Russia: Implementing
a Surveillance System Based on
ADS-B and VDL Mode 4
Kim O'Neil Advanced Aviation Technology Ltd.
April 2000
Abstract
Conventional Communication, Navigation and
Surveillance technologies have severe shortcomings in countries as
geographically vast as Russia. The physical environment, with its extremes of
climate and enormous distances are practical issues that add greatly to the
cost of developing and maintaining an ATM infrastructure. Accordingly, after
much investigation, Russia has made the strategic decision to develop ADS-B
implemented by VDL Mode 4 as the primary means of surveillance in Russian
airspace. It has also made strong public commitments in ICAO supporting the
publication of ICAO VDL mode 4 SARPs for surveillance applications.
1. Introduction
Russia is a vast country - nearly twice the size of
the United States. Russian airspace covers 25 million square kilometers with 17
million square kilometers of continental and 8 million square kilometers of
oceanic airspace. International air routes across its territories stretch
across many thousands of miles. Its climate ranges from the humid South to the
frigid Siberian winters in the North. Providing Air Traffic Management (ATM)
services across such a huge and often physically remote area is a truly
daunting task. Yet, the potential economic benefits of improving the Air
Traffic Management System to airlines operating across Russian airspace and to
Russia itself are also very big indeed.
However, implementing these changes will not be easy
in the unstable economic conditions that exist in Russia today. Nevertheless,
Russia is determined to improve its ATM infrastructure and has undertaken a
number of specific measures to ensure these improvements happen in the very
near future. Specifically, Russia has undertaken a number of key CNS/ATM
projects in line with ICAO's CNS/ATM Concept. Furthermore, Russia has made a
commitment to implement a full surveillance system based on ICAO's VHF Datalink
mode 4 (VDL mode 4) by 1st October 2005. These projects and their associated
planned improvements are fully supported by the Russian President and by the
relevant federal and local authorities such as Federal Service of Air Transport
(FSAT), the regional administrations and associated authorities.
2. ADS-B in Russia
2.1 Related Implementations and Trials
Russia has carried out a number of CNS/ATM trials to
investigate ways to improve its airspace and infrastructure with particular
efforts to develop international routes supported by Advanced Air Traffic
Management systems. This work included the development of Cross Polar,
trans-Siberian and Far East routes. Naturally, the aim was to improve not only
existing route structures and services, but to establish new direct routes for
the benefit of the many airlines that fly across Russian airspace. These routes
could open up many new opportunities and could lead to significant cost savings
for airlines.
For example, cross polar routes can be established to
support ATS routes connecting North America, Europe, Middle East and Southeast
Asia. Clearly, there are many more potentially economical routes between North
America, Europe and Asia traversing Russian airspace. Nav Canada has calculated
that a polar route from New York to Hong Kong flight would save five hours of a
17 hour flight and $33,000 over existing routes. Vancouver-New Delhi would save
about four and a half hours. A polar route from Detroit to Beijing would reduce
flying time from 14 to 10 hours. A one-stop Cathay Pacific flight of 12,565km,
from Toronto to Hongkong on an Airbus A340-300 demonstrated flight savings of
over 3 hours and 30 tons of fuel. The flight was performed on 18th May 2000,
routing from Toronto via Hudson Bay, the Pole, through Russia by Northern
Siberia, Mongolia and China.
The advent of new long-range aircraft (e.g. Boeing
777X and Airbus A340-500) will increase demand for these routes even further.
2.2 Implementing CNS/ATM in Russia
Russia, in common with the world aviation community,
is facing the challenge of introducing CNS/ATM technology for operational
applications. Russia has to deal with many different types of aircraft
including Russian-made aircraft, which are not fitted with FANS-1 equipment and
various types of Western-made FANS-equipped and non-FANS equipped aircraft. The
flight crews of all these aircraft wish to fly the most economically viable
routings.
Russia began addressing these issues back in August
1995 during operational trials of the CNS/ATM workstation installed at Magadan
ACC. This experience made it possible to develop operational procedures
applicable to Magadan's very mixed air traffic environment as well as the
detailed implementation procedures for CNS/ATM systems in general. This
experience in implementing such systems increased Russia's determination that
ICAO develop at the earliest opportunity global CNS/ATM standards for the world
aviation community.
For Russia, CNS/ATM will provide air-crews with new
surveillance and communication services giving a wide range of on-board
capabilities and a common interface for an ATC controller to interact with the
diversified on-board equipment of aircraft in the same airspace.
2.3 CNS/ATM Operational Trials in Magadan, RFE
During the summer of 1995 equipment had been installed
permitting operational trials, with ATC controllers at Magadan ACC
communicating with FANS-1 equipped aircraft. A United Airlines (UAL) Boeing
747-400 flying from San Francisco to Sydney August 24, 1995 was the first
aircraft to ever establish contact with Magadan's CNS/ATM system. ADS reports
were received each 5 minutes. The full text of CPDLC messages were transferred
- but with significant delays. A specific messaging scenario was used to ensure
coordination between ATC in Magadan and the UAL pilot.
Shortly after, on October 19 1995, a UAL 1854 flight
crew was the first to use FANS capabilities in Magadan airspace. Contact was
established after the entry into the Russian airspace in the area of
Khabarovsk. During the entire flight a 15-minute update rate was used for ADS
reporting. The Russian controller at Magadan ACC controlled this flight as
well. After the entry into the Magadan ACC sector, all voice instructions were
repeated via CPDLC (as this was an operational trial). The aircraft was tracked
up to the hand-over of control at the Alaska FIR boundary.
The FANS-1 equipage provided CNS/ATM functions such as
automatic dependent surveillance (ADS) and controller-to-pilot data link
communication (CPDLC). The CNS/ATM workstation carried out the data interchange
via data link, which displays two types of data to the controller: ADS position
reports were displayed along with ATS route structure, geographic boundaries
etc, whilst CPDLC messages were displayed on a separate smaller interface
display. Such installations illustrated the potential techniques available to
enable the expansion of ATM functionality in Russia and, of course, to other
remote areas of the world. The CNS/ATM workstation also provided the controller
with both air-to-ground voice and data link communication to interact with
air-crews.
Necessarily, CNS/ATM ground equipment must provide
capabilities to interact with many categories of aircraft. For example, Magadan
ACC serves a very wide range of aircraft with different levels of automation
and on-board equipage. These include Russian commuter aircraft and other
aircraft fitted with VHF or/and HF radio; aircraft equipped with VHF data link
and/or mobile SATCOM and FANS-1 equipped aircraft. The main purpose of the
CNS/ATM system implemented at Magadan, was to integrate returns from diversely
equipped aircraft into a single situation display. The Magadan system was used
from November 15th 1995 to December 15th 1996 to demonstrate the potential of
new tracks. The trials were considered a success and resulted in the
implementation of 6 brand new CNS/ATM tracks.
2.4 Potential Benefits of New Polar Routes
Following the earlier trials, a new project was
established to investigate the potential to develop new Polar Routes by
implementing CNS/ATM services and procedures. These projects consider
establishing Cross-Polar routes through Krasnoyarsk and Yakutsk regions, as
well as open new routings from Southeast Asia and Middle East to Canada and US
through European, Siberian and Far East parts of Russia. The Russian/American
Coordinating Group for Air Traffic Control (RACGAT) defined several such
routes.
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| Figure 1: Existing Routes |
The first demonstration flight, across the newly
established Polar 2 route from Krasnoyarsk to Toronto was operated on July 3,
1998 by Transaero Airline (TSO). Cathay Pacific Airways (CPA) operated another
demonstration flight on July 5, 1998 across Polar 2 from New York to Hong Kong.
There are also plans to enhance a number of RFE routes for flights across the
areas of Kamchatka peninsula, Sakhalin island and Primoriye region, as well as
routes in the European part of Russia.
To demonstrate the global significance of these
aviation projects, it is interesting to compare the existing routes (Fig 1) and
the projected route system (Fig 2). Simple comparisons easily illustrate the
significant savings (in time, fuel etc.) for flights across the projected route
system. This route system would be impossible without advanced CNS/ATM
capabilities.
 |
| Figure 2: New Projected Direct Routes
|
2.5 CNS/ATM Facilities and Equipment
These projects required modern ATC capabilities, which
are able to use both conventional and satellite technologies to provide
communications, navigation and surveillance. Communications services in the
Russian trials are based on a combination of satellite fixed and mobile
communications, as well as VHF and HF data links. As a result of these trials,
it was determined that Navigation will primarily use the RNP concept and
surveillance could be provided by means of Automatic Dependent Surveillance
(both ADS and ADS-B). The CNS functionality could be supported by a number of
automated controller workstations. The projects also highlighted the training
of staff that would be required to operate and maintain CNS/ATM systems. It is
also clear that future projects must be implemented in parallel with state-of
the-art solutions aimed at increasing capacity of international routes and the
introduction of the CNS/ATM based air traffic control.
3. Moving from Trials to the Future System
The operational trials in Magadan illustrated the wide
range of options set out in the international agreement on future air traffic
management, which was proposed by ICAO as the
Communication/Navigation/Surveillance and Air Traffic Management (CNS/ATM)
concept. Consequently, as a result of the Magadan trial results, the Federal
Aviation Authority of Russia agreed to continue system trials and subsequently
to integrate it into the Russian ATC infrastructure.
4. The Decision to Implement VDL Mode 4 in Russia
In January 1998, the Federal Service of Air Transport
(FSAT) of Russia, the State Corporation of ATM of Russia, GosNII
"Aeronavigatsia" and GosNII Aviation Systems made the joint decision "On the
organization of experimental works in the promotion of VDL Mode 4 to
investigate ADS-Broadcast and its potential applications for ATC". These
organizations considered that VDL Mode 4 provided the most expedient way for
the transition to the future CNS/ATM System in Russia. Following this, in
October 1999 FSAT signed an order "On the creation and implementation of the
Automatic Dependent Surveillance-Broadcast (ADS-B) System into civil aviation
in Russia". This Order sets the target date of 1st October 2005 as the start of
the operational application of Automatic Dependent Surveillance-Broadcast for
Russian civil aviation as a means for Air Traffic Control (ATC).
4.1 Implementation Milestones
The development programme is divided into three main
stages:
Stage 1 (4th quarter 1999 - 4th quarter 2000)
will involve the selection of service providers and the selection and survey of
installation sites. The technical documentation to support aircraft
installation will be developed, along with appropriate documentation for
acceptance and testing of both ground and airborne equipment.
Stage 2 (4th quarter 2000 - 2nd quarter 2001)
will consist of further trials and evaluations of ADS-B for surveillance
applications. Initial work on the certification of equipment as well as
evaluation of associated ATC technology will be carried out. Written procedures
will be developed to support the exploitation of ADS-B as a supplementary means
of Air Traffic Control.
Stage 3 (from 3rd quarter 2001) will consist of
the implementation of the ADS-B infrastructure and its exploitation at aviation
facilities (both airport and ACC) and various Regional State enterprises to
facilitate airspace use and Air Traffic Control in Russia. It is intended that
the 1st October 2005 be the start date for widespread formal ATC operations
based on ADS-B in Russian Airspace.
4.2 Appointment of State Enterprises and other
Agencies
To support and organize these activities, a number of
agencies have been given specific responsibilities. These include coordinated
responsibilities for activities such as: finance, project management, technical
support, certification, installation, integration, documentation, test and
evaluation, procedures, training, spectrum issues, site survey, acceptance
testing, Regulation, Standards and exploitation.
5. Tyumen project
Within the outline proposals set out above
(particularly stages 1 and 2), the next two years will be dedicated to the
investigation of the operation of ADS-B for surveillance and air traffic
control in both the en-route and in the terminal area. This work will be
carried out by the regional state enterprise for the use of airspace and air
traffic control "Tyumenaerocontrol". The work packages associated with this
project aims to validate the advantages of ADS-B applications in ATM for
airlines that have equipped their aircraft with VDL mode 4 transponders. The
project plans to carry out the validation of the ATC technology and working
procedures for ATC and aircrews using ADS-B and to work through the procedures
for equipment certification. An important part of the project concerns the
validation of ADS-B applications supporting flights in regions currently
without radar surveillance. The output of this project will help to determine
the future development of ADS-B implementation in Russia.
5.1 Creation of a Ground Network for ADS-B
Implementation
Local ground stations deployed at the first stage will
then be integrated into a wider communication network. Ground ADS-B stations
already installed in Moscow, St.-Petersburg and Riga will later lead to the
merging of both the Russian and North European ADS-B Networks for the
integration and harmonization into a future air navigation system. This will
involve close future cooperation in the organization of air traffic with
European countries supporting VDL mode 4 (e.g. Sweden, Germany, Italy, Denmark
etc.) To facilitate the further integration and extension of this
infrastructure, Russia has also announced its intention to fully participate in
the Southern Ring Project.
5.2 The Southern Ring Project
Southern Ring project will investigate the benefits of
CNS/ATM technologies including GNSS and ADS-B tools, in particular, to the
'southern ring' countries adjacent to Russia: Moldova, Armenia, Azerbaijan,
Georgia, Kazakhstan, Turkmenistan, Uzbekistan, Tajikistan, Kyrgyzstan, and
Mongolia. The project will consist of various ADS-B demonstration activities in
the southern ring countries. The Federal Service of Air Transport of Russia
conducted negotiations on possible areas for co-operation with the Southern
Ring project. As a result, Russia is ready to organize flights of aircraft
equipped with ADS-B based on VDL Mode 4, including the delivery of ground
equipment, its prompt deployment in ATC centers of selected southern ring
countries and flight demonstrations of benefits realized through the
application of ADS-B and GNSS. Preliminary talks concerning the possible use of
combined GPS and GLONASS signals for ADS-B based on VDL Mode 4, in particular,
have also taken place.
6. Other projects
A number of other related projects are investigating
different aspects of ADS-B applications in Russia. These include (but are not
limited to) the following projects:
6.1 Advanced Surface Movement Guidance and Control
System (A-SMGCS)
In 1999 Domodedovo (Moscow) airport installed a
surface movement guidance and control system to coordinate vehicles involved in
the servicing of aircraft. This automated system controls the location and
status of vehicles and transmits commands to drivers. Data acquired from the
vehicles is processed in the system and transferred to the operator. At the
same time, an airport database sends information of the expected time of
arrival and departure of aircraft, assigned parking areas etc. and analyzes
this data to increase the efficiency of transportation services. The year 2000
will see the integration of this system into a fully automated surface movement
guidance and control system that is currently being developed. It is expected
that this system will be deployed at Domodedovo and Kurumoch (Samara) airports
in parallel with the installation of ADS-B on the aircraft of participating
airlines.
6.2 Helicopter Operations in Moscow Airspace
Funding is being made available to allow the ATC
system in Moscow airspace to monitor and control low altitude flights with
ADS-B. Navigation and communication equipment (VDL Mode 4) is planned for
installation on all aircraft performing special flights in Moscow airspace
(ambulance, helicopters of the Ministry of Extreme Situations, State Road
Safety Inspection and so on). In future ADS-B is also expected to be used to
control commercial flights in Moscow airspace.
6.3 Offshore Oil and Gas Exploration
In an interesting development, JV Gasprom is
considering equipping its aircraft with VDL Mode 4 transponders with integrated
GPS/GLONASS receivers for the realization of its communication, navigation and
surveillance functions in the development of oil-and-gas deposits in the Arctic
shelves.
7. Summary
Russia has made a major move forward to implement
CNS/ATM systems in line with ICAO's CNS/ATM concept to vastly improve its ATM
infrastructure. Russia believes that ADS-B implemented by VDL mode 4 offers
enormous potential to improve services in airspace that currently has little
conventional surveillance technology. This decision to develop surveillance
based on ADS-B will lead to many benefits to airlines operating within and
across Russia's airspace. Some of these improvements will include many new
direct routes with a consequential increase in both the safety, capacity and
operating efficiency of Russia's airspace. The potential savings for long haul
airlines operating between North America, Europe and Asia will be substantial.
These benefits will include reduced flight times, major fuel savings, improved
scheduling and slot allocation and increased cargo and passenger loads. |
