Presentation is loading. Please wait.

Presentation is loading. Please wait.

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.

Similar presentations


Presentation on theme: "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."— Presentation transcript:

1 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, First Package of Operational Applications Enabled by ADS-B Joint Co-ordination Board

2 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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)

3 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Table of Contents Genesis of Package I Ground Surveillance applications Airborne Surveillance applications Enabling technologies Beyond Package I Next steps End

4 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Genesis of Package I Background Objectives Step-by-step approach Rationale Deliverable

5 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

6 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

7 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

8 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

9 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

10 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Deliverable Title: Description of a first package of GS/AS applications Version 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

11 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Genesis of Package I End

12 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

13 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

14 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, GS applications ADS-B Receiver ground-station ATC Centre or tower SSR ADS-B out

15 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

16 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

17 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

18 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

19 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

20 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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)

21 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Ground Surveillance (GS) applications End

22 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Airborne Surveillance (AS) applications ASAS and ASAS applications AS applications in Package I ATSA applications ASPA applications

23 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, ASAS and ASAS applications Principles and definitions ASAS application categories Airborne Traffic Situational Awareness Airborne Spacing Airborne Separation Airborne Self-separation

24 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

25 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

26 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

27 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

28 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

29 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

30 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

31 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

32 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

33 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

34 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

35 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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.

36 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

37 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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)

38 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

39 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, AS applications ASAS Display ADS-B Aircraft CDTI

40 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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)

41 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

42 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

43 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

44 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Enhanced traffic situational awareness on the airport surface Other considerations: –Traffic will be displayed on a surface map –Consistency with the controllers picture required –Where other means of surveillance exist (multi- lateration, surface movement radar), TIS-B can complete the picture

45 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

46 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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 controllers picture required

47 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

48 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

49 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

50 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

51 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

52 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, ASPA applications in Package I Enhanced sequencing and merging operations In-trail procedure in oceanic airspace Enhanced crossing and passing operations

53 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

54 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

55 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Overall: Four measured sectors Dense and generic airspace (Paris South- East arrivals) All traffic equipped Use of delegation at controllers discretion Independent variables: Level of traffic (high, very high) Sector configuration (converging point) Use of delegation (with, without)

56 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Very High Without Very High With Spatial mapping of instructions (Heading, direct and speed only)

57 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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 others 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)

58 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

59 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, In-trail procedure in oceanic airspace Track Alpha - FL 320 Procedural Separation NOT Satisfied Procedural Separation NOT Satisfied Aircraft C Aircraft B. Track Alpha - FL 310 Aircraft A ITP C LIMB OF A IRCRAFT Track Alpha - FL 330 Aircraft EAircraft D Procedural Separation Satisfied

60 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

61 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

62 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Airborne Surveillance (AS) applications End

63 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Enabling technologies Automatic Dependant Surveillance – Broadcast (ADS-B) Traffic Information Service – Broadcast (TIS-B) ADS-B and TIS-B architectures ASAS avionics considerations

64 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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.

65 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

66 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

67 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

68 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

69 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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?

70 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, TIS-B traffic information and service volumes

71 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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 surveillance Controller Working Position Ground TIS-B transmitter

72 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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-B ATC Centre

73 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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. ASAS Control Panel ACAS Surveillance data processing Separation support processing Interfacing ASAS

74 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

75 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Enabling technologies End

76 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Beyond Package I Future packages Other considerations

77 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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!

78 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

79 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

80 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Beyond Package I End

81 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Next steps Joint Co-ordination Board (JCB) IATA/AEA Joint User Requirements Group (JURG) European ADS-B Master Plan Concluding remarks

82 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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)

83 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

84 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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.

85 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

86 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, High-Level Master Plan EATMP OI Roadmap Period 1Period 2Period 3 Period Development Validation Implementation Planning Implementation Validation Implementation Planning Implementation Early Local Implementations Feasibility Development Package 1 Package 2 Subsequent Packages Draft Stds Pre-Valid. FinalStds Post-Validation Link Recommendation

87 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

88 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, 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

89 CARE/ASAS EUROCONTROL/ – Version 1.2 – February 13, Next steps End


Download ppt "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."

Similar presentations


Ads by Google