1 Data Link Roadmap Overview Mike Shorthose, Helios Technology Jorge Grazina, European Commission 25 September 2002

2 Overview  Purpose of the study  Team  Approach  Conclusions of ATM application analysis  ATM application roadmap  Stakeholder input  Technical requirements  Current status

3 Purpose of the study  Study to develop a roadmap for the implementation of data link services in European Air Traffic Management (ATM)  study launched by Single European Sky unit of the Directorate General for Energy and Transport (DG TREN)  due for completion by end 2002  Develop plan for deployment of data link applications and technologies for ATM in Europe  formulating a strategy for future implementation programmes  recommending the selection of future datalink applications, based on benefits  recommending the selection of technologies, based on the ability to support the selected applications

4 Purpose of the study  Key aim is to develop a strategy that can be widely supported by all stakeholders  extensive consultation with all interested stakeholders  peer review of all deliverables by ANS Providers, airspace user associations and manufacturers  public workshops, scheduled for July 2002 and November  Interested parties who wish to participate in the peer review process or to receive information, are requested to register at the study website

5 Study team  Core team  Airbus  Helios Technology (lead)  IATA  Integra  Sofreavia  Other partners  AENA  IAA  LFV/Swedavia  Mitre  NATS  University of Leiden  Eurocontrol  review input  expert assistance  Peer Review Group  review of deliverables  participation in stakeholder workshop

6 Study Approach

7 Evolution of ATM applications

8 Identify ATM applications  Identify ATM applications  needing communication services  could be implemented within European airspace before 2015

9 ATM application assessment  Assess which ATM applications offer most benefit to stakeholders  multi-criteria analysis  benefit calculations for combinations of ATM applications  Analyse implementation constraints  multi-criteria analysis for impact on ATM infrastructure  impact on the timescales for implementation

10 Selection of ATM applications

11 Timeline and technical requirements  Select those ATM applications which provide the best balance between benefits and implementation constraints;  Propose an initial timeline for the implementation of the ATM applications;  Provide technical requirements for the data links required to support the ATM applications  in the period up to 2010  taking account of the need to prepare for a later extension of the data link infrastructure in the period 2010 – 2015;  Obtain stakeholder endorsement of the selected ATM applications, the initial timeline and the technical requirements

12 Completion of Phase 1  Results in “ATM Application Roadmap  Widespread consultation and review  peer review group  stakeholder workshop  operators, service providers, industry represented

13 Phase 2  Assessment of technologies  ability to meet technical requirements  cost assessment  industrial impact  Derivation of technology roadmap  Community actions  2 nd Stakeholder Workshop  documentation to be provided by end of October  expect workshop to be held in November

14 ATM Application Analysis

15 Traffic growth  Traffic will continue to grow and is expected to at least double by 2015

16 Operating costs and airline profits  Airlines are incurring increasing costs and decreasing profits All units in $ per hourCost per hour Ground cost of ATFM delay Cost per additional hour of flight time Flight deck crew517 Fuel and Oil543 Flight equipment insurance 20 Maintenance and overhaul 683 Flight equipment depreciation 464 Rentals439 Landing charges490 En-route charges419 Total Eur/min

17 High level benefits expected by airspace users  Airspace users need 4 main qualities of service:  Safety  Capacity  Flight efficiency  Cost-effectiveness

18 Provision of en-route capacity  Automation of current control paradigm  has short term potential but will saturate in the medium term  Delegation of responsibility to the pilot  has the potential to provide substantial increases in capacity in en-route and remote regions  Steps  development of tools  introduction of spacing  trajectory coordination  self-separation

19 En-route  Selected ATM applications for en-route region provide  initial automation of current control paradigm –2004 – 2007: downlink of aircraft data –2006 – 2010: automation of air/ground communication  early introduction of spacing applications –2006 – 2010: airborne spacing, crossing and passing  leading to widespread adoption of airborne separation and self-separation –2011 – 2015: introduction of separation –2013 – 2018: self-separation leading to free flight  supported by increased delivery of information to aircraft –route availability –wide range of uplink services

20 ATM application roadmap for en-route capacity

21 Terminal and airport region  Potential for delegation more limited in terminal areas  planned arrival time into terminal areas  assisted by ground holding  use of spacing to optimise flows on approach and departure  use of data link to provide enhanced surface surveillance and routing

22 Terminal and airport region  Selected ATM applications for busy terminal and airport regions  provide automation of current control paradigm –2004 – 2010: increased use of downlink parameters –2004 – 2007: delivery of strategic clearances –2011 – 2015: automation of tactical communication  planned arrival time into terminal area –2013 – 2018: trajectory negotiation  widespread use of RNAV routes and spacing applications –2006 –2010: spacing including enhanced visual approaches and final approach spacing –2011 – 2015: departure spacing –2013 – 2018: final approach separation  use of data link to provide enhanced surface surveillance and routing –2006 – 2015: enhanced IMC operations, fusion of radar data and ADS, delivery of routing information

23 ATM application roadmap for terminal and airport regions

24 Safety enhancing ATM applications  Selected ATM applications  providing an airborne picture  reducing misunderstanding in air/ground communications  Airport safety  2005 – 2006: Enhanced visual approaches  2006 – 2007: Surface enhanced visual acquisition  2006 – 2007: Runway and final approach occupancy awareness  Terminal area safety  2004 – 2005: Enhanced surveillance in terminal and en-route airspace, limited additional information being displayed to the controller  2005 – 2006: Enhanced visual acquisition (EVA) in terminal airspace  2006 – 2007: Runway and final approach occupancy awareness

25 Safety enhancing ATM applications  En-route and remote regions  2004 – 2005: Enhanced surveillance in terminal and en- route airspace, limited additional information being displayed to the controller  2005 – 2007: Enhanced surveillance in terminal and en- route airspace providing a wider range of DAPs  2007 – 2008: Enhanced visual acquisition (EVA) in en- route airspace  2007 – 2008: Traffic situational awareness in core and transitional en-route airspace

26 Oceanic and remote regions  Selected ATM applications for oceanic and remote regions  Focus on supporting more efficient trajectories  2008 – 2010: Airborne separation in oceanic and remote airspace  2008 – 2010: Basic surveillance infrastructure via ADS-B in remote regions  2004 onwards: ATS in oceanic/remote areas

27 ATM applications for cost effectiveness  Other selected ATM applications may provide cost effective alternatives to current infrastructure  2008 – 2010: Fusion of current radar and ADS-B surveillance in terminal and en-route airspace  2011 – 2015: ATC surveillance using ADS-B in terminal and en-route airspace  2005 – 2013: ATC surveillance using ADS-B at airports

28 Stakeholder input

29 Stakeholder input  General stakeholder support has been received for the ATM application roadmap, although a number of issues will need to be addressed in the planning and execution of the programme  implementation timescales for spacing/separation/self- separation  greater emphasis on 4D trajectory negotiation  need for mandation and associated delays  global interoperability  higher priority for strategic air/ground communication  These issues to be addressed during Phase 2

30 Relationship to JAFTI  JAFTI: Joint User Requirements Group (JURG) ADS Fast Track Initiative (JAFTI)  Extended Visual Acquisition (EVA)  Improved Approach Spacing (CDTI Enhanced Flight Rules-CEFR)  Approach Spacing – Time Based Separation  Improved Airport Surface Surveillance and Communications  Support for Improved Medium Term Conflict Detection (MTCD) and Conflict Resolution Advisor (CORA)  En-route Crossing  Improved tracks (accuracy and update rate)  Use of ADS-B for double or triple surveillance coverage  ATM application roadmap compatible with JAFTI applications  greater emphasis on use of separation by JAFTI: –to maintain approach rates during poor weather conditions; –to provide time-based separation on the approach.  needs earlier implementation of APP10c (final approach separation)

31 ADS-B applications package 1  CARE/ASAS Activity 5: proposals for a first package of GS/AS applications  Provide a good starting point for the ATM application roadmap  More rapid progress on some ATM applications must be made if the timescales for delivery of benefits are to be met  earlier use of spacing en-route  need for firm proposals for introduction of separation

32 ADS-B applications package 1  Provide a good starting point for the ATM application roadmap  More rapid progress on some ATM applications must be made if the timescales for delivery of benefits are to be met  earlier use of spacing en-route  need for firm proposals for introduction of separation

33 Technical Requirements

34 Technical requirements  ATM Application roadmap used to derive a timeline for data link applications  technical requirements to be used to assess technologies in Phase 2 of study  assessment framework developed –ability to meet requirements –costs –industrial impact –stakeholder acceptance

35 Air - ground point to point

36 Air – air point to point

37 Air – ground broadcast

38 Ground - air broadcast

39 Air-air broadcast

40 Current status

41 Current status  Phase 1 complete  Phase 2  technical assessments in progress  technical selection  community measures  production of technology roadmap  Stakeholder workshop – November 2002