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ASAS what does it mean operationally?

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1 ASAS what does it mean operationally?
ASAS THEMATIC NETWORK SECOND WORKSHOP MALMÖ, 6-8 OCTOBER 2003 AIRBUS France Simona CANU-CHIESA Cockpit HMI Designer ASAS what does it mean operationally? ON THE WAY TO ASAS… …AIRBORNE TRAFFIC SITUATION AWARENESS, THE FIRST STEP

2 ASAS WHAT DOES IT MEAN OPERATIONALLY. On the way to ASAS
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Airborne Separation Assistance System concept is based on delegation of manoeuvre to the crew. On the way to ‘full’ separation delegation, several steps shall be considered. Airborne Traffic Situation Awareness have to be considered as the first step. Nowadays, separation delegation already exists: visual separation procedures is the most common one.

3 ASAS WHAT DOES IT MEAN OPERATIONALLY. On the way to ASAS
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Traffic situation understanding is a first necessity for crew before accepting any responsibility concerning surrounding traffic. Providing information on surrounding traffic may help crew to have a better understanding of situation. Safety Safety is likely to be improved thanks to Air Traffic Situation Awareness. The main reasons are: Equipped Traffic detection Being aware of existence and position of ADS-B equipped traffic, Crew is able to identify them in a faster way. Non equipped Traffic detection Having identified equipped traffic in an easier way, Crew has more time to detect visually non-equipped traffic. Readiness for avoidance actions Having more information on trajectory of conflicting aircraft, Crew is able to better anticipate future avoidance actions. Awareness of operations on runway Being aware of current operations on a runway (take-off, landings…), Crew will be alerted on the hazards due to the runway. Runway incursions are likely to decrease. Loss of voice communications In case of communication failure, Crew is able to get a global picture of surrounding traffic, without ATC support. Operations Efficiency Operations efficiency is likely to be increased because of Air Traffic Situation Awareness. The main reasons are: Anticipation of trajectories Crew will be able to better anticipate traffic trajectories, and consequently to have smoother action on own trajectory. Passenger comfort will be increased. Smoother taxing In the same way, better knowledge of surrounding aircraft speed on ground, and activities on runway, will help Crew to ‘drive’ the aircraft in a smoother way. Passenger comfort will then be improved. Better flight management Knowing trajectories of other aircraft will help Crew to better manage own flight. This will especially true on long haul flight, when such decision will have greater impact. Less fuel consumption Managing flight in a more optimal way will lead to fuel consumption reduction.

4 Airborne Traffic Situation Awareness is an operational need.
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Through Traffic Collision Avoidance System display crew actually have some information on surrounding traffic. Even if TCAS is not designed for that purpose, crew derives this information to build a mental picture of surrounding traffic. Workload Using devices linked to ATSAW, Crew workload is likely to be diminished: Traffic trajectory understanding Presentation of traffic trajectories to Crew will decrease pilots workload. They will no longer have to draw mental picture of surrounding traffic to understand current situation and deduce future actions. Traffic confusion Identification a given aircraft in an area where at least two aircraft are flying may be confusing. Knowing parameters (heading, aircraft type, etc…) on traffics may help to distinguish them and identify properly the right one Visual separation improvement In case of visual separation operation, having parameters on ‘target’ will ease visual operations. Crew will use ‘real parameters information’ and not visual cues. ACAS advisories decrease Knowing other aircraft trajectories will help crew to adapt trajectories to avoid ACAS alerts. For instance, level changes may be performed with a limited vertical speed if a converging aircraft is ahead of ownship. Runway throughput Visual Separation occurrence Being conducted in a safer and less requiring way, visual separation operations are likely to occur more often. This is likely to increase runway throughput. Improved separation management Having some parameters on preceding aircraft, the flight crew will be able to perform visual separation operations in a more accurate way. Runway throughput will be thus increased thanks to separation accuracy improvement. Airborne Traffic Situation Awareness is an operational need.

5 ASAS WHAT DOES IT MEAN OPERATIONALLY. On the way to ASAS
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step OSED Operational Service and Environment Definition OSA Operational Safety Assessment OPA Operational Performance Assessment IA Interoperability Assessment OHA (Operational Hazard Assesment) ê ê ASOR (Allocation of Performance Objectives & Requirements) ASOR (Allocation of Safety Objectives & Requirements) Methodology: EUROCAE WG53 and RTCA SC189 have worked jointly to develop ED-78A/DO-264 which provides means to establish the operational safety, performance, and interoperability requirements for applications supported by data communications, to assess their validity, and to qualify the related CNS/ATM system. OSED: This document provides an Operational Services and Environment Definition (OSED) document, which should help in capturing the operational needs, environment characteristics and applications description. OSA=OHA + ASOR: an operational safety assessment (OSA) will be developed for each application and it will be conducted to demonstrate that ATM applications supported by ADS-B are safe and meet ATM requirements. The objective of an Operational Hazard Assessment (OHA) as defined in [ED-78A] is to qualitatively evaluate (to identify and to analyse) potential operational hazards for each ADS-B application. An OHA shall identify potential failures and/or anomalies of actions, at domain level, that could affect ADS-B applications in their applicable operational environments. Impact of these undesired events is assessed at the aircraft, air traffic services and air operations level. In parallel, aircraft and ground system capabilities, aircrew and air traffic controller procedures, which would mitigate the adverse effects of these failures and anomalies, are considered. These mitigating factors are defined as safety requirements and shall be presented in the OSED. Classification of each hazard is realised according to a safety scale depending on safety effects this hazard could cause on operations (incidents; accidents) and upon the presence or absence of mitigating factors. Additionally, the OHA development may present some recommendations allowing a decrease in the severity level of the foreseen operational hazard. The objective of an Allocation of Safety Objective and Requirements (ASOR) is defined in [ED-78A]. “Based on the OHA results, the ASOR allocates safety objectives to organisations (any under consideration, encompass both ground and airborne components of the CNS/ATM system and address the three type of ATM elements: human, procedures and system)) domains, develops and validates risk mitigation strategies that are shared by multiple organisations, and allocates safety requirements to those organisations. OPA: The main objective of the OPA is to provide performance requirements that should be met by each domain (ground, communication and air) of an application so that it can be operationally implemented. The definition and setting of those requirements are linked to high level performance criteria which are specific to each application. SPR Safety & Performance Requirements Interop Interoperability Requirements

6 Bench & Flight SimulatorTests Flight Trials on test A/C
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step OPERATIONAL REQUIREMENTS DEFINITION ATSAW Operational Service Environment Document ATSAW Operational Hazard Analysis ATSAW Operational Performance Assessment 2003/04 SPECIFICATIONS O3P MOCK-UP MOCK-UP EVALS NUP2 2005 Equipment Development Lab Equipment Integration Bench & Flight SimulatorTests Airbus Suppliers Equipment Development Test A/C Integration Flight Trials on test A/C FP6 Projects Flight Trials on Airlines Test A/C Equipment Update Certification Service Bulletin FP6 Projects

7 Visual Separation Procedures aided by ATSAW
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Several situations - called also applications - have been identified, depending on environment, phase of flight, airspace class, air traffic services, meteorological conditions, which may be gathered into three main categories: Visual Separation Procedures aided by ATSAW Enhanced Visual Acquisition for See and Avoid, Enhanced Successive Visual Approaches, Enhanced Visual Acquisition for Successive Take-Off, Runway Occupancy Awareness, Surface Traffic Awareness Anticipation of Operations &Trajectories Flight Operations Improvement Blind Broadcast Operations Enhanced-Traffic Information Broadcast by Aircraft The EVA-SA application can be performed in all phases of flight. This application is related to services provided by ATC. Services provided to IFR and VFR flights are different and depend on airspace class (see ). It must be noticed that commercial aircraft may evolve in airspace where ATC provides no separation with VFR flights. The EVA-SA application is designed to help flight crews to detect and identify traffic, from which they are not separated by ATC. Therefore, it could be applied: In addition to information that ATC has to give: In class C airspace to VFR aircraft regarding VFR traffic, In class D airspace to IFR aircraft regarding VFR (except VFR Special) traffic and In class D airspace to VFR aircraft regarding all traffic. Without mandatory ATC information, when visual scan may (depending on local practice) currently be the only means: In class E airspace to IFR aircraft regarding VFR (except VFR Special) traffic, In class E airspace to VFR aircraft regarding all traffic, In class F airspace to all aircraft and In class G airspace to all aircraft VFR flights are not considered, as it is unlikely to be relevant for Airbus aircraft. Actually, most airlines' policies prohibit commercial VFR flights. Depending on airspace class the aircraft is flying within, and subsequent role of ATS, flight crews may behave differently. Two cases are taken into account: Airspace for which traffic information on VFR aircraft is given, or may be given: Class D, E, Airspace for which traffic information on VFR aircraft is not given: Class F, G. ATS existence may modify the behaviour and the need for information of the flight crew. The two different sub- applications are named: DE and FG. However, this application can also provide information in controlled airspace where air traffic control service is applicable. It could be useful in case of ATC radar failure, or aircraft radio failure.

8 Enhanced Visual Acquisition for See and Avoid
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Visual Acquisition for See and Avoid The ‘See and Avoid’ application helps the Crew: to detect and visually acquire threatening traffic to prepare avoidance actions, if required, in due time. AZA557 +30  AFR257 +31  AFR6512 +11 This enhanced ‘See and Avoid’ procedure is expected to be particularly useful outside controlled airspace, or even within controlled airspace (D to G airspaces), when radar failures occur. Quicker ADS-B aircraft detection Using the CDTI, flight crews will be able to perform more quickly the out of the window visual acquisition of traffic displayed by the CDTI. They will be able to chase efficiently traffic knowing, relative position, attitude, size or type [TBC]. More time for non ADS-B aircraft detection Detecting visually more rapidly traffic displayed by the CDTI, flight crews will have more time for external visual research of non-displayed traffic. Quicker comprehension of aircraft trajectories Knowledge of traffic parameters linked with visual cues will enable a better comprehension of the situation, a quicker decision and an easier monitoring of the situation evolution. Even if some time is spent looking at the CDTI, a quicker comprehension of aircraft attitude and trajectory is likely to free time for detection of non‑displayed traffic and analysis of their trajectories. Better knowledge of threat disappearance As part of flight crew's workload decrease, an additional advantage of the application is the possibility for flight crews to report that they are clear of conflicting traffic, in a faster and safer way. The path of the conflicting flight can be directly followed on the CDTI, facilitating visual contact at the time of crossing and allowing a faster “clearing”. Traffic confusion decrease In case of multiple conflicting flights, the availability of call signs on the CDTI reduces the risks of confusion, thus increasing the separation safety. Collision risk decrease Knowledge of existence of surrounding traffic will increase safety by reducing collision probability, when separation assurance is not provided by ATS. Readiness of potential avoidance actions Knowledge of situation before conflict will increase readiness for avoidance actions, which will improve flight efficiency and passenger comfort. Anticipation of trajectories Through the knowledge of traffic parameters, flight crews will be able to better anticipate the evolution of trajectories. This leads to smoother manoeuvres and consequently improved flight efficiency and passenger comfort.

9 Enhanced Visual Acquisition for See and Avoid
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Visual Acquisition for See and Avoid The ‘See and Avoid’ application helps the Crew: to detect and visually acquire threatening traffic to prepare avoidance actions, if required, in due time. AZA557 +15  AFR6512 A320 M AFR257 +31  Push and Turn

10 Enhanced Visual Acquisition for See and Avoid
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Visual Acquisition for See and Avoid The ‘See and Avoid’ application helps the Crew: to detect and visually acquire threatening traffic to prepare avoidance actions, if required, in due time. AZA557 A321 M AFR6512 +11 AFR257 +31  Turn

11 Enhanced Visual Acquisition for See and Avoid
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Visual Acquisition for See and Avoid The ‘See and Avoid’ application helps the Crew: to detect and visually acquire threatening traffic to prepare avoidance actions, if required, in due time. AZA557 +15  AFR6512 +11 AFR257 A320 M Turn

12 Enhanced Visual Acquisition for See and Avoid
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Visual Acquisition for See and Avoid The ‘See and Avoid’ application helps the Crew: to detect and visually acquire threatening traffic to prepare avoidance actions, if required, in due time. AZA557 +15  AFR6512 A320 M AFR257 +31  Push

13 Enhanced Visual Acquisition for See and Avoid
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Visual Acquisition for See and Avoid The ‘See and Avoid’ application helps the Crew: to detect and visually acquire threatening traffic to prepare avoidance actions, if required, in due time. AZA557 +15  AFR6512 A320 M AFR257 +31 

14 Enhanced Successive Visual Approaches
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Successive Visual Approaches The objective is to conduct cleared successive approaches with visual separation on a regular basis, safely and accurately. AZA557 +30   AFR6512 A320 M Visual separation assumed by Crew enable better separation distribution and lower separation than radar spacing, enhancing thus runway throughput. Aided visual separation will increase accuracy of separation. Reduced and more precise longitudinal separation during approaches can be applied, in the vicinity of aerodromes, when flight Crew sees, and accepts responsibility for maintaining separation with a preceding aircraft. These visual separation approaches have been shown to increase the runway capacity at some major airports, compared to the capacity obtained when applying standard radar separation. When delegated separation is in force, standard ATC based separation minima are not applicable anymore. Crew is responsible for collision and wake turbulence avoidance. Besides go around occurrence due to too low separation must be avoided. An increase of runway throughput compared to current visual operation, through better knowledge of A/C position and flight parameters (e.g. speed, distance, etc..). Through delegated airborne separation ATCOs don’t have to provide anymore Crew with repetitive speed instructions thus entailing a decrease of controller workload. Moreover, ATC is not responsible for monitoring separation. Compared to current situation, the use of accurate traffic information would decrease Crew workload. Crew will be given traffic flight parameters (speed, altitude, closure rate… [TBC]) instead of only deducing traffic behaviour from visual cues. Safety, through positive identification of traffic and knowledge of parameters would be increased. A better evaluation of traffic speed and relative distance will decrease go around occurrences due to inadequate separation value. Compatibility with current procedure.

15 Enhanced Visual Acquisition for Successive Take-Off
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Visual Acquisition for Successive Take-Off This application aims at increasing frequency and safety of visual separation clearance for take-off . The goal is to: AAL1255 B767 H 5 7,5 Improve opportunity of visual separation by offering cues to locate preceding departing aircraft, Enhance safety of such operations by providing information and identification on preceding departing aircraft.  AFR6512 A320 M

16 RUNWAY OCCUPANCY AWARENESS
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step RUNWAY OCCUPANCY AWARENESS The application aims at preventing runway incursions, by providing information to the Crew of potential hazardous situations due to runway occupancy. In order to support runway operations tasks, CDTI shall display runways and the concerned traffic. It helps crew to visually acquire threatening traffic prior to possible avoidance maneuvers.

17 SURFACE TRAFFIC AWARENESS
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step SURFACE TRAFFIC AWARENESS This application provides the flight Crew with an enhanced traffic situational awareness on the airport surface for both taxi and runway operations. The objectives are to improve safety (e.g. at taxiway crossings, or before entering a runway) and to reduce taxi time in particular during low visibility conditions or during night.

18 ASAS WHAT DOES IT MEAN OPERATIONALLY. On the way to ASAS
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Anticipation of Operations & Trajectories by Flight Operations Improvement AAL1255 B767 H 80 120 BAW515 B777 H +10  + 09  This application aims at improving aircraft operations and efficiency through: An improved trajectory anticipation and an enhanced flight efficiency, thanks to a better knowledge of possible evolutions of the traffic situation, Consequently, a better management of crew workload.

19 Enhanced Traffic Information Broadcast by Aircraft
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Enhanced Traffic Information Broadcast by Aircraft This application aims at helping the Crews to monitor traffic relevant to the Blind Broadcast procedure by providing a large range picture of surrounding ADS-B equipped traffic.

20 Airborne Traffic Situational Awareness Evaluations: Early Results
AZA557 +15  AFR6512 +11 AFR257 A320 M Pilots interviewed: <<We are going in the good direction>>. Safety increased thanks to improved onboard surveillance. See & Avoid improved thanks to the contextual information. Visual acquisition improved on final approach. Flight efficiency and performance optimized thanks to a better anticipation of flight operations. Passengers comfort increase thanks to smooth flight performance

21 Operational Hazard Analysis
ATSAW Operational Hazard Analysis 1. Operational Hazard List    Enhanced See and Avoid : OH_S&A Loss of Enhanced See and Avoid. OH_S&A2 Untimely avoidance manoeuvre due to CDTI. OH_S&A Inadvertent Enhanced See and Avoid initiation. OH_S&A Possible continuation of Enhanced See and Avoid.   Enhanced Successive Visual Approach on same runway : OHESVA ESVA application initiation failed. OHESVA Loss of ESVA application. OHESVA Infringement of separation by the trailer due to CDTI. OHESVA Continue to fly according to the clearance.

22 Operational Hazard Analysis
Enhanced Successive Visual Approach on same runway ATSAW Operational Hazard Analysis 1.1. Enhanced See and Avoid

23 Operational Hazard Analysis
ATSAW Operational Hazard Analysis Exemple of of Operational Failure Scenario in Enhanced See and Avoid application OH_S&A2. Untimely avoidance manoeuvre due to CDTI. Display frozen or delayed. A conflicting a/c is present. The display of CDTI is frozen or delayed. The flight crew can not detect the conflicting a/c and will be misled to assess the traffic situation aided by CDTI. The ATC may also identify a conflicting situation and/or give traffic information. The flight crew will continue his flight plan. The flight crew may apply Rules of Air with delay after detection of the conflicting a/c by visual cross-acquisition, external traffic detection or TCAS alert. 1. The flight crew will continue his flight plan. 2. The ATC Controller may give Traffic information. 3. Possible infringe of separation. TCAS is operative and provides traffic advisories as necessary. Severity : 3 Significant reduction in safety margins. Significant increase in crew workload. Severity 4 with recommendations: Slight reduction in safety margins or aircraft functional capabilities.

24 Operational Hazard Analysis
ATSAW Operational Hazard Analysis RTCA/EUROCAE matrix

25 Operational Hazard Analysis
ATSAW Operational Hazard Analysis 1.2. Enhanced Successive Visual Approach on same runway

26 Operational Hazard Analysis
ATSAW Operational Hazard Analysis Example of Operational Failure Scenario in ESVA application OHESVA Infringement of separation by the trailer due to CDTI. Misleading ADS-B data reception. The CDTI does not display the correct horizontal relative position of the target aircraft (misleading data reception, display). The flight crew is misled and may believe that the target is too far. The flight crew cross check between visual cues and misleading CDTI information, but it’s difficult to evaluate the relative distance. The flight crew may infringe separation minimum, to reduce target relative range. Visual minimum separation is ensured with target. 1. The flight crew will continue to fly according to the clearance. 1. The flight crew maintains visual contact with target. 2. No effect. 3. Possible loss of separation. TCAS is operative and provides traffic advisories as necessary. Severity : 3 Significant reduction in safety margins. Significant increase in crew workload. Severity 4 with recommendations: Slight reduction in safety margins or aircraft functional capabilities.

27 Example of OPA - Enhanced Visual Acquisition for See and Avoid FG (EVA - SA)
The EVA-SA application assists flight crews to perform see and avoid tasks. It is particularly designed for Class D to G airspace. It aims support them to visually acquire threatening traffic prior to possible avoidance manoeuvres. Application aims . The main purpose of this application is to increase the likelihood to earlier visually acquire threatening traffic in order to avoid potential conflict situation . and nevertheless a conflict occur, to increase the probability to solve the conflict . and decrease the time of conflict resolution

28 Example of OPA - Enhanced Visual Acquisition for See and Avoid FG (EVA - SA)
In order to perform the OPA, it is provided a detailed description of each application. This detailed description is performed via a modeling in which each application is described in terms of phases, sequences and actions. The application is divided in four phases which are : . Identification phase. . Evaluation phase. . Decision phase. . Manoeuvre phase. At each phase is associated the corresponding metric.

29 The application is characterise by two metrics :
Example of OPA - Enhanced Visual Acquisition for See and Avoid FG (EVA - SA) The application is characterise by two metrics : The probability of failure of the application (Pp). The global time to realise the application (T).

30 ...AIRBORNE TRAFFIC SITUATION AWARENESS have to be considered as
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step CONCLUSIONS Traffic situation understanding is a first necessity for crew before accepting any responsibility concerning surrounding traffic. Airborne Separation Assistance System concept is based on delegation of manoeuvre to the crew. On the way to ‘full’ separation delegation, several steps shall be considered and... ...AIRBORNE TRAFFIC SITUATION AWARENESS have to be considered as THE FIRST STEP ! Safety Safety is likely to be improved thanks to Air Traffic Situation Awareness. The main reasons are: Equipped Traffic detection Being aware of existence and position of ADS-B equipped traffic, Crew is able to identify them in a faster way. Non equipped Traffic detection Having identified equipped traffic in an easier way, Crew has more time to detect visually non-equipped traffic. Readiness for avoidance actions Having more information on trajectory of conflicting aircraft, Crew is able to better anticipate future avoidance actions. Awareness of operations on runway Being aware of current operations on a runway (take-off, landings…), Crew will be alerted on the hazards due to the runway. Runway incursions are likely to decrease. Loss of voice communications In case of communication failure, Crew is able to get a global picture of surrounding traffic, without ATC support.

31 This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof. AN EADS JOINT COMPANY WITH BAE SYSTEMS

32 Surveillance functions needed, but not launched
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step What is existing in 2003 Surveillance: FANS 1/A ADS-C Mode S Transponder with Elementary & Enhanced Surveillance 1090 ADS-B out Extended Squitters (DO260) Surveillance functions needed, but not launched Surveillance: ADS-B out update for DO260A MOPS compliance (XPDR) ADS-B out mandate (1090 Ext Squitters) GS & ASAS Package 1 applications: ATSAW /CDTI, Runway Incursion/occupancy detection & alerting Spacing on Airbus:

33 What is missing for launch?
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step What is missing for launch? ADS-B out : Need and mandate to be decided by states : Market demand (Airlines) - DO260A : worldwide agreement as first standard (ICAO process) ASAS : Institutional & regulatory framework Benefits assessment - Market for Industry: no business case Applis selection by ATS providers and Airlines for Benefits, P1 Applications harmonization, Steps for implementations SPR interop, standardisation Integration in current ATM procedures (gnd tools update) Transition phase management Runway incursion: Where is the detection and alerting? Is Airport Nav Display needed ? TIS-B : Role & real need of TIS-B to be clarified

34 ASAS WHAT DOES IT MEAN OPERATIONALLY. On the way to ASAS
ASAS WHAT DOES IT MEAN OPERATIONALLY? On the way to ASAS...Airborne Traffic Situation Awareness, the first step Mainly PSR and SSR Radar. Mode S Tracking. Initial downlink/CAP services. Cockpit aids for: - TCAS, - Terrain Awareness, - Weather Radar, PWS, Initial Multilateration on airports. Gnd Safetynet: MSAW, STCA, - Optimise current procedures - ADS-B out for Ground use (non radar) - Cockpit Situational Awareness - Spacing for current procedures optimisation (VMC & IMC) - Improved Aman (Gnd) - Ground Multilateration - On-board runway incursion alerts - STCA improvement - Increase ATM efficiency - ASAS procedures to reduce separations - Delegation of airborne separation tasks: cruise, approach, airport - Self separation (low density) EVOLUTION ENABLERS Status Quo Long Term: Short Term Mid Term 2010 Enhanced Mode S Extended Squitters: ADS-B & CDTI ASAS applications: Traffic Computer, FMS, EIS, New ASAS procedures + CPDLC for full automation Multilateration for both airport and airborne use …………….Implementation of TIS-B


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