First Package of Operational Applications Enabled by ADS-B

CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003 1

First Package of

Operational Applications Enabled by ADS-B

Joint Co-ordination Board


Setting the scene

• ‘Package I’ consists of a definition of a set of Airborne Surveillance and Ground Surveillance applications to be implemented within the next 10 years

• All of the applications are enabled by ADS-B (possibly supported by TIS-B)


Table of Contents

Genesis of ‘Package I’

Ground Surveillance applications

Airborne Surveillance applications

Enabling technologies

Beyond ‘Package I’

Next steps

End



BackgroundObjectivesStep-by-step approachRationaleDeliverable


Background

• Based on a proposal made at the ADS-B Symposium in Rome (12-14 March 2002)

• Development coordinated with:– EUROCONTROL programmes

– European Commission (EC)

– EC funded projects (e.g. NUP II)

– IATA/AEA initiative (JURG/JAFTI)

– EUROCAE/WG51


Objectives of ‘Package I’• Focus on operational applications suited for core

European high-density traffic areas without excluding other areas

• Operational airborne and ground user needs for ADS-B are considered

• Develop the operational and technical standards required for the early implementation of ADS-B applications


Step-by-step approach• Wide range of operational applications associated

with different issues (i.e. PO-ASAS categories)

• Ground and airborne architectures need to evolve step-by-step

• Ground and airborne evolutions need to be coordinated with time objectives


Rationale for ‘Package I’ (1/2)

• Users’ need: Safety as well as flexibility & capacity benefits (e.g. IATA/AEA JURG/JAFTI)

• Feasibility: – Pre-existing work from EUROCONTROL

programmes and EC projects– Trials already performed in Europe and USA

• Complexity: No change in current responsibility for separation provision


Rationale for ‘Package I’ (2/2)

• Market: Opportunities to equip and retrofit existing equipment to fulfil the requirements

• Time-scale: Implementation foreseen within 5-10 years

• Building Package II on experience: – Airborne surveillance performance and use– Increase involvement of the flight deck in ATM


Deliverable

• Title: ‘Description of a first package of GS/AS applications’

• Version 2.2 - September 30, 2002 – 58 pages

• Developed within the framework of Activity 5 of CARE/ASAS

• Covering letter from the Joint Co-ordination Board signed by the European Commission and EUROCONTROL



End


Ground Surveillance (GS) applications

GS applications in ‘Package I’ ATC surveillance for en-route airspace ATC surveillance in terminal areas ATC surveillance in non-radar areas Airport surface surveillance Aircraft derived data for ground tools


Rationale for GS applications

• Pragmatism:– They make sense in an area with good ATC– They can be implemented more quickly

• Simplicity:– GS applications require only ‘ADS-B out’– Aircraft do not need to be equipped with ‘ADS-B in’

or ASAS


GS applications

ADS-B Receiver ground-stationATC Centre or tower

SSR

ADS-B out


GS applications in ‘Package I’ATC surveillance for en-route airspace (ADS-B-ACC)

ADS programme, NUP II, Capstone (Alaska), MEDUP, MFF, SEAP

ATC surveillance in terminal areas(ADS-B-TMA)

ADS programme, NUP II, Capstone (Alaska)

ATC surveillance in non-radar areas(ADS-B-NRA)

ADS programme, NUP II (Kiruna area), Capstone (Alaska)

Airport surface surveillance(ADS-B-APT)

Airport operations programme, Mode S programme, ADS programme, NUP II

Aircraft derived data for ATC tools(ADS-B-ADD)

AGC Programme, ASA Programme, Mode S programme, ADS programme, NUP II


ATC surveillance for en-route airspace

• Definition: This application will enhance ATC surveillance currently provided with radars. An example of many is the case of surveillance in areas where single radar coverage is provided

• Other considerations:– ADS-B provides safety mitigation or back-up– No impact on flight crew– Large network of ground ADS-B receivers


ATC surveillance in terminal areas

• Definition: This application will enhance ATC surveillance currently provided with radars. An example of many is the case of surveillance at low altitude and close to the terrain and also in areas where single radar coverage is provided

• Other considerations:– ADS-B provides safety mitigation or back-up– No impact on flight crew– Network of receivers required in the TMA


ATC surveillance in non-radar areas

• Definition: This application will provide ATC surveillance in non-radar areas; e.g. remote areas, offshore operation areas, any continental areas and certain oceanic areas, which, due to the level of traffic or the cost of the equipment, could not justify the installation of radars. The purpose is to enhance traffic information and separation services

• Other considerations:– Offered as a substitute to procedural control– Separation minima when ADS-B is sole means require

considerable research and are potentially smaller than for procedural separation

– Full benefits require full ‘ADS-B out’ equipage


Airport surface surveillance

• Definition: This application will provide a new source of surveillance information for a safer and more efficient ground movement management at airports with or without SMGCS. Airport ground vehicles can also be fitted with the necessary equipment and displayed on an airport map, together with aircraft

• Other considerations:– No impact on flight crew– Could require full ‘ADS-B out’ equipage


Aircraft derived data for ground tools

• Definition: This application will provide additional aircraft derived data through ADS-B to be used by the ATC ground system for developing or enhancing ATC tools like displays, MTCD, AMAN, DMAN and ground based safety nets. CDM applications will also share the benefits

• Other considerations:– This application does not encompass the ground tools

themselves; it only provides additional input data for these tools

– Required parameters need to be harmonised with other data-link (e.g. ADS-C, Mode S)


Ground Surveillance (GS) applications

End


Airborne Surveillance (AS) applications

ASAS and ASAS applications

AS applications in ‘Package I’ ATSA applications ASPA applications


ASAS and ASAS applications

Principles and definitionsASAS application categories

Airborne Traffic Situational Awareness Airborne Spacing Airborne Separation Airborne Self-separation


ASAS principles

• Airborne surveillance based on ADS-B and TIS-B gives flight crews a traffic picture

• Air Traffic Services (i.e. Flight information, Alerting, Air traffic advisory and Air traffic control) can be enhanced through a greater involvement of the flight crews and the aircraft systems (the flight deck) in co-operation with controllers


ASAS definitions

• ASAS: “An aircraft system based on airborne surveillance that provides assistance to the flight crew supporting the separation of their aircraft from other aircraft.”

• ASAS application: “A set of operational procedures for controllers and flight crews that makes use of an Airborne Separation Assistance System to meet a defined operational goal.”

Draft ASAS Circular


ASAS application categories (1/3)

• Work done by Action Plan 1 under the auspices of the FAA/EUROCONTROL R&D Committee

• Document ‘Principles of Operation for the Use of ASAS’ ( PO-ASAS) – Version 7.1 – 19 June 2001

• Four categories of ASAS applications are defined:– Category I: Airborne Traffic Situational Awareness– Category II: Airborne Spacing– Category III: Airborne Separation– Category IV: Airborne Self-Separation



• Airborne Traffic Situational Awareness– Enhancement of the current traffic situational awareness

of the flight crew during flight and on the airport surface• Airborne Spacing

– The flight crew is able to maintain a time or distance from designated aircraft

– The controller can use new spacing instructions to expedite and maintain an orderly and safe flow of traffic

– The controller is responsible for providing separation in accordance with the applicable ATC separation minima



• Airborne Separation– The flight crew is able to provide separation from

designated aircraft in accordance with the applicable airborne separation minima

– The controller can delegate separation relative to designated aircraft to the flight crew through a new clearance

– The controller is responsible for providing separation in accordance with the applicable ATC separation minima from other aircraft

• Airborne Self-Separation– The flight crew is able to provide separation from all

known aircraft in accordance with the applicable airborne separation minima


Spacing versus Separation• Airborne spacing applications

– the controller issues a spacing instruction– the flight crew deliver the spacing as instructed– the spacing exceeds the separation minimum– the controller ensures provision of separation

• Airborne separation applications – the controller delegates (part of) his separation

responsibility– the flight crew ensure that the spacing exceeds the

airborne separation minimum – the controller does not monitor this spacing

• In both, the controller is central


Airborne Traffic Situational Awareness applications (1/2)

• Expected benefits:– Safety improvements: See & avoid, TIBA, airport

surface movements – Efficiency: Enhanced Visual approaches, airport

surface movements

• Controller/flight crew tasks: – Enhanced procedures– No change in the current responsibilities– No specific requirements


Airborne Traffic Situational Awareness applications (2/2)

• Aircraft systems: – Low level of criticality– Implementation considerations: Mandatory equipage

of ADS-B, or segregated airspace, or TIS-Broadcast

• ATC systems: – No specific requirements


Airborne Spacing applications (1/2)

• Expected benefits: – Capacity and flexibility: Better regulation of the flow of

traffic

• Controller/flight crew tasks: – New procedures will be necessary– The controller is in charge of providing separation– The flight crews will be asked through a new

instruction to establish and maintain a given time or distance relative to another aircraft

– E.g. on approach “Maintain a spacing of 60 seconds behind a/c XYZ”


Airborne Spacing applications (2/2)

• Aircraft systems:– Automation tools may be needed to assist the flight

crew in performing spacing tasks– Criticality: The performance of the systems will be

high so as to allow safe, efficient and reliable procedures

• ATC systems:– Some applications may require dedicated tools to help

the controller


Airborne Separation applications (1/2)

• Expected benefits: – Capacity and flexibility: transfer of tasks to the flight

crews, potentially reduced separation minima

• Controller/flight crew tasks: – New procedures will be necessary– The flight crew will be asked through a new clearance to

provide separation from designated aircraft– E.g. “Overtake maintaining own separation from a/c XYZ”– The controller is still in charge of providing separation from

other traffic


Airborne Separation applications (2/2)

• Aircraft systems:– Automation tools may be needed to assist the flight

crew in performing separation tasks– Criticality: The performance of the systems will be

very high so as to maintain airborne separation minima

• ATC systems:– Some applications may require dedicated tools to help

the controller.


Airborne Self-separation applications (1/2)

• Expected benefits:– Safety: e.g. in airspace where there is no separation

provision– Flexibility: e.g. in low/medium density en-route airspace– Capacity: e.g. in airspace where procedural separation is

provided or in high density en-route airspace (if airborne separation minima are smaller than ATC separation minima)

• Controller/flight crew tasks:– New procedures and new Rules of the Air will be necessary– The ground ATM component will be given a different role– The flight crews will provide separation from all known

traffic


Airborne Self-separation applications (2/2)

• Aircraft systems:– Criticality: The performance of the systems will be very

high so as to maintain airborne separation minima with all traffic so as to achieve a required TLS

– An airborne traffic management function could be necessary to detect conflicts at long range

• ATC systems:– Depending on the level of traffic, monitoring tools will have

to be developed (density of traffic, complexity indicators)– Back-up procedures might also be necessary, depending on

the performance of the airborne systems.– Transitions between the current controlled airspace and the

airspace where airborne self-separation is implemented, will require specific attention (e.g. rules, procedures, tools)


Rationale for AS applications

• Pragmatism:– No significant change from current Rules of the Air

(i.e. No delegation of separation responsibility)– AS applications, which can implemented more

quickly, were selected

• Simplicity:– Airborne Traffic Situational Awareness (ATSA)

applications– Airborne Spacing (ASPA) applications


AS applications

ASAS Display

ADS-B

Aircraft CDTI


ATSA applications in ‘Package I’

Enhanced traffic situational awareness on the airport surface(ATSA-SURF)

AGC programme, Airport operation programme, NUP II, MA-AFAS

Enhanced traffic situational awareness during flight operations(ATSA-AIRB)

AGC Programme, MA-AFAS and MFF

Enhanced visual acquisition for see & avoid(ATSA-S&A)

AGC programme and NUP I (TT Nice)

Enhanced successive visual approaches(ATSA-SVA)

AGC programme, MA-AFAS and NUP II (TT Frankfurt)


ASPA applications in ‘Package I’

Enhanced sequencing and merging operations(ASPA-S&M)

EEC, MFF, MA-AFAS, NUP II, Glasgow T-MAT

In-trail procedure in oceanic airspace(ASPA-ITP)

NUP II (Reykjavik)

Enhanced crossing and passing operations(ASPA-C&P)

EEC, MA-AFAS, Glasgow T-MAT


ATSA applications in ‘Package I’

Enhanced traffic situational awareness on the airport surfaceEnhanced traffic situational awareness in flight operationsEnhanced visual acquisition for see and avoidEnhanced successive visual approaches


Enhanced traffic situational awareness on the airport surface

• Definition: This application provides the flight crews with an “enhanced traffic situational awareness” on the airport surface for both taxi and runway operations, in all weather conditions. The objectives are to improve safety (e.g. at taxiway crossings, before entering a runway, on pushback) and to reduce taxi time in particular during low visibility conditions or at night


Enhanced traffic situational awareness on the airport surface

• Other considerations:– Traffic will be displayed on a surface map– Consistency with the controller’s picture required– Where other means of surveillance exist (multi-

lateration, surface movement radar), TIS-B can complete the picture


Enhanced traffic situational awareness in flight operations

• Definition: This application provides the flight crews with an “enhanced traffic situational awareness” irrespective of visual conditions. Additional data is provided to flight crews to supplement traffic information provided either by controllers or other flight crews. The objectives are to improve safety of flight and the efficiency of air traffic control. In all airspace, the flight crews will be better able to detect an unsafe situation


Enhanced traffic situational awareness in flight operations

• Other considerations:– All aircraft need to be tracked– Display needs to be uncluttered– Traffic identification procedure must be revised– Consistency with the controller’s picture required


Enhanced visual acquisition for see and avoid

• Definition: This application is an aid for the flight crews to perform their collision avoidance task when separation service in not provided by ATC (e.g. IFR/VFR in class D and E airspace, class G airspace). The objective is safer flight operations

Note: This application is more dedicated to General Aviation or helicopter operations. For larger aircraft, the ‘Enhanced Traffic Situational Awareness in flight operations’ application will provide the same benefits


Enhanced visual acquisition for see and avoid

• Other considerations:– Benefits are proportional to ADS-B equipage– See and avoid is a very poor means of separation - risk

of collision is acceptable because traffic density is low – Separation is provided only when the intruder is seen– ASAS provides knowledge that the other aircraft are

there and it also helps you see them– Using only ASAS for traffic avoidance is a different

application which belongs to the PO-ASAS category IV, and not to ‘Package I’


Enhanced successive visual approaches

• Definition: This application is an aid for the flight crews to perform successive visual approaches when they are responsible for maintaining visual separation from the aircraft they are following. The objectives are to perform successive visual approach procedures on a more regular basis to enhance the runway throughput, and to conduct safer operations especially in high-density areas



• Other considerations:– Benefits are provided if the lead aircraft is ADS-B out

equipped– Attractive for an aircraft operator at its hub airport



Maximum efficiency benefits result from full equipage

Within the sequence:• The ‘lead’ aircraft in any pair

must be ‘ADS-B out’ capable• The ‘trail’ aircraft must be

‘ADS-B in’ capable

ADS-B


ASPA applications in ‘Package I’

Enhanced sequencing and merging operationsIn-trail procedure in oceanic airspaceEnhanced crossing and passing operations


Enhanced sequencing and merging operations

• Definition: The objective is to redistribute tasks related to sequencing (e.g. in-trail following) and merging of traffic between the controllers and the flight crews. The controllers will be provided with a new set of instructions directing, for example, the flight crews to establish and to maintain a given time or distance from a designated aircraft. The flight crews will perform these new tasks using a suitable human-machine interface. The main expected benefit is increased controller availability, but increased capacity through better adherence to ATC separation minima is also expected especially in high-density areas


Enhanced sequencing and merging operations

• Other considerations:– The application is aimed at cruise and descent

in core Europe– New instructions:

• to merge behind a preceding aircraft• to maintain a given spacing behind a preceding

aircraft– The application requires only the aircraft

involved to be equipped


ABITA

ALESO

ALOGA

ALURA

AMB

AMOGA

AMORO

ANARU

AOSTA

ARDEN

ARPUS

ARSIL

ATN

AVLON

AX

BAGOL

BALSI

BAMES

BANKO

BARAK

BASUD

BAXIR

BEGAR

BEGEL

BELUS

BENIP

BERAP

BIBOT

BLM

BODON

BOLLYBONET

BRY

BSN

BT

BUBLI

BUDON

BULOL

BUSIL

CACHI

CDN

CERVI

CHABY

CHW

CIV

CLM

CMB

CMF

COLLO

CTL

DANBO

DELOX

DIDOR

DIJ

DIMAL

DOPINDORDI

DPE

EPL

EPR

ETAMP

ETREK

FIJAC

GALBI

GELTA

GEMRA

GERBI

GIMER

GIPNO

GIRKU

GORTU

GTQ

GUEREGVA

HOC

HR

IXILU

KASON

KATIL

KELUK

KENAP

KOPOR

KORVI

KOTUN

LAGIL

LASAT

LASON

LAULY

LESPI

LGL

LIRKO

LISMO

LOGNI

LORTA

LSA

LUL

LUPEN

LUREN

LUSAR

LUVAL

MADOT

MANAG

MAROL

MEDOX

MEL

MELEE

MELKO

MENOX

MILPA

MOLUS

MOPIL

MOROK

MOTAL

MOU

MTD

MURRO

NEBUL

NEV

NIPOR

NITAR

NITEN

NURMO

OBORN

OKRIX

OL

ONZON

OPALE

ORVEN

OSKIN

PAS

PENDU

PGS

PILON

POGOL

PON

PTV

PUNSA

RANUX

RAPOR

RBT

REKLA

REM

RESPO

RIGNI

RLP

ROAROLAV

ROMIL

ROMTA

ROTSI

ROUSY

ROVIN

RUSIT

SAUNI

SOMTU

SONAT

SOSAL

SOTOR

SPR

STR

SUIPE

SUSIN

TALUN

TARIM

TDP

TELBO

TINIL

TIRSO

TOLPA

TORPA

TRO

TSU

TUNOR

TUROM

USIMI

UTELA

VADEM

VADOM

VAMDA

VANAS

VATRI

VEDUS

VELER

VERDI

VERIX

VERMA

VEULE

VIRIE

XERAM

FAG26

FAO26

PO703 PO705PO706

LFPG

LFPO

INIRFW

INIOFW

AR2

AO1 FE

AO2

AR1 FE

LFPO

LFPGOverall:• Four measured sectors• Dense and “generic” airspace (Paris South-East arrivals)• All traffic equipped• Use of delegation at controller’s discretionIndependent variables:• Level of traffic (high, very high)• Sector configuration (converging point)• Use of delegation (with, without)


ATN

DIJ

MEL

OKR IX

SU SIN

20

40

60

80

100

120

140

160

180

20

40

60

80

100

120

140

160

180

EACAC111201A15-60

ATN

DIJ

MEL

OKR IX

SUS IN

20

40

60

80

100

120

140

160

180

20

40

60

80

100

120

140

160

180

EACAC101201B15-60

Very HighWithout

Very HighWith

Spatial mapping of instructions (Heading, direct and speed only)


In-trail procedure in oceanic airspace

• Definition: The In-Trail Procedure in non-radar oceanic airspace is a procedure allowing in-trail ADS-B equipped aircraft, which may not be longitudinally separated from each other, to climb or descend through each other’s flight levels. The objective is to improve the utilisation of the NAT oceanic airspace by facilitating a higher rate of flight level changes than is currently provided, yielding better flight efficiency (e.g. fuel savings, avoiding turbulent flight levels)



• Other considerations:– The controller keeps separation responsibility– Surveillance relies on ADS-C– Communication is through CPDLC – This application is similar to the TCAS in-trail

climb procedure



Track Alpha - FL 320

Procedural SeparationNOT Satisfied Procedural Separation NOT Satisfied

Aircraft CAircraft B

. Track Alpha - FL 310

Aircraft A

ITP

CLI

MB O

F AI

RC

RA

FT

Track Alpha - FL 330

Aircraft EAircraft D

Procedural Separation Satisfied Procedural Separation Satisfied


Enhanced crossing and passing operations

• Definition: The objective is to provide the controller with a new set of instructions to solve conflicts directing, for example, the flight crews to cross or pass a designated traffic while maintaining a given spacing value. The flight crews will perform these new tasks using a suitable human-machine interface. The main expected benefit is increased controller availability through the reorganisation and the streamlining of tasks


Enhanced crossing and passing operations

• Other considerations:– The application is aimed for En-route and

TMA– New instructions:

• to report when clear of traffic• to resume previous clearance• to pass behind, or to overtake above, below or

behind– The application requires only the aircraft

involved to be equipped


Airborne Surveillance (AS) applications

End



Automatic Dependant Surveillance – Broadcast (ADS-B)Traffic Information Service – Broadcast (TIS-B)ADS-B and TIS-B architecturesASAS avionics considerations


ADS-B definitionA function on an aircraft or surface vehicle that broadcasts position, altitude, vector and other information for use by other aircraft, vehicles and by ground facilities.

Draft ICAO ASAS Circular

• The broadcast is independent of any external stimuli• ADS-B relies on on-board navigation and other data

sources (e.g. FMS) to provide the data to be broadcast.

• The originating aircraft does not know who receives and uses its broadcast.


ADS-B is an enabler• ADS-B is a key enabler for AS applications

– Designed to provide airborne surveillance, independent of ground infrastructure

– The data is potentially very accurate– The update rate is potentially high (c.f. to ADS-C)

• GS applications require only ‘ADS-B out’• In some AS applications, only the participating

aircraft need to be equipped:– Notably, pair-wise applications involving only two aircraft– A trailing aircraft could follow a lead aircraft that can only

transmit ADS-B


ADS-B functional description

On-board systems and data sources e.g.

FMS, GPS, pilot interface

Airborne data processing, CDTI and ASAS Applications server

ACAS

Aircraft N

ADS-B out

ADS-B in




ACAS

Aircraft A

ADS-B out

ADS-B in

Navigation information - any

source including GPS

Ground vehicle

ADS-B out

Ground systemsGround ADS-B

receiver ATC surveillance

Controller Working Position


TIS-B definitionA service provided by ground stations, broadcasting information relating to aircraft based on surveillance carried out by ground systems, using ADS-B signals, formats and protocols, compatible with ADS-B receiving equipment.

Draft ICAO ASAS Circular

• Depends on a ground surveillance infrastructure – e.g. SSR, PSR, ADS-B, multi-lateration, ASDE– Ground provides the surveillance information – TIS-B limited to areas where infrastructure exists


TIS-B supporting the transition

• There is a clear role for a TIS-B system during the transition period towards full ADS-B equipage : ADS-B gap filler– TIS-B enables aircraft within a defined traffic

information volume to form a full traffic picture

– Enable early benefits of ASAS operations for equipped aircraft


Other TIS-B roles• Continued need for gap filler

– due to equipment failure– impossible to achieve 100% equipage

• Multiple link ADS-B ‘rebroadcast’

• Surface movement surveillance information broadcast (allowing different methods of achieving airport surface surveillance for ground vehicles)

• ADS-B data validation role

• Primary source for some ASAS applications?


TIS-B traffic information and service volumes

ControlledAirspaceTIS-B Service Volume

TIS-BGround Station

Airport

A

B

C

D

TIS-B Traffic Information Volume


ADS-B/TIS-B functional description




ACAS

Aircraft B




ACAS

Aircraft A

ADS-B out

ADS-B in

Navigation information - any

source including GPS

Ground vehicle

ADS-B out

Ground systems

Ground ADS-B

receiver

ATC surveillanceController Working Position

Ground TIS-B

transmitter


Possible ADS-B / TIS-B implementation

ADS-B Equipped Aircraft

Ground data-link

ADS-B out

Non ADS-B Equipped aircraft

SSR Reply

PSR SSR

TIS-B ADS-BATC Centre


The system (Draft ICAO ASAS Circular)

CDTI & Alerting

ATC &other

aircraft

ASSAP :

Flight Data/Management

System

Surveillance Data Tx/Rx

(ADS-B, TIS-B)

Comms.

ASASControlPanel

ACASSurveillance data processingSeparation support processingInterfacing

ASAS


Avionics considerations

• ADS-B & TIS-B should use the same avionics.

• Some form of on board processing will be required:– ‘Airborne surveillance’ based on ADS-B & TIS-B– And to support ASAS applications

• A Cockpit Display of Traffic Information (CDTI) will clearly be required for any AS applications based on ADS-B or TIS-B



End



Future packagesOther considerations


‘Package II’

• Enhanced GS/AS applications from ‘Package I’– E.g. ‘Package I’ applications that prove too complex

• Airborne Separation applications (i.e. PO-ASAS category III applications)

• Airborne Self-separation applications (i.e. PO-ASAS category IV applications) in low-density airspace

• Applications already studied in the EC projects• Applications providing greater benefits to be gained

- and proved!


‘Package III’

• Enhanced GS/AS applications from ‘Package II’

• Airborne Self-separation applications (i.e. PO-ASAS category IV applications) in medium/high-density airspace


Other Considerations

• Development and implementation of ‘Package I’ is the first step.

• ‘Package I’ will lay the ground work for further development and applications

• Further progress requires difficult issues to be resolved:– transfer of separation responsibility – new separation standards and spacing standards– more demanding system performance requirements



End


Next steps

Joint Co-ordination Board (JCB)IATA/AEA Joint User Requirements Group (JURG)European ADS-B Master PlanConcluding remarks


Joint Co-ordination Board (JCB)• Created in May 2002 to co-ordinate research,

development and validation work performed by the European Commission ADS-B projects and to expedite implementation

• Chaired by DG TREN (EC) and involves EUROCONTROL, project coordinators and organisations participating in the development of ADS-B related applications

• Supported by IATA and AEA (Association of European Airlines)


JCB Recommendation

• ‘Package I’ shall be used:– For the development of an European ADS-B Master

Plan;– For the harmonisation of the operational applications

considering global applicability;– For the validation of the operational applications, their

impact on safety and their cost/benefit analysis; and– For the elaboration of technical standards required for

the implementation of these operational applications• Signed by EC and EUROCONTROL on 28

October 2002


IATA/AEA Joint User Requirements Group (JURG)

• Strategic Statement on ADS-B (16 April 2002 ):‘Automatic Dependent Surveillance-Broadcast (ADS-B) is recognized by the airspace users operating in Europe as a prime enabler of Air Traffic Management (ATM) applications bringing substantial safety and capacity benefits. As such, its cost-effective early introduction, consistent with the longer-term aim of introducing new ATM concepts, shall be a priority for air navigation service providers and airspace users operating in Europe.’


European ADS-B Master Plan• A proposal for a Master Plan and Working

Arrangements for ‘Package I’ is currently being developed within the framework of Activity 5 of CARE/ASAS

• This document identifies:– The List of required Deliverables (“WHAT”)– The Drafting/Reviewing/Approving Fora (“WHO”)– The Process and interdependencies (“HOW”)– The Master Plan (“WHEN”)

• This proposal is planned to be delivered in May 2003


“High-Level” Master Plan

EATMP OI Roadmap Period 1 Period 2 Period 3 Period 4

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013+

DevelopmentValidation

ImplementationPlanning

Implementation

ValidationImplementation

PlanningImplementation

Early LocalImplementations

FeasibilityDevelopment

Package 1

Package 2

SubsequentPackages

Draft Std’sPre-Valid.

Final Std’sPost-Validation

LinkRecommendation


Concluding remarks (1/2)

• Change of Paradigm: The idea of transferring separation responsibility to the aircraft is controversial

• GS applications require no change in paradigm

• AS applications are more novel but ‘Package I’ deliberately avoids this issue

• ADS-B & ASAS should be seen as evolutionary opportunities, not radical change, and controllers are still essential


Concluding remarks (2/2)

• ‘Package I’ is a pragmatic approach leading to early implementation

• The approach is flexible for States, ATS providers and airspace users

• Most of the energies should be directed for Package I

• R&D work for future packages is also essential


Next steps

End

Documents

First Package of Operational Applications Enabled by ADS-B