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THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome 28-30 April 2003 Session 2-B Cost / Implications ASAS Impact on Ground Systems An Industry Viewpoint.

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Presentation on theme: "THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome 28-30 April 2003 Session 2-B Cost / Implications ASAS Impact on Ground Systems An Industry Viewpoint."— Presentation transcript:

1 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome 28-30 April 2003 Session 2-B Cost / Implications ASAS Impact on Ground Systems An Industry Viewpoint Thales ATM Peter HOWLETT

2 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 2 / Ground networks ADS-B Ground Station TIS-B Ground Station Data-link Controller Working Position Radar Data processing Voice Comm. What are the ground system elements required to support ASAS? What is the impact on ground systems ? Mostly an Aircraft to Aircraft Affair ? ASA Procedures

3 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 3 / ASA Procedures – Impact on Ground Systems CAUTION This is not a full analysis... Ground architectures and requirements are not yet defined, process is ongoing. Just preliminary thoughts brought up for discussion

4 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 4 / Scope of this presentation Focus on Package 1 Airborne Surveillance applications Identify required capabilities and components of ground systems to support ASA Package 1 procedures main ground components controller tools

5 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 5 / ASA application categories and airspace Category 1Category 2 Category 3Category 4 Package 1 Hopefully a common ground infrastructure, but : Requirements may vary between applications (Functions, Performance, etc.) Some capabilities may not be required for certain applications (e.g. TIS-B) Specific Controller tools will be required for certain applications

6 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 6 / Package 1 - 7xAS Applications Enhanced traffic situational awareness on the airport surface (ATSA-SURF) Enhanced traffic situational awareness during flight operations (ATSA-AIRB) Enhanced visual acquisition for see & avoid (ATSA-S&A) Enhanced successive visual approaches (ATSA-SVA) Enhanced sequencing and merging operations (ASPA-S&M) In-trail procedure in oceanic airspace (ASPA-ITP) Enhanced crossing and passing operations (ASPA-C&P)

7 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 7 / Basic Ground Capabilities to support ASA procedures Acquisition and processing of ADS-B data from aircraft and/or ground vehicles Elaboration and transmission of a TIS-B service to aircraft and/or ground vehicles Adapted controller tools to support ASAS applications Not all package 1 applications require all these capabilities...

8 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 8 / ATSA - SURF Enhanced traffic situational awareness on the airport surface 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. Category 1 ASA ApplicationADS-B Acquisition & Processing Ground ATC tools TIS-B Uplink ATSA - SURF Optional Aircraft/Vehicle positions for TIS-B service can be determined by other ASMGCS sensors (ASDE, multi-lateration, etc.). No ? No specific tools foreseen for ATSA-SURF. Monitoring of TIS-B service and alerting probably required. Most probably The main benefit of using TIS-B for airport surface applications is that all vehicles (aircraft, trucks, etc.) can be shown, as long as they are detected by A-SMGCS sensors. Could also work in a multi-link environment.

9 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 9 / ATSA - AIRB Enhanced traffic situational awareness during flight operations 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. Category 1 ASA ApplicationADS-B Acquisition & Processing Ground ATC tools TIS-B Uplink ATSA - AIRB Yes, for TIS-B gap filler Required input for TIS-B gap-filler service, None foreseen No specific tools foreseen for ATSA-AIRB (assuming separation is not reduced) Monitoring of TIS-B service and alerting probably required. Yes, during the transition phase Will be necessary during the transition phase. Will also be necessary if a multi-link rebroadcast approach is chosen.

10 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 10 / ATSA – S&A Enhanced visual acquisition for see & avoid 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. Category 1 ASA ApplicationADS-B Acquisition & Processing Ground ATC tools TIS-B Uplink ATSA – S&A ? Linked to need for TIS-B No ? No specific tools foreseen for ATSA-S&A. Monitoring of TIS-B service and alerting probably required, if TIS-B is implemented. ? ATSA – S&A is foreseen to be mostly an air-to air application. Acceptability and performance requirements of ATSA – S&A based on a TIS-B service to be determined

11 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 11 / ATSA - SVA Enhanced successive visual approaches 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. Category 1 ASA ApplicationADS-B Acquisition & Processing Ground ATC tools TIS-B Uplink ATSA - SVA ? Linked to need for TIS-B No ? No specific tools foreseen for ATSA-SVA. Monitoring of TIS-B service and alerting probably required, if TIS-B is implemented. ? ATSA – SVA is foreseen to be mostly an air-to air application. Acceptability and performance requirements of ATSA – SVA based on a TIS-B service to be determined

12 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 12 / ASPA – S&M Enhanced sequencing and merging operations 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. Category 2 ASA Application ADS-B Acquisition & Processing Ground ATC toolsTIS-B Uplink ASPA – S&M Yes (probably) The controller remains responsible for separation and will need to know the ADS-B equipage and operating status of participating aircraft and to check the quality of ADS-B position data Yes Monitor quality of ADS-B data identify aircraft in S&M operation (aircraft pairs) Monitor spacing Adjust thresholds of safety nets tools to help merging (converging flow management) ? Adapt coordination and transfer mechanisms to cope with in-trail pairs of aircraft Optional : CPDLC extensions for ASAS, etc. ? ASPA - S&M is foreseen to be mostly an air-to air application. Acceptability and performance requirements of ASPA – S&M based on a TIS-B service to be determined

13 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 13 / ASPA - ITP In-trail procedure in oceanic airspace 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). Category 2 ASA ApplicationADS-B Acquisition & Processing Ground ATC tools TIS-B Uplink ASPA - ITP Not applicable Non-radar oceanic airspace. No ADS-B coverage expected ? No specific tools foreseen. Procedural control. Maybe datalink clearances Display level of equipment of aircraft ? Not applicable Non-radar oceanic airspace. No TIS-B coverage expected

14 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 14 / ASPA – C&P Enhanced crossing and passing operations 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. Category 2 ASA ApplicationADS-B Acquisition & Processing Ground ATC toolsTIS-B Uplink ASPA – C&P Yes (probably) The controller remains responsible for separation and will need to know the ADS-B equipage and operating status of participating aircraft and to check the quality of ADS-B position data Yes Various tools required : Monitor quality of ADS-B data identify aircraft in C&P operation (aircraft pairs) Monitor spacing Adjust thresholds of safety nets ? Adapt coordination and transfer mechanisms to cope with C&P operations Optional : CPDLC extensions for ASAS, etc. ? ASPA – C&P is foreseen to be mostly an air-to air application. Acceptability and performance requirements of ASPA - C&P based on a TIS- B service to be determined

15 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 15 / ASAS Ground Infrastructure – Acquisition of ADS-B Applications requiring a TIS-B service => In gap-filler mode, the TIS-B service will require ground acquisition and processing of ADS-B reports ASAS Package 1 Spacing Applications (ASPA) => Possible delegation of spacing tasks, but no delegation of responsibility Controller remains responsible for separation Controller may need to know ADS-B equipage and operating status of participating aircraft Quality of ADS-B positional data Ground acquisition and processing of ADS-B data will probably be required to support ASA procedures on an operational basis

16 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 16 / Ground Infrastructure – ADS-B Acquisition & Processing ADS-B ground network ADS-B Ground sensors Tracker/ Data fusion FDP Transponder Position Source Transponder Position Source Ground networks Radarnet Other sensors ADS-B data acquisition Processing and conversion into Asterix Category 21 messages ADS-B data acquisition Processing and conversion into Asterix Category 21 messages Merge / correlate / filter ADS-B reports Manage ADS-B service Merge / correlate / filter ADS-B reports Manage ADS-B service ADS-B SERVER IMPACT Distribute ADS-B data Possibly support more than one link technology Distribute ADS-B data Possibly support more than one link technology

17 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 17 / Traffic Information Service - Broadcast TIS-B is a broadcast service transmitted by ground stations to aircraft and/or ground vehicles. For aircraft, the purpose of TIS-B is to supply situational awareness data on surrounding traffic of interest. This information will typically supplement data received by other means (ADS-B, TCAS) to provide full awareness of surrounding traffic of interest TIS-B data will be provided by the Ground Surveillance system. It will be computed from different surveillance sources (PSR, SSR, SMR, Multilateration and possibly ADS-B (e.g. in a multi link environment)). TIS-B data doesnt have exactly the same characteristics as the ADS-B data provided by the A/V. TIS-B data may not be usable for some ASA applications. For each ASAS application the OSED that is currently developed will determine if TIS-B may be effectively an input or not for the application. Illustration (example)

18 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 18 / Traffic Information Service - Broadcast ADS-B equipped AFR2530 non ADS-B equipped ADS-B reports TIS-B uplinks TIS-B reports: position ( SIA2345) SIA2345 Situation awareness ATC CDTI PSR/SSR

19 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 19 / ASAS Ground Infrastructure – TIS-B uplink Initial ground architectures and requirements for TIS-B are only just being defined. Architectures may differ depending on the environment and existing surveillance data processing systems

20 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 20 / A TIS-B Service may be necessary to insure that any user has anywhere a complete picture of the surrounding or relevant surface traffic in all weather conditions. TIS-B for ATSA-SURF: TIS-B may be used to broadcast position of temporary obstacles ? Some of the Aircraft & Vehicles may be not ADS- B emitting during ADS-B implementation period ATC TIS-B should have the required performance (e.g. accuracy, update rate ). In some parts of the Airport Surface, Aircraft & Vehicles may be masked by obstacles TIS-B Tx ADS-B Rx Return Skip

21 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 21 / Data processing ADS-B/TIS-B ground network ADS-B SERVER(S) FDP Ground networks IMPACT Ground Infrastructure – TIS-B Broadcast Tracker/ Data fusion Radar network Broadcast TIS-B services Manage TIS-B services Broadcast TIS-B services Manage TIS-B services Filter targets Map to ground transmitters and distribute tracks Monitor TIS-B ground system Filter targets Map to ground transmitters and distribute tracks Monitor TIS-B ground system TIS-B Transmitter Stations TIS-B SERVER(S) Other sensors Distribute data to TIS-B transmitters Support possibly more than one link technology Distribute data to TIS-B transmitters Support possibly more than one link technology

22 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 22 / ASAS Impact on Controller Working Position & ATC Controller Tools (examples) Indicate equipage (e.g. ADS-B In/Out) and status of candidate aircraft Display and identify ADS-B tracks ? (Automatically ?) Monitor ADS-B positional data vs Radar Identify aircraft pairs engaged in ASAS procedures and status Automatically monitor adherence of engaged aircraft to requested spacing (automatic alerting) Adjust alert conditions of safety nets (STCA for aircraft in ASAS operation) Support co-ordination and transfer of aircraft engaged in ASAS procedures Tools to support merging operations Optional : Support dedicated ACL clearances (CPDLC extensions) to be defined for ASAS task delegation procedures

23 THALES AIR TRAFFIC MANAGEMENT ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett 23 / CONCLUSIONS Requirements on ADS-B and TIS-B components may vary between applications. One of the challenges will be to define a consistent set of requirements for these components covering all package 1 applications. Some controller tools are likely to be application-specific


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