1st ASAS-Thematic Network 2 Workshop Malmoe 26th-28 th September 2005 “Implementation planning and future packages” Session Moderator: Giorgio MATRELLA ENAV S.p.A Secretary: Soren VIKERUD LFV

MFF Flight Trials Report (Gennaro Graziano, SICTA); ASAS & SESAME, Jean-Claude Richard (Air Traffic Alliance); Operator Specific Cost Benefit Modelling for ASAS Applications (Terry Johnson, BAE Systems); Joint ANSP Paper (Matthias Poppe, DFS); JPDO & ASAS (Diana Liang, FAA); Discussion Lufthansa views on future ASAS applications (Matthias Groth, DLH); NASA & ASAS (Ken Jones, NASA); ASSTAR (Chris Rossiter, BAE Systems) Panel Discussion ASAS-TN2 Session 4 presentations

ASAS-TN2 Objectives The main objective of ASAS-TN is to accelerate the implementation of ASAS applications in European Airspace, taking global applicability into account in order to increase airspace capacity and safety. The transfer and comparison of information and results on ASAS research will meet the main project objective in order to improve the research strategy.

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 Document Approach

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 Speed up suggestions How to speed up the ASAS/ADS-B introduction: Package of application been defined; –First implementation planned, 5 to 10 years, challenging but feasible; Local implementation plan to accelerate the process.

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 Basic strategy The basic strategy is to begin implementation of ASAS and ADS-B concepts at a local level so that the proof of concept and associated benefits can be demonstrated operationally at low cost to the airlines and ANSPs.

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 Challenges ASAS and ADS-B introduction, a number of challenges still pending: generation of a clear operational definition, technology issues and certification of new equipment. use of incentives or, where appropriate mandates. A way to accelerate deployment should be considered. ASAS and ADS-B implementation strategy need for global co-ordination (Requirements Focus Group “RFG” activities).

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 Data-link stumbling block The selection of the ADS-B data-link technology has proved to be a stumbling block and implementation of ADS-B has been slowed down by the lack of agreement. This position has been changing. At ANConf/11, it was noted that one of the key factors in selecting a data-link technology appeared to have been a requirement to ensure global interoperability while enabling the near-term introduction of ADS- B services. The main consequence of this is that most early implementations are likely to be based on Mode S extended squitter although some regions may adopt alternative approaches.

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 Avionic system issues Develop a retrofit solution for equipping existing aircraft. The preferred implementation in the long-term of ASAS and ADS-B applications is expected to be within a fully integrated, dual-redundant avionics system

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 P1 GS Early benefits ADS-B-NRA in areas with no existing radar cover or restricted radar coverage, the introduction of ADS-B-out equipped aircraft will enable ANSPs to provide a radar-like service. –The Upper Airspace Project in Australia is leading the way here by installing a large number of ADS-B ground stations. ADS-B-APT is of immediate benefit to airports that are not equipped with SMGCS and where restricted visibility as a result of poor weather is a frequent occurrence. A related application ATSA-SURF could enhance situational awareness in the cockpit while the aircraft is on the airport surface.

“Towards an ASAS Implementation Strategy” ASAS-TN WP3 P1 AS Early benefits It is only by the addition of applications such as ASPA-S&M or ASPA-ITP that the airlines will begin to realise capacity and/or efficiency benefits. These spacing applications provide procedures that enable the aircrew to make use of the available traffic information that in turn should provide more efficient flights for the airline either by reducing flight times or by enabling flight at more optimum altitudes.

Conclusions Implementation planning and future packages: what’s new now? It is up to the participants to discuss, propose and define feasible future guidelines to the whole aviation community.