1. direction de la Technique et de l’Innovation 23 Mars 2006 ASAS implementation the DSNA views ASAS TN 2 Worshop Session 4: Integrating ASAS in an evolving ATM System Rome, 3 – 5 April 2006 Luc DENEUFCHATEL Présented by

2. - 2 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues

3. - 3 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues

4. - 4 - 3 April 2006 direction de la Technique et de l’Innovation ADS-B out current activities DSNA is involved since some years in many activities regarding ADS-B out: –Cristal Toulouse in the Cascade program framework –Cristal Mediterranee in the Cascade program framework –ADS-B feasibility study and deployment at La Réunion (Indian Ocean)

5. - 5 - 3 April 2006 direction de la Technique et de l’Innovation Cristal Med Project The Cristal Med project is conducted in co-operation with ENAV, HCAA, Cyprus and Maltese civil aviation. DSNA intends to focus on two package 1 ground surveillance applications: –ADS-B APT: Two ground stations will be installed on Marseille airport The main objective is to demonstrate that ADS-B can be used alone or with a surface radar in the frame of a A-SMGCS system. –ADS-B RAD: One ground station will be installed in Ajaccio where the radar coverage is lost below FL50. The main objective is to investigate the transition from radar to ADS-B (and reciprocally) passing FL50 (ATCo tools, procedures…) The three ground stations will be installed in 2007.

6. - 6 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues

7. - 7 - 3 April 2006 direction de la Technique et de l’Innovation ADS-B out implementation plans Operational implementation –ADS-B NRA in la Réunion Future potential deployments –ADS-B RAD in Tahiti –ADS-B NRA in New Caledonia Validation activities –ADS-B RAD in Corsica (Cristal Med framework) –ADS-B APT at Marseille aerodrome (Cristal Med framework)

8. - 8 - 3 April 2006 direction de la Technique et de l’Innovation Operational needs The first operational requirement is to display all IFR traffic in the airspace controlled by La Réunion. Display of VFR traffic would also be an advantage in the vicinity of both airports. To satisfy those needs, the ADS-B coverage shall be: –from surface in a radius of 6.5 Nm from the St Denis Airport (main airport), –above 6500 ft in the TMA and, –above FL195 at 200 Nm from St Denis. It is expected that traffic from Mauritius could be detected at 3000 ft after take off, in order to ease coordination between both ATC centres. Search And Rescue (SAR) will also improve from a better localisation of aircraft in emergency or an information of the latest known aircraft position. As a second step, it may be envisaged in the frame of a regional coordination to –Mandate ADS-B equipage and –Apply reduced separation minima between ADS-B equipped aircraft

9. - 9 - 3 April 2006 direction de la Technique et de l’Innovation La Réunion environment La Reunion Island controls a 150 NM radius airspace located in the Antananarivo FIR. It is adjacent with airspace controlled by Antananarivo and Plaisance ATC (Mauritius). It includes 2 aerodromes : St Denis Gillot and St Pierre Pierrefonds. Traffic density in Saint-Denis-Gillot TMA is low but complex as it is composed of long range aircraft (over-flights, flights to Europe), regional aircraft (flights between islands especially between Mauritius and La Réunion), single engine and light twin engine aircraft; helicopters; ultra-lights…

10. - 10 - 3 April 2006 direction de la Technique et de l’Innovation Implementation process A feasibility study has been completed last year leading to the DSNA decision to proceed with the ADS-B out implementation in La Réunion A two-phase project has been launched: –PHASE 1: Three ground stations will be installed by mid 2007 to cover the operational needs. Two specific CWPs will be installed in Saint Denis airport Control Tower end of 2006. Technical and operational validations, initial safety analysis… will take place in 2007. Entry into operational service expected January 2008 without any change to the current procedures: –PHASE 2: In parallel to Phase 1 activities, DSNA intends to work in close cooperation with all regional ANSPs in order to allow a regional ADS-B implementation. –This may lead to a regional mandate for IFR flights –This requires to demonstrate that airlines will get some benefits from this ADS-B implementation. –Reducing separation is a major one as it will help to significantly reduce flight duration in particular for flight between La Réunion and the Mauritius Island. –A more in-depth safety analysis is required before to approve changes in separation minima. Such activity is about to be initiated (in particular through the Cristal Toulouse project). Entry into service not expected before mid 2009.

11. - 11 - 3 April 2006 direction de la Technique et de l’Innovation Future plans DSNA will validate implementation of: –ADS-B NRA in La Réunion (2008-2009) –ADS-B APT in Marseille (2008) –ADS-B RAD in Ajaccio (2008) Once validation is completed, DSNA will decide on the opportunity to launch an ADS-B out extended implementation programme. Some potential sites may be envisaged –New Caledonia (ADS-B NRA) –French Polynesia (ADS-B NRA & ADS-B RAD) –Metropolitan France… (ADS-B RAD) For ADS-B APT, further analysis will be necessary to decide which technology (ADS-B vs. multi-lateration) is the most appropriate.

12. - 12 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues

13. - 13 - 3 April 2006 direction de la Technique et de l’Innovation Expected experience returns from the first ADS-B out implementations Consolidation of the actual ADS-B position quality in term of position error bounding performances: –Today’s observations raise a need for investigation Identification of the potential issues associated with airborne implementation on various categories of aircraft including light and GA fleet Provision of real feedback data within an operational environment with low traffic density as basic input elements for in more in depth safety analysis that is required for real implementation of reduced separation minima All those feedback from the real world will be basic input to further performance and safety assessment of potential ASAS applications

14. - 14 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues

15. - 15 - 3 April 2006 direction de la Technique et de l’Innovation Current activities on ASAS applications DSNA is involved since the beginning in several project regarding ASAS applications: –Airborne Traffic Situational Awareness –FALBALA project under CARE/ASAS: Identification of the necessary filtering mechanism to be associated with CDTI –Airborne Spacing in Sequencing and Merging context -CRISTAL PARIS (supported by CASCADE) project for Operational Benefits evaluation -PALOMA project : how to implement this ASAS application within the existing ATM context and benefits evaluation -Airborne separation -ASSTAR is a FP6 project presented yesterday to you –The objectives of all these projects are to identify the real issues and to be in a better position to quantify the expected benefits –The experience that could be accumulated with ADS-out implementation and operation will be very important input to achieve the objectives above

16. - 16 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues

17. - 17 - 3 April 2006 direction de la Technique et de l’Innovation ASAS application selection and expected benefits DSNA initial investigation results in the selection of one single ASAS application that appears promising at some selective airports: airborne spacing concept within a sequencing and merging application –Benefits identified are mainly in terms of capacity and efficiency –Partial answer to the need for runway capacity increase in all weather conditions by reducing the separation margin in approach from today practices DSNA intends to address potential impact on ATC arising from the introduction of CDTI in cockpits –Safety benefits from ATSAW –Evolution of procedures for traffic information

18. - 18 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues

19. - 19 - 3 April 2006 direction de la Technique et de l’Innovation Prerequisite activities before planning ASAS applications No real deployment of ASAS application will take place before all lessons from the ADS-B out implementations are really taken into account Safety analysis need to be conducted as soon as possible in order to really identify the requirements for the link performance (latency, integrity, availability) Scenario of integration within the current ATM for the contemplated applications need to be elaborated and mature to identify potential easy implementation at some specific site (in particular integration with arrival manager (AMAN) and use of data link)

20. - 20 - 3 April 2006 direction de la Technique et de l’Innovation Content ADS-B out current activities ADS-B out implementation plan Expected experience returns from the first implementations Current activities on ASAS applications Selection of ASAS applications and expected benefits Prerequisite activities before planning ASAS applications deployment Main ASAS key and challenging issues and conclusions

21. - 21 - 3 April 2006 direction de la Technique et de l’Innovation Main key and challenging issues The main key issues relative to the most promising ASAS application foreseen by DSNA are the followings: –Resolution of the integrity issue on the positioning data (ADS-B out) –Elaboration of consistent airworthiness rules for ADS-B out first (this is the key point for any ASAS applications) –Ratio of ASAS capable aircraft and aircraft operating at the same airport to consider that there is sufficient benefit to move ahead (minimum threshold definition) –Identification of the impact of all system failure modes on the expected capacity gain by definition of the reduction of margin to be applied from today sequencing separation margins –Acceptability by both actors taking into account new sharing of tasks and possibly different workload

22. - 22 - 3 April 2006 direction de la Technique et de l’Innovation Issues associated with CDTI introduction in cockpit ATSAW application with introduction of CDTI is recognized as a tool to improve the overall safety (this is the sole benefit of this application!) –Impact of this introduction on crew workload need to be further evaluated in different traffic and environment conditions context –Impact on ATC need also to be further investigated as it has been done with TCAS before its implementation (it has been proven to be a very useful exercise) –This leads to the need to clearly address the information filtering rules to be applied on CDTI

23. - 23 - 3 April 2006 direction de la Technique et de l’Innovation Conclusions (1/2) ASAS applications could provide some significant improvements in the future in terms of capacity, efficiency and safety. ADS-B out non radar applications could bring short terms improvement in low traffic density areas without radar services or in complement to radar uncompleted coverage –ADS-B out implementation in those area will provide the necessary experience feed back to progress toward ASAS Package 1 services ASAS Package 1 main benefits are foreseen in high traffic density environment: spacing function in a Sequencing and Merging concept of operation (Paris CDG is the main candidate for future implementation) ASAS Package 1 spacing function implementation requires further safety studies in order to quantify on a realistic basis the potential effective capacity improvements of its implementation compared with the current achieved capacity –For the development of the operational procedure which must be agreed internationally, there is an urgent need to address the target identification issue

24. - 24 - 3 April 2006 direction de la Technique et de l’Innovation Conclusions (2/2) DSNA considers that a step wise approach is needed to proceed with future ASAS implementation –Current ADS-B out evaluations and implementations clearly indicate the main issues that need to be solved as a prerequisite to move ahead Airworthiness aspects to cover the ADS-B out performances and the position data qualification (bounding the position error) –As for any transition it must be recognized that real benefits are often associated with the complete fleet capability with the current achieved capacity This is the case for the spacing function in a sequencing and merging airport operation concept Therefore there is no reason to push too much the ASAS activities but to get consensus among stakeholders on a reasonable target date for implementation –ASAS capability must be integrated within the SESAR road map in such a way that its implementation could be facilitated by a common commitment of the stakeholders