during visual approaches, and therefore, enable approachfacilities to continue visual operations to lower weather minima.

The OpEval implementation of enhanced visual approaches will include two additional CDTI tasks abovethe normal conduct of a visual approach. First, when responding to an ATC traffic call-out, the pilot mayinclude the call-sign of that traffic (e.g., ATC: “UPS1, traffic 12 o’clock, 5 miles, an ABX DC9”; UPS1:“UPS1 roger, ABX2 in sight.”). In addition, the flightcrews, once cleared for the visual approach, will betasked to visually close-up spacing on the lead aircraft, with reference to the CDTI. This is considered aVMC implementation of the below final approach spacing application.

AIRPORT SURFACE SITUATIONAL AWARENESSThis application of CDTI enables flight crews to observe surface traffic positions on a real-time displayand, along with any available visual cues and radio communications, infer intent with respect to surfacemovements. While on the airport surface, the CDTI would be used to increase situational awareness in theflight deck by supplementing visual acquisition, identification, and tracking. The “see-and-avoid”procedure would still be the primary means of conflict avoidance. The CDTI could also be used at pilot’sdiscretion to reinforce estimation of in-trail separation on the surface and to verify a clear runway prior todeparture or arrival.

The CAA’s CDTI has features that allow for airport surface operations (e.g., 0.5 mile display range, groundtarget symbology), but does not have an airport map underlay that is thought to be necessary for efficientairport surface CDTI operations. However, use of the current equipment will be demonstrated duringOpEval to qualify pilot awareness of other aircraft/vehicles on runways, taxiways, etc. Potential disruptionor distraction factors will also be looked at.

ENROUTE STATION KEEPINGFlight crews will use CDTI equipment in order to safely conduct Instrument Flight Rules (IFR) in-trailconstant, or decreasing to minimum distance, longitudinal spacing for extended periods of time which maylast up to the entire duration of an oceanic cruise segment. This allows more flights to cruise closer to theiroptimum altitudes by increasing the capacity of procedural airspace.

Though the above concept is for non-radar procedural separation airspace, the OpEval station keepingmaneuvers will be performed in a radar environment, with radar separation being maintained at all times.The agreed upon spacing distance for these maneuvers is 15 nmi, which emulates new oceanic separationstandards, but is well beyond the required minimum radar separation of 5 nmi. Note that no specific newATC procedures will be evaluated, but the performed maneuvers and associated collected data, will supportdevelopment of procedures for both the radar and non-radar enroute airspace.



ENHANCED IN-TRAIL CLIMBS (ITC)/DESCENTS (ITD)The CDTI enhanced ITC and ITD procedures are designed to allow a trailing aircraft to climb or descendthrough a leading aircraft’s altitude. A CDTI would be used for the distance and closure ratedetermination. The trailing aircraft will determine that the procedure parameters are met given theconditions, and then request an ITC or ITD clearance from air traffic control. The trailing aircraft crewmay inform the leading aircraft that the ITC or ITD will be performed. Prior to and after the procedure hasbeen completed, air traffic control with apply standard non-radar separation.

As was discussed with the station-keeping application, the OpEval enroute maneuvers will be performed ina radar environment, with radar separation being maintained at all times. The ITC/ITD maneuvers will alsobe performed at 15 nmi. In addition to performing the ITC or ITD, the flightcrew will be also tasked tosimultaneously maintaining 15 nmi. Again, no specific new ATC procedures will be evaluated (e.g., ITCchecklist, phraseology, communication with lead aircraft), but the performed maneuvers and associatedcollected data, will support development of procedures for both the radar and non-radar enroute airspace.

LEAD CLIMBS (LC)/DESCENTS (LD)The CDTI LC and LD procedures are designed to allow a leading aircraft to climb or descend through atrailing aircraft’s altitude. The above ITC/ITD description is applicable to these applications also, howeverthe pilots will be using the aft surveillance capability of the CDTI.

DEPARTURE SPACINGThe departure spacing application envisions use of CDTI by flight deck crewmembers to monitor spacingbetween ownship and the previous departure on either their assigned runway or an adjacent parallelrunway. In VMC the CDTI monitoring task enhances normal visual monitoring by providing additionalinformation to the crew on groundspeed and ground track of the previous departure, as well as a moreaccurate information on range. In IMC, this information would be used for the purpose of reducing in traildeparture spacing requirements to values closer to those currently authorized under VMC when applyingvisual separation as provided either by the tower or the pilots of the following departure.

Given the immaturity of the departure spacing operational concept and procedures, no specific departurespacing CDTI tasks will be assigned to the flightcrews. Observers will document how the flightcrewsutilize the CDTI during departures, and debrief pilot questionnaires will elicit pilot comments on departurespacing use of the CDTI.

FINAL APPROACH SPACINGThis application of CDTI involves the pilot in the spacing control loop, using the traffic display toaccomplish the controller’s spacing objective. By referring to the traffic display with certainenhancements, pilots would exercise control over the interval in distance as requested by ATC. In thisapplication, the pilot would receive a clearance from ATC to follow an arrival or approach path (e.g., avector to intercept and then follow the final approach course). Whenever warranted by demand, a desiredspacing interval behind the preceding arrival would also be issued by ATC. This interval could be adistance interval at the final approach fix or some other operationally meaningful separation spacing.Using the CDTI, the pilot would identify the leading aircraft that ATC had instructed to be followed. Thepilot, using a spacing tool provided in the CDTI, would then modify speed as necessary to establish andmaintain the desired separation interval. It should be noted that this spacing tool must support the dynamicnature of this application. As a minimum, this tool should support decelerating and turning maneuvers bythe lead aircraft.

Given the CAA’s CDTI does not have the required spacing tool, this application can not be properlydemonstrated during OpEval. However, as noted above, a VMC final approach spacing implementation,namely the pilot visually closing-up spacing on the lead aircraft with reference to the CDTI, will beevaluated.


OPEVAL COORDINATION GROUP (OCG) APPENDIX B B-1


APPENDIX B: TECHNICAL OVERVIEW OF ADS-B DATA LINK

CANDIDATES



Three different data links will be evaluated during the Ohio Valley test period for application in ADS-B:VHF Digital Link (VDL) Mode 4, Universal Access Transceiver (UAT), and Mode S Extended Squitter.

VDL MODE 4VDL Mode 4 employs a Self-organizing Time Division Multiple Access (STDMA) scheme where alloperators use the same set of frequencies to transmit and receive position and state vector messages (oftencalled sync bursts). Users transmit sync bursts in time slots that are defined relative to the UTC 1 secondmark; there are 75 time slots per second.

"Self Organizing" means that each user, rather than a central controller, evaluates the network traffic andassigns itself time slots. As part of its sync burst, each mobile user transmits a time slot reservation for itssubsequent transmissions. All monitor the channel, track, and abide by this reservation information in orderto prevent simultaneous use of the same time slot on a channel. When nearly all of the time slots are in use,there is a provision for two users to occupy the same time slot: A transmitter can select a time slot used bya distant transmitter, so users in the local areas of each transmitter will still receive the messages from thecloser transmitter. In this way, reception range degrades gracefully as the number of users increase abovethe number of available time slots.

For the ADS-B evaluation, it is planned that each mobile user will periodically transmit its state vectormessage on each of two assigned channels in the mobile VHF band (108 – 137 MHz is being considered,specific channels have not yet been assigned). Transmissions will be made in one band once every 15seconds, and in the other band at an average rate of every 5 seconds. This scheme, which results in aneffective overall update rate of one message per 3.75 seconds, serves to simultaneously maintain maximumreception range for all users (albeit at a lower update rate) and maintain the required message update ratefor those users in the same local area.

The signal modulation is Gaussian-filtered Frequency Shift Keying (GFSK) at a rate of 19.2 kbits/sec, withone bit per channel symbol. The modulation index of 0.25 (frequency deviation of ±2400 Hz) and time-bandwidth product (BT) of the modulation filter results in a compact transmit spectrum that fits in a single25 kHz RF channel.

The length of messages transmitted by mobile platforms is 168 bits, which includes a 16-bit CyclicRedundancy Code (CRC) check word. This combined with other message overhead items (transmitterpower-up and power-down times, signal synchronization) fits entirely within a single time slot with about1.2 msec of guard time left over. Thus, messages transmitted from mobile users up to 200 nmi away willnot overlap in time with messages transmitted from onboard the receiving aircraft.

Ground broadcast messages (for Flight Information and Traffic Information Services) are somewhat longer,but the exact length has not yet been determined. In order to accommodate the largest number of mobileusers, two communication channels, different from the mobile channels, are proposed for ground broadcastuse, probably located in the 108 – 137 MHz band (specific channels have not yet been assigned). Due to thesignal-interference performance characteristic of the modulation and the localized applicability of thetransmitted information, frequency reuse following a geographic scheme similar to that of cellulartelephone is possible for these broadcasts.

UATUAT employs a single frequency and burst transmissions in the UHF band for all message traffic. Eachtransmission begins at one of 4000 Message Start Opportunities (MSO), which are synchronous withGlobal Positioning System (GPS) time.

Each mobile user determines, on its own, when to transmit. Unlike VDL mode 4, however, no attempt ismade to avoid transmitting at the same time as other users; transmit start time is based only on apseudorandom MSO selection process designed to prevent persistent message collisions. The practicalresult is that the transmit time, relative to other mobile users, changes in an apparently random manner, andthe probability that message receive times from two mobile users overlap is roughly proportional to thenumber of mobile users. However, due to the relatively large number of MSOs available per second, the



signal-interference performance characteristic of the modulation, and the message transmit rate, it isexpected that, even with message collisions, this scheme will still meet the ADS-B requirements of theMASPS.

The RF signal modulation employs a form of binary Continuous Phase Frequency Shift Keying (CPFSK) ata rate of 1 Mbits/sec. Raised-cosine nyquist filtering is used on the baseband data to ensure a compacttransmit spectrum with an 99 percent RF power bandwidth of 1.3 MHz. Reed-Solomon Forward ErrorCorrection (FEC) coding and CRC are included for improved message error rate performance.

For the evaluation, both ground broadcast and mobile users will transmit on 966 MHz. The groundbroadcast is assigned exclusive use of the first 704 MSOs of each second. The next 48 MSOs (12 msec)serve as a guard time period. Mobile users are assigned exclusive use of the following 3200 MSOs.

The basic state vector messages of mobile users occupy about one MSO. Transmissions consist of 128 bitsof message data and 124 bits of overhead (CRC, FEC, sync, transmitter power-up and down time), for atotal duration of 252 usec. A long message format, which contains an additional 128 data bits for a totalburst time of 380 � sec (1.5 MSOs), is also supported in order to include aircraft intentions and additionalinformation with the basic state vector. For the evaluation, mobile users will transmit a burst once persecond on average. One of every 5 will be a long format message.

The Ground Broadcast is run as a TDMA system among stations in order to prevent interference. Messagesare assigned a block of 22 MSOs each. Transmissions consist of 3712 bits of message data and 412 bits ofoverhead for a total time of 4.1 msec. The remaining 1.4 msec serves as a guard time to prevent timeoverlap of messages received from different ground stations (for differential ground station ranges up to220 nmi). A total of 32 ground broadcast "time slots" (each 22 MSOs long) are defined for use. Thiscapacity is adequate because a slot re-use plan can be devised which will place stations assigned the samebroadcast slot far enough apart to prevent interfering with one another.

MODE S EXTENDED SQUITTERMode S Extended Squitter is a variation of the well-established communications protocol used inSecondary Surveillance Radar (SSR) Mode S aircraft transponders. For the ADS-B application, mobileusers use a Mode S transmitter to periodically send message bursts, called extended squitters, at apredetermined rate; this is in contrast to the SSR application where message bursts are transmittedprimarily in response to SSR interrogations.

Extended Squitter data links share the same frequency (1090 MHz) used by the Air Traffic Control RadarBeacon System (ATCRBS). Pulse Position Modulation, using 0.5 � sec pulses at a rate of 1 million persecond, is used to encode the data; this results in an RF bandwidth of 6 MHz or less. Each message consistsof 112 bits, and 24 of those bits are used for error detection and a limited correction capability. Includingthe preamble, message bursts are 120 � sec long.

Several different types of messages are defined for the ADS-B application: airborne position, airbornevelocity, surface position, identification, and event driven. Because of message burst length limitation,position information is compressed and, in a single message, is ambiguous to about 360 nmi. For a newaircraft contact, two different messages must be received to completely resolve its location. However,subsequent position updates require only a single message receipt.

For the data link evaluation, airborne users will transmit two position and two velocity messages everysecond and one identification message every 5 seconds, for an average transmission rate of 4.2 Hz. Surfaceusers will transmit two position message every second and one identification message every 5 seconds, foran average transmission rate of 2.2 Hz. In order to prevent synchronous interference of multiple users'message bursts from occurring, actual transmission times are jittered over a 200 msec band about thenominal (based on the required update rate) transmission start times.

Since all aircraft SSR Modes A, C, & S replies and Traffic Collision and Avoidance System (TCAS)transmissions are made on 1090 MHz, substantial interference with Mode S extended Squitter reception is



expected, particularly in high density areas such as the LA Basin. However, it is expected that the standardupdate rates specified in the MASPS will still be met in most cases because of the relatively high squittertransmission rate. Additionally, improved reception techniques have been developed that permit operationin higher density interference environments.


DRAFT


APPENDIX C: HUMAN FACTORS EVALUATION PLAN


OPEVAL COORDINATION GROUP (OCG) C-i

TABLE OF CONTENTS

1. PURPOSE..........................................................................................................................C-1

2. SCOPE OF HUMAN FACTORS EVALUATION...........................................................C-12.1 Operational Concepts ..................................................................................................................C-1 2.1.1 Evaluate Enhanced Visual Acquisition .................................................................................C-2 2.1.2 Evaluate Enhanced Visual Approaches.................................................................................C-2 2.1.3 Demonstrate Airport Surface Situational Awareness.............................................................C-3

2.1.4 Demonstrate Enhanced In-Trail (or Lead) Climbs/Descents ..................................................C-32.1.5 Demonstrate Station Keeping................................................................................................C-3

2.2 FAA S-1 Issues Paper..................................................................................................................C-42.2.1 Color and Symbol Considerations .........................................................................................C-42.2.2 Data Source Information.......................................................................................................C-42.2.3 User Interface Issues .............................................................................................................C-4

2.2.3.1 Buttons versus Knobs.....................................................................................................C-52.2.3.2 Aircraft Trend Vectors ...................................................................................................C-52.2.3.3 Control Panel Labeling and Layout ................................................................................C-52.2.3.4 Ground Track Vectors Time Duration Setting ................................................................C-5

2.2.4 Display of Traffic Data with Terrain.....................................................................................C-52.3 SAE G-10 CDTI Aerospace Resource Document (ARD)..............................................................C-6

2.3.1 Heads Down Time ................................................................................................................C-62.3.2 Process for Determining the Appropriate Information for Desired Applications ....................C-62.3.3 Intra-crew Coordination Requirements..................................................................................C-62.3.4 Flight Crew-Controller Coordination and Procedures............................................................C-6

2.4 ACO Certification Flight Test Report ..........................................................................................C-72.4.1 Evaluation of ADS-B/CDTI in a Multiple Aircraft Environment ..........................................C-72.4.2 Evaluation of the TIS Features ..............................................................................................C-72.4.3 Presentation of Navigation Information.................................................................................C-72.4.4 Smoothing Algorithm ...........................................................................................................C-72.4.5 CDTI Display and Control Panel ..........................................................................................C-82.4.6 ADS-B/CDTI Settings ..........................................................................................................C-82.4.7 CDTI Symbology Set ............................................................................................................C-82.4.8 Audio Volume Levels ...........................................................................................................C-8

2.5 TIS Safety and Interoperability Document ...................................................................................C-82.6 AFS Issues Document..................................................................................................................C-8

2.6.1 Data Collection and Analysis Process....................................................................................C-82.6.2 OpEval Data as Credit Towards/Supporting Future Operational Approvals...........................C-9

3. DATA COLLECTION METHODOLOGY.....................................................................C-93.1 Experimental Design .................................................................................................................C-103.2 Data Resources ..........................................................................................................................C-11

3.2.1 Flight Crew HF Observer Form ...........................................................................................C-113.2.2 Flight Crew HF Post Event Questionnaire............................................................................C-113.2.3 LDPU Flashcards.................................................................................................................C-113.2.4 Air Traffic Control Observers and Post Event Questionnaires ..............................................C-123.2.5 Air Traffic Control Voice Tapes ..........................................................................................C-123.2.6 Aircraft Track Data .............................................................................................................C-123.2.7 Indianapolis and Dayton SAR Tapes....................................................................................C-13

3.3 Evaluation Constraints...............................................................................................................C-13

4. FLIGHT PROFILES.......................................................................................................C-134.1 Low Altitude Flight Profile........................................................................................................C-13

4.2 High Altitude Flight Profile.......................................................................................................C-14


OPEVAL COORDINATION GROUP (OCG) C-ii

5. PERFORMANCE MEASURES .....................................................................................C-155.1 Flight Crew Performance Measures ...........................................................................................C-15

5.1.1 Spacing on Lead Aircraft ....................................................................................................C-155.1.2 Visual Acquisition Time .....................................................................................................C-155.1.3 CDTI Feature Usage ...........................................................................................................C-155.1.4 Subjective CDTI Feature Preference....................................................................................C-155.1.5 Flight ID Phraseology .........................................................................................................C-165.1.6 Workload............................................................................................................................C-165.1.7 Traffic Awareness...............................................................................................................C-165.1.8 Flight Crew Response to CDTI ...........................................................................................C-165.1.9 Station Keeping Accuracy...................................................................................................C-16

5.2 ATC Performance Measures ......................................................................................................C-165.2.1 Workload............................................................................................................................C-165.2.2 Flight ID Phraseology .........................................................................................................C-165.2.3 ATC Response to CDTI ......................................................................................................C-16

5.3 FAA Flight Report.....................................................................................................................C-175.4 Navy P-3 Flight Report..............................................................................................................C-17

6. OBSERVER PROGRAM ...............................................................................................C-176.1 Selection of Observers ...............................................................................................................C-176.2 Observer Obligations .................................................................................................................C-176.3 Observer Training .....................................................................................................................C-17

7. HUMAN FACTORS WORKING GROUPS..................................................................C-187.1 Flight Crew................................................................................................................................C-187.2 Air Traffic Control (ATC) .........................................................................................................C-18

8. SIMULATION FACILITIES .........................................................................................C-198.1 MITRE I-Lab Simulatior............................................................................................................C-19

8.1.1 Simulation Environment......................................................................................................C-198.1.2 Cockpit Simulator................................................................................................................C-198.1.3 Visual Scene........................................................................................................................C-208.1.4 Controller Station and Communication System....................................................................C-208.1.5 Simulation Limitations ........................................................................................................C-208.1.6 CAA Features Excluded for I-Lab Simulation......................................................................C-21

9. DATA REDUCTION RESPONSIBILITIES .................................................................C-21

APPENDIX A: HUMAN FACTORS QUESTIONNAIRES


OPEVAL COORDINATION GROUP (OCG) C-iii

LIST OF FIGURESFIGURE 1: ..............................................................................................................LOW ALTITUDE PROFILE

FIGURE 2: ............................................................................................................. HIGH ALTITUDE PROFILE

FIGURE 3: .................................................................................... CAA CDTI FEATURES ON NAV. DISPLAY

LIST OF TABLESTABLE 1: ................................................................................................HUMAN FACTORS DESIGN MATRIX

TABLE 2: ...........................................................................................................ATC HF WORKING GROUP

TABLE 3: .............................................................................................DATA REDUCTION RESPONSIBILITIES


OPEVAL COORDINATION GROUP (OCG) C-1

1. PURPOSENASA and the FAA Tech Center will undertake the Human Factors (HF) evaluation of the CDTI, NASA from theflight crew perspective and the FAA from the ATC perspective. The purposes of the CDTI Human factors analysisare as follows:

• Evaluate CAA specified applications• Evaluate flight aspects of crew workload and traffic situational awareness• Evaluate potential traffic management and procedure implications

• Evaluate operational effects of demonstration/evaluation conditions

The Human Factors data collection plan identified the following avenues for soliciting and obtaining flight crewand controller feedback: (1) during simulation studies at MITRE and at NASA Ames, (2) in-flight data collectionwith NASA Ames data observers and (3) post flight debriefing of the OpEval flight crews and controllers. Theremainder of this document will provide a summary of these data gathering activities. The results from this HFevaluation will be summarized within the OpEval Final Report.

2. SCOPE OF HUMAN FACTORS EVALUATIONThis Human Factors effort will capitalize on the evaluation opportunities afforded by observing the flight scenariosflown by the CAA participants. Because of practical and safety limitations imposed by the scale and scope of thedemonstration, and due to the generally loose experimental control afforded by the actual flight environment, afully principled Human Factors analysis of the pilot interaction with the CDTI in a systems environment is notfeasible. However, OpEval will provide valuable Human Factors observational and assessment data related to theflight crews’ performance with and acceptance of the CDTI.

Human Factors data collection will be limited to that which is collected by the HF data collection program. Toprotect the confidentiality of the flight crews, who are acting as human test subjects, and to minimizecontamination of collected data, additional observers will not be allowed on the flight deck during OpEval datacollection.

In light of CAA application priorities and previous industry efforts, the following documents were used to assist indefining the scope of the Human Factors evaluation:

• Operational Concepts for CDTI Applications• FAA S-1 Issues Paper• SAE G10 CDTI Aerospace Resource Document (ARD)• ACO Certification Flight Test Report• TIS Interoperability Document• AFS Issues Document

The remaining discussion will provide an overview of these documents to identify what data will be collected andwhy specific performance data will be gathered.

2.1 Operational ConceptsBased upon a review of the RTCA SC-186’s Operational Concepts for CDTI Applications, Draft 2.6 (RTCA PaperNo. 186-98/SC186-128, June 1999), the CAA has identified several “near term” CDTI applications that mayprovide benefits in a relatively short time period with little or no changes to current ATC procedures. Flightactivities during OpEval were prioritized to focus on these near term applications that will be evaluated to varyingdegrees. In particular, two assessment categories were established for this HF effort and OpEval: evaluation anddemonstration. Operational Evaluation will address all major operational, technology, and acceptance issues thatimpact feasibility and benefit. Significant effort will still be needed to complete certification and approval, butthere should be no significant obstacles for operational approval. Demonstration activities will illustrate systems orconcepts without integration into a fully operational context, as well as only allowing for limited data collection.



The CAA has prioritized the CDTI applications based on these assessment categories and they are (from highest tolowest priority):

• Evaluate Enhanced Visual Acquisition for “See & Avoid”• Evaluate Enhanced Visual Approaches• Demonstrate Airport Surface Situation Awareness• Demonstrate Station Keeping and Enhanced ITC/ITD, LC/LD• Demonstrate Departure Spacing• Demonstrate Final Approach Spacing

The remaining discussion will identify to what extent, based on the demonstration or evaluation categorization, theHF evaluation will address each CDTI application. Descriptions of the applicable performance measures areprovided in Section 5 of this report.

2.1.1 Evaluate Enhanced Visual AcquisitionThe CDTI enhanced visual acquisition application is a capability that aids pilots in visually acquiring otherproximate traffic as well as increasing their traffic awareness. The primary Human Factors data collection effortduring OpEval will be centered on the task of visual traffic acquisition with and without a CDTI. To address thisquestion flight deck observers will collect flight crew response times to ATC traffic calls. Additionally, observerswill monitor flight crew interactions with and without the CDTI and will monitor intra-cockpit communications toassess the use of the display to support the visual acquisition of traffic. The data collected on the flight deck will besupplemented, as needed, by ATC voice tapes, which will provide additional data on pilot ATC communication. Apost flight questionnaire and interview will be conducted to provide additional data on the use of the CDTI tosupport visual acquisition.

Applicable Performance Measures:Visual Acquisition TimeFlight Crew Questionnaire dataFlight Crew Debrief DataFlight Crew Workload

2.1.2 Evaluate Enhanced Visual ApproachesWhen conducting a CDTI enhanced visual approach procedure, the flight crew will fly the visual approach as iscurrently done, but they will have additional electronic information available on the CDTI to aid in their conduct ofthe approach. This additional information will allow the flight crew to determine target position, flightidentification, ground speed, and ground track. This information is expected to:

1. Improve visual traffic acquisition2. Aid the positive identification of traffic3. Reduce the probability of loss of visual contact4. Aid judgements of closure and encounter geometries5. Reduce controller workload during visual approaches, and therefore, enable approach facilities to

continue visual operations to lower weather minima.

Items 1 & 3 will be assessed as described earlier in Section 2.1.1 “Evaluate Enhanced Visual Acquisition”. Item 2“Aid the positive identification of traffic” will be analyzed by identifying the degree to which flight crews usedFlight ID to positively identify aircraft called out by ATC. Item 4 “Aid judgements of closure and encountergeometries” will be evaluated by assessing crew interarrival spacing on the aircraft they were advised to follow(e.g., to what extent did flight crews close up spacing with the CDTI). Item 5 will be assessed through post flightcontroller questionnaire and debriefing.

Applicable Performance Measures:Visual Acquisition Time



CDTI Feature UsagePilot and Controller use of Flight ID PhraseologySpacing on Lead AircraftSubjective CDTI Feature PreferenceFlight Crew Workload for Visual ApproachesFlight Crew Questionnaire dataFlight Crew Debrief DataController Workload for Visual ApproachesController Questionnaire DataController Debriefing Data

2.1.3 Demonstrate Airport Surface Situation AwarenessThis application of CDTI enables flight crews to observe surface traffic positions, on a real-time display , alongwith any available visual cues and radio communications, and to infer intent with respect to surface or airbornemovements. Due to the limited capability of the current CAA implementation (i.e., no airport map), the HF datawill primarily be subjective in nature. Observational data will focus on the CDTI effect on flight crew procedures(e.g., timely completion of checklists). The questionnaire data will identify subjective flight crew featurepreferences for the airport surface application and this will be corroborated with analysis of flight crew CDTIinputs (e.g., which feature did pilots use least/most).

Applicable Performance Measures:Subjective CDTI Feature PreferenceCDTI Feature UsageFlight Crew WorkloadFlight Crew Questionnaire DataFlight Crew Debrief Data

2.1.4 Demonstrate Enhanced In-Trail (or Lead) Climbs/DescentsThe CDTI enhanced ITC and ITD procedures are designed to allow a trailing aircraft to climb or descend througha leading aircraft’s altitude. No specific ATC procedures will be evaluated for this application (e.g., no ITCchecklist, phraseology, or communication with lead aircraft). Observational data will however, identify to whatextent the flight crews used the CDTI for distance and closure rate determination before initiating theclimb/descent. In addition, results from the questionnaire data will identify flight crew CDTI feature priorities.

Applicable Performance Measures:Subjective CDTI Feature PreferenceCDTI Feature UsageFlight Crew Questionnaire DataFlight Crew Debrief Data

2.1.5 Demonstrate Station-KeepingOpEval Flight crews will use CDTI equipment in order to safely conduct Instrument Flight Rules (IFR) in-trailconstant spacing for extended periods of time. As with the ITC/ITD, no specific ATC procedures will beevaluated. Data will be collected on flight crew performance for the in-trail spacing task. In this case, flight crewswill be tasked to maintain 15 nmi +/- 1. Observational data will help identify the workload associated with thisspacing task (i.e., number of pilot speed changes). Subjective CDTI feature preference for this application will alsobe gathered.

Applicable Performance Measures:Station Keeping AccuracyCDTI Feature UsageFlight Crew Workload for Station KeepingFlight Crew Questionnaire Data



Flight Crew Debrief DataSubjective CDTI Feature Preference

2.2 FAA S-1 Issues PaperThe purpose of the FAA S-1 issues paper is to provide guidance on the operational performance requirements forthe ADS-B/CDTI avionics application and to document the aircraft airworthiness installation requirements. Theissues identified in the paper are applicable to the use of ADS-B/CDTI as an aid to visual acquisition of traffic.This application was selected as the Phase 1 objective of the CAA ADS-B/CDTI program because of its simplicityand because it allows an initial certification on a“non-interference” basis. The S-1 issues deal with a broad rangeof issues, from future applications and system installation, to system design and usability. In this discussion we willfocus on the human factors issues related to system design and usability.

2.2.1 Color and Symbol ConsiderationsIssue: “The symbol set should be designed so that pilots can easily transfer between a Traffic Alert and CollisionAvoidance System (TCAS) and a CDTI system, without having the same symbols mean different things, ordifferent symbols meaning the same things.”

Activity: The symbology used to denote traffic on the CDTI is uniquely different from that used to denote traffic onconventional TCAS displays. The CDTI symbology was developed by NASA Ames in conjunction with MITRECAASD, and was evaluated during multiple simulation studies. The color yellow is used on both to indicatecaution or an increased level of awareness. However, since TCAS information is not available during this OpEval,the TCAS CDTI display compatibility issue cannot be adequately addressed. Limited crew opinion data willhowever, be collected. Specifically, for those crews with previous TCAS experience, they will be queried regardingthe ease with which they feel they can transition from TCAS to the current ADS-B/CDTI symbols

Conclusion: Issue addressed

2.2.2 Data Source InformationIssue: “If a separate “target” aircraft symbol is required to differentiate data sources (e.g., ADS-B, TIS, etc.), itshould be justified that this information is useful to the pilot.”

Activity: ADS-B and TIS are differentiated by unique traffic symbols. When the LPDU receives both types ofinformation on a single target, the ADS-B symbol will be used. The ADS-B and TIS traffic display strategy isaddressed in the user documentation, and crew feedback on this issue will be solicited during post flight debriefing.Additionally, crew feedback on the issue of multiple surveillance data sources will be assessed during the usabilityand simulation studies at Ames.


2.2.3 User Interface Issues2.2.3.1 Buttons versus KnobsIssue: “Buttons may not be appropriate for selecting discrete intervals along a range of selections.”

Activity: The issue of buttons versus knobs for selecting discrete intervals along a range of selection will not bespecifically evaluated. However, flight crew opinions regarding the current keypad implementation will becollected during OpEval. In addition, crew performance with the currently implemented interface will be assessedduring the usability analysis and simulation at NASA Ames.

Conclusion: Issue partially addressed

2.2.3.2 Aircraft Trend VectorsIssue: “Only ground track and ground speed data are being used to generate the aircraft trend vector. This willonly provide for the presentation of instantaneous flight and not potential ground track. Without including a turn



rate or heading term in the generation of the trend vector, the trend vector will be displayed as a straight line, notactual potential ground trend. During a turning maneuver, this may present potentially misleading information.”

Activity: Aircraft trend vectors may be deemed necessary for future ASD-B applications but are not necessary tosupport visual traffic acquisition. Additionally, the information needed to present an aircraft trend vector is notpart of the current ADS-B message set. However, crew opinions on the need for additional trend information willbe solicited during OpEval.


2.2.3.3 Control Panel Labeling and LayoutIssue: “The labeling and arrangement symmetry of the arrow buttons may be misleading for the primary tasksenvisioned for these buttons.”

Activity: This issue was addressed in later iterations of the CDTI system by providing “NR” and “FR” indicationswith the appropriate up / down arrows. In addition, OpEval flight crew opinion data regarding control panellabeling and layout will also be collected.

Control panel labeling and layout will be assessed through the usability analysis and simulation at Ames. Duringsimulated pre-flight, crews will be asked to input a CDTI set-up configuration that will be appropriate for theupcoming scenario. Their configuration and preferences will be contrasted across participants and againstconfiguration changes made in flight as a consequence of the evolving scenario.


2.2.3.4 Ground Track Vectors Time Duration SettingIssue: “The selection of track vector length is independent of the selection map scale. While CDTI may require apartially independent selection of the trend vector time interval, to totally de-couple map scale and trend vectorlength will introduce additional workload and may produce misleading information.”

Activity: OpEval flight crew opinion data regarding this issue will be collected.


2.2.4 Display of Traffic Data with TerrainIssue: “The current implementation provides for traffic data to block underlying terrain data. While the designspecifies that this blocking is to be kept to a minimum, some consideration should be given to providing anindication that this condition exists. The current design implementation could create an unsafe condition.”

Activity: The current implementation to be tested during OpEval will not address this issue, because terrain datawill not be displayed. However, this is a major issue and is being addressed by the SAE G-10 Multi-functionDisplay group and RTCA Working Group 1, CDTI Sub-Group.

Conclusion: Issue not addressed

2.3 SAE G-10 CDTI Aerospace Resource Document (ARD)The primary purpose of SAE G-10 CDTI ARD was to provide a central source for the tracking of human Factorsissues concerning systems designed to display information about proximate traffic. It is also designed to serve as aguide for future research activities, as well as a resource for the development of concepts and procedures tomaximize the utility of CDTI systems. While OpEval cannot address all the issues identified within the ARD,there are several that are applicable, and these are identified below.



2.3.1 Heads Down TimeIssue: “The additional information provided by CDTI requires addressing the issue of how much time a flight crewcan safely devote to attending to a head-down visual display in airspace which still requires visual detection andavoidance of hazards.”

Activity: While a definitive answer will not be provided from OpEval, the data observers will be identifying tosome extent the flight crews heads-down time in the cockpit.


2.3.2 Process for Determining the Appropriate Information for Desired ApplicationsIssue: “Each CDTI application requires a certain amount of baseline or core information for its successfulexecution. Determining the appropriate amount of information needed to perform desired applications may rest ina balance between the information provided by procedures, flight crew communications with ATC, and the CDTI.”

Activity: As an initial effort to help determine the appropriate information for each application, flightcrews will bequeried regarding their subjective CDTI feature preference for all OpEval applications. These subjectiveassessments will be compared with general CDTI feature usage (i.e., pilot inputs) during specific applications.


2.3.3 Intra-crew Coordination RequirementsIsssue: “As new CDTI applications are created, the requirements of crew members may need to be modified toensure that all necessary information is received and used appropriately in the decision-making process.Procedures may be created to delegate responsibility of monitoring and reporting of different information fromCDTI and other information sources. These procedures may aid crew coordination and assimilation ofinformation.”

Activity: During the debrief session, flight crews will be queried regarding the effect of the CDTI on normal crewcoordination. In addition, observers will be noting the effect of the CDTI on checklist compliance (i.e., were anychecklists missed due to CDTI).


2.3.4 Flight Crew-Controller Coordination and ProceduresIssue: “With the enhancement of CDTI capabilities, pilots will possess more information in the cockpit than everbefore. This increase in information may enable pilots to talk with controllers at a higher level with respect todecision-making and goal setting.”

Activity: The ATC voice tapes will be analyzed to assess the extent to which the flight crews queried ATC withand without the CDTI. In addition, flight crews will be debriefed to identify the extent to which the CDTI affectedtheir interactions with AT C.


2.4 ACO Certification Flight Test ReportThe ACO certification flight test report summarizes the findings from ground and flight tests of the ADS-B/CDTIsystem installed on a UPS B-727-100C. These tests were conducted to support issuance of a Supplemental TypeCertificate (STC) for the ADS-B/CDTI to assist flight crews in visual acquisition of other aircraft in VMC. Someof the issues documented in this report will not be directly addressed by the data collected during OpEval.However, both in-flight and post-flight questionnaires will provide crew feedback on many of the issues identifiedwithin the flight report. Additionally, simulations and usability studies conducted at MITRE and NASA AmesResearch Center will provide additional guidance on many of the recommendations listed below.



2.4.1 Evaluation of ADS-B/CDTI in a Multiple Aircraft EnvironmentIssue: “Further evaluation of the ADS-B/CDTI in a multiple aircraft environment, must be conducted prior tofollow-on ADS-B/CDTI STC approvals.”

Activity: The OpEval was specifically designed to assess the ADS-B/CDTI system in a multiple aircraftenvironment. Performance data and subjective assessments of the CDTI system will be collected based on multiplevisual approaches to the dual ILN runways. The aircraft patterns are planned to consist of 8 –10 aircraft (4 – 5 foreach runway).


2.4.2 Evaluation of the TIS FeaturesIssue: “A more rigorous evaluation of the TIS features of ADS-B/CDTI must be conducted prior to STC approvalbeyond that of “aid to visual acquisition”.

Activity: TIS will be functional during OpEval however, there will be a modest number of TIS targets displayed onthe CAA CDTI. As a result, during OpEval, there will be a limited degree of flight crew opinion data gatheredregarding the TIS features.


2.4.3 Presentation of Navigation InformationIssue : “A follow on evaluation of system accuracy and presentation of navigation information on the CDTI mustbe conducted and approved through the STC process before removing the navigation limitation.”

Activity: For OpEval, the navigation function will not be operable therefore this recommendation will need to beaddressed during subsequent flight tests.


2.4.4 Smoothing Algorithm Issue: “A smoothing algorithm that eliminates the erratic jumping back and forth of the CDTI target on thedisplay is required for any future STC approvals that go beyond the current “aid to visual acquisition” STC.”

Activity: This issue is not being directly addressed at OpEval however, crews will be queried regarding the generalusability of the CDTI target symbols and will also be asked to identify any needed enhancements to the system.


2.4.5 CDTI Display and Control PanelIssue: “The ADS-B/CDTI display and control panel must be relocated to a more visible location if there’s anyintent for the system to be eventually designed as an essential system.”

Activity: Subjective assessments of the CDTI display and control panel locations will be gathered during the postflight debriefs. Comments from the flight crews will not provide a definitive answer but will provide guidance onpotential future placements of the display/control panel.


2.4.6 ADS-B/CDTI SettingsIssue: “ADS-B/CDTI system settings, default logic, and display and system test features must be improved onfuture software releases.”



Activity: Flight crew opinions of the issues identified above will be gathered and used to provide recommendationson future enhancements of the ADS-B/CDTI settings.


2.4.7 CDTI Symbology SetIssue: “Follow-on software releases after the CAA evaluation must be configured with a single approved symbologyset, options to select alternate symbology sets are to be deleted.”

Activity: Crew opinion data is being collected to assess CDTI symbology.


2.4.8 Audio Volume LevelsIssue: “Consideration should be given to increased audio volume levels.”

Activity: This function is inhibited during OpEval.


2.5 TIS Safety and Interoperability DocumentThe Traffic Information Service (TIS) safety and interoperability document was developed to address the TISground/air data link application in terms of interoperability, performance, and safety budge allocations. ForOpeval, crew feedback on TIS symbols and system performance will be captured where possible. In addition, SF21is planning a TIS evaluation to address many of the issues identified within this document.

2.6 AFS Issues DocumentThe AFS Issues document summarizes the operationally related issues and resolutions related to analyzing,evaluating, and implementing the CAA’s ADS-B Program, with special emphasis on the most immediatemilestone, the Phase I “Initial” operational approval for fleetwide equipage. Those issues that are directly relevantto OpEval are summarized below.

2.6.1 Data Collection and Analysis ProcessIssue: “The Initial Phase I data collection and analysis process to support the Phase I “fleetwide” operationalapproval needs to be defined. The details of the equipment technical analysis, CDTI human computer interfaceevaluation, and assessment of the CDTI impact on flight crew interactions and procedures must be specificallyaddressed.”

Activity: The Test and Evaluation Master Plan (TEMP) has defined all areas identified in the above issue. Theprocess for the technical RF analysis is documented in Appendix ? of the TEMP. Details regarding the datacollection and analysis process for the evaluation of the CDTI interface and its impact on flight crewinteractions/procedures are documented in the current report.


2.6.2 OpEval Data as Credit Towards/Supporting Future Operational ApprovalsIssue: “The opportunity presents itself that some or all of the data collected during the OpEval process can be usedto substantiate (i.e., gain credit) for future operational approvals of specific ADS-B applications.”

Activity: The OpEval has been designed to assess specific ADS-B applications based on their respective RTCAOperational Concepts. As a result, it is hoped that the data collected will be directly applicable to supporting allefforts towards future operational approvals of specific ADS-B applications.




3. DATA COLLECTION METHODOLOGYAs much as possible, given the constraints of a field test environment and wide variance in aircraft types and crewcomplement, the design methodology follows a fairly standardized experimental test matrix that may, dependingon impacts, be suitable for analysis of variance and correlation’s of specified variables.

3.1 Experimental DesignBased on the planned flight schedule there are ninety- six scheduled observable trials consisting of 32 baseline and64 CDTI. Crews fly as within-subjects in cells that are counterbalanced for runway, flying pilot, order effects,baseline, CDTI and for two (AM and PM) visibility factors. Visibility may change to such a degree between thetwo flying periods as to constitute a separate factor, e.g. a high flight visibility condition and a low flight visibility.If the visibility remains the same during the entire day then the two factors can be collapsed into one factor addingstatistical power to the analysis.

Factor One: AM Low 1 Runway 22L

CDTIFAMVIS APP

FLYINGPILOT

VISAPP 1

VISAPP 2

VISAPP 3

VISAPP 4

VISAPP 5

VISAPP 6

Yes CA BASE BASE CDTI CDTI CDTI CDTIYes CA BASE BASE CDTI CDTI CDTI CDTIYes FO BASE BASE CDTI CDTI CDTI CDTIYes FO BASE BASE CDTI CDTI CDTI CDTI

Factor One: AM Low 2 Runway 22R

CDTIFAMVIS APP

FLYINGPILOT

VISAPP 1

VISAPP 2

VISAPP 3

VISAPP 4

VISAPP 5

VISAPP 6

Yes FO CDTI CDTI CDTI CDTI BASE BASEYes FO CDTI CDTI CDTI CDTI BASE BASEYes CA CDTI CDTI CDTI CDTI BASE BASEYes CA CDTI CDTI CDTI CDTI BASE BASE

Factor Two: PM Low 1 Runway 22R

FLYINGPILOT

VIS APP 1 VIS APP 2 VIS APP 3 VIS APP 4 VIS APP 5 VIS APP 6

FO BASE BASE CDTI CDTI CDTI CDTIFO BASE BASE CDTI CDTI CDTI CDTICA BASE BASE CDTI CDTI CDTI CDTICA BASE BASE CDTI CDTI CDTI CDTI

Factor Two: PM Low 2 Runway 22L



FLYINGPILOT

VIS APP 1 VIS APP 2 VIS APP 3 VIS APP 4 VIS APP 5 VIS APP 6

CA CDTI CDTI CDTI CDTI BASE BASECA CDTI CDTI CDTI CDTI BASE BASEFO CDTI CDTI CDTI CDTI BASE BASEFO CDTI CDTI CDTI CDTI BASE BASE

Legend:

FAM VIS APP = first flight of the day. Crews familiarize themselves with CDTI in an operationalenvironment with extended pattern and conduct one visual approach. No data taken by observer.

Flying Pilot = pilot who is manipulating flight controls for that flight segment, ultimately based on pilot incommands’ discretion.

CA= Captain

FO = First Officer

VIS APP = Visual approach when weather and ATC/traffic conditions permit. Crews to engage in visualacquisition of traffic, conduct visual approaches with and without CDTI and to reduce final approach spacing, withand without the CDTI.

BASE = Baseline. Cell where visual approach and final approach spacing is madewithout CDTI.

CDTI = Cell where visual approach and final approach spacing is made with CDTI.

LOW 1, and Low 2, for the AM and PM factors are illustrated with four CAA aircraft each.

Runway is the runway the crews must take off and make low approach/landing to for that set of visualapproaches (Low 1, Low 2, Am and Low 1 and Low 2, PM) depending on weather and wind conditions.

Table 1. Human Factors Design Matrix

Human Factors observers will, depending on availability, be placed on all four high altitude departure spacing andin-trail separation aircraft. Should there be a reduction in available HF observers, the remaining observers will beplaced on the aircraft, which constitute the best available platform for data rich collection. It is envisioned thatthese aircraft will be the second (aircraft two) and the third aircraft in the flight of four.

3.2 Data Resources3.2.1 Flight Crew HF Observer FormNASA has selected, trained and scheduled twelve observers and two alternates who will observe the flight crews’interaction with and without the CDTI during the OpEval flights. The observers will take notes on the appropriateobserver forms (Appendix A) and will also debrief the flight crews. The results of these efforts will be published inthe form of reports detailing observed performance with, and opinions about, the CDTI.

3.2.2 Flight Crew HF Post Event QuestionnaireAdditional descriptive data and crew opinions will be acquired through the use of a post event questionnaire. Thepost flight questionnaire can be found in appendix B and will consist of a written scaled survey to assess crewopinions of the CDTI system and crew performance for:



1. System set up, e.g. ease of initializing, default settings, logical flow, etc.2. Functional attributes of the system (e.g. symbols, features, system capabilities)3. Use, and preferred use, of system in specific flight regimes and conditions (e.g. range settings, altitude band

setting, ground track vector, de-clutter, arc/rose modes, etc. for in-trail, airport surface awareness, and finalapproach environment (downwind, vs. straight in, etc.).

4. Ergonomic opinions of CDTI (e.g. installation, view angle, keypad, etc).5. Perceived crew performance (e.g. effectiveness of CDTI for task, effect on workload and procedures compared

with baseline condition). 6. Opinion about traffic situation awareness in general, and for specific flight regimes (e.g. visual approach, in-

trail) for baseline and CDTI.7. General assessment of comparative worth of CDTI to baseline for assistance in OpEval applications.8. Crew essay section for commentary regarding attributes of system, and of system integration to crew workload

and of these components to the present day operating environment.

Additionally, after the crewmembers individually complete the post flight questionnaire the observer will interviewand voice tape the crew responses regarding applications and CDTI use issues that are more suited for crew/groupdiscussion and system or flight operation integrative concern.

3.2.3 LDPU FlashcardsEach CDTI LDPU is equipped with an 85mb data card that provides a time stamped recording of all CDTI keypadinputs and GPS position, altitude, velocity and ID data. Initial CDTI settings are set as they were last used,excepting certain default parameters. Initial settings for evaluation will be standardized among the aircraft andrecorded by the observer prior to the beginning of each scenario type.

The HF observer will not be able to accurately record all inputs to the CDTI once a flight is very far into a scenario.Therefore, if CDTI inputs and track/position/velocity data is required for analysis, a means for downloading andrecreating the CDTI inputs will be necessary. The purpose of this is to map the flight deck HF observations and theCDTI inputs, to the position of ADS-B aircraft. This should be of special interest to the overall Human Factorsevaluation. The integration of CDTI inputs and ADS-B aircraft position data can be viewed after creating a PAS(pseudo aircraft system at NASA Ames) file and running the file on the part task simulator.

The ground station at Wilmington will be able to record the GPS position, altitude, velocity, and aircraft ID ofADS-B aircraft within station range. This capability will ease HF data collation efforts, as there will be oneposition file rather than individual position files taken from each ADS-B aircraft. Keypad inputs, however, willstill require individual files for compilation into the data set. Likewise, due to range restrictions, in-trail positiondata will not be available from the ground station. Should specific position data be required to provide the HFobservers record of in-trial scenarios this data will need to be downloaded as individual files from each of theaircraft’s CDTI data log card.

3.2.4 Air Traffic Control Observers and Post Event QuestionnairesDebriefing questionnaires will be used to obtain feedback from the Dayton TRACON controllers.These questionnaires will be administered at the end of each series of approaches. In conjunction with thesequestionnaires, controller observational data will be gathered to identify specific CDTI effects related to:

• Situation awareness• Workload and traffic throughput• Implications for future operational procedures• Test conditions.

3.2.5 Air Traffic Control Voice TapesCopies/transcriptions will be made of air/ground voice communications recorded at the TRACON and these time-tagged text strings will be analyzed to compute statistics that describe effects of CDTI use versus non-use on:situation awareness, workload, and exchange of information for Air Traffic Controllers. Derived statistics willindicate message counts, contents, duration, rates, and reply latencies. In addition, the time tags will permit



communications to be associated with other kinds of time-tagged data. Air ground tapes are essential forconfirmation of visual traffic acquisition latencies between ATC and the participating flight crews.

3.2.6 Aircraft Track DataPost-processed computer recordings of aircraft track data will be obtained from:

Indianapolis ARTCC [SAR, NTAP, DART]Dayton TRACON [CDR]MITRE GBS

These track data will be used to display replays of flight trajectories that occurred during specific flight profiles. Aspecific tool that will be used for this, the SATORI, which means Situation Assessment through the Re-creation ofIncidents, is ordinarily applied by FAA Air Traffic to graphically display the ARTCC radar data recorded atoperational facilities, and thereby examine flight profiles during incidents and operational errors. These aircrafttracks are displayed superimposed on appropriate sector airspace maps using data derived from the NASAdaptation Control Environment System (ACES) database. The SATORI is also used to generate analogousdisplays for tracks recorded on the TRACON computer. For this demonstration, displaying flight tracks permitsdepiction of the overall flight pattern, visual inspection of aircraft maneuvers with CDTI, as well as more specificestimation of CDTI-based spacing in relation to other aircraft.

The track data will be used to calculate statistics showing both the accuracy and variance of CDTI-based spacing,in both ARTCC and TRACON airspace. Track time-tags also permit correlation of aircraft position withconcurrent time-tagged events recorded in other data. Inferences from these statistics pertain to the sameobjectives for which the other indices are being obtained, namely insight into effects of CDTI on workload, andtraffic throughput, implications for future procedures, and effects of test conditions.

3.2.7 Indianapolis and Dayton SAR TapesATC SAR tapes can be used as a backup for unusable or unavailable CDTI data log position data. However, alleffort should be directed towards not having to use SAR tape data due to the cost, difficulty in translation, andnoisy aspects of the data when viewed in PAS simulation.

3.3 Evaluation ConstraintsSatisfactory accomplishment of the CDTI HF evaluation is dependent on several factors, including the following-

Completion of an appropriate HF test matrixAvailability of ATC voice tapes and completion of their analysisAvailability of radar data recordings and/or datalink records of the flight scenariosAccess to the CDTI operation (digital recording) data to be collected by UPS Aviation Technologies.Suitable facilities and adequate training time at ILNAdequate time and facilities to debrief aircraft crews (confidentiality required) immediately post-flight

Non-interference and non-contamination of the flight deck and debriefing environment. Contamination in this caserefers to crew task behavior being altered because of demand characteristics imposed by persons on the flight deckother than the required crew and one HF observer assigned to that crew. Interference and contamination wouldrefer to violations of agreed protocols of crew confidentiality during flight and during the post flight debriefing.Again, crew behavior may be altered and candid responses inhibited.

Aircraft or crews that are not available or are not suitably equipped to satisfy the planned HF test matrix will resultin contingency efforts for a revised test matrix that may not, depending on the nature and magnitude of the impact,fully satisfy the analytic and quantifiable objectives of OPEVAL applications. Such reductions still allow observersto observe important crew behaviors and collect data but may change the nature of the results towards descriptive,observational, and/ or trend data. This data will still be of use to support the objectives and goals of the OPEVALeffort.



4. FLIGHT PROFILES4.1 Low Altitude Flight ProfileThe low altitude flight profile was designed specifically to address the Enhanced Visual Approach evaluation.This profile includes ground taxi, takeoff, an extended pattern for crew familiarization time, and then numerousvisual approaches with varying degrees of pattern traffic. Traffic pattern sequence and geometry will be varied atthe discretion of Dayton Approach Control, whose only direction from the OCG was to adjust the pattern as able sothat flight crews were subject to different pattern geometries throughout the course of the evaluation. In order toassist in traffic management, Dayton TRACON will assign an additional air traffic controller to handle the ATCCoordinator function during OpEval flight maneuvers. Specific ADS-B applications to be assessed during the LowProfile are:

• Airport Surface Situational Awareness• Departure Spacing• Enhanced Visual Acquisition• Enhanced Visual Approach

The expected visual patterns (Figure 1) will be flown in both morning and afternoon flight periods, and both willconsist of four CAA aircraft and one Bizjet for each runway (ten aircraft total morning and afternoon). Theprimary purpose of the Bizjets is to act as spacers so that the first CAA crew has an ADS-B traffic to follow duringthe first several approaches.

Alt 30 -50210 kts

Alt 30 - 50210 kts

10 - 15 Mile Final

Figure 1. Low Altitude Profile

4.2 High Altitude Flight ProfileThe High Altitude Flight profile (Figure 2) was designed too specifically address the enroute applications: StationKeeping, In-Trail Climbs and Descents, and Lead Climbs and Descents. This profile includes ground taxi, takeoff,departure, enroute, and arrival for several visual approaches. The High Flight will be on an IFR flight plan, underpositive radar control, and will include an enroute portion which will include a “block” altitude which has beencoordinated with Indianapolis ARTCC to affect the climb and descent work. Upon reaching the end of the route,aircraft can expect to receive radar vectors for sequencing into the ILN pattern with Dayton TRACON.



70 MilesTILMN

VHP

PXV

94 Miles

80 Miles

ILN

RID

123 Miles


123 Miles

Figure 2. High Altitude Profile

Specific ADS-B applications to be assessed during the High Profile are:

• Airport Surface Situation Awareness• Departure Spacing• Station Keeping• In-Trail Climbs• In-Trail Descents• Lead Climbs• Lead Descents• Visual Approach• Visual Acquisition

Data requirements dictate only one High Profile is required; if the flight in the morning is cancelled due toweather, the route is available in the afternoon. Up to four CAA aircraft are scheduled for the High Profile.

5. PERFORMANCE MEASURESData collection included both objective performance data and subjective assessments of the CDTI for both pilotsand controllers. Data was recorded onto ATC voice tapes, LDPU flashcards, surveillance track data from theTRACON and the Mitre GBS, questionnaires, and observer forms.

Quantitative and qualitative data collection and analysis will be performed to help determine the operationalimpact and benefits of CDTI. When and where possible, pilot performance and situational awareness duringground taxi, departure, enroute and terminal area maneuvering will be assessed. The time required to positivelyidentify ATC traffic reports will be analyzed to the extent this proves practical in an actual flight environment.Measures of pilot workload with and without the aid of the CDTI will be collected to the extent practical.

5.1 Flight Crew Performance Measures5.1.1 Spacing on Lead AircraftFor each approach (visual or ILS), the spacing between the lead aircraft (e.g., for visual approaches, the traffic tofollow) and the subject cockpit was analyzed in two segments; from the visual or ILS approach clearance to theouter marker and from the outer marker to the runway threshold. Three values were recorded for each segment:minimum spacing mean spacing, and interarrival spacing. In addition, spacing from the lead aircraft at the time of



the approach clearance was also recorded. This data was collected to identify the extent to which pilots closed upspacing with and without the CDTI.

5.1.2 Visual Acquisition TimeTwo forms of visual acquisition time were recorded:

1. ATC acquisition Time- ATC acquisition time was defined as the latency of response from the end of the ATCtraffic call-out to the time the subject responded to ATC ‘traffic in sight’.

2. Flight Crew Acquisition Time- Flight crew acquisition time was defined as the latency of response from theend of the ATC traffic call-out to the time the flight crew responded to one another “traffic in sight.”

5.1.3 CDTI Feature UsageThe CDTI pilot inputs were analyzed to identify application-specific feature preferences. For each ADS-Bapplication, these include, but are not limited to, the following data:

1. The frequency and duration with which individual CDTI features were used.2. The preferred display settings (e.g., map range, altitude filters).

5.1.4 Subjective CDTI Feature PreferenceFlight crew opinion regarding the CDTI features will be collected during post-flight questionnaires and debriefsessions.

5.1.5 Flight ID PhraseologyFor Opeval, flight crews could utilize the aircraft Flight ID (e.g., call sign) in response to ATC traffic advisories.The data gathered will identify the extent to which flight crews used the revised phraseology (i.e., frequency of use)and also general opinion on the use of Flight ID’s will be collected.

5.1.6 WorkloadSubjective workload assessments were gathered based on data from the flight crew observer forms and responses tothe flight crew questionnaire. Two forms of workload data were collected:

1. Workload for ILS and Visual Approaches2. Workload for Station Keeping

5.1.7 Flight Crew Traffic AwarenessData regarding the effect of the CDTI on flight crew traffic awareness was gathered for the various ADS-Bapplications (e.g., enhanced visual acquisition). The data collected was based on pilot responses to the flight crewquestionnaire and the debrief sessions.

5.1.8 Flight Crew Response to CDTIFlight crew responses to the CDTI were gathered based on the following categories:

1. CDTI Color and Symbology2. CDTI Features3. CDTI Control Panel4. CDTI Location and Readablity

5.1.9 Station Keeping AccuracyDuring the High flight profile, crews were asked to maintain 15 nm (+/- 1) in-trail from the aircraft ahead. Theaccuracy of the pilot spacing performance will be analyzed based on the track tapes from Indianapolis Center.



5.2 ATC Performance Measures5.2.1 WorkloadTwo forms of controller workload were gathered:

1. Subjective Assessments (Visual & ILS patterns)- The subjective ratings of controllers average workload will berecorded during each series of approaches.

2. Communication Workload (Visual & ILS patterns)- An objective assessment of controller workload will begathered based on the communication load during the baseline and CDTI approaches.

5.2.2 Flight ID PhraseologyFor OpEval, the Flight ID Phraseology was specifically developed for the flight crews to ensure that no ATCprocedural changes would be required. There were however opportunities during the debrief sessions forcontrollers to comment on the use of Flight ID’s during visual approaches and the comments from these sessionswill be reported.

5.2.3 ATC Response to CDTITwo kinds of data will be collected at the Dayton TRACON to obtain information about potential effects of CDTIon three topic areas:

1) Controller workload and traffic throughput capabilities 2) Implications for CDTI operational procedures 3) Effects of test conditions

After each series of low approaches, questionnaires will be given to air traffic controllers to obtain their ratings andcomments. In addition, during the low approach runs, observers will make notes about controller activities,interactions, and situational events that complement the information obtained via questionnaires. At the end of alllow approach runs, controllers will be debriefed to obtain their overall impressions and recommendations.

5.3 FAA Flight ReportDuring the High profile flight, several FAA observers were present on two of the CAA aircraft. Their observationsregarding the flight will be gathered and reported in the OpEval Final Report.

5.4 Navy P-3 Flight ReportThe Navy P-3 was equipped with a CDTI and a human factors observer. The HF results from their flight will begathered and reported in the OpEval Final Report.

6. OBSERVER PROGRAMNASA Ames will provide 12 Human Factors observers for the ADS-B CAA operations evaluation. The observer’sprimary task is to record in-flight data regarding the evaluation of CAA priority applications of enhanced visualapproaches/spacing, and for demonstration applications of en-route in-trail station keeping/climb and descentprocedures. The observers will also conduct pre-flight and post flight debriefings, and administer a NASA Amespilot questionnaire.

6.1 Selection of observersNASA-Ames solicited a questionnaire to interested parties (Human Factors Researchers, Pilots, and CDTIdevelopers) that queried the observer’s background and availability for training, and for the anticipated dates of theoperations evaluation. Persons from the CAA, FAA, IIMorrow, Inc. or flight crew members/union representativesfrom the participating carriers were not eligible.

6.2 Observers obligationsObservers are responsible for any expenses incurred. For training and operations evaluation this includes, airfares,meals, and lodging.



In all cases observers must be eligible for jumpseat authorization for each participating carrier and were assisted byNASA Ames, who is responsible for coordinating this process. Observers may qualify for jumpseat passes for travelto/from training and to/from operations evaluation. All observers must sign a NASA human subjects researchconsent form prior to conducting operations evaluation observations.

6.3 Observer trainingObserver training was conducted at NASA Ames and the observers were instructed in:

1. The role of CDTI’s in the air traffic environment.2. The objectives and goals of the operational evaluation.3. UPS Aviation Technologies CDTI (features, operational capability)4. The structure of visual approaches at an air carrier hub operation5. The prescribed crew and ATC roles and actions during visual approaches for baseline and CDTI and

for en-route procedures.6. Type specific aircraft cockpits and procedures (727 –FedEX, UPS, and DC-9) via for visual

approaches/and en-route cruise (via training video).7. The Human Factors design matrix for the operational evaluation.8. Dependent variables for data collection.9. Use of data collection apparatus and procedures (flight deck and debrief/questionnaire).10. Data collection methods for the operational evaluation demonstration applications.

Equipment utilized to support NASA Ames observers training:

UPS Aviation Technologies CDTI integrated to a PC based part task simulator.UPS, FedEx and Airborne Express normal flight operations procedures for 727/DC-9Approved Human Factors Test Matrix.Data collection instrument, timing instrument, and use of voice recordersDe-brief questionnaireTraining videos

Training videos consist of a NASA Ames videotape of each carriers’ normal taxi/takeoff/aftertakeoff/approach/landing procedures/checklists for the aircraft that carrier will fly in operations evaluationAdditionally, a portion of en-route procedures will be recorded. The videos were filmed at NASA-Ames (or by anindividual carrier) using a flight standards or flight training crew at each of the carrier’s simulation facilities. Theportion of the simulation that is flown, is in accordance with the final operations evaluation flight scenariosdeveloped by the Mitre I-LAB flight scenarios. Each of these carrier’s video runs approximately 35 minutes. Asimilar training video for Human Factors observer training was supplied by Mitre and covered flight crewinteraction with the CDTI for the scenarios run during Mitre’s I-LAB IV simulations.

7. HUMAN FACTORS WORKING GROUPS7.1 Flight CrewThe flight crew OpEval data collection was coordinated through a Human Factors working group which wasresponsible for:

§ Coordination with the TestOps Working Group on scenario design to facilitate HF data collection§ Design of flight crew data collection questionnaire & protocols§ Design of HF observer training program§ Selection, training, and scheduling of the HF observers§ Designing procedures for administration of the flight crew questionnaires and de-briefs§ HF data analysis§ Coordination with FAA Human Factors personnel for ATC data collection



The HF WG has met at MITRE coincident with I-Labs 2, 3 and 4 OpEval simulations. As appropriate, thesemeetings were also held in conjunction with the Test Operations Working Group to facilitate the sharing ofinformation and resolution of issues.

The flight crew HF WG members are:

Rose Ashford, NASAWalt Johnson, NASAVern Battiste, NASANancy Johnson, NASA/SJSULou Freund, NASA/SJSUSean Belcher, NASA/SJSUOscar Olmos, MitreJim Cieplak, MitreCraig Bowers, CAA/UPS

7.2 Air Traffic Control (ATC)The ATC Working Group is part of the Air Traffic Control OpsEval Team led by a person from FAA ATO.Through the Air Traffic Control team, the work group coordinates continuously with the National Air TrafficControllers Association (NATCA). In addition, the ATC Work Group maintains close collaboration with theFlight Crew Human Factors Working Group and the Test Operations Working Group. These interactions ensureconsistency and consensus within the Air Traffic operational community as well as exchange of information,compatibility among objectives and methods, and sharing of data and resources with the other work groups.

The members and the respective responsibilities of the ATC Work Group are listed alphabetically in Table 2.

Name Office Phone Task

Mitch Grossberg ATO-410 202-493-4030 ATO HF coordination

1.1 PeterHwoschinsky

AND-400 202-267-9586 SafeFlight 21 HF coordination

1.2 CarolManning

AAM-500 405-954-6849 Flight Track Analysis

Mike McAnulty ACT-530 609-485-5380 Questionnaires & Observation

Tom McCloy AAR-100 202-267-7167 Air/Ground Integration HF

Mike McNeil ACT-310 609-485-4453 ATC Facility Tape Acquisition1.3 Scott Mills AAM-510 405-954-6848 Flight Track Analysis

Eric Nadler DTS-79 617-494-2449 Overall HF Analysis & Reporting

Rick Ozmore ACT-310 609-485-5368 Questionnaires & Observation

Alan Poston AND-3H 202-493-4519 AND HF coordination

Roni Prinzo AAM-500 405-954-6841 Voice Communication Analysis

Dave Schroeder AAM-500 405-954-6825 Flight Track Analysis

Table 2. ATC HF Working Group

8. SIMULATION8.1 MITRE I-Lab Simulator8.1.1 Simulation EnvironmentSeveral pre-OpEval simulations were conducted within the Integration and Interaction Laboratory (I-Lab) at theMITRE Corporation’s Center for Advanced Aviation System Development (CAASD). This section describes the I-



Lab simulation environment, which is composed of a simulator cockpit, a computer-generated visual scene, and acontroller/monitor station, which includes the associated communication input/output devices. The WilmingtonOhio flight environment (e.g., navigation aids, visual scene) was also modeled in support of this simulation.

8.1.2 Cockpit SimulatorThe I-Lab cockpit simulation capability is configured to approximate the performance of a twin engine, transportcategory airplane. The cockpit simulation employs a fixed base, non-motion platform of typical transport categorydimensions, and is coupled to a projection visual system that provides a view of the external visual scene. Theflight dynamics and performance approximate those of the Boeing 757.

Vertical and lateral flight control was accomplished through an autopilot mode control panel, or manually throughside stick controllers similar to those installed on Airbus aircraft. Thrust control was accomplished through a pilot-selectable auto throttle system, or manually through the thrust levers. Cockpit displays were software generatedand were modeled to be similar in form and function to the displays installed on the Boeing 747-400. TheElectronic Flight Instrument System (EFIS) displays include a Primary Flight Display (PFD) of attitude, airspeed,altitude and vertical rate information for basic aircraft control, and a mode-selectable Nav Display (ND) whichdepicted lateral navigation information in a plan view map. The CAA CDTI information and related displayfeatures were displayed on the ND using the Map mode (see Figure 3). The CAA CDTI control panel was locatedon the center console between the two pilots.

Figure 3: CAA CDTI Features on Nav. Display

8.1.3 Visual SceneThe visual scene encompasses a 150_ lateral by 40_ vertical field of view using a single screen front-viewprojection system with a refresh rate of 30 frames/second. Targets appearing on the traffic display were correlatedwith visible traffic in the out-the-window view. That is, pilots could verify ‘traffic in sight’ using the simulatedvisual scene and follow that traffic to a landing or a parallel runway. The terrain for the visual scene will be builtusing the Defense Mapping Agency’s (DMA) Digital Terrain Elevation Data (DTED) and accuracy will be ensuredthrough use of the National Oceanic and Aerospace Administration (NOAA) airport obstruction charts. Aircraftmodels (e.g., 727, DC-9) were constructed using dimensions from Jane’s All the World’s Aircraft.



8.1.4 Controller Station and Communication SystemThe cockpit was linked to a controller station that was composed of a combined TRACON and Tower position.ATC communications were accomplished using headsets and microphones in the simulator. Pilots were providedwith a voice partyline which simulated a combination of ATC and pseudo-pilot communications with otheraircraft.

8.1.5 Simulation LimitationsThe I-Lab simulation did not fully replicate the CAA interface/control panel implementation. The following werespecific limitations of the simulation:

1 The I-Lab CAA interface/control panel was a software implementation with a touch-screen capabilityto manipulate the CDTI (i.e., no CDTI hardware was simulated).

2 The cockpit interface was modeled after the 747-400, so a separate CDTI, overlaid onto the Nav.Display, was displayed to each pilot. As such, no dedicated traffic display was simulated. However,both displays were simultaneously controlled through the CAA control panel located between theEFIS displays.

3 In light of specific time constraints and based upon the determination of application informationrequirements, some features (e.g., menu key) were not simulated in this implementation (see §0 forthe features excluded from the I-Lab implementation).

8.1.6 CAA Features Excluded for I-Lab SimulationThe following CAA CDTI features were not prototyped for the I-Lab simulations. This was due either to specifictime constraints or it was unclear whether the feature was a requirement for the proposed application set. Thenumbers preceding the features are based on the IIMorrow CDTI Pilot’s Guide (PD1257 Rev – November 13,1998):

• Menu Key• ADS-B/TIS annunciation’s- TIS will not be simulated• Ground Vehicle Symbol• Fixed Ground or Tethered Obstruction• Weather/Terrain Radar Control Key• Nav Key

9. DATA REDUCTION RESPONSIBILITIES

Performance Measure Data Resource Organization Name Phone

Spacing on Lead Aircraft Dayton TrackData

Mitre GroundStation (GBS)

AAM-5110

MITRE/CAASD

Scott Mills

Dave Schroeder

Oscar Olmos

405-954-6848

405-954-6825

703-883-5746

Visual Acquisition Time ATC voice tapes

Observer record

AAM-500

NASA Ames

Roni Prinzo

Rose Ashford

Vern Battiste

405-954-6841

650-604-0914

650-604-3666

CDTI Feature Usage Flashcards MITRE/CAASD Oscar Olmos 703-883-5746

Subjective CDTI FeaturePreference

Questionnaire NASA Rose Ashford

Vern Battiste

650-604-0914

650-604-3666

Flight ID Phraseology ATC voice tapes AAM-500 Roni Prinzo 405-954-6841



Flight Crew Workload (Visual /ILS / Station Keeping)

Questionnaire &Debrief

NASA Rose Ashford

Vern Battiste

650-604-0914

650-604-3666

Flight Crew Traffic Awareness Observer Record

Questionnaire &Debrief

NASA Ames Rose Ashford

Vern Battiste

650-604-0914

650-604-3666

Flight Crew Response to CDTI Questionnaire &Debrief

NASA Ames Rose Ashford

Vern Battiste

650-604-0914

650-604-3666

Station Keeping Accuracy ATC Track Data/ Flashcards

Observer Record

AAM-500

NASA

Scott Mills

Dave Schroeder

Rose Ashford

Vern Battiste

405-954-6848

405-954-6825

650-604-0914

650-604-3666

ATC Workload (Visual & ILSpatterns)

ATC VoiceTapes

WorkloadMeasure

AAM-500

ACT-530

Roni Prinzo

Mike McAnulty

Rick Ozmore

405-954-6841

609-485-5380

609-485-5368

ATC Response to CDTI Questionnaire &Debrief

ACT-530 Mike McAnulty

Rick Ozmore

609-485-5380

609-485-5368

FAA Flight Report Observer data AFS Gary Livack

Dick Temple

Navy P-3 Flight Report Pilot Report Navy Mark Dykhoff 301-342-9279



Prepared by: NASA Ames Research CenterFlight Management and Human Factors IHHContact: Vernol BattisteNASA Ames Research CenterM/S 262-2Moffett Field, CA 94035-1000(650) 604-3666

Date:Observer:Name:Crew position: CA FO FECall sign:Flight: Low 1/Low2Tail Number:

CAA Op-Eval

Cockpit Display of Traffic Information (CDTI) SystemHuman Factors Pilot Questionnaire

The purpose of this questionnaire is to evaluate flight crew human factors in regards tothe use of the CDTI in the CAA ADS-B CDTI operational evaluation. Results of thisquestionnaire and data collected during the operational evaluation will be publishedeither as a NASA technical paper, academic journal, or trade publication. Your identitywill be kept confidential. Neither your employer nor any regulatory agency shall haveaccess to your identity as it appears in any of the data collected from this questionnaireor any other sources for the purposes of this study. Once this occurs your identity will bedeleted.

INSTRUCTIONS:Please check within the appropriate block. Here is an example where the response is "somewhatdisagree."

OPTIONALCOMMENTSX

Not ApplicableDid not use

stronglydisagree

somewhatdisagree

neitheragree ordisagree

somewhat agree

strongly agree



Previous ADS-B CDTI Experience:

1. Have you flown ADS-B CDTI equipped aircraft before this date? Yes No

1a. If YES, as a flight : Test Evaluation

1b. If YES, approximately how many hours?

1c. As part of revenue service? Yes No

1d. If YES, approximately how many hours?

Pre-departure:

1. Please rate the ease of use of each CDTI pre-departure duties (mark only one block foreach function):

Not Easy to OK to Difficult

Used Use Use to Use

Access set-up menu

ADS-B self testSet altitude range above

Set altitude range below

Set ADS 1090

Set TIS

Set flight ID

Select altitude setting

Return to display mode

Overall set-up duties



Airport Surface Awareness:

1. Please rate the ease of use of each CDTI setting used to enhance airport surface awareness (mark onlyone block for each function):


Used Use Use to Use

Altitude range (e.g., +/- 2700)

Map Range (R↑, R↓)

Display mode control key (ARC)Altitude key (ALT)

Vector key (VEC)

Select key (SEL)

Graphic closure indicator

Declutter key (DCL)

2. The CDTI aided in locating ground traffic:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. While on the airport surface, the CDTI enhanced awareness of airborne traffic (e.g.,departures, aircraft on final):


stronglydisagree

SomewhatDisagree


somewhat agree

strongly agree

4. Observing the target change color (e.g., brown to cyan) was helpful in determining the flightstatus of the target.


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. When in takeoff position, the CDTI effectively enhanced my awareness of aircraft clearingthe runway:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



6. When in takeoff position, the CDTI enhanced awareness of ground aircraft and vehicles onparallel taxiways:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

7. Using the CDTI during taxi increased the time available for crew duties:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

8. Using the CDTI during taxi increased the time available for completing checklists:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

9. Using the CDTI for airport surface awareness aided in locating targets visually:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

10. While on the airport surface, the CDTI aided in supporting traffic awareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

11. During airport surface operations, display clutter was a problem:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

12. Using the CDTI during airport surface operations increased heads down time:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



13. Do you feel the CDTI helped, hindered, or had no affect on your overall performanceduring taxi and airborne operations? Please explain.

14. Do you have any additional comments regarding the impact of the CDTI on airport surface

operations?



Visual Acquisition

1. Please rate the ease of use of each CDTI setting used to visually acquire traffic (mark onlyone block for each function):


Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

2. Using the CDTI aided in visually acquiring traffic after receiving an ATC call:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. Using the CDTI aided in visually acquiring traffic WITHOUT receiving an ATC call:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. ATC traffic, when visually acquired, was in the same clock position as depicted on theCDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. ATC traffic, when visually acquired, was the same distance as depicted on the CDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



6. The CDTI aided in maintaining awareness of multiple traffic targets:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

7. WITHOUT the CDTI, maintaining awareness of multiple traffic targets was the same asusing the CDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

8. When trying to acquire aircraft visually, display clutter was a problem:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

9. The select function (SEL) was useful for visually acquiring traffic.


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

10. Using the CDTI to enhance visual acquisition increased heads down time:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

11. When trying to acquire aircraft visually, do you feel that the CDTI helped, hindered, or had noaffect on your overall visual acquisition performance? Please explain:

12. Do you have any additional comments regarding the impact of the CDTI on visual acquisition?



1.4 Visual Approaches



Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

2. When using the CDTI, closure to final spacing was maintained to what seemed acomfortable and appropriate distance:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. With the CDTI, the workload for gauging distance behind the aircraft to follow wasacceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. Without the CDTI, the workload for gauging distance behind the aircraft to follow wasacceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. When using the CDTI, the selected target feature (e.g., ID, ground speed, range) providedenough information to gauge the distance behind the traffic to follow:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



6. The CDTI aided in gauging when the traffic to follow was over the runway threshold:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

7. The CDTI aided in gauging when the traffic to follow was touching down:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

8. The CDTI aided in gauging when the traffic to follow was clearing the runway:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

9. During the visual approaches, the CDTI aided crew duties:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

10. During the visual approaches, the CDTI aided in completing checklists:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

11. During the visual approaches, the CDTI increased heads down time:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

12. During the visual approaches, the CDTI aided in supporting traffic awareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

13. During visual approaches do you feel that the CDTI helped, hindered, or had no affect on

your overall performance? Please explain:



14. Do you have any additional comments regarding the impact of the CDTI on visual approach

operations?



1.5 Ergonomics

CDTI Color and Symbology:

1. The colors used to code the traffic symbols are appropriate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

2. Color coding used on the CDTI display is consistent with other flight deck displays:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. The use of unique traffic symbols to identify ADS-B and TIS was helpful (e.g., bullet forTIS):


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. Comments about the CDTI use of color and symbology:

5. For crews with TCAS experience, please comment on your ability to transfer betweenTCAS and the current CDTI symbology?

CDTI Features:

1. When the ground track vectors are displayed (VT key) and aircraft are in a turn, the actualflight paths of the turning traffic are different than that displayed on the CDTI.


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



2. The capability to independently select the ground track vector time (VT↑, VT↓) and therange map scale (R↑, R↓) had no affect on performance:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. The information in the FID data tag was easy to understand:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. The information in the selected target data block (e.g., ground speed, range, flight ID,category) was easy to understand:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. The traffic altitude information was easy to understand:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

6. The traffic's altitude tag was easier to understand when displayed as (check one, or both ifno difference):

relativealtitude

pressurealtitude

7. The ground speed tag provided a better understanding of closure and closure-rate than thegraphic closure indicator (GCI):


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

8. Comments about the CDTI Features:



CDTI Control Panel:

1. The CDTI control panel is easy to use:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

2. It was easy to make CDTI inputs that required button cycling (e. g, changing range settings,selecting targets):


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. The labels printed on the keys clearly identified their function:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. The keys were appropriately spaced for accurate use:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. The keys were the right size for my fingers to use them comfortably:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

6. Feedback when depressing a key was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

7. Comments about the CDTI control panel:



CDTI Location & Readability:

1. Visual access to the CDTI control panel was equivalent to other displays:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

2. The view angle to discern information on the CDTI screen was equivalent to other displays:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. The CDTI control panel was conveniently located for use:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. From my seat the reach required to access the CDTI was acceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. The display icon size for your own aircraft was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

6. The display icon size for other ADS-B traffic (chevron) was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

7. The readability of the text on the display was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

8. The ambient lighting adversely impacted the resolution of the CDTI screen:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



9. Comments about the CDTI location and readability:



CDTI System Summary

1. Overall the CDTI System as an aid to surface awareness was:

Not Applicable Did not use

Excellent

Good

Okay

Fair

Poor

2. Overall the CDTI System as an aid to visual acquisition was:


Excellent

Good

Okay

Fair

Poor

3. Overall the CDTI System as an aid to visual approaches was:


Excellent

Good

Okay

Fair

Poor



1.6 Comments

Please provide any recommendations or comments you wish to add.

1. What is you overall impression of this system?

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

2. What recommendations would you make on the design of this equipment?

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

3. What recommendations would you make on the use of this equipment?

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

To aid in the possible later clarification of you answers, please provide your name andbusiness telephone number.

NOTE: This information is NOT required but would be appreciated.

4. Name:

5. Phone: (_____)___________________ _____



Prepared by: NASA Ames Research CenterFlight Management and Human Factors IHHContact: Vernol BattisteNASA Ames Research CenterM/S 262-2Moffett Field, CA 94035-1000(650) 604-3666

Date:Observer:Name:Crew position: CA FO FECall sign:Flight: HighTail Number:

CAA Op-Eval

Cockpit Display of Traffic Information (CDTI) SystemHuman Factors Pilot Questionnaire

The purpose of this questionnaire is to evaluate flight crew human factors in regards tothe use of the CDTI in the CAA ADS-B CDTI operational evaluation. Results of thisquestionnaire and data collected during the operational evaluation will be publishedeither as a NASA technical paper, academic journal, or trade publication. Your identitywill be kept confidential. Neither your employer nor any regulatory agency shall haveaccess to your identity as it appears in any of the data collected from this questionnaireor any other sources for the purposes of this study. Once this occurs your identity will bedeleted.

INSTRUCTIONS:Please check within the appropriate block. Here is an example where the response is "somewhatdisagree."OPTIONAL COMMENTS

XNot

ApplicableDid not use

stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



Previous ADS-B CDTI Experience:

1. Have you flown ADS-B CDTI equipped aircraft before this date? Yes No

1a. If YES, as a flight : Test Evaluation

1b. If YES, approximately how many hours?

1c. As part of revenue service? Yes No

1d. If YES, approximately how many hours?

Pre-departure:

1. Please rate the ease of use of each CDTI pre-departure duties (mark only one block foreach function):


Used Use Use to Use

Access set-up menu

ADS-B self testSet altitude range above

Set altitude range below

Set ADS 1090

Set TIS

Set flight ID

Select altitude setting

Return to display mode

Overall set-up duties



Airport Surface Awareness:

13. Please rate the ease of use of each CDTI setting used to enhance airport surface awareness (mark onlyone block for each function):


Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

14. The CDTI aided in locating ground traffic:

NotApplicableDid not use

stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

15. While on the airport surface, the CDTI enhanced awareness of airborne traffic (e.g.,departures, aircraft on final):


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

16. Observing the target change color (e.g., brown to cyan) was helpful in determining the flightstatus of the target.


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

17. When in takeoff position, the CDTI effectively enhanced my awareness of aircraft clearingthe runway:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



18. When in takeoff position, the CDTI enhanced awareness of ground aircraft and vehicles onparallel taxiways:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

19. Using the CDTI during taxi increased the time available for crew duties:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

20. Using the CDTI during taxi increased the time available for completing checklists:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

21. Using the CDTI for airport surface awareness aided in locating targets visually:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

22. While on the airport surface, the CDTI aided in supporting traffic awareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

23. During airport surface operations, display clutter was a problem:


never seldom sometimes often constantly

24. Using the CDTI during airport surface operations increased heads down time:


never seldom sometimes often constantly



13. Do you feel the CDTI helped, hindered, or had no affect on your overall performanceduring taxi and airborne operations? Please explain.

14. Do you have any additional comments regarding the impact of the CDTI on airport surface

operations?



1.7 High-Altitude Departure Flights

1. Please rate the ease of use of each CDTI setting used during departure/climb-out (markonly one block for each function):


Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

2. Using the CDTI for departure/climb-out aided in supporting traffic awareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. During departure, the CDTI range settings were adjusted to increase traffic awareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



1.8 Station Keeping

1. Please rate the ease of use of each of the CDTI settings used to assist in achievingseparation for station keeping: (mark only one block for each function):


Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

2. Minimal effort was required to keep the aircraft to follow displayed on the CDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. Minimal effort was required to keep other traffic displayed on the CDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. The selected target feature was used to ID the traffic to follow:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. The selected target feature was used to ID other traffic:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



6. The graphic closure indicator (GCI) feature was used to gauge the selected trafficclosure/separation trends:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

7. The graphic closure indicator feature provided sufficient detail about the selected trafficclosure/separation trends:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

8. The ground track vector feature was used for station keeping:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

9. For station keeping, what ground vector time setting did you find most useful? Min.

10. During station keeping, the CDTI aided in determining spacing from the traffic to follow:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

11. The workload (including speed/power changes, etc.) to achieve separation for station keepingwas acceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

12. The workload (including speed/power changes, etc.) to maintain separation for stationkeeping was acceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

13. Using the CDTI for station keeping aided in supporting traffic awareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



In-Trail (or Lead) Climbs / Descents

1. Please rate the ease of use of each CDTI setting used to assist in maintaining separationduring in-trail climbs/descents (mark only one block for each function):


Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

2. Where there any differences in the usefulness of the CDTI settings for maintaining separationduring an in-trail climb and an in-trail descent?

If Yes, explain:

3. Minimal effort was required to keep the traffic to follow displayed on the CDTI during climbsand descents:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. The selected target feature was used to ID traffic to follow:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

5. The selected target feature was used to ID other aircraft:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

Yes No



6. The graphic closure indicator (GCI) feature was used to gauge closure/separation trends:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

7. The workload (including speed/power changes, etc.) to achieve separation for station keepingduring climbs and descents was acceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

8. The workload (including speed/power changes, etc.) to maintain separation for stationkeeping during climbs and descents was acceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

9. Using the CDTI for station keeping during climbs and descents aided in supporting trafficawareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



Visual Acquisition



Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

13. Using the CDTI aided in visually acquiring traffic after receiving an ATC call:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

14. Using the CDTI aided in visually acquiring traffic WITHOUT receiving an ATC call:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

15. ATC traffic, when visually acquired, was in the same clock position as depicted on theCDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

16. ATC traffic, when visually acquired, was the same distance as depicted on the CDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



17. The CDTI aided in maintaining awareness of multiple traffic targets:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

18. WITHOUT the CDTI, maintaining awareness of multiple traffic targets was the same asusing the CDTI:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

19. When trying to acquire aircraft visually, display clutter was a problem:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

20. The select function (SEL) was useful for visually acquiring traffic.


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

21. Using the CDTI to enhance visual acquisition increased heads down time:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

22. When trying to acquire aircraft visually, do you feel that the CDTI helped, hindered, or had noaffect on your overall visual acquisition performance? Please explain:

12. Do you have any additional comments regarding the impact of the CDTI on visual acquisition?



1.9 Visual Approaches



Used Use Use to Use




Vector key (VEC)

Select key (SEL)


Declutter key (DCL)

14. When using the CDTI, closure to final spacing was maintained to what seemed acomfortable and appropriate distance:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

15. With the CDTI, the workload for gauging distance behind the aircraft to follow wasacceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

16. Without the CDTI, the workload for gauging distance behind the aircraft to follow wasacceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

17. When using the CDTI, the selected target feature (e.g., ID, ground speed, range) providedenough information to gauge the distance behind the traffic to follow:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



18. The CDTI aided in gauging when the traffic to follow was over the runway threshold:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

19. The CDTI aided in gauging when the traffic to follow was touching down:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

20. The CDTI aided in gauging when the traffic to follow was clearing the runway:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

21. During the visual approaches, the CDTI aided crew duties:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

22. During the visual approaches, the CDTI aided in completing checklists:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

23. During the visual approaches, the CDTI increased heads down time:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

24. During the visual approaches, the CDTI aided in supporting traffic awareness:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

13. During visual approaches do you feel that the CDTI helped, hindered, or had no affect on

your overall performance? Please explain:



14. Do you have any additional comments regarding the impact of the CDTI on visual approach

operations?



1.10 Ergonomics

CDTI Color and Symbology:

1. The colors used to code the traffic symbols are appropriate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

2. Color coding used on the CDTI display is consistent with other flight deck displays:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

3. The use of unique traffic symbols to identify ADS-B and TIS was helpful (e.g., bullet forTIS):


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

4. Comments about the CDTI use of color and symbology:

5. For crews with TCAS experience, please comment on your ability to transfer betweenTCAS and the current CDTI symbology?

CDTI Features:

9. When the ground track vectors are displayed (VT key) and aircraft are in a turn, the actualflight paths of the turning traffic are different than that displayed on the CDTI.


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



10. The capability to independently select the ground track vector time (VT↑, VT↓) and therange map scale (R↑, R↓) had no affect on performance:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

11. The information in the FID data tag was easy to understand:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

12. The information in the selected target data block (e.g., ground speed, range, flight ID,category) was easy to understand:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

13. The traffic altitude information was easy to understand:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

14. The traffic's altitude tag was easier to understand when displayed as (check one, or both ifno difference):

relativealtitude

pressurealtitude

15. The ground speed tag provided a better understanding of closure and closure-rate than thegraphic closure indicator (GCI):


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

16. Comments about the CDTI Features:



CDTI Control Panel:

8. The CDTI control panel is easy to use:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

9. It was easy to make CDTI inputs that required button cycling (e. g, changing range settings,selecting targets):


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

10. The labels printed on the keys clearly identified their function:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

11. The keys were appropriately spaced for accurate use:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

12. The keys were the right size for my fingers to use them comfortably:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

13. Feedback when depressing a key was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

14. Comments about the CDTI control panel:



CDTI Location & Readability:

10. Visual access to the CDTI control panel was equivalent to other displays:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

11. The view angle to discern information on the CDTI screen was equivalent to other displays:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

12. The CDTI control panel was conveniently located for use:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

13. From my seat the reach required to access the CDTI was acceptable:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

14. The display icon size for your own aircraft was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

15. The display icon size for other ADS-B traffic (chevron) was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

16. The readability of the text on the display was adequate:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree

17. The ambient lighting adversely impacted the resolution of the CDTI screen:


stronglydisagree

somewhatdisagree


somewhat agree

strongly agree



Comments about the CDTI location and readability:



CDTI System Summary

4. Overall the CDTI System as an aid to surface awareness was:


Excellent

Good

Okay

Fair

Poor

5. Overall the CDTI System as an aid to high altitude departure flights was:


Excellent

Good

Okay

Fair

Poor

6. Overall the CDTI System as an aid to station keeping was:


Excellent Good Okay Fair Poor

7. Overall the CDTI System as an aid to In-trail (or lead) climbs and descents was:



8. Overall the CDTI System as an aid to visual acquisition was:



9. Overall the CDTI System as an aid to visual approaches was:





1.11 Comments

Please provide any recommendations or comments you wish to add.

1. What is you overall impression of this system?

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

2. What recommendations would you make on the design of this equipment?

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

3. What recommendations would you make on the use of this equipment?

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

______________________________________________________________________

To aid in the possible later clarification of you answers, please provide your name andbusiness telephone number.

NOTE: This information is NOT required but would be appreciated.

4. Name:

5. Phone: (_____)___________________ _____



POST FLIGHT DISCUSSION QUESTIONS

1. As a crew were you adequately prepared for today’s mission?

2. What was your view of the new flight ID phraseology developed to report traffic in-sight.

3. In general, please discuss the affect of ADS-B/CDTI on your interaction with ATC.

4. In general, please discuss the affect of ADS-B/CDTI on crew roles and communication.

5. In your opinion what rules or procedures need to be developed and or implemented to support the efficient useof CDTI?

6. Were you ever aware of maneuvering the aircraft without visual contact with traffic? If so, why?

7. Are there any general or CDTI specific issues (e.g. display, control panel, etc.) that you would like to discuss?

8. Based on your experience with ADS-B/CDTI how comfortable are you with the plan for Fleet WideImplementation of ADS-B/CDTI?

9. Were you comfortable with your knowledge of the ADS-B/CDTI system?

10. Was there a tradeoff between the goal of increased traffic awareness for some other goal or task(s)?

Thank you very much for your time and candid responses to our questions.


OPEVAL COORDINATION GROUP (OCG) APPENDIX D D-1


APPENDIX D: DATA LINK EVALUATION OVERVIEW



The paragraphs below summarize the methodology and parameters to be employed during the Data Linkevaluation. The results of these activities will be detailed in the SF21 Tech/Cert Subgroup Link AnalysisReport.

1. DATA LINK REQUIREMENTS1.1 End to End Performance & Algorithm RequirementsData link technical requirements for the ADS-B performance evaluation were derived by mapping, in amanner consistent with the objectives of the OpEval, the Operational Enhancements defined by RTCA tothe minimum performance standards for ADS-B systems defined in RTCA DO-242.

Key data link technical parameters for supporting an Operational Enhancement are evaluated in agreedreference traffic environments and include the following:

State Vector Acquisition Range: The range at which an ADS-B participant’s position and velocityinformation can be reliably acquired by other ADS-B system participants engaged in the OperationalEnhancement.

Mode-Status Acquisition Range: The range at which additional information about the status and/orintent of an ADS-B participant can be reliably acquired by other ADS-B system participants engagedin the Operational Enhancement.

On Condition Acquisition Range: The range at which event-triggered information about an ADS-Bparticipant can be reliably acquired by other ADS-B system participants engaged in the OperationalEnhancement.

Nominal Update Periods: The periodicity with which an ADS-B system participant reliably receivesupdates to the position and velocity information for in-range, acquired ADS-B system participantsengaged in the Operational Enhancement, expressed at the 95th and 99th percentiles. Coast intervalsare also specified, as are nominal update periods for Mode-Status and On Condition information.

Resolution of ADS-B Message Fields: The adequacy of the data link with respect to conveyinginformation in ADS-B messages at an field-by-field accuracy appropriate to the needs of theOperational Enhancement.

Integrity and Continuity: The adequacy of the data link with respect to the probability of there beingundetected errors in ADS-B messages or the messages/the data link being intermittently lost.

1.2 Data Link Performance Requirements for TIS/TIS (B) and FIS/FIS (B)TIS/TIS (B) and FIS/FIS (B) requirements for the ADS-B/Situational Awareness data link were derived bymapping appropriate Operational Enhancements to pertinent existing standards documents such as RTCADO-239 and the Minimum Operational Performance Standards for Traffic Information Service (TIS) DataLink Communications. Engineering judgments on required performance were made for aspects of theservices for which consensus standards do not yet exist. Key technical parameters include:

Capacity: Ability of the data link to support TIS/TIS (B) and FIS/FIS(B) bandwidth needs in agreedreference environments.

Integrity and Continuity: The adequacy of the data link with respect to the probability of there beingundetected errors in TIS/FIS messages or messages/the data link being intermittently lost.

2. DATA LINK EVALUATION METHODOLOGYThe basis for the data link evaluation will be an assemblage of models designed to assess the performanceof the data links using the evaluation criteria outlined in at the end of this appendix. The approach tospecifying the functionality of these simulations will be to:



1) Outline a broad means of evaluating data link performance. This means there will be acomprehensive analysis of the data links and input parameters (traffic scenarios, interferenceenvironments, physical parameters, etc.), in an attempt to focus on the essential aspects of thesystems for accurate modeling of their behavior.

2) Place the data link candidates on a level field. Subsequent to the above analysis, and followingthe link evaluation criteria, a clear set of measures of performance (MOPs) will be specified. Thebasis for these endeavors is the set of ADS-B link performance requirements specified in theMASPS, which were derived by mapping the Operational Enhancements defined by RTCA to theminimum performance standards for ADS-B.

3) The simulation methodology will be directed toward producing estimates of these MOPs.

2.1 Use of Existing ModelsThere are a number of models which have been used in various aspects of development of the different datalinks. Some of these models have been general purpose, while others focus on specific areas of interest,such as interference, collisions, etc. All of these models will be evaluated for inclusion in the data linkevaluation program, and assessed as to how well they fit into the overall methodology. Every attempt willbe made to use these existing models as part of the data link evaluation.

None of the candidate data links will be stressed in the planned test environments. The objective of theTest and Evaluation effort is therefore validation of link and net models and simulations that will then beused to evaluate the proposed scenarios by simulating behavior of the link under extrapolated conditions.Existing models will be assessed based on this validation, and it will be determined whether furthervalidation is required. Any additional simulation capability and validation efforts will be coordinated withthe OpEval data gathering endeavors.

3. DATA LINK DATA COLLECTIONThe data link evaluation methodology will be supported by the data collection efforts associated with theCAA OpEval and Tech Eval, as well as with other link assessment data collection programs (e.g., Frankfurttesting of 1090 MHz extended squitter, Eurocontrol). Data will be collected for the purpose of evaluatingthe relative data link performance of the three candidate systems. The data elements described in thissection are based on the critical technical parameters for ADS-B/Situational Awareness data links asidentified in §1.

The ADS-B MASPS were reviewed, and the requirements that are most directly impacted by theperformance of the data link were identified. In addition to bench and test range calibration, data itemsneeded to evaluate the data link performance in light of the MASPS requirements in a field testenvironment were then determined. Table 1 lists the data items.

State vectors and Intent, message update rates, and probability of update will be essential quantities formost of the system performance assessment. These data are sufficient for determining the key data link-driven observed performance characteristics which are range of coverage, information exchangecapabilities, and link reliability. However, the other items are critical for helping to determine and explainanomalous behavior and degraded performance that might either not be expected nor be a fairrepresentation of the system being evaluated.

Data parameters shown in Table 1 will be augmented by data collection related to co-channel interferencefor the 1090MHz candidate. Adjacent and co-channel interference are part of the spectrum evaluation.Presence of interference in one frequency band may degrade performance of one candidate system relativeto another. A measure of interference in each band is therefore essential. It would be desirable to measurethe co-channel interference environment onboard each test platform, because 1) ground stations will have asignificantly different view than aircraft, 2) differences in antenna directionality, heading, and altitude maygive significantly different time-varying interference environments on each aircraft, and 3) one or moreaircraft could develop onboard electromagnetic interference (EMI) problems that interfere with ADS-Bequipment performance.



Aircraft attitude, aircraft altitude, and antenna used are also important data elements. Antennacharacteristics are expected to have a major impact on the relative data link performance between the threecandidate systems because the operating frequencies are different, antenna placement on the aircraft will bedifferent, and different numbers of antennas and switching schemes are used. Further, it is expected thatmultipath effects may also have an impact on performance under some conditions. The specified data musttherefore be collected in order to determine if body masking or multipath effects are the cause of observedrelative performance differences between candidate systems.

The actual data to be collected during the tests and the detailed procedures for collecting that data will bespecified in a separate document.



Table 1: CAA/SF-21 Ohio Valley LDPU Recording Plan for Data Link Evaluation

EVENT TRIGGERING RECORDING DATA RECORDED BY MESSAGE ADDRESS

1090Archive

Message long squitter successfullydecoded1 on either receiver. Recordedon 1 second epoch boundary

• CDTI report elements2

• Number of long squitter types in epoch3

• Signal level record for long squitters in epochperiod (top/bottom)

• Number squitters in epoch for which errorcorrection was used (conservative or “bruteforce”)

• Total number of low confidence bits found inepoch

• Ownship state vector4

• Epoch time

VDLM4Archive

VDLM4 message burst successfullyreceived 5

(1/sec/ac maximum average)

• CDTI report elements• Message burst signal amplitude (?)• Seconds to next message• Time of validity (GPS measurement time)• Epoch time

UATArchive

UAT message burst successfullyreceived6

(1/sec/ac maximum average)

• Message burst payload (ADS-B or grounduplink)

• Message burst time of transmit (ADS-B type 0only)

• Message burst time of receive (all bursts)• Transmit antenna (ADS-B type 0 only)• Receive antenna (ADS-B type 0 only)• Epoch time

1030 TISArchive

TIS uplink successfully received • TIS message elements per DO-239• Epoch time

OwnshipArchive

1 second epoch boundary • Correlated Pos/Vel/Time7

• Altitude• Heading

1 “Successful decoding” in this context can include long squitters with undetected errors.2 Comprised of State Vector plus partial Mode Status obtained via the Position-Velocity assembly or extrapolationprocess3 Provides probability of message reception4 Via ownship’s transponder RF output5 Must pass 16 bit CRC (plus other validation?)6 Must pass RS FEC and 24 bit CRC7 GPS engine report

OpEval Test Evaluation Master PlanFINAL

September 17, 1999

OP #Operational Enhancement Name SF21 Project

MASPS Near-Term Application

MASPS Near-Term App Name MASPS Sample Scenario

State Vector Acquisition Range

Mode-Status Acquisition Range

On Condition Acquisition Range

Nominal Update Period

99th Percentile State Vector Report Received Update Period (Coast Interval)

Permitted Total State Vector Errors Required to Support Application

State Vector Errors Budgeted for ADS-B

Latency, NUCp < 8

Latency, NUCp>=8

Report Time Error Std Dev

Mean Report Time Error, Position

Mean Report Time Error, Velocity

60 nmi Capacity

200 nmi Capacity

1 FIS Alaska NO MATCH N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

2 CFIT Alaska D.2.9 Enhanced MSAW, Approach Conformance Monitoring

Separation Assurance 40 nmi 40 nmi N/A <= 7 s (20 nmi) <= 12 s (40 nmi)

<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

3 TERM OPS IN LOW VISIBILITY

ORV D.1.10 Enhanced Visual Approaches

Aid to Visual Acquisition 10 nmi 10 nmi N/A <= 3 s (3 nmi) <= 5 s (10 nmi)

<= 6 s (3 nmi) <= 10 s (10 nmi)

σhp = 200 m

σhv = N/A

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.11 Final Approach Spacing Aid to Visual Acquisition 10 nmi 10 nmi N/A <= 3 s (3 nmi) <= 5 s (10 nmi)

<= 6 s (3 nmi) <= 10 s (10 nmi)

σhp = 200 m

σhv = N/A

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.12 Departure Spacing Separation Assurance 40 nmi 40 nmi N/A <= 7 s (20 nmi) <= 12 s (40 nmi)

<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.14 Facilitate Closely Spaced Parallel Approaches in IMC

Simultaneous Approach 10 nmi 10 nmi 10 nmi <= 1.5 s (1k ft runway sep) <= 3 s (2.5k ft runway sep)

<= 3 s (1k ft runway sep) <= 7 s (2.5k ft runway sep)

σhp = 20 m

σhv = 0.3 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

4 ENHANCED SEE & AVOID

ORV D.1.15 Enhanced Visual Acquisition of Other Traffic in the VFR Traffic Pattern at Uncontrolled Airports


<= 6 s (3 nmi) <= 10 s (10 nmi)

σhp = 200 m

σhv = N/A

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.19 Enhanced Visual Acquisition of Other Traffic for "See and Avoid"


<= 6 s (3 nmi) <= 10 s (10 nmi)

σhp = 200 m

σhv = N/A

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.20 Traffic Situational Awareness


<= 6 s (3 nmi) <= 10 s (10 nmi)

σhp = 200 m

σhv = N/A

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

5 EN ROUTE AIR-TO-AIR

ORV D.1.1 In-Trail Climb, In-Trail Descent

Flight Plan Deconfliction Planning

90 nmi (120 nmi desired)



<= 12 s <= 24 s σhp = 200 m

σhv = 5 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.2 Lead Climb / Lead Descent





<= 12 s <= 24 s σhp = 200 m

σhv = 5 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.3 Lateral Passing Maneuvers (e.g., 15 nmi offset)





<= 12 s <= 24 s σhp = 200 m

σhv = 5 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.4 Station Keeping Separation Assurance 40 nmi 40 nmi N/A <= 7 s (20 nmi) <= 12 s (40 nmi)

<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250





<= 12 s <= 24 s σhp = 200 m

σhv = 5 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.5 Establish In-Trail Spacing Interval (e.g., 10 to 20 nmi)


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

DO-242 MASPS Requirements

OpEval Coordination Group (OCG) Appendix D


September 17, 1999











Latency, NUCp < 8

Latency, NUCp>=8




60 nmi Capacity

200 nmi Capacity


D.1.6 Station Keeping (e.g., 5 to 20 nmi)


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.7 Merging aid in En Route Airspace


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.8 Passing Maneuvers (Climbs, Descents, and Lateral)


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

6 SURFACE OPERATIONS

ORV D.1.16 Runway and Final Approach Occupancy Awareness

Airport Surface 5 nmi 5 nmi TBD <= 1.5 s <= 3 s σhp = 2.5 m

σhv = 0.3 m/s

σvp = N/A

σvv = N/A

σhp = 2.5 m

σhv = 0.25 m/s

σvp = N/A

σvv = N/A

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.17 Airport Surface Situational Awareness (VFR & Night)


σhv = 0.3 m/s

σvp = N/A

σvv = N/A

σhp = 2.5 m

σhv = 0.25 m/s

σvp = N/A

σvv = N/A

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.18 Enhanced IMC Airport Surface Operations


σhv = 0.3 m/s

σvp = N/A

σvv = N/A

σhp = 2.5 m

σhv = 0.25 m/s

σvp = N/A

σvv = N/A

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

7 SURFACE DISPLAY FOR CONTROLLER

? D.2.11 Application of "Pseudo" ASDE coverage at airport without ASDE


σhv = 0.3 m/s

σvp = N/A

σvv = N/A

σhp = 2.5 m

σhv = 0.25 m/s

σvp = N/A

σvv = N/A

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.2.12 Airport Surface Surveillance and Surface Movement Guidance and Control (SMGCS)


σhv = 0.3 m/s

σvp = N/A

σvv = N/A

σhp = 2.5 m

σhv = 0.25 m/s

σvp = N/A

σvv = N/A

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

8 NON-RADAR AIRSPACE

? D.2.1 Expanded Surveillance Coverage


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.2.2 Verification of Aircraft Position when Applying Non-radar Separation Procedures


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.2.3 Application of "Pseudo" Radar-Separation Standards at Airports without Radar Coverage


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

9 SEPARATION STANDARDS

? D.2.4 Fusion of Current En Route Radar and ADS-B Surveillance

[NO MATCH] N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

D.2.5 Enhanced Surveillance Accuracy for Automation Tools


D.2.6 More Precise Separation Spacing for Wake Vortex Protection


D.2.7 Fusion of Current Terminal Radar and ADS-B Surveillance




September 17, 1999











Latency, NUCp < 8

Latency, NUCp>=8




60 nmi Capacity

200 nmi Capacity


D.2.8 Enhanced Surveillance Accuracy for CTAS and Other Terminal Automation Tools


none [NO MATCH] ? D.1.13 Lead Aircraft Glidepath Visualization for Wake Vortex Considerations


D.1.21 Conflict Situational Awareness (with TA's)

Conflict and Collision Avoidance

20 nmi 20 nmi N/A <= 3 s (3 nmi) <= 7 s (20 nmi)

<= 6 s (3 nmi) <= 14 s (20 nmi)

σhp = 20/50 m

σhv = 0.6/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.22 Collision Situational Awareness (with TA's & RA's)



<= 6 s (3 nmi) <= 14 s (20 nmi)

σhp = 20/50 m

σhv = 0.6/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.23 Surveillance Enhancements for TCAS / ACAS (including 1000 ft AGL and below)



<= 6 s (3 nmi) <= 14 s (20 nmi)

σhp = 20/50 m

σhv = 0.6/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.1.9 Low Altitude Station Keeping (e.g., 5 to 15 nmi)


<= 14 s (20 nmi) <= 24 s (40 nmi)

σhp = 20/50 m

σhv = 0.3/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.2.10 Conformance Monitoring during Simultaneous Parallel and Converging Approaches

Simultaneous Approach 10 nmi 10 nmi 10 nmi <= 1.5 s (1k ft runway sep) <= 3 s (2.5k ft runway sep)

<= 3 s (1k ft runway sep) <= 7 s (2.5k ft runway sep)

σhp = 20 m

σhv = 0.3 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.2.13 Incursion Processing Conflict and Collision Avoidance


<= 6 s (3 nmi) <= 14 s (20 nmi)

σhp = 20/50 m

σhv = 0.6/0.75 m/s

σvp = 32 ft

σvv = 1 fps

σhp = 20 m

σhv = 0.25 m/s

σvp = 30 ft

σvv = 1 fps

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250


σhv = 0.3 m/s

σvp = N/A

σvv = N/A

σhp = 2.5 m

σhv = 0.25 m/s

σvp = N/A

σvv = N/A

1.2 s 0.4 s 0.5 s 0.5 s 1.5 s 1000 1250

D.2.14 Priority, Special Handling, or Declaring an Emergency




OPEVAL COORDINATION GROUP (OCG) APPENDIX E E-1


APPENDIX E: OPEVAL SHAKEDOWN FLIGHT TEST PLAN



ADS-B Operational Evaluation Shakedown Flight Test Plan - Test Period 6/14 to 7/1/99

I Introduction

1.1 ScopeThis plan outlines ADS-B pre-operational evaluation flight tests to be conducted in theWilmington and Louisville areas during the period 6/14/99 through 7/1/99. The purpose of thetests is to shakedown the systems, communications, procedures, and processes required to makethe ADS-B operational evaluation (op eval) scheduled for 10 July a success.

1.2 The Test EnvironmentADS-B equipped aircraft will be flying - some by script, others as in service revenue flights(targets of opportunity) from the equipped CAA fleet - in the Operational Evaluation test area.Aircraft –to-aircraft exchange of ADS-B data will be recorded and analyzed to verify technicalcoverage and performance.

ADS-B ground station surveillance data will be received, processed, displayed, and recorded bythe installed ADS-B ground systems at Wilmington, Ohio (ILN) and Louisville, KY (SDF). Thisdata will be fused with secondary surveillance radar data from the Wilmington MSSR. For datacollected in the week of the June 14, ASTERIX surveillance data from all ADS-B sensors and theMSSR will be recorded for subsequent playback to the testbed demonstration Micro-EARTSATC processing and display system equipment to be installed in ILN. For the tests starting 23June, ADS-B data from all four ADS-B sensors and radar data from the ILN MSSR will be fedlive to the installed Micro-EARTS data fusion tracker, processing and display system.

Test data collection procedures (air and ground LDPU flash card downloads) and data analysiswill be performed to shakedown the collection procedures and the analysis software to be usedduring op eval.

1.3 Summary Overview of the Pre-Op Eval Test Activities

Week of June 14th -Test and verify:- Installed ground stations and communication / MITRE and Sensis- SITA/MITRE network connecting Louisville, ILN, and McLean sites- Airport surface coverage (some ILN)- Highland County Airport coverage (GA airport under MOA used for Op Eval)- MOA coverage for GA aircraft ( MXQ 135 radial between 4-5K’)- MXQ 085 radial coverage and max range at 13,500’- Air- ground and air-air Interoperability testing of other avionics installations- Ohio University PA-32 Saratoga (to be used for all the above tests) equipped with LDPU and

Mode S squitter transponder- Cumulus/MIT-LL Bonanza w/ Allied signal KT70x or KT73- CAA equipped revenue flights as targets of opportunity- Mode S Squitter transponder (palletized version of airborne units to be flown in Op eval)- Collins 1090 ADS-B and active surveillance



Week of June 21st –- Continue verification of installed ground sensors at ILN and SDF- Shakedown of L/M MICRO-EARTS installed at ILN:- Initial tests using play-back of data recorded in the previous week- Live data from June 23rd Flights (Cumulous Bonanza and Ohio University’s Saratoga)- CAA revenue flight target of opportunity data may be available for live testing

Week of June 28th –- Continue ground system integration test including MICRO-EARTS and Harris sensor- high altitude route flight check for ground station coverage- baseline RF environment measures (need FAA aircraft w/DATAS)- air-to-air max range for RF radials- Op-Eval Flight Patterns- Surface coverage at Louisville airport- Interoperability testing of other avionics installations

- Various ABX, UPS, and FDX ISE flights- Collins Saberliner flight test- Cumulus Baron and/or MIT-LL Bonanza- Honeywell Citation- Goodrich King Air- Sensis Ground Van

1.4 Organization of this PlanSince the number and committed dates of the participating aircraft are evolving, the plan has beendefined to be flexible to accommodate the addition of these aircraft. Missions that address theobjectives are defined and a preliminary assignment of committed participants has been made.As other aircraft commit, additional assignments will be made.

Section II lists the general objectives to be addressed by the tests.

Section III A. lists the participating aircraft in the Pre Op Eval Flight Tests (weeks of 6/14, 6/21,and 6/28), with an indication of the relevant equipage and the approximate availability periods.

Section III B. lists those Op-Eval Aircraft not currently committed to these pre Op-Eval tests.

Section IV lists participating organizations and the corresponding equipment/services/rolesresponsibilities.

Section V maps Missions/ Flight Profiles/Aircraft/Objectives and Schedule aircraft participants,general flight paths, objectives, and dates

Section VI General Test bed and coordination Information

Appendix A provides detailed flight path data for each mission listed in Section V



II List of OBJECTIVES:

1.0 Continue Shakedown of the following installed ADS-B Ground Stations:- Harris 1090 squitter installed at ILN (Initial Shakedown)- Sensis 1090 squitter installed at SDF (Initial Shakedown)- MITRE/II Morrow(UPS Avionics Technology) 1090 squitter and UAT stations installed at

ILN and SDF (continuation of shakedown tests conducted from 5/54-5/26))

1.1 Ground System Performance Characterization (all technologies)1.1.1 Basic compatibility of ground stations to various manufacturer’s airborne

implementations1.1.2 Maximum range well above horizon1.1.3 Maximum range at horizon1.1.4 Vertical cut-off angles (high and low elevation)1.1.5 Surface coverage at ILN and SDF1.1.6 Detection probability throughout envelope – proposed metric = position report

update within last 5 seconds1.1.7 False, lost, or erroneous target reports1.1.8 Multi-aircraft reception capabilities1.1.9 Metrics will not necessarily include measured RF signal strengths, only receiver

output/processor performance – however RF sensitivity and signal strengthmeasures are encouraged

1.1.10 Up link broadcast coverage (ILN pattern/surface and in MOA)1.1.11 Data recording (and self analysis) capabilities of own sensor performance1.1.12 Baseline op-eval software version of the networked LDPU/GBS

2.0 Networked Coverage of MITRE SF-21 ADS-B ground stations

2.1 Verification of functionality of SITA WAN connected ILN/SDF/McLean network2.1.1 All target data available to all sensors2.1.2 Capability to record/display all target data at any sensor2.1.3 Capability to output all target data in ASTERIX format2.1.4 Capability to support JHU real-time data collection/ analysis capabilities via GBS

2.2 Baseline Op-Eval Software Version of the networked LDPU/GBS

3.0 Sensor Interfaces with the Micro-EARTS (Mearts)3.1.1 Verify that all individually connected sensors output readable data to Mearts3.1.2 Verify GBS networked connection to Mearts3.1.3 Verify/assess capacity of dial-up connections by extrapolation

4.0 Data Collection, reduction, and analyses (JHU/APL)4.1.1 From aircraft LDPU Flash cards4.1.2 From ground LDPU Flash cards4.1.3 From GBS on-line (real-time) data4.1.4 From GBS hard drive stored data

5.0 Shakedown of Each Participant’s Avionics Equipment5.1.1 Each participating aircraft



5.1.2 Ground pallets (pre-installation) to be supplied by at least 1 participant

6.0 Verification of OP-Eval Coverage6.1.1 MOA coverage for GA aircraft (along MXQ 135 radial between 4,000 and 5000

feet)6.1.2 MXQ 085 radial flight paths6.1.3 Highland County Airport (HOC) coverage (GA airport under MOA Op-Eval ops)6.1.4 Hi altitude flight paths to the South and West of ILN

7.0 Data Interoperability Among various avionics manufacturers7.1.1 Air-Air (LDPU, KT70x/KT73, Collins 1090 ADS-B)7.1.2 Palletized Equipment – Collins/Harris



II – CANDIDATE TEST AIRCRAFT

II A. Probable Pre-Op Eval Participant Aircraft and ADS-B data sources

Owner Type Tail #Flt. ID

HexAdd.

14th-23rd

Wk6/28

AntennaConfig.

Equip. Notes

OhioUniversity

Saratoga –PA32

N8238COHIO823

ab3f73 14-17,23

6/29-7/1

UAT –T/B1090 – T/B

HwellUPSAT-LDPU

75 nmi E-ILN

Cumulus-PaulDrouilhet

Bonanza N4505SN4505S

a57534 15,23 6/30only

1090 –Bottom only

GA PanelAllied KT70/73 +TIS+Sharp Mob.4500 H/PC

6/23 &6/30

FAAWJHTC

Convair 580 N49FAA-N49

No 6/29-7/1

LDPU & H-well C7 +CDTI

DATASnotinstalled

TriosGround

Ground van TRIOS 2396745

No Yes Collins ModeS & LDPU

Collins Sabreliner COLLINS(N50CR)

static 7/1only

1090Diversity?

Collins 1090-TCAS 7

Pallettested on6/14/99

BFGoodrichKing Air

N333TLGOODRICH

a3a2a8 No 7/1 Diversity(T/B)viaCoillinsTDR-94-D

Skywatch -low cost Sit.aware

BasedCMH-55nmi NEof ILN

Cumulus –DonTaylor

Baron –BE58

N74TB A9fidc No ? Bottom only Allied KT70/73 + TISAvidynMFD

UPS A/C B727 (N902UP)(N903UP)(N904UP)*(N905UP)*

* 904&905fullops

Top andBottom(1090 andUAT)

HoneywelllMode- S/LDPU+CDTI

6/22/99 +6/22/99 +

FedEXA/C

B727 (N152FE)(N154FE)(N155FE)(N156FE)

* * Top andBottom(1090 andUAT)

HoneywelllMode- S/LDPU

*ISEtarget ofopportun-ity

ABX A/C DC9 (N907AX)(N947AX)(N960AX)(N989AX)

* * Top andBottom(1090 andUAT)

HoneywelllMode- S/LDPU

*ISEtarget ofopportun-ity



II B. Op-Eval Participants NOT Committed to Pre-Op Eval Tests

Owner Type Call Sign(Tail #)

ICAOHex

Addr.

Wk6/28

AntennaConfig.

Equipage Notes

FAAWJHTC

Convair580

FAA-N39 No LDPU &H-well C7+ CDTI

FAAWJHTC

B727 FAA-N40 No LDPU &H-well C7+ CDTI

LAXflights(14th)

Navy P-3 ? UPS AT-LDPU

UPS AT Partnavia N3238P 10774811

No Mode S +LDPU+CDTI

NASA B757 NASA557 ? H-wellMode Sxponder

AlliedSignal

On FAAN39

N/A ? Allied1090TCAS 7

AGATE/Harris

BeechBonanza

N24060 No AlliedKT70xxponder

pallet



III Participating Ground Equipment Or Services Organizations

Organization(alphabetically)

Equipment or Service InstalledLocations

Wk6/14

6/23 &6/29+

Airborne Express Host facility – ground and VHFcommunications; radar

ILN Yes Yes

Harris Corporation 1090 Squitter Ground Station ILN No 6/29+John Hopkins APL Data extraction, collection, and

analyses-Ground/Air LDPU-GBS ASTERIX CAA/Cat 021(real-time analysis)

ILN, SDF,BAL

Yes Yes

Lockheed Martin Microearts performs fusion ofradar data and ADS-B data forprocessing and display systems(demo, tower brite display, andmission flight control)

ILN No Yes

MITRE /UPS AT SF-21 ADS-B Ground Stations(GBS and ground LDPU)

ILN, SDF,McLean

Yes Yes

SITA Wide Area Network Services ILN, SDF,McLean

Yes Yes

Sensis Corporation -1090 Squitter Ground Station-Data communication equips.-Radar interfaces-ADS-B & radar data fusion

SDFSDF,ILNILNILN

NoYesYesYes

YesYesYesYes



IV Missions/ Flight Profiles and Dates/Participating Aircraft andObjectives

Ref#

General Flight path Description(see APPX A for details)

June A/C Principal Objectives

1.0 Overflight of ILN 14th PM Ohio UN8238C

Verify A/C operability and groundstation S/W upgrades

2.0 Highland County Airport coverage(GA airport under MOA )

17th AM N8238C Verify coverage in the areas used forOp Eval Mission staging and datacollection

3.0 Low Elevation Ground StationCoverage Check – Fly a series(approx. 5) of 40 nmi straight linepaths on a perpendicular between ILNand SDF at increasing 1000’ altitudesstarting at line at 2500’ MSL. Continueto SDF surface tests.

15th PMCompleteSDFcoveragecheckson the15th.

N8238C Minimum elevation angle coverage ofboth ILN and SDF ground sensors,Network Operability,

4.0 Low Altitude in the Buckeye andBrush Creek MOA area (use op evalflight plan) - MOA coverage for GAaircraft (along MXQ 135 radialbetween 4 -5,000 ft)

16th AM N8238C Verify Coverage in the areas used forOp Eval data collection

5.0 Air-Air 1090 Reception range (1 way) 15th N4505SN8238C

Estimate of air-air reception range (IIMorrow receiver and KT-70x)

6.0 Coverage of aircraft along MXQ 085radial at altitudes t0 13,500’

17th N8238C Verify coverage in the areas used forOp Eval data collection

7.0 Pattern coverage at ILN, coverage ofSDF (including coverage),and moreAir-Air 1090 Reception range (1 way)A.M. N8238C – Depart UNI, climb to6,500 direct ILN overhead, descendand do ILN p/o Airport patternflights.(# 11)P.M. N8238C –ILN to SDF at 12,500,overfly and return direct to UNI.P.M. N4505S – at 10,500’ inboundand overfly ILN from northeast, directSDF and overfly, proceed on coursewest

23rd N4505SN8238C

Ground System shakedown, initial livedata to L/M at ILN, emphasis on SDFbased sensor performance andcoverage; initial two aircraft seen byground stations, continue networkperformance assessment. Continue Air-air range assessment.

8.0 1090 Max ground station range tests atelev. angles near horizon and Cone ofSilence Tests at 17,500’

7/1 AM Sabreliner

Maximum range test near horizon andsensor data continuity – inbound fromIowa

9.0 Maximum Ground Station Range Testsat Elevation Angles well aboveHorizon Range (An IFR altitude test)– all technologies

29th13:30T.O.KLUK

N49 Verify max range of all sensors atangles well above horizon.

10.0 high altitude op eval route flight checkfor grd station coverage and baselineRF environment measures.

30th09:30T.O.

N49 • DATAS req’d on N-49 to baselineRF environment

• determine ground coverage areas



a) N49 at 17,500 or 16, 500.b) Sabreliner IFR at FL22.

KLUK for the opeval patterns. pattern

11.0 Pattern Altitude Coverage near ILN forall types of users and all VFR and ILSapproaches. Repeat with turbo jet andCAA aircraft when available

30th30th7/1

8238CN-49Sabreliner

-GA @1000’AGL,-VFR turbo jets @1500’AGL,-CAA 3k & 4K and 17nmi for vectorsto all ILS approaches @3000’

12.0 Mode S TIS coverage evaluation inMOA, ILN patterns (see previous), and135 radials

30th N4505S& Baron

Verify Mode S TIS coverage areas(radars include CMH, DAY, and CVG).Question– which A/C are TISequipped?

13.0 air-to-air max range for RF radials(i.e., Ohio U Saratoga, andin pattern (or other aircraft)

7/109:30

N49N8238CGoodricSabrelin

FAA Convair flying MXQ085 and MXQ 135 radials at OpEvalaltitudes), need forOpEval flight planning

14.0 Inbound data collection FAA A/C enroute from the Tech Center

29th09:00

N49 WJHTC A/C in range ETA 09:00EDST

Nonspecific

Ground data reception collection foreach A/C type - Targets of opportunity

24th andonwards

2 UPSA/C arenow inservice

Verify ground - air operability ofparticipating A/C. Interoperabilitytesting of other avionics installations:in-range ABX, UPS,& FDX ISE flights

VI Flight Test Coordination Information:

1. General Coordination – MITRE (Paul Purcell-cell phone 703-447-8004) and SF-21participants will assist in the coordination of test bed and in-flight activities from the CAB ofthe old ILN Tower. Telephone to the tower and VHF frequency will be the principal meansof communication. An 8:30 AM pre departure phone conference call will be established eachweek (call in numbers to be disseminated to all be the Coordinator). Phone numbers in theold tower are 937 382 5591 x 2808 or 2929 or cell phone 703-447-8004.

2. VHF RADIO FREQUENCIES for in flight air/ground coordination – Tentativefrequency assignment s- 130.92 (128.85 backup) in the ILN coverage Flights in the SDFregion will use 131.67 Note both these frequencies are ABX or UPS Company Operationalfrequencies and should be lightly used during the daylight test periods. Test participantsshould give way to Company operational use.

3. Flight Times - Unless otherwise required by the script, morning on station test times will benominally 09:30 AM. Aircraft based near-by (e.g., Ohio U, Lunken, OH or Columbus, OH)may use 09:30 as an “off the runway” time). Afternoon times may vary and will be assignedat the daily pre-flight coordination meetings.

4. Pre-flight Coordination – On each mission day, a daily review of the days objectives andflight plans will be conducted at the locations or call in numbers indicated. For those whocan’t attend in person, the toll free number is 888-889 6562, pass code 36515. Followingweek - June 29th through July 1). A speakerphone will be available in the ILN meeting areas.

6/29/29 at 08: 30 EDST - A pre operational meeting of all participants for the week’s flightswill be held at the Airborne Express main administrative conference room on second floor of theadministration building from 08:30 – 10:00. The emphasis of the meeting will be on datacollection and handling commonality of data collection procedures. For access to the facility



contact [email protected] (937-382-5591 x 3218) or [email protected] (937-382-5591) when you arrive.

6/30 and 7/1/99 at 08: 30 EDST – 08:30 stand-up morning meeting will be held in the CABof the ILN old tower facility with a speaker phone call in connection via the toll free number 888-889 6562, pass code 36515.

5. Aircraft parking at ILN – Overnight tie-down at ILN is limited. Nearby participants (e.g.,Ohio U at Athens, OH; BFG at Columbus, OH; are encouraged to base at home. TheWJHTC aircraft will be based locally out of Lunken field, near Cincinnati (about 45nmi).Landing at Airborne Park/KILN is by prior permission (PPL) only. Permission to land mustbe obtained from Paul.Bobay@airborne .com 937 –382 5591 x 2960 and will be theresponsibility of each flight crew.

6. Aircraft Routes - Each aircraft participant is responsible:- to review flight profiles given in this plan to ensure own flight safety and FAR compliance- To perform required ATC coordination and flight plan filing.- Obtain PPL at ILN as necessary

7. Station coordinates - The coordinates of the ADS-B stations at ILN and SDF are givenbelow. Navigation to either station should use these values:

- ILN= 39 26.14 N, 83 47.19 W (midfield between the parallel runways, approx. 1000’ fromapproach end of Rwy 22)

- SDF = 38 9.95 N, 85 43.73 W (located near the UPS facilities designated as Ramp A onthe airport surface diagram)

8. Data Collection –8.1 LDPU Flash card data - JHU/APL will be responsible for coordinating daily LDPU flash

card data collection. Some participants (e.g. Ohio University and the WJHTC) may beasked to extract data from the LDPU flash cards at the completion of each mission andforward this data to JHU/APL. The data should be emailed to JHU([email protected]) . Tom may be reached at 240 228 8523. JHU/APL willpost all data in a web site with accessibility to all participants. The Web site address isexpected to be announced by 6/25/99. Prior to that – flash card data may be requesteddirectly from Tom.

8.2 Radar and ADS-B from all sensors in CAA SF-21 ASTERIX Cat 021 format data will berecorded by SENSIS and Lockheed Martin . It is not planned for this data to be broadlyaccessible, since it’s use is in support of the ATC display and is not a direct op evalobjective.

8.3 Direct recordings from the ADS-B ground stations – JHU/APL will record and displayselected characteristics of ASTERIX format data from both SDF and ILN output from theMITRE GBS via a network UDP connection at ILN. The data will be available for postmission playback and real time performance evaluation. Other recordings may be madeinternally at each of the ADS-B sensors for purposes of manufacturer evaluation ofsensor performance.



APPENDIX A – Detailed Description of Flight Paths

Mission 1.0 Overflight of ILN1.1 Direct from Ohio Univ airport (UNI) to Yellow Bud VOR (best rate

of climb to 6500' (about 37 nmi)1.2 then direct to the ground station on ILN surface (39 26.14 N, 83 47.19 W) at 6500'- if GPS

navigation capability not available, alternate ILN fix is Midwest VOR. (about 38 nmi)(option is for Ohio Univ to land at ILN after 1.2 for LDPU flash card dump – then continue on to 1.3)1.3 after ILN overflight make a climbing to 7500' teardrop turn to intercept and hold the reverse course

back over the ADS-B station continuing on back to Yellow Bud. (about 48 nmi)1.4 From Yellow Bud, start a nominal 200 fpm (+/-) decent and return land at Ohio Univ.1.5 (option is for Ohio Univ to land at ILN after 1.2 for LDPU flash card dump – then continue on to

1.3)Note: Total estimated distance about 170 nmi or about 1.3 flight hours at cruise for a Saratoga)

Mission 2.0 - Highland County Airport coverage (GA airport under MOA to)And additional low altitude coverage in the MOA

2.1 Depart UNI and Fly direct to Highland County Airport (HOC) at 4,500’ (between the MOAs)2.2 When clear Brush Creek MOA, descend and land at HOC.2.3 depart HOC and fly 2 turns in the pattern at 1800’2.4 Climb to 2800’ and fly two patterns for each runway (4 patterns, 2 cw, 2 ccw)2.5 Repeat above at 3500’2.6 Repeat at 4000’2.7 Fly direct ILN for LDPU card dump by JHU

Mission 3.0 Low Elevation Ground Station Coverage Check - Fly a series (approx. 5) of 40 nmistraight line paths on a perpendicular between ILN and SDF at increasing 1000’ altitudes starting at line at2500’ MSL

3.1 Fly direct to ILN station at 12500’ and overfly (maneuver as required to avoid MOA) maintaininbound course heading

3.2 after 5 miles from ILN, Proceed to FLM 236/13 descending to 2,500, ' (FLM1)3.3 Fly from this point to its 326 radial to 40nm (FLM2)3.4 Climb to 3,500' and reverse course tightly to left to FLM13.5 Climb to 4,500' and reverse course tightly left to FLM23.6 Climb to 5,500' and reverse course tightly left to FLM13.7 Climb to 6,500' and reverse course tightly left to FLM23.8 Climb to 12,500' and proceed direct KSDF3.9 Overfly station, maintain inbound heading and proceed 10nm to and reverse course3.10 Overfly ILN maintain inbound heading for 5 nmi, maintain altitude and return to Base

Mission 4.0 Low Altitude in the Buckeye and Brush Creek MOA Area andMOA coverage for GA aircraft (along MXQ 135 radial between 4-5,000 ft)

4.1 Depart base and fly direct ILN at 4000’, overfly ILN station and proceed 5 nmi on same heading4.2 Turn SE and intercept MXQ 135 outbound, proceed outbound to MXQ13515 and initiate a hold4.3 Fly 1holding pattern to the south of the radial (right turns) at 4,100’ from - 20 nmi legs, standard

rate turns at each end.-4.4 Then, re-initiate a hold with a left-hand hold pattern, fly a MXQ13515, 20 nmi legs.4.5 Continue on the MXQ135, when clear of MOA climb to 11,500’ and until coverage lost (or 130

nmi)4.6 Return ILN for LDPU flash card dump by JHU

Mission 5 Air-Air 1090 Reception range (1 way)- N4505S (at this time not interfaced to GPS but squittering ICAO Code)- Proceed to HOV and stay in pattern (at ever increasing pattern altitudes to level at 4500’)



- N8238C proceed from UNI to SDF while monitoring received LDPU squitters (via serial connectionand laptop) –report squitter reception coverage to ground station via VHF voice

- Determine range of squitter reception by computing distance between N8238C and estimatedposition of N4505S

Mission 6.0 MQX085 Coverage verification

- Depart ILN, proceed direct to HOC- Land at HOC (full stop or touch/go – pilot’s discretion)- Depart HOC – spiraling ascent above HOC until both VHF and sensor coverage established with ILNbase station- Continue slow climb and proceed north to intersect MXQ, level at 13,500’ if able (OTW 11,500’)- Proceed to MXQ/085135, Every 20 nmi, execute a 360-degree standard right turn- Continue on radial at this course and altitude until coverage lost (or 135nmi)

- Return and land at ILN.

1.1 Mission # 7.0 ILN Traffic Patterns and SDF sensor checkout (more air-air range tests)

A.M. N8238C –Depart UNI, proceed direct ILN while climbing rapidly to 6,500’Overhead ILN station at 6,500’MSLProceed on course + 5nmidescend and enter ILN Airport pattern flightsDo 1 pattern circuit at each of the 4 runways using the tower prescribed VFR patterns at 3000’ AGLRepeat at 1,500’ AGLRepeat at 1, 000’ AGLLand and Lunch at ILN

P.M. N8238C –- Depart ILN climb to 12,500’ MSL en route to SDF- During entire flight monitor for reception of N4505S squitter reception and inform ground (and record inmission log) when it is present/and when not- Remain on inbound heading and overfly SDF station continuing 5 nmi to the SW- Land at SDF- Taxi full length on taxiways adjacent to both long parallel runways and some additional taxiways (ifpermission obtainable from tower).- Depart SDF, climb to 13,500’ and proceed direct to UNI and land

P.M. N4505S –- Fly direct ILN- Achieve altitude 12,500’ inbound/when in range if ILN (nominally 120 nmi)- overfly ILN remain on course inbound heading for 5 nmi after overfly- proceed direct SDF- overfly SDF and proceed +5nmi on inbound course heading

- proceed on course west to destination or land in SDF area (pilots discretion)

1.2 Mission # 8 . Sensor data continuity and maximum range near horizon (all sensors)

Two Scenarios for this test depending on participant availability, viz.:

Scenario A is that the Collins aircraft will provide Mode S squitter data as it is inbound from the Northwestfrom Iowa (on 7/1 at approx. 0900 EDST).

Scenario B (no aircraft currently available for this on the wk of 6/28) is:Both Depart ILN (or HOC) at 4500’ between the Buckeye and Brush Creek MOAs and climb to Intersectthe 163 degree outbound course from KILN station.



When clear the MOAs climb to 8,500’Fly direct to Wise Lonesome Pine airport in VA (LNP) at 36 deg. 59.24’ and 82 deg. 31.81’ – it is approx.160 nmi from both ILN and SDF . (LNP is 163 deg. /58nmi from ILN and 302 deg/169 nmi from SDF ) At 50nm mark from KILN perform a tight level 360 turn. Fly straight and level for 1nm and then climb rapidly to 17,500'. Fly to Waypoint 'P' and turn direct KSDF and descend to 16,500'. At 100nm mark from KSDF perform a tight level 360 turn. Fly straight and level for 1nm and then descend rapidly to 14,500'. At 50nm mark from KSDF perform a tight level 360 turn. Fly straight and level for 1nm and then climb rapidly to 16,500'.

Overfly KSDF by 10nm,reverse course to 'P' and climb to 17,500'. Fly to Waypoint 'P' and turn direct KILN and descend to 16,500'. Return to Base using the same altitude distance profiles as on the outbound from ILN course.

Mission # 9 Maximum Ground Station Range Tests - En route altitudes (all sensors/technologies)at Elevation Angles well above Horizon Range and Cone of Silence Tests (An IFR altitude test)

The requirement is that this flight be conducted at FL22 or higher when greater than 100 nmi from theKILN station on the initial outbound course and on the inbound course back to ILN. Between 75 nmi and100 nmi from ILN, altitude should be at 14,000’ MSL or greater. Between 50 nmi and 75 nmi from ILN,altitude should be at 12,000’ MSL or greater. The inbound legs to KSDF should all be at FL 22 or greater.

Depart KLUK proceed to CALIF intersection (on V128)Proceed SW on V128 to intersect the 163degree radial from KILN stationProceed SSW on the 163 radial from KILN direct to Wise – Lonesome Pine Airport (KLNP)located in VA (LNP) at 36 deg. 59.24’ and 82 deg. 31.81’ it approx. 160 nmi from both ILN and SDF -163deg. /58nmi from ILN and 302 deg/169 nmi from SDF .At KLNP turn right to intersect the 302 deg. radial from KSDF stationFly the 302 degree inbound direct to SDFoverfly KSDF and turn to outbound to the 302radial from KSDF stationFly direct KLNPAt KLNP turn left and proceed inbound on the 163 radial from KILN stationAt the intersection of this radial and V128 return to Lunken Field.



Mission # 10 high altitude op eval route flight check for grd station coverage and baseline RFenvironment measures at FL19 – Fly the high altitude path for op eval as described in the latestTEMP (see figure below).

Both N49 and (yet to be identified) 2nd aircraft will fly the same ground path but will be separated in timeand altitude. N49 will fly VFR at 17,500 or 16,500 as appropriate to the direction of flight. The 2nd

Aircraft will file at 22,000’ MSL and depart after the Convair. If a 2nd aircraft is unavailable, N49 will flyalone and the mission objectives will be limited to verifying route ground coverage and RF baselinemeasurements if DATAS is available.

The Convair will depart Lunken approximately 30 minutes before the requested time of departure of the 2nd

aircraft and overfly ILN.

The flight plans are:

aircraft #2 N49Altitude is FL22 Altitude is 17,500Depart KILN at 13:00 Depart Lunken at 13:00

Direct K ILNDirect TILMN Direct TILMNDirect PXV Direct PXVDirect PXV 110080 Direct PXV 110080Direct RID Direct RIDDirect ILN (request ILSApproach)

Direct ILN (request ILSApproach)

70 MilesTILMN

VHP

PXV

94 Miles

80 Miles

ILN

RID

123 Miles


123 Miles

Mission # 11 Pattern Altitude Coverage near ILN for all types of users and all VFR and ILSapproaches. Repeat with turbo jet and CAA aircraft when available

11.1 GA aircraft will fly the patterns assigned via mission 7 AM patterns – only one project A/C in thepattern at any one time.11.2 N-49 will request and fly an ILS approach when they return from the high altitude mission # 10.Sabreliner will fly several approaches as it arrives from Iowa on 7/1/99.



Alt 30 -50210 kts

Alt 30 - 50210 kts

10 - 15 Mile Final

Mission #12 Mode S TIS coverage evaluation in MOA, ILN patterns (see previous), and 135 radials

12.1 TIS equipped aircraft will notify project flight control whenever they are in TIS coverage. A manualprocedure will be attempted to map approx. areas of TIS coverage. This will be compared with predictedTIS coverage as derived from MITRE’s coverage prediction tool (RACOMS). Specific focus will be onaircraft in the patterns assigned via mission 7 AM.

Requests will be made to the FAA region to record TIS data at the Mode S radar sites for subsequentcorrelation. (Jonathan Bernays at MIT LL will be asked to help coordinate the TIS data collection andreduction activities).

Mission #13. air-to-air max range for RF radials (i.e., Ohio U Saratogain pattern (or other GA aircraft as available) – N49 on long radial





Pattern Work

GA HoldingMXQ 135015

13.1 If both MOAs are hot, then only one GA aircraft will fly the pattern between the MOAs at 4500’,if MOA not hot and ATC will give advisories then multiple GA A/C can fly pattern at 1,000’ altitudeseparations (altitudes to be assigned on flight day) or we can assign patterns with sufficient separation.

13.2 GA aircraft depart ILN climb to 4,500 before entering and intercept MXQ 135 outbound, proceedoutbound to MXQ13515 and initiate a hold Fly holding pattern to the south of the radial (right turns) at4,500’ from - 20 nmi legs, standard rate turns at each end.-

13.3 N49 depart Lunken and climb to 13,500’ MSL fly to a point on the MXQ135 radial just SE of theBuckeye MOA

13.4 N49 continue outbound on that radial to MXQ135100.13.5 Return inbound on MXQ135 to a point SE of the MOA at 12,500’MSL13.6 Repeat 13.4 and 13.5 above (2nd run)13.7 GA aircraft return to base13.8 N-49 return to WJHTC13.9 If a second high altitude capable aircraft were available (e.g. the sabreliner) it would do 13.4

through 13.6 but at altitudes of 16,500’ and 17,500’ MSL.

14. Mission #14 - N-49 Inbound from ACY14.1Fly IFR from KACY to KILN, at approx. 200nm from KILN preferred altitude FL 2214.3 At < 50-nm East of KILN, descend to 12,000 (or 12,500)14.4 Proceed past KILN for 10nm14.5 Descend at pilots discretion and land Lunken13.10 ETA at 200 nmi ILN requested prior to departure



APPENDIX BSUMMARY OF ALL ANTICIPATED PARTICIPATING A/C

Owner Type Tail #Flt. ID

CAOHex

Addr

UAT

1090

VDL4

AntennaConfig.

OhioUniversity

Saratoga –PA32

N8238COHIO823

ab3f73 x x UAT –T/B1090 – T/B

HwellUPS AT-LDPU

Cumulous- PaulDrouilhet

Bonanza N4505SN4505S

a57534 x 1090 –Bottom only

GA Panel AlliedKT70 /73 +TIS+Sharp Mob. 4500H/PC

FAAWJHTC

Convair 580 FAA-N49 x x LDPU & H-wellC7 + CDTI

TriosGround

Ground van TRIOS 3a83a x x x Collins Mode S &LDPU

Collins Sabreliner COLLINS(N50CR)

x 1090Diversity?

Collins 1090-TCAS 7

BFGoodrichKing Air

N333TLGOODRICH

a3a2a8 x Diversity(T/B)viaCoillinsTDR-94-D

Skywatch -lowcost Sit. Aware

Cumulus -Taylor

Baron –BE58

N74TB A9fidc x Bottom only Allied KT70 /73 +TIS AvidynMFD

UPS A/C B727 (N902UP)(N903UP)(N904UP)*(N905UP)*

x x T &B HoneywellMode- S/LDPU+CDTI

FedExA/C

B727 (N152FE)(N154FE)(N155FE)(N156FE)

x x T &B (1090and UAT)

HoneywellMode- S/LDPU

ABX A/C DC9 (N907AX)(N947AX)(N960AX)(N989AX)

x x To T &B(1090 andUAT)

HoneywellMode- S/LDPU

FAAWJHTC

Convair 580 FAA-N39 x x LDPU & H-wellC7 + CDTI

FAAWJHTC

B727 FAA-N40 x x LDPU & H-wellC7 + CDTI

Navy P-3 x x UPS AT-LDPUCumulus(Taylor)

Baron N74TB A9fidc x Allied KT70/73xponder


x x x Mode S +LDPU +CDTI

NASA B757 NASA557 x H-well Mode Sxponder



AlliedSignal

On FAAN39

N/A Allied 1090 TCAS7

AGATE/Harris

BeechBonanza

N24060 Allied KT70xxponder



II B. Op-Eval Participants NOT Committed to Pre-Op Eval Tests

Owner Type Call Sign(Tail #)

ICAOHex

Addr.

AntennaConfig.

Equipage Notes

FAAWJHTC

Convair580

FAA-N39 LDPU &H-well C7+ CDTI

FAAWJHTC

B727 FAA-N40 LDPU &H-well C7+ CDTI

LAXflights(14th)

Navy P-3 UPS AT-LDPU

Cumulus(Taylor)

Baron N74TB A9fidc AlliedKT70/73xponder


Mode S +LDPU+CDTI

NASA B757 NASA557 H-wellMode Sxponder

AlliedSignals

On FAAN39

N/A Allied1090TCAS 7

AGATE/Harris

BeechBonanza

N24060 AlliedKT70xxponder

pallet


OPEVAL COORDINATION GROUP (OCG) APPENDIX F F-1


APPENDIX F: FLIGHT TEST MATRIX

OPEVAL TEST & EVALUATION MASTER PLAN FINAL SEPTEMBER 17, 1999

F-2

OpEval Flight Test Matrix(v5.0 – 6/10/99)

Maneuver Flight Conditions Assigned TasksFlightPhase

Application Alt(ft/FL)

IAS/GS(kts/M)

Flightcrew CDTI Tasks ATC Facility /Controller Tasks

Data CollectionDescription*

Remarks

Pre-Flight SystemSetup

SFC 0 1. Configure CDTI None - Qualitative data on ease ofCDTI set-up

Taxi AirportSurface

SituationalAwareness

(ASSA)- demo -

SFC 0-20 2. Ensure taxiways are clear3. Determine position and

direction of traffic /vehicle/ obstacle

4. Respond to taxiclearances (if asked tofollow traffic, includetraffic call-sign e.g.,“ABX1 roger, followFDX123”)

ILN Ground / ILN Tower

1. Normal taxi/trafficclearances

2. Respond to pilotinquiries

- Qualitative data on airportsurface operationalconcepts and procedures

- CDTI use via controlpanel button push archive

- Data link performance onairport surface

- NASA B757specialized surfacedata link collectionand WAAS capable.

Takeoff AirportSurface


(ASSA)- demo -

0-1000 0-200 1. Monitor airborne status /altitude of departing a/c

2. Ensure runway andshort final approach isclear

ILN Tower

1. Position aircraft ondeparture runway

2. Normal T/O clearance

“ “

Departure DepartSpacing

(DS)- demo -

1000-10000

250 1. Monitor spacing fromprevious departure

DAY Departure / IndyCenter

1. Provide departureinstructions

- Qualitative data ondeparture spacing conceptsand procedures

- Aircraft spacing- CDTI use via control

panel button push archive- Data link performance

VisualAcquisition

(VIS)- eval -

“ “ 1. Scan for / monitorposition and direction ofsurrounding traffic

DAY Departure / IndyCenter

1. Provide trafficadvisories as appropriate


- Target acquisition time- Count and nature of ATC /

crew communications- CDTI use via control panel

button push archive- Data link performance


F-3



IAS/GS(kts/M)



Remarks

Enroute StationKeeping

(SK)- demo -

10000 –FL200

240 -320 1. Identify lead aircraft2. Determine target

bearing, range, andclosure

3. Maintain 15 nmispacing while on track

Indy Center

1. Set up aircraft atappropriate spacing

2. Provide standardclearances and blockaltitude clearance

3. Monitor spacing asneeded

- Number and magnitude ofchanges to aircraftdynamic state toaccomplish and maintainprocedure(s)

- Aircraft spacing- Count and nature of ATC

/ crew communications- CDTI procedure

flightcrew workload- Information about crew

coordination, heads downtime, verbalized crewcommunication aboutstrategies for in-trailspacing.

- Crew awareness of trafficenvironment


- Data link performance

- Station Keeping tobegin once in Indycenter airspace andcleared “speed pilotdiscretion”.Flightcrew willmaintain 15 nmispacing, while onflight planned route,throughout climbsand descents, untilbeing vectored backto ILN.

In-TrailClimb and

Descent(ITC/ITD)- demo -

FL190-FL220

240 -320 1. Identify lead aircraft2. Determine target


3. Maintain 15 nmispacing and executeclimbs / descents

“ “ - Climbs and descentswhile cleared forblocked altitude, butnot while target orown aircraft are in aturn.

Lead Climband Descent

(LC/LD)- demo -

“ “ 1. Identify trail aircraft2. Determine target


3. Maintain 15 nmispacing and executeclimbs / descents

“ “ “


F-4



IAS/GS(kts/M)



Remarks

Descent /Arrival

VisualAcquisition

(VIS)- eval -

FL190 –5000

As Req 1. Scan for / monitorposition and direction ofsurrounding traffic

Indy Center / DAY Approach

1. Vector aircraft for visualapproaches



- Target acquisition time- Count and nature of ATC /

crew communications- CDTI use via control panel

button push archive- Data link performance

Approach VisualApproach

(VA)- eval -

<5000 <250 1. Identify/distinguishtraffic

2. Correlate target CDTIposition with position invisual scene

3. Visually acquire trafficand advise ATC –include call-sign inresponse (e.g., “ABX1roger, FDX3 in sight”)NOTE: traffic in sightMUST be visual out-the-window

4. Monitor separation andmerge with trafficstream

5. Close-up spacingvisually w/ reference toCDTI

DAY Approach / ILN tower

1. Vector aircraft for visualapproaches



3. Provide visual approachclearance

4. Monitor traffic asnormal

5. Provide landingclearance

- Target acquisition time(baseline and CDTI)

- Aircraft spacing once on avisual approach (baselineand CDTI).

- Count and nature of ATC /crew communications(baseline and CDTI).

- Normal proceduralworkload - primarilychecklists (baseline andCDTI).

- Information about crewcoordination, heads downtime, PF/PNF CDTI use,target confusion, verbalizedcrew communication, and,maintaining "comfortable"separation (baseline andCDTI).

- Inappropriate proceduraluse (baseline and CDTI).

- CDTI use via control panelbutton push archive

- Data link performance

- Evaluation prioritywith experimentaldesign to measureCDTI vs. baselineconditions.


F-5



IAS/GS(kts/M)



Remarks

VisualAcquisition

(VIS)- eval -

“ “ 1. Scan for / monitorposition and direction ofsurrounding traffic

DAY Approach / ILN tower



- Target acquisition time(baseline and CDTI)

- Count and nature of ATC /crew communications(baseline and CDTI)

- CDTI use via control panelbutton push archive

- Data link performanceLanding Airport

SurfaceSituationalAwareness

(ASSA)- demo -

<500 <150 1. Ensure runway is clear ILN tower - Qualitative data on airportsurface operationalconcepts and procedures


- Data link performance onairport surface

- NASA B757specialized surfacedata link collectionand WAAS capable.

Taxi AirportSurface


(ASSA)- demo -

SFC 0-20 1. Ensure taxiways areclear

2. Determine position &direction of trafficbeyond taxiways

ILN Ground

1. Provide taxi clearance2. Respond to pilot

inquiries

“ “

RFRadials

RF 10500-11500

MXQ135

16500-17500

MXQ085

180-220 1. No CDTI – flydesignated MXQ radialsfor RF data collection.

None – aircraft VFR - Data link performance - Primarily RF datacollection withspecialized RFperformance andbaseline environmentdata collectionequipment

MOA BizJet MOA 13500-17500

180-220 1. No CDTI – fly variouscoordinated maneuversfor RF data collection.

None – aircraft VFR - Data link performance onbizjet aircraft with variousADS-B implementations

Aircraft not CDTIequipped. Primarily RFdata collection


F-6



IAS/GS(kts/M)



Remarks

GA MOA 5000-9000 Normalcruise

1. No CDTI – fly MXQ135between 15 and 35 DMEat planned altitudes forRF data collection andtarget of opportunityTIS

None – aircraft VFR - Data link performance onGA aircraft with variousADS-B implementations

- TIS sample data

“

* Data collection includes both qualitative and quantitative measures. Qualitative data includes: data observer forms, pilot questionnaires, flightcrew debriefs.Quantitative includes: CDTI control panel button push archive in LDPU flashcard, ATC voice tapes, portable voice recording device used by observers, radartrack data, ADS-B track and RF performance data recorded both in aircraft LDPU and ADS-B ground stations, RF performance and baseline environment datafrom specialized data collection equipment.


OPEVAL COORDINATION GROUP (OCG) APPENDIX G G-1


APPENDIX G: OPEVAL FLIGHT SCHEDULE

ITC=In-Trail Clmb ITD=In-Trail DscntLC=Lead ClmbLD=Lead DscntSK=Station KpngVA=Vis AppASSA=Arpt Surf Sit AwarenessVIS=Vis Acq

OpEval Flight Schedule v5.0(0630-1245)

Flights A/C(0630) -2:30

(0700) -2:00 -1:45 -1:30 -1:15

(0800) -1:00 -45 -30 -15

(0900) 00:00 15 30 45

(1000) 1:00 1+15 1+30 1+45

(1100) 2:00 2+15

(1130) 2+30 2+45

(1200) 3:00 3+15 3+30

CollinsSaberliner

1VA #VIS

1VA #VIS

ABX33

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

FDX2

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

UPS202

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

UPS404

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

HoneywellCitation 5

1VA #VIS

ABX22

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

FDX3

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

UPS303

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

FDX4

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

UPS101 (Tail # 904)

(FAA)

#VIS 1VA

#VIS 1VA

FDX1

#VIS 1VA

#VIS 1VA

ABX55

#VIS 1VA

#VIS 1VA

ABX44 (FAA)

#VIS 1VA

#VIS 1VA

FAA1 B727

Board A/C at Hanger 6

T/O DCAFull Stop

Seq

FAA2 Convair

FAA3 Convair

Navy P-3

Taxi and T/O

Full Stop Seq

A/C Turn-Around

BF GoodrichKing AirN333TL

MOA GA Hold

Cumulus BaronN74TB

#VIS 1VA

#VIS 1VA

#VIS 1VA

MOA GA Hold

UPS A.T.PartnaviaN3832P

#VIS 1VA

#VIS 1VA

#VIS 1VA

MOA GA Hold

Ohio USaratogaN8238C

#VIS 1VA

#VIS 1VA

#VIS 1VA

MOA GA Hold

Cumulus BonanzaN4505S

#VIS 1VA

#VIS 1VA

#VIS 1VA

MOA GA Hold

AGATE BonanzaN24060

#VIS 1VA

#VIS 1VA

#VIS 1VA

MOA GA Hold

NASAWest

B757 Taxi Survey A & 4L/22R

Survey 4R/22L

Hold on B4 T/O 22R

Van Taxi Survey A & 4L/22R

Survey 4R/22L

On A1, A2, A3, A4, A5

ABX FLTSABX1211 Arr

(DC9)

Maint- enance

GA A/C East

Don Taylor and Doug Gibbs (Reps) at Ops Brief

FINAL ARRIVAL WINDOW TEST A/C

F/O Fam Pattern

Fam Pattern

F/OFam Pattern

F/OFam Pattern

Fam Pattern

C Fam Pattern

F/O Fam Pattern

Taxi to 22R via D, A, to A1

Ops Brief (45 min)

Taxi and T/O

Taxi and T/O

Dep

Taxi and T/OMan-Up

Ops Brief (Telecon)

Transport Crews to

A/C

Transport Crews to

A/C

Taxi Airport

Surface SA

(ASSA) T/O

Transport Crews to

A/C

Taxi Airport

Surface SA

(ASSA) T/O

CFam Pattern

CFam Pattern

Man-Up

RFEast

Man-UpTransport Crews to

A/CSE Radial

SE Radial (ITC/ITD/SK) Approaches - West Rwy

Briefing NE Radial

Taxi and T/O from

LUK

NE Radial

MID-DAY FLIGHT PERIODMORNING FLIGHT PERIOD

Transport Crews to

A/C

Taxi Airport

Surface SA

(ASSA) T/O

Lunch (30 min.) Ops BriefFull Stop

Seq (ASSA)

Rtn Crews to

Lunch

MOA BizJet Hold

C Fam Pattern

Taxi to 22R via D, A, to A1

Taxi to B1 via A, D, B

REFUEL AND A/C TURN-AROUND

Taxi and T/O

Circuit of Airport

A/C TURN-AROUNDCall When Inbound

Taxi and T/O

ADS-B Data Collection in Place (Parked at B23) Taxi to B1 via A, D, B

LOW 1 East

Full Stop Seq

(ASSA)

Rtn Crews to

Lunch

LOW 2 West

OPS BRIEF (45 min)

Man-Up

Man-Up

HIGH West

Man-Up

Man-Up

MOA BizJet Hold

Taxi and T/O

Indy Vectors & Arrival Sequence

Ops BriefLunch (30 min.)

Rep at Ops Brief

Lunch (30 min)

Full Stop Seq

(West)

Rtn Crews to

Lunch

Parked at B23

Full Stop Seq (LUK)

IFR Flight Plan: DCA - PXV - ILN

SK; LC; LD; ITC; ITD

Taxi and T/O from Columbus

OpEval Coordination Group (OCG) Appendix G

VA=Vis AppASSA=Arprt Surf Sit AwarenessVIS=Vis AcquisitionC=Capt's LegF/O=F/O's Leg

OpEval Flight Schedule v5.0 (1245-1830)

*Spare UPS Call Signs: UPS808UPS909

3+45(1300) 4:00 4+15 4+30 4+45

(1400) 5:00 5+15 5+30 5+45

(1500) 6:00 6+15 6+30 6+45

(1600) 7:00 7+15 7+30 7+45

(1700) 8:00 8+15 8+30 8+45

(1800) 9:00 9+15 A/C Flights

Fam Pattern

1VA #VIS

Full Stop Seq Collins

SaberlinerF/OFam

Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

ABX33

F/OFam

Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

FDX2

CFam

Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

UPS606

CFam

Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

UPS707

Fam Pattern

1VA #VIS

1VA #VIS

Full Stop Seq Honeywell

Citation 5 C

Fam Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

ABX22

CFam

Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

FDX3

F/OFam

Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

UPS505

F/OFam

Pattern

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

1VA #VIS

FDX4

UPS1

FDX1

ABX1

ABX4

Full Stop Seq

Taxi and T/O

Land DCA

FAA1 B727

FAA2 Convair

FAA3 Convair

Taxi and T/O (PXT)

Navy P-3

BF GoodrichKing AirN333TLCumulus

BaronN74TB

UPS A.T.PartnaviaN3832POhio U

SaratogaN8238CCumulus BonanzaN4505S

= LocalAGATE

BonanzaN24060

Full Stop Seq (22L)

Taxi to B23

Taxi and T/O

= DaytonNASA B757

NASA

= Base- line VA

Van

ABX1418 T/O (B767)

ABX1116 T/O (DC9)

= Indy ABX Flts

A/C TURN-AROUND

= VFRMaint-

enance

GA A/CEast

Depart MOA - Full Stop Columbus

Lunch and RefuelFull Stop Seq at Highland County

(HOC)

Taxi and T/O from Columbus

Taxi and T/O from Highland County

(HOC)

MOA GA Hold Full Stop Seq

GA Debrief (45 min)

Color Key:

On A1, A2, A3, A4, A5

On B1, B2, B3, B4

MOA GA Hold

GROUP PICTURE (FLIGHT

LINE)

Static Display

Return Crews to

A/C

Static Display (FAA & PR)

Discussions with Pilots

A/C TURN-AROUND

BizJet Debrief (1 hr)

BizJet Debrief (1 hr)

IFR Flight Plan: ILN - DCA

MID-DAY FLIGHT PERIOD

Taxi Airport

Surface SA T/O (ASSA)

Return Crews to

A/CMan-Up

Man-Up

AFTERNOON FLIGHT PERIOD

Full Stop Seq

(ASSA)

Full Stop Seq

(ASSA)Debrief (1 hr)

Lunch (30 min.)

Latest Launch for Back-Up High

Work

MOA GA Hold

MOA GA Hold

MOA GA Hold

MOA GA Hold

Taxi and T/O from LUK

Taxi Airport

Surface SA T/O (ASSA)

Return Crews to

A/COps Brief

MOA GA Hold

Debrief (1 hr)

SE Radial

Depart for MEM/

SDF (with J/S?)

MOA BizJet Hold

Rtn Crews to Debrief

Debrief (1 hr)

MOA BizJet Hold

Rtn Crews to Debrief

Taxi and T/O from LUK

Call When Inbound REFUEL AND A/C TURN-AROUND

LOW 1 West

LOW 2 East

High

RFWest

Full Stop Seq

(LUK)SE Radial

NE Radial

All A/C Departures May Begin

Low Approaches to 22R

Low Approaches to 22LA/C Refuel and

LunchParked at B23

OpEval Coordination Group (OCG) Appendix G

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