Operational applications enabled
by ADS-B
Francis Casaux
CARE/ASAS manager
Presentation overview
• Genesis of ‘Package I’
• Ground Surveillance (GS) applications
• Airborne Surveillance (AS) applications
• Future packages
• Related European projects and programmes
• Concluding remarks
Background for ‘Package I’
• Based on a proposal made at the ADS-B
Symposium in Rome (12-14 March 2002)
• Development coordinated with:
– EUROCONTROL programmes
– European Commission (EC)
– EC funded projects (e.g. NUP II)
– IATA/AEA initiative (JURG/JAFTI)
– EUROCAE/WG51
Objectives of ‘Package I’
• Focus on operational applications suited for core European
high-density traffic areas without excluding other areas
• Operational airborne and ground user needs for ADS-B are
considered
• Develop the operational and technical standards required
for the early implementation of ADS-B applications
Step-by-step approach
• Wide range of operational applications associated
with different issues (i.e. PO-ASAS categories)
• Ground and airborne architectures need to evolve
step-by-step
• Ground and airborne evolutions need to be
coordinated with time objectives
Rationale for ‘Package I’
(1/2)
• Users’ need: Safety as well as flexibility &
capacity benefits (e.g. IATA/AEA JURG/JAFTI)
• Feasibility:
– Pre-existing work from EUROCONTROL programmes
and EC projects
– Trials already performed in Europe and USA
• Complexity: No change in current responsibility
for separation provision
Rationale for ‘Package I’
(2/2)
• Market: Opportunities to equip and retrofit
existing equipment to fulfil the requirements
• Time-scale: Implementation foreseen within 5-10
years
• Building Package II on experience:
– Airborne surveillance performance and use
– Increase involvement of the flight deck in ATM
Deliverable
• Title: ‘Description of a first package of GS/AS
applications’
• Version 2.2 - September 30, 2002 – 58 pages
• Developed within the framework of Activity 5 of
CARE/ASAS
• Covering letter from the Joint Co-ordination
Board signed by the European Commission and
EUROCONTROL
GS application rationale
• Pragmatism:
– They make sense in an area with good ATC
– They can be implemented more quickly
• Simplicity:
– GS applications require only ‘ADS-B out’
– Aircraft do not need to be equipped with ‘ADS-B in’ or
ASAS
GS applications
ADS-B out
SSR
ATC Centre or tower
ADS-B Receiver
ground-station
GS applications in ‘Package I’
ATC surveillance for en-route
airspace (ADS-B-ACC)
ADS programme, NUP II, Capstone
(Alaska), MEDUP, MFF, SEAP
ATC surveillance in terminal areas
(ADS-B-TMA)
ADS programme, NUP II, Capstone
(Alaska)
ATC surveillance in non-radar areas
(ADS-B-NRA)
ADS programme, NUP II (Kiruna
area), Capstone (Alaska)
Airport surface surveillance
(ADS-B-APT)
Airport operations programme, Mode
S programme, ADS programme,
NUP II
Aircraft derived data for ATC tools
(ADS-B-ADD)
AGC Programme, ASA Programme,
Mode S programme, ADS
programme, NUP II
AS application rationale
• Pragmatism:
– No significant change from current Rules of the Air (i.e.
No delegation of separation responsibility)
– AS applications, which can implemented more quickly,
were selected
• Simplicity:
– Airborne Traffic Situational Awareness (ATSA)
applications
– Airborne Spacing (ASPA) applications
AS applications
ADS-B
ASAS
Display
Aircraft CDTI
ATSA applications
in ‘Package I’
Enhanced traffic situational
awareness on the airport surface
(ATSA-SURF)
AGC programme, Airport operation
programme, NUP II, MA-AFAS
Enhanced traffic situational
awareness during flight operations
(ATSA-AIRB)
AGC Programme, MA-AFAS and
MFF
Enhanced visual acquisition for see & AGC programme and NUP I (TT
avoid
Nice)
(ATSA-S&A)
Enhanced successive visual
approaches
(ATSA-SVA)
AGC programme, MA-AFAS and
NUP II (TT Frankfurt)
ASPA applications
in ‘Package I’
Enhanced sequencing and merging
operations
(ASPA-S&M)
EEC, MFF, MA-AFAS, NUP II,
Glasgow T-MAT
In-trail procedure in oceanic airspace NUP II (Reykjavik)
(ASPA-ITP)
Enhanced crossing and passing
operations
(ASPA-C&P)
EEC, MA-AFAS, Glasgow T-MAT
‘Package II’
• Enhanced GS/AS applications from ‘Package I’
– E.g. ‘Package I’ applications that prove too complex
• Airborne Separation applications (i.e. PO-ASAS
category III applications)
• Airborne Self-separation applications (i.e. POASAS category IV applications) in low-density
airspace
• Applications already studied in the EC projects
• Applications providing greater benefits to be
gained - and proved!
‘Package III’
• Enhanced GS/AS applications from
‘Package II’
• Airborne Self-separation applications (i.e.
PO-ASAS category IV applications) in
medium/high-density airspace
Other Considerations
• Development and implementation of ‘Package I’ is
the first step.
• ‘Package I’ will lay the ground work for further
development and applications
• Further progress requires difficult issues to be
resolved:
– transfer of separation responsibility
– new separation standards and spacing standards
– more demanding system performance requirements
EC on-going projects
• NUP II: North European ADS-B Network
Update Programme
• MFF: Mediterranean Free Flight
• MA-AFAS: More Autonomous Aircraft in
Future ATM System
• EVP: European Validation Platform
• Gate-to-Gate
Other European Activities
• EUROCONTROL – AGC & ADS programmes
– Concept of operation
– Service descriptions
• EUROCONTROL Experimental Centre
– Co Space project
•
•
•
•
CARE/ASAS
NLR
CENA
Glasgow University, Delft University, ….
GS application mapping
EUROCONTROL
NUP
MA-AFAS
MFF
EVP
MEDUP
DADI II
G2G
SEAP
CARE
ADS Progr.
AGC Prog.
Airp. Op. Prog.
ASA
EC projects
GSA
ADS-B-ACC
ADS-B-TMA
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ADS-B-NRA
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ADS-B-APT
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ADS-B-ADD
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AS application mapping
EUROCONTROL
NUP
MA-AFAS
MFF
EVP
MEDUP
DADI II
G2G
SEAP
CARE
ADS Progr.
AGC Prog.
Airp. Op. Prog.
ASA
EC projects
ASA
ATSA-SURF
ATSA-AIRB
ATSA-S&A
ATSA-SVA
ASPA-S&M
ASPA-ITP
ASPA-C&P
Other
Pack II / Separation
Pack III / Self-sep.
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EC future projects
• C-ATM: Co-operative Air Traffic
Management – Phase 1
• SEAP: Large Scale South European ADS
pre-implementation Programme
• AAA: Advanced Airborne System
Applications
Concluding remarks
(1/2)
• Change of Paradigm: The idea of transferring
separation responsibility to the aircraft is
controversial
• GS applications require no change in paradigm
• AS applications are more novel but ‘Package I’
deliberately avoids this issue
• ADS-B & ASAS should be seen as evolutionary
opportunities, not radical change, and controllers
are still essential
Concluding remarks
(2/2)
• ‘Package I’ is a pragmatic approach leading to
early implementation
• The approach is flexible for States, ATS providers
and airspace users
• Most of the energies should be directed for
Package I
• R&D work for future packages is also essential