1. ASAS TN Third Workshop, 19-21 April 2004, Toulouse 1 Session 2 Functional and Technical issues and Solutions Chairperson : JC Richard Secretary : G Matrella

2. ASAS TN Third Workshop, 19-21 April 2004, Toulouse 2 Airbus ASAS Design and Implementation ( P. Lelievre) No additional workload for the crew and thus a certain level of ASAS automation is needed. Operational requirement should lead the System requirements Make it simple first but allow the growth Display useful information and just that ASAS and ACAS correlation is a prerequisite Integration with existing Aircraft systems is a necessity Aircraft implementation shall have to take initial fit AND retrofit considerations TCAS Computer => Traffic Computer Package 1 implementation roadmap should last until 2015 taking into consideration certification, training, ASAS technical consistency and implementation time issues

3. ASAS TN Third Workshop, 19-21 April 2004, Toulouse 3 UPS ASA Fleet Equipage ( J. Walton UPS) UPS fleet is mostly equipped for: –Enhanced Situation Awareness –See and avoid –Successive visual approaches No change in ATC rules UPS selected a standalone solution rather than an integrated one for cost and complexity/certification rationale ASAS implementation has not to alter in any way the ACAS function Correlation algorithms can exist between ASAS and ACAS but without altering ACAS Great pilot acceptance

4. ASAS TN Third Workshop, 19-21 April 2004, Toulouse 4 ASAS Implementation in Avionics (P. Gayraud THALES Avionics) ADS B Out is satisfying ASAS ground Applications and is a prerequisite for ADS B In ADS B In is satisfying: –Situation awareness and Visual acquisition but with no Applications –Spacing with more or less sophisticated applications needing automation ASAS/ACAS independency but compatibility is essential Retrofit considerations are essential to the business case –Box count is a must –TCAS Computer => Traffic Computer (with partitioning techniques) –Integration with Cockpit Displays, FMS, Warning system, … Definition of standards is not stable yet The avionics of modern Air transport aircraft can accommodate Package 1 ASAS applications without any additional boxes or antennas.

5. ASAS TN Third Workshop, 19-21 April 2004, Toulouse 5 ASAS Avionics perspectives (O. Bleeker Rockwell Collins/BAE SYSTEMS ) ASAS applications segmented into –Awareness –Enhanced vision –Trajectory oriented Retrofit is more essential to the business case than new programs (B737/MD80/A319/320/321) and is by far the largest ATM improvement factor Practically, ADS B In and Out are simultaneously required, each aircraft is client AND server Considerations to be given to MMI and End Systems (FMS) integration Investment dilemna : Direct and un conditional benefit to the investing operators is mandatory Limited procedural changes are anticipated –Limited responsibility transfer to the crew –Airlines Liability still an issue

6. ASAS TN Third Workshop, 19-21 April 2004, Toulouse 6 On going Discussion Consensus : ASAS retrofit issues are essential to the Business case and ASAS implementation roadmap Package 1 should be the backbone of the ASAS strategy and initial implementation should cover everything from Gliders to « Big Boys » through Military A/C and regional ones. 2 strategies were presented –Pragmatic, do what you can as soon as possible : Standalone equipment approach for Situation Awareness type of applications –More strategically oriented : Act simple first but Think big more or less A/C System Integrated Solutions for Package 1 applications ultimately Package 2/3 ADS B Out is setting the Base Line BUT ADS B In is there for using the data for the most promising Applications Need to stabilize the standards (DO260X, Intents.., Applications MASPS, MOPS) through RFG Mandate will be just applicable to « beneficial » Applications