ASAS Thematic Network – Rome 28-30 April 2003
Session 2-B Cost / Implications
ASAS Impact on Ground Systems
An Industry Viewpoint
Thales ATM
Peter HOWLETT
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
2/
ASA Procedures
Mostly an Aircraft to Aircraft Affair ?
What are the ground system elements required to support ASAS?
What is the impact on ground systems ?
TIS-B Ground
Station
Radar
Controller
Working
Position
Voice
Comm.
Ground networks
Data processing
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Data-link
ADS-B Ground
Station
ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
ASA Procedures – Impact on Ground Systems
CAUTION
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•This is not a full analysis ...
•Ground architectures and requirements are
not yet defined, process is ongoing.
•Just preliminary thoughts brought up for
discussion
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
Scope of this presentation

Focus on Package 1 Airborne Surveillance applications

Identify required capabilities and components of ground systems
to support ASA Package 1 procedures
 main ground components
 controller tools
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
ASA application categories and airspace
Category 1
Category 2
TMA
Autonomous
aircraft operations
in FFAS
Sequencing
procedures
-
-
-
-
-
Airborne Spacing
Airborne
Separation
Airborne SelfSeparation
Surface
Airborne Traffic
Situational
Awareness
Category 4
Crossing and
passing
procedures
En-Route
Enhancement of
current operations
(surface, airborne
and visual
separation
procedures)
Category 3
Package 1
Hopefully a common ground infrastructure, but :
•Requirements may vary between applications (Functions, Performance, etc.)
•Some capabilities may not be required for certain applications (e.g. TIS-B)
•Specific Controller tools will be required for certain applications
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
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Package 1 - 7xAS Applications

Enhanced traffic situational awareness on the airport surface (ATSA-SURF)

Enhanced traffic situational awareness during flight operations (ATSA-AIRB)

Enhanced visual acquisition for see & avoid (ATSA-S&A)

Enhanced successive visual approaches (ATSA-SVA)

Enhanced sequencing and merging operations (ASPA-S&M)

In-trail procedure in oceanic airspace (ASPA-ITP)

Enhanced crossing and passing operations (ASPA-C&P)
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
Basic Ground Capabilities to support ASA procedures

Acquisition and processing of ADS-B data from aircraft and/or
ground vehicles

Elaboration and transmission of a TIS-B service to aircraft and/or
ground vehicles

Adapted controller tools to support ASAS applications
Not all package 1 applications require all these capabilities...
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
ATSA - SURF

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Category 1
Enhanced traffic situational awareness on the airport surface
This application provides the flight crews with an “enhanced traffic situational awareness”
on the airport surface for both taxi and runway operations, in all weather conditions. The
objectives are to improve safety (e.g. at taxiway crossings, before entering a runway, on
pushback) and to reduce taxi time in particular during low visibility conditions or at night.
ASA Application
ATSA - SURF
ADS-B
Acquisition &
Processing
Ground ATC
tools
TIS-B
Uplink
Optional
No ?
Most probably
Aircraft/Vehicle positions
for TIS-B service can be
determined by other
ASMGCS sensors (ASDE,
multi-lateration, etc.).
No specific tools foreseen
for ATSA-SURF.
Monitoring of TIS-B
service and alerting
probably required.
The main benefit of using
TIS-B for airport surface
applications is that all
vehicles (aircraft, trucks,
etc.) can be shown, as
long as they are detected
by A-SMGCS sensors.
Could also work in a
multi-link environment.
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
ATSA - AIRB

P. Howlett
9/
Category 1
Enhanced traffic situational awareness during flight operations
This application provides the flight crews with an “enhanced traffic situational awareness”
irrespective of visual conditions. Additional data is provided to flight crews to supplement
traffic information provided either by controllers or other flight crews. The objectives are
to improve safety of flight and the efficiency of air traffic control. In all airspace, the flight
crews will be better able to detect an unsafe situation.
ASA Application
ATSA - AIRB
ADS-B
Acquisition &
Processing
Ground ATC
tools
TIS-B
Uplink
Yes, for TIS-B gap filler
None foreseen
Required input for TIS-B
gap-filler service,
No specific tools foreseen
for ATSA-AIRB (assuming
separation is not reduced)
Will be necessary during
the transition phase.
Monitoring of TIS-B
service and alerting
probably required.
Will also be necessary if a
multi-link rebroadcast
approach is chosen.
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Yes, during the transition
phase
ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
ATSA – S&A

P. Howlett
Category 1
Enhanced visual acquisition for see & avoid
This application is an aid for the flight crews to perform their collision avoidance task
when separation service in not provided by ATC (e.g. IFR/VFR in class D and E airspace,
class G airspace). The objective is safer flight operations.
ASA Application
ATSA – S&A
ADS-B
Acquisition &
Processing
Ground ATC
tools
TIS-B
Uplink
?
No ?
?
Linked to need for TIS-B
No specific tools foreseen
for ATSA-S&A. Monitoring
of TIS-B service and
alerting probably
required, if TIS-B is
implemented.
ATSA – S&A is foreseen to
be mostly an air-to air
application.
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Acceptability and
performance
requirements of ATSA –
S&A based on a TIS-B
service to be determined
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
ATSA - SVA

P. Howlett
11 /
Category 1
Enhanced successive visual approaches
This application is an aid for the flight crews to perform successive visual approaches
when they are responsible for maintaining visual separation from the aircraft they are
following. The objectives are to perform successive visual approach procedures on a more
regular basis to enhance the runway throughput, and to conduct safer operations
especially in high-density areas.
ASA Application
ATSA - SVA
ADS-B
Acquisition &
Processing
Ground ATC
tools
TIS-B
Uplink
?
No ?
?
Linked to need for TIS-B
No specific tools foreseen
for ATSA-SVA. Monitoring
of TIS-B service and
alerting probably
required, if TIS-B is
implemented.
ATSA – SVA is foreseen to
be mostly an air-to air
application.
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Acceptability and
performance
requirements of ATSA –
SVA based on a TIS-B
service to be determined
ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
ASPA – S&M

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Category 2
Enhanced sequencing and merging operations
The objective is to redistribute tasks related to sequencing (e.g. in-trail following) and merging of traffic
between the controllers and the flight crews. The controllers will be provided with a new set of
instructions directing, for example, the flight crews to establish and to maintain a given time or distance
from a designated aircraft. The flight crews will perform these new tasks using a suitable humanmachine interface. The main expected benefit is increased controller availability, but increased capacity
through better adherence to ATC separation minima is also expected especially in high-density areas.
ASA
Application
ASPA – S&M
ADS-B Acquisition
& Processing
Ground ATC tools
Yes (probably)
Yes
The controller remains
responsible for separation
and will need to know the
ADS-B equipage and
operating status of
participating aircraft and to
check the quality of ADS-B
position data
Monitor
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identify
TIS-B
Uplink
?
quality of ADS-B data
aircraft in S&M operation (aircraft
pairs)
Monitor spacing
Adjust thresholds of safety nets
tools to help merging (converging flow
management) ?
Adapt coordination and transfer
mechanisms to cope with in-trail pairs of
aircraft
Optional : CPDLC extensions for ASAS,
etc.
ASPA - S&M is
foreseen to be mostly
an air-to air
application.
Acceptability and
performance
requirements of ASPA
– S&M based on a
TIS-B service to be
determined
ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
ASPA - ITP

13 /
Category 2
In-trail procedure in oceanic airspace
The In-Trail Procedure in non-radar oceanic airspace is a procedure allowing in-trail ADS-B
equipped aircraft, which may not be longitudinally separated from each other, to climb or
descend through each other’s flight levels. The objective is to improve the utilisation of
the NAT oceanic airspace by facilitating a higher rate of flight level changes than is
currently provided, yielding better flight efficiency (e.g. fuel savings, avoiding turbulent
flight levels).
ASA Application
ASPA - ITP
ADS-B
Acquisition &
Processing
Ground ATC
tools
TIS-B
Uplink
Not applicable
?
Not applicable
Non-radar oceanic
airspace. No ADS-B
coverage expected
No specific tools
foreseen. Procedural
control.
Non-radar oceanic
airspace. No TIS-B
coverage expected
Maybe datalink clearances
Display level of
equipment of aircraft ?
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
ASPA – C&P

Category 2
Enhanced crossing and passing operations
The objective is to provide the controller with a new set of instructions to solve conflicts
directing, for example, the flight crews to cross or pass a designated traffic while
maintaining a given spacing value. The flight crews will perform these new tasks using a
suitable human-machine interface. The main expected benefit is increased controller
availability through the reorganisation and the streamlining of tasks.
ASA Application
ADS-B Acquisition
& Processing
ASPA – C&P
Yes (probably)
Yes
?
The controller remains
responsible for separation
and will need to know the
ADS-B equipage and
operating status of
participating aircraft and to
check the quality of ADS-B
position data
Various tools required :
Monitor quality of ADS-B data
identify aircraft in C&P operation
(aircraft pairs)
Monitor spacing
Adjust thresholds of safety nets ?
Adapt coordination and transfer
mechanisms to cope with C&P
operations
Optional : CPDLC extensions for
ASAS, etc.
ASPA – C&P is
foreseen to be mostly
an air-to air
application.
Acceptability and
performance
requirements of ASPA
- C&P based on a TISB service to be
determined
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Ground ATC tools
TIS-B
Uplink
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
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ASAS Ground Infrastructure – Acquisition of ADS-B

Applications requiring a TIS-B service => In gap-filler mode, the TIS-B
service will require ground acquisition and processing of ADS-B reports

ASAS Package 1 Spacing Applications (ASPA) => Possible delegation of
spacing tasks, but no delegation of responsibility
 Controller remains responsible for separation
 Controller may need to know
• ADS-B equipage and operating status of participating aircraft
• Quality of ADS-B positional data
Ground acquisition and processing of ADS-B data
will probably be required to support ASA
procedures on an operational basis
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
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16 /
Ground Infrastructure – ADS-B Acquisition & Processing
Position Source
Position Source
•ADS-B data acquisition
•Processing and conversion into
Asterix Category 21 messages
Transponder
Transponder
•Distribute ADS-B data
•Possibly support more
than one link technology
ADS-B Ground
sensors
ADS-B ground network
Ground networks
FDP
Tracker/ Data
fusion
Radarnet
IMPACT
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Other
sensors
ADS-B
SERVER
•Merge / correlate / filter
ADS-B reports
•Manage ADS-B service
ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
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Traffic Information Service - Broadcast

TIS-B is a broadcast service transmitted by ground stations to aircraft and/or
ground vehicles.

For aircraft, the purpose of TIS-B is to supply situational awareness data on
surrounding traffic of interest. This information will typically supplement data
received by other means (ADS-B, TCAS) to provide full awareness of
surrounding traffic of interest

TIS-B data will be provided by the Ground Surveillance system. It will be
computed from different surveillance sources (PSR, SSR, SMR, Multilateration
and possibly ADS-B (e.g. in a multi link environment)).

TIS-B data doesn’t have exactly the same characteristics as the ADS-B data
provided by the A/V.

TIS-B data may not be usable for some ASA applications. For each ASAS
application the OSED that is currently developed will determine if TIS-B may be
effectively an input or not for the application.
Illustration (example)
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
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18 /
Traffic Information Service - Broadcast
Situation awareness
AFR2530
SIA2345
CDTI
non ADS-B equipped
ADS-B equipped
TIS-B reports:
position ( SIA2345)
PSR/SSR
PSR/SSR
TIS-B uplinks
ATC
ADS-B reports
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
ASAS Ground Infrastructure – TIS-B uplink

Initial ground architectures and requirements for TIS-B are only just
being defined.

Architectures may differ depending on the environment and existing
surveillance data processing systems
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
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Return
TIS-B for ATSA-SURF:
A TIS-B Service may be
necessary to insure that
any user has anywhere a
complete picture of the
surrounding or relevant
surface traffic in all
weather conditions.
Some of the Aircraft &
Vehicles may be not ADSB emitting during ADS-B
implementation period
Skip
ATC
TIS-B may be used to broadcast
position of temporary obstacles ?
TIS-B Tx
TIS-B should have the
required performance
(e.g. accuracy, update
rate ).
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ADS-B Rx
In some parts of the Airport Surface,
Aircraft & Vehicles may be masked
by obstacles
ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
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Ground Infrastructure – TIS-B Broadcast
•Broadcast TIS-B services
•Manage TIS-B services
TIS-B Transmitter
Stations
ADS-B/TIS-B ground network
•Distribute data to TIS-B
transmitters
•Support possibly more than
one link technology
Ground networks
FDP
Tracker/ Data
fusion
Radar
network
IMPACT
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Other
sensors
ADS-B
SERVER(S)
TIS-B
SERVER(S)
•Filter targets
•Map to ground transmitters and
distribute tracks
•Monitor TIS-B ground system
ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
P. Howlett
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ASAS Impact on Controller Working Position
& ATC Controller Tools (examples)

Indicate equipage (e.g. ADS-B In/Out) and status of candidate aircraft

Display and identify ADS-B tracks ?

(Automatically ?) Monitor ADS-B positional data vs Radar

Identify aircraft pairs engaged in ASAS procedures and status

Automatically monitor adherence of engaged aircraft to requested spacing
(automatic alerting)

Adjust alert conditions of safety nets (STCA for aircraft in ASAS operation)

Support co-ordination and transfer of aircraft engaged in ASAS procedures

Tools to support merging operations

Optional : Support dedicated ACL clearances (CPDLC extensions) to be defined for
ASAS task delegation procedures
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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B
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CONCLUSIONS

Requirements on ADS-B and TIS-B components may vary between
applications.
One of the challenges will be to define a consistent set of requirements
for these components covering all package 1 applications.

Some controller tools are likely to be application-specific
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