Operational applications enabled by ADS-B
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Transcript of Operational applications enabled by ADS-B
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
NU
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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
NU
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AS
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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