Operational applications enabled by ADS-B

Francis Casaux CARE/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

ADS-B out

GS applications

SSR

ATC Centre or tower ADS-B Receiver ground-station

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) Aircraft derived data for ATC tools (ADS-B-ADD) Airport operations programme, Mode S programme, ADS programme, NUP II 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

ADS-B

ASAS Display Aircraft CDTI

ATSA applications in ‘Package I’

Enhanced traffic situational AGC programme, Airport operation programme, NUP II, MA-AFAS awareness on the airport surface (ATSA-SURF) 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 GSA ADS-B-ACC ADS-B-TMA ADS-B-NRA ADS-B-APT ADS-B-ADD

                 

AS application mapping

EC projects EUROCONTROL 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