NATCA Bookshelf

awaiting an upgrade to the ELITE (STARS) build. The most recent and upcoming Terminal events are: • Bakersfield (BFL) ADS-B/Fusion Kickoff 8/23 • Peoria (PIA) ADS-B/Fusion Kickoff 8/28 • New York Tracon (N90) Fusion Planning Meeting 9/11 • Terre Haute (HUF) ADS-B IOC 9/12 • Terre Haute (HUF) Fusion OSD 9/12 • Cleveland (CLE) ADS-B/Fusion CADRE Class 10/10 • Terre Haute (HUF) Fusion Operational 10/11 • Cleveland (CLE) Fusion OSD 10/12 & 10/15 • Erie (ERI) ADS-B Flight Inspection 10/17 ADS-B Avionics Issues: • An issue not screened by automation systems but an important assumption for future ADS-B dependent applications is the broadcast call sign of the user. ADS-B aircraft reports include this information, and automation systems compare it to the filed call sign. When a mismatch occurs, a Call Sign Mismatch (CSMM) alert should be generated. The issue has been highlighted in Equip 2020 meetings since ADS-B dependent applications (CAVS, Advanced Interval Management, etc.) are dependent on this functionality. Monthly tracking continues to show this as a significant problem. The SBS Article 114 work group has recommended disabling CSMM alerts across all automation platforms. • NATCA SBS continues to work with the Agency toward a more proactive approach to ADS-B avionics issues that result in position error. Though these are infrequent occurrences, the Agency's ability to respond has been hampered by a lack of resources, bureaucracy, and legal constraints. These issues occur when standards for installation or configuration within aircraft or ground systems are not met. ADS-B is a cooperative surveillance source relying on position accuracy determined onboard the aircraft. Multiple ATSAP reports have been filed on the known issues to date. Controllers and facilities are encouraged to report any identified events through ATSAP and any other mechanisms. • In order to reduce the number of safety compromising events in the NAS an effective, efficient response mechanism is needed. The Agency has deployed additional mitigations including enhanced validation (EV) and a No Services Aircraft List (NSAL). • The NSAL (aka "blacklist") is effective in dealing with chronic non-compliant aircraft, but it lacks the ability to respond quickly. As such it will likely always be needed as a backstop to compliance or enforcement issues. An issue identified and reported immediately takes a minimum of one day to place the aircraft on the NSAL. • Enhanced validation (EV) shows the most promise operationally as it is a real time response to invalid ADS-B targets. The latest update to EV already deployed within 15nm around a Terminal Radar has shown positive results. Additional EV techniques are being analyzed, including expanding the range beyond 15nm and

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