1. Air Systems Division GROUND ASAS EQUIPMENT Michel Procoudine Gorsky ASAS TN2 – Workshop 5 Toulouse 17th-20th September 2007

2. 2 ASASTN2-WS5 MPG Air Systems Division Outline Introduction Ground Surveillance Applications NRA : the simple case ? Next steps ASAS What about automation systems ? Conclusion

3. 3 ASASTN2-WS5 MPG Air Systems Division Introduction Ground Surveillance Applications (GSA) are forerunners of ADS-B implementation ASAS is considered as a key enabler in future generation ATM systems SESAR NextGen ASAS are also considered as new functions in some areas TMA: USA UPS - Merging and Spacing En-Route: Australia - ITP

4. 4 ASASTN2-WS5 MPG Air Systems Division Question A key question is to determine what is the impact of implementing GSA and then ASAS on ground systems The current RFG work (OSED, SPR, INTEROP) includes an allocation of safety and performance requirements to airborne and ground domains However, in this context, performance allocation for ground domain is limited to ADS-B ground station. Done on purpose to avoid increased complexity in an already difficult exercise

5. 5 ASASTN2-WS5 MPG Air Systems Division Outline Introduction Ground Surveillance Applications NRA : the simple case ? Next steps ASAS What about automation systems ? Conclusion

6. 6 ASASTN2-WS5 MPG Air Systems Division ADS-B-NRA : the simple case ? Accommodating new surveillance technologies will have an impact on the ATM System New surveillance source impact the elaboration of the air situation Surveillance processing function (eg tracking) Controller Working Position (eg target symbol) Data link capabilities (Aircraft Derived Parameters) impact the elaboration of the air situation, alerts capability, controller tools Surveillance processing function (eg tracking) Alerts management function Controller Working Position (eg target symbol, target data) The solution to integrate new surveillance means may differ depending on the capabilities and age of the ATM system

7. 7 ASASTN2-WS5 MPG Air Systems Division Initial ADS-B-NRA : principle of priority tracks system If an aircraft is seen by a radar, the displayed track will be based on radar even if the ADS-B information is available for this aircraft Then this principle can be applied for several surveillance sources: Priority 1: Radar Priority 2: ADS-B (or WAM) Priority 3: ADS-C Priority 4: Flight Plan Facilitates the safety case Not the most efficient (at 200 NM from the radar an ADS-B track is better than the radar track) ADS - B tracksFlight Plan tracks Radar TracksADS- C tracks (FANS1/A datalink)

8. 8 ASASTN2-WS5 MPG Air Systems Division Implementation of ADS-B NRA : modified components Additional hardware and software: ADS-B processing chain ADS-B Front Processor ADS-B Data Processing ADS-B By-pass Additional hardware and software: RAIM Outage prediction RAIM prediction tool RAIM server Modified software Safety Nets Manager Controller Working Position Ancillaries (simulator, recording, …) RAIM: Receiver Autonomous Integrity Monitor

9. 9 ASASTN2-WS5 MPG Air Systems Division Example of priority tracks implementation FDP Dual ADSBP ADSB BYPASS FDPCV Dual ADSB FP Op LAN 1 Op LAN 2 Serv LAN 3 FDP SNMAP MMI FP MTP FP RTP ADS-B Lan ADS-B Operational Data From Ground Stations Radar Data RAIM PREDICTION SYSTEM RAIM PREDICTION Every 12 hours Or on NANU RAIM Server Modified New FDP: Flight Data Processor FP: Front-Processor MTP: Multi-Tracking Processor RTP: Radar Tracking Processor SNMAP: Safety Net Manager Processor

10. 10 ASASTN2-WS5 MPG Air Systems Division Next Step : Fused TracksDisplay Next Step : Fused Tracks Display A fused track system makes the best estimate from available surveillance sources Fused System Tracks single system track for all sensors fusion of all relevant downlinked data more accurate tracking Configuration with 1 radar Configuration with 4 radars Configuration with fused ADS-B and 4 radars System track multi-radar not updated by ADS-B : Segment in blue color ADS-B report: Plot in pink color Cap Town: Multi-Radar tracking System track multi-sensor updated by ADS-B : Segment in blue color

11. 11 ASASTN2-WS5 MPG Air Systems Division Example of fused tracks implementation FDP Dual ADSBP ADSB BYPASS FDPCV Dual ADSB FP Op LAN 1 Op LAN 2 Serv LAN 3 FDP SNMAP MMI FP MTP FP MSTP ADS-B Lan ADS-B Operational Data From Ground Stations ADS-B Radar WAM Data RAIM PREDICTION SYSTEM RAIM PREDICTION Every 12 hours Or on NANU RAIM Server Modified New FDP: Flight Data Processor FP: Front-Processor MTP: Multi-Tracking Processor MSTP: Multi Sensor Tracking Processor SNMAP: Safety Net Manager Processor

12. 12 ASASTN2-WS5 MPG Air Systems Division Use of Multiple Surveillance Data and DAP Existing alert functionality may be enhanced:  Short Term Conflict Alert  Cleared Level Monitoring  Route Adherence Monitoring  Minimum Safe Altitude Warning and  Danger Area Infringement Warning New alerts may be defined:  Inconsistency between data from various surveillance sources  Inconsistency between surveillance data and flight plan data Controller Access Parameters : display DAP to the controller Improvement of Trajectory Prediction (Flight Plan) Multiple Surveillance Data and DAP allow to enhance existing functions or add new functions

13. 13 ASASTN2-WS5 MPG Air Systems Division Outline Introduction Ground Surveillance Applications NRA : the simple case ? Next steps ASAS What about automation systems ? Conclusion

14. 14 ASASTN2-WS5 MPG Air Systems Division ASAS : the controller is still there ! Rules and procedures for implementing ASAS will depend on environment, application, national rules The primary focus is to define at which extent the controller is involved in the application and what are his responsibilities and limitations => purpose of the OSED (prepared by the Requirement Focus Group) Key objective of ASAS is to contribute to safety, efficiency and capacity improvement. To achieve this, tools will be necessary to support the controller: In identifying ASAS capable aircrafts In assessing the impact of ASAS clearances (“what if”) and monitoring the clearance (alerting) OSED: Operational Services and Environmental Description

15. 15 ASASTN2-WS5 MPG Air Systems Division Automation Systems : Technical Requirements Available OSEDs address impact of application on automation systems (e.g. ADS-B-NRA, ADS-B-RAD, ATSA-ITP, …) Generally through high level operational requirements and recommendations on the Controller Working Position or automation system as a whole However operational requirements are not clearly transformed into technical requirements in the SPR/INTEROP process Limited to the ground stations Capabilities of modern automations systems are not considered (in term of contribution to performance, safety, …) SPR: Safety and Performance Requirements INTEROP: Interoperability Requirements

16. 16 ASASTN2-WS5 MPG Air Systems Division Other considerations New ground systems functions are considered in the scope of ASAS: TIS-B infrastructure (server, uplink stations) ADS-B rebroadcast (dual link environment) Data elaborated and distributed by these new functions will be used on-board Globally agreed requirements and interfaces must be developed to ensure interoperability In future generation systems, ASAS will have to interface with other ATM functions: Trajectory management Tactical Air Traffic Flow Management

17. 17 ASASTN2-WS5 MPG Air Systems Division Outline Introduction Ground Surveillance Applications NRA : the simple case ? Next steps ASAS What about automation systems? Conclusion

18. 18 ASASTN2-WS5 MPG Air Systems Division Last slide ! An remarkable work is being carried out by the Requirement Focus Group to support a global definition of ASAS applications To avoid increased complexity, ground domain is limited to ADS-B Ground Stations as far as SPR / Interop is concerned However to ensure a timely implementation of ASAS, automation systems must be considered in the definition of operational, safety and performance requirements This should include: -Which functions are expected from automation systems -What are the associated safety and performance requirements -What standards need to be prepared to ensure interoperability

19. Air Systems Division Thank you for your attention For more information, contact michel.procoudine@thalesatm.com