Operational applications enabled by ADS-B

Francis CasauxCARE/ASAS manager

Presentation overview

• Genesis of ‘Package I’

• Ground Surveillance (GS) applications

• Airborne Surveillance (AS) applications

• Future packages

• Related European projects and programmes

• Concluding remarks

Background for ‘Package I’

• 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

GS application rationale

• 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-station

ATC 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

AS application rationale

• 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

‘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

EC on-going projects

• NUP II: North European ADS-B Network Update Programme

• MFF: Mediterranean Free Flight• MA-AFAS: More Autonomous Aircraft in

Future ATM System• EVP: European Validation Platform• Gate-to-Gate

Other European Activities

• EUROCONTROL – AGC & ADS programmes– Concept of operation– Service descriptions

• EUROCONTROL Experimental Centre– Co Space project

• CARE/ASAS • NLR• CENA• Glasgow University, Delft University, ….

GS application mapping EC projects EUROCONTROL

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ADS-B-ACC

ADS-B-TMA

ADS-B-NRA

ADS-B-APT

ADS-B-ADD

AS application mapping EC projects EUROCONTROL

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ASA ATSA-SURF ATSA-AIRB ATSA-S&A ATSA-SVA ASPA-S&M ASPA-ITP

ASPA-C&P Other

Pack II / Separation Pack III / Self-sep.

EC future projects

• C-ATM: Co-operative Air Traffic Management – Phase 1

• SEAP: Large Scale South European ADS pre-implementation Programme

• AAA: Advanced Airborne System Applications

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