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The aim of this Safety Case is to identify and document generic safety requirements associated with the operational use by air traffic control of a surveillance system based on ADS-B in non-radar airspace.   Dependent surveillance (ADS-C) is already successfully used in a number of regions of the world, and specifically in the South Pacific for FANS 1 aircraft. The significant difference between ADS-C and ADS-B is the airborne equipage and reporting rate.   The ICAO SASP has developed a safety analysis based on a comparative assessment using a reference system methodology, to support the development of ‘radar-like’ separation minima to be used operationally with ADS-B surveillance. The comparative reference system proposed is a typical monopulse radar system. Such radars are more accurate than conventional Secondary Surveillance Radars (SSR) that have been used for many years to provide a 5 NM radar separation service. It should be noted that the performance characteristics of the conventional SSR were also very modest (e.g. poor accuracy and reliability) when compared to the newer monopulse radars.   The comparative assessment involves identifying the safety and performance requirements applicable to Monopulse SSR and then establishing equivalent or better requirements for the ADS-B based system.  The comparative assessment is included as Appendix 1 to this document. 

Operational Use of ADS-B In Non Radar Airspace Generic Design Safety Case 

 
 

3.0 Operational Use and System Description of ADS B 
3.1 ADS B in Operational Use
 

Increased safety The operational use of ADS–B in non-radar airspace will provide several in non radar significant benefits to air navigation service providers and to the safety airspace of flying operations in such airspace. In many airspaces there may either
be no surveillance services provided at all or none below certain flight levels/altitudes given current radar line of sight limitations. Examples are the Burnett Basin area of Queensland, Australia and Alaska, USA. Significant safety benefits will be provided to both pilots and air navigation service providers through the availability of ADS-B. These benefits include: 
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 Provision of ‘radar-like’ separation, navigation and advisory services available in areas where it is not provided today.

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 More accurate traffic information available to both ATC and aircrew.

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 The early visibility of aircraft therefore enhancing the situational awareness of the controller.

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 Availability of user preferred tracks and better access to optimum levels as compared to procedural control.

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 Reduction in delays for aircraft transitioning from un-controller to controlled airspace.

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 Safety improvement brought about by an expansion of the safety net functionalities of radar surveillance airspace (e.g. STCA, MSAW, etc) to airspace where radar is not available.

4 Reduced cockpit workload by negating pilot position reporting. 
 

Operational Use of ADS-B In Non Radar Airspace
Generic Design Safety Case 

 
 

3.2 ADS B System Description 
A simple,  The ADS-B based surveillance system basically comprises of aircraft
reliable system   fitted with an ADS-B transponder broadcasting its state vector and related information at a pre-defined rate (typically once every second).  The broadcast message will as a minimum, include: 
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 aircraft identification

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 positional data

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 altitude

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 velocity vectors

4 positional integrity information  A series of ground receivers positioned at appropriate locations, receive this broadcast message and then forward it to the automated ground system for processing and display to controllers. The diagram below provides an overview of typical surveillance systems used in radar and non-radar airspace.
　
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