care/asas eurocontrol/03-048 – version 1.2 – february 13, 2003 1 first package of operational...
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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
CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003 2
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)
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Table of Contents
Genesis of ‘Package I’
Ground Surveillance applications
Airborne Surveillance applications
Enabling technologies
Beyond ‘Package I’
Next steps
End
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Genesis of ‘Package I’
Background
Objectives
Step-by-step approach
Rationale
Deliverable
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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
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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
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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
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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
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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
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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
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Genesis of ‘Package I’
End
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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
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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
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GS applications
ADS-B Receiver ground-station
ATC Centre or tower
SSR
ADS-B out
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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
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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
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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
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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
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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
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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)
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Ground Surveillance (GS) applications
End
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Airborne Surveillance (AS) applications
ASAS and ASAS applications
AS applications in ‘Package I’ ATSA applications
ASPA applications
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ASAS and ASAS applications
Principles and definitions
ASAS application categories Airborne Traffic Situational Awareness
Airborne Spacing
Airborne Separation
Airborne Self-separation
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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
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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
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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
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ASAS application categories (2/3)
• 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
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ASAS application categories (3/3)
• 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
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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
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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
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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
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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”
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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
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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
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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.
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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
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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)
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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
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AS applications
ASAS Display
ADS-B
Aircraft CDTI
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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)
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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
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ATSA applications in ‘Package I’
Enhanced traffic situational awareness on the airport surface
Enhanced traffic situational awareness in flight operations
Enhanced visual acquisition for see and avoid
Enhanced successive visual approaches
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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
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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
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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
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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
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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
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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’
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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
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Enhanced successive visual approaches
• Other considerations:– Benefits are provided if the lead aircraft is ADS-B out
equipped
– Attractive for an aircraft operator at its hub airport
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Enhanced successive visual approaches
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
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ASPA applications in ‘Package I’
Enhanced sequencing and merging operations
In-trail procedure in oceanic airspace
Enhanced crossing and passing operations
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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
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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
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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
DOPIN
DORDI
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 PO705
PO706
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 discretion
Independent variables:• Level of traffic (high, very high)• Sector configuration (converging point)• Use of delegation (with, without)
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ATN
DIJ
MEL
OKRIX
SUSIN
20
40
60
80
100
120
140
160
180
20
40
60
80
100
120
140
160
180
EACAC111201A15-60
ATN
DIJ
MEL
OKRIX
SUSIN
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)
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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)
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In-trail procedure in oceanic airspace
• 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
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In-trail procedure in oceanic airspace
Track Alpha - FL 320
Procedural SeparationNOT Satisfied Procedural Separation NOT Satisfied
Aircraft CAircraft B
. Track Alpha - FL 310
Aircraft A
ITP
CL
IMB O
F A
IRC
RA
FT
Track Alpha - FL 330
Aircraft EAircraft D
Procedural Separation Satisfied Procedural Separation Satisfied
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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
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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
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Airborne Surveillance (AS) applications
End
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Enabling technologies
Automatic Dependant Surveillance – Broadcast (ADS-B)
Traffic Information Service – Broadcast (TIS-B)
ADS-B and TIS-B architectures
ASAS avionics considerations
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ADS-B definition
A 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.
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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
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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
On-board systems and data sources e.g.
FMS, GPS, pilot interface
Airborne data processing, CDTI
and ASAS Applications server
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 surveillance
Controller Working
Position
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TIS-B definition
A 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
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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
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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?
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TIS-B traffic information and service volumes
ControlledAirspaceTIS-B Service Volume
TIS-BGround Station
Airport
A
B
C
D
TIS-B Traffic Information Volume
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ADS-B/TIS-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 B
On-board systems and data sources e.g.
FMS, GPS, pilot interface
Airborne data processing, CDTI
and ASAS Applications server
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
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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
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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
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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
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Enabling technologies
End
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Beyond ‘Package I’
Future packages
Other considerations
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‘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!
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‘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
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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
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Beyond ‘Package I’
End
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Next steps
Joint Co-ordination Board (JCB)
IATA/AEA Joint User Requirements Group (JURG)
European ADS-B Master Plan
Concluding remarks
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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)
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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
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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.’
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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
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“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
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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
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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
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Next steps
End